Motorcycle

Abstract

A motorcycle (100), comprising a frame (11), a motorcycle body covering member (12), a traveling assembly (13), a power assembly (14), and a saddle assembly (16). The motorcycle body covering member (12) and the saddle assembly (16) are at least partially located on the frame (11); the saddle assembly (16) comprises a riding portion (1611); and the ratio of the saddle height (H1) to the displacement of the power assembly (14) is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml. When the displacement is not reduced, the saddle height can be reduced to adapt to drivers within a larger height interval, thereby expanding the range of motorcycle users.

Description

motorcycle

[0001] Related applications

[0002] This application claims priority to Chinese patent application number 202410030546.5, filed on January 8, 2024, with the 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] Large-displacement motorcycles require engines with greater power, which usually make their engines larger in size. Therefore, the saddle height of large-displacement motorcycles is usually higher, which has certain requirements on the height of the driver. As a result, shorter drivers cannot drive large-displacement motorcycles, making the range of people who are suitable for large-displacement motorcycles smaller.

[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] According to a first aspect, a motorcycle is provided in this embodiment, which includes a frame, a body covering, a running assembly, a powertrain, a suspension assembly and an electrical assembly, wherein the frame includes a main frame and a sub-frame located behind the main frame; the body covering is at least partially located on the frame; the running assembly includes a front wheel and a rear wheel located below the frame; the powertrain is connected to one of the front wheel or the rear wheel; the suspension assembly is used to connect the front wheel and the rear wheel to the frame; the electrical assembly includes a battery for low-voltage power supply to the motorcycle; a saddle assembly, the saddle assembly is at least partially located on the frame, the saddle assembly includes a riding portion, and the plane extending from the riding portion is basically perpendicular to the height direction of the motorcycle; a reference plane perpendicular to the height direction of the motorcycle is defined, the lowermost end of the running assembly is located on the reference plane, and a reference plane perpendicular to the width direction of the motorcycle is defined. The minimum distance between the projection of the riding part along the width direction of the motorcycle on the longitudinal plane and the reference plane is defined as the saddle height, and the ratio of the saddle height to the displacement of the powertrain is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml; the subframe also includes a first bracket and a second bracket distributed along the width direction of the motorcycle, the suspension assembly and the battery are at least partially located between the first bracket and the second bracket, and when viewed from the height direction of the motorcycle, the suspension assembly and the second bracket at least partially overlap; the ratio of the maximum distance to the minimum distance between the first bracket and the second bracket in the width direction of the motorcycle is greater than or equal to 1.35 and less than or equal to 1.65, and the minimum distance between the first bracket and the second bracket is basically located above the maximum distance between the first bracket and the second bracket.

[0008] According to a second aspect, a motorcycle is provided in this embodiment, comprising a frame, a body covering, a running assembly, a powertrain and a saddle assembly, wherein the frame comprises a main frame and a sub-frame located behind the main frame; the body covering is at least partially located on the frame; the running assembly comprises a front wheel and a rear wheel located below the frame; the powertrain is transmission-connected to one of the front wheel or the rear wheel; the saddle assembly is at least partially located on the frame, the saddle assembly comprises a riding portion, and a plane extending from the riding portion is substantially perpendicular to the height direction of the motorcycle; a reference plane perpendicular to the height direction of the motorcycle is defined, the lowermost end of the running assembly is located on the reference plane, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the center of the width of the motorcycle is defined, the minimum distance between the projection of the riding portion along the width direction of the motorcycle on the longitudinal plane and the reference plane is defined as the saddle height, and the ratio of the saddle height to the displacement of the powertrain is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

[0009] According to a third aspect, a motorcycle is provided in the present embodiment, which includes a frame, a body covering, a running assembly, a powertrain and an electrical assembly, wherein the frame includes a main frame and a sub-frame located behind the main frame; the body covering is at least partially located on the frame; the running assembly includes a front wheel and a rear wheel located below the frame; the powertrain is transmitted and connected to one of the front wheel or the rear wheel; the electrical assembly is at least partially located on the frame; the saddle assembly is at least partially located on the frame, the saddle assembly includes a riding portion, and the plane extending from the riding portion is basically perpendicular to the height direction of the motorcycle; the frame also includes an auxiliary frame at least partially located on the inner side of the body covering, defining a reference plane perpendicular to the height direction of the motorcycle, and the lower end of the running assembly is located on the reference plane, which connects the main frame to the auxiliary frame. The maximum area occupied by the projections of the frame and subframe along the height direction of the motorcycle on the reference plane is defined as the frame installation projection area, the maximum area occupied by the projection of the auxiliary frame along the height direction of the motorcycle on the reference plane and not overlapping with the frame installation projection area is defined as the auxiliary installation projection area, and the projections of at least part of the electrical components along the height direction of the motorcycle on the reference plane are located within the auxiliary installation projection area; a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the center of the width of the motorcycle is defined, and the minimum distance between the projection of the riding part on the longitudinal plane and the reference plane along the width direction of the motorcycle is defined as the saddle height, and the ratio of the saddle height to the displacement of the powertrain is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

[0010] Compared with the related art, the motorcycle provided in this embodiment lowers the saddle height without reducing the displacement, so that the saddle height can meet the needs of drivers in a larger height range, so that drivers with shorter heights can also drive large-displacement motorcycles, thereby increasing the range of people who are applicable to the motorcycle.

[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 schematic structural diagram of a motorcycle of the present invention;

[0014] FIG2 is a top view of the motorcycle of the present invention;

[0015] FIG3 is a top view of the frame of the motorcycle of the present invention and a partially enlarged view thereof;

[0016] FIG4 is a side view of a motorcycle of the present invention;

[0017] FIG5 is a rear view of the motorcycle of the present invention;

[0018] FIG6 is an exploded schematic diagram of the tail box bracket and rear tail box of the motorcycle according to the present invention;

[0019] FIG7 is a top view of the motorcycle tail box bracket of the present invention;

[0020] FIG8 is a partial side view of the motorcycle of the present invention;

[0021] FIG9 is a top view of the frame of the motorcycle of the present invention;

[0022] FIG10 is a side view of the frame of the motorcycle of the present invention and a partial enlarged view thereof;

[0023] FIG11 is a side view of the frame of the motorcycle of the present invention from another angle and a partially enlarged view thereof;

[0024] FIG12 is a front view of the frame of the motorcycle of the present invention;

[0025] FIG13 is a side view of a motorcycle of the present invention;

[0026] FIG14 is a schematic structural diagram of the front cover of a motorcycle according to the present invention. DETAILED DESCRIPTION

[0027] 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.

[0028] FIG1 and FIG2 show a motorcycle 100. The motorcycle 100 includes a frame 11, a body panel 12, a running assembly 13, a powertrain 14, and a suspension assembly 15. The frame 11 forms the basic framework of the motorcycle 100 and supports the other components of the motorcycle 100. The body panel 12 is at least partially located on the frame 11 and protects the internal components of the motorcycle 100. The running assembly 13 is at least partially located on the frame 11 and includes a front wheel 131 and a rear wheel 132 located at least partially below the frame 11. The powertrain 14 is at least partially located on the frame 11 and is transmission-connected to one of the front wheel 131 and the rear wheel 132 to provide propulsion for the motorcycle 100. The suspension assembly 15 is at least partially located on the frame 11, and the front wheel 131 and the rear wheel 132 are connected to the frame 11 via the suspension assembly 15. To clearly illustrate the technical solution of the present invention, the front, rear, left, right, upper, and lower sides are also defined as shown in Figure 1. It should be understood that the length direction in the embodiment of the present application refers to the front-to-back direction of the motorcycle 100, the width direction refers to the left-to-right direction of the motorcycle 100, and the height direction refers to the up-down direction of the motorcycle 100.

[0029] As shown in Figures 3 and 4, the frame 11 includes a main frame 111 and a subframe 112 located at the rear end of the main frame 111. The subframe 112 is fixedly connected to the main frame 111. The rear wheel 132 is at least partially located at the lower end of the subframe 112 and is rotatably connected to the main frame 111 via the suspension assembly 15. The motorcycle 100 also includes a saddle assembly 16. The subframe 112 includes a recessed portion 1121 that is tightened inwardly along the width of the motorcycle 100. The saddle assembly 16 is at least partially located above the recessed portion 1121. The saddle assembly 16 and the subframe 112 are fixedly connected. The saddle assembly 16 is used for the driver to sit on, so that the driver can operate the motorcycle 100. Among them, the subframe 112 includes a first bracket 1122 and a second bracket 1123 distributed along the width direction of the motorcycle 100, and the first bracket 1122 and the second bracket 1123 are basically located at the recessed portion 1121. The first bracket 1122 and the second bracket 1123 provide support for the saddle assembly 16. The first bracket 1122 and the second bracket 1123 are both fixedly connected to the saddle assembly 16. When viewed along the height direction and the width direction of the motorcycle 100, the saddle assembly 16 covers the first bracket 1122 and the second bracket 1123, that is, the maximum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is basically located below the saddle assembly 16.

[0030] Specifically, the motorcycle 100 further includes an electrical assembly 17, which is at least partially located on and fixedly connected to the subframe 112. The motorcycle 100 also includes a battery 171, which is located below the saddle assembly 16 and fixedly connected to the subframe 112. The battery 171 is at least partially located between the first bracket 1122 and the second bracket 1123. The suspension assembly 15 includes a rear fork 151 located at the rear of the frame 11 and a rear shock absorber 152 connected to the rear fork 151. The rear wheel 132 is rotatably connected to the rear fork 151, and the rear shock absorber 152 is at least partially connected to the main frame 111 through the subframe 112.

[0031] As an implementation, the rear shock absorber 152 is located on one side of the subframe 112, at least partially between the first bracket 1122 and the second bracket 1123, and is positioned proximate to the second bracket 1123. When viewed along the height of the motorcycle 100, the rear shock absorber 152 and the second bracket 1123 at least partially overlap. When viewed along the width of the motorcycle 100, the first bracket 1122, the battery 171, the rear shock absorber 152, and the second bracket 1123 at least partially overlap, with installation gaps formed between the rear shock absorber 152, the battery 171, and the second bracket 1123. The rear shock absorber 152 is located on the side of the battery 171 proximate to the second bracket 1123, with an installation gap formed between the rear shock absorber 152 and the battery 171. With the above arrangement, in the prior art, the offset rear shock absorber 152 is typically located outside the second bracket 1123, causing the subframe 112 to occupy the space for the battery 171, making the battery 171 space very compact and inconvenient for removal and maintenance of the battery 171. In the present application, by changing the layout of the subframe 112, the rear shock absorber 152 is located between the first bracket 1122 and the second bracket 1123 and is disposed close to the second bracket 1123. This increases the space for the battery 171 and facilitates removal and installation of the battery 171. Furthermore, the battery 171 can be disposed close to the middle portion between the first bracket 1122 and the second bracket 1123, thereby narrowing the subframe 112 along the width of the motorcycle 100. The narrowing of the subframe 112 allows the saddle assembly 16 to be adjusted downward along the height of the motorcycle 100, thereby reducing the height of the saddle assembly 16 and allowing the height of the saddle assembly 16 to meet the needs of riders of a wider range of heights.

[0032] As shown in FIG3 , as one implementation, a longitudinal plane 101 perpendicular to the width of the motorcycle 100 and passing through the center of the width of the motorcycle 100 is defined, and the first bracket 1122 and the second bracket 1123 are arranged substantially symmetrically with respect to the longitudinal plane 101. This symmetrical arrangement of the first bracket 1122 and the second bracket 1123 not only improves the structural strength of the frame 11 but also reduces welding deformation during the manufacturing process of the frame 11, thereby improving the production efficiency of the frame 11. Furthermore, an installation gap is formed between the battery 171 and the first bracket 1122 along the width of the motorcycle 100 to facilitate installation of the battery 171. In the prior art, due to the asymmetrical arrangement of the first bracket 1122 and the second bracket 1123 and the offset position of the rear shock absorber 152, the battery 171 is positioned closely against the first bracket 1122. This results in a lack of installation gap between the battery 171 and the first bracket 1122, making installation of the battery 171 difficult. In the present application, the first bracket 1122 and the second bracket 1123 are symmetrically arranged, so that the battery 171 can be moved toward one side of the second bracket 1123 along the width direction of the motorcycle 100, so that an installation gap is formed between the battery 171 and the first bracket 1122, thereby facilitating the operation of the staff during the disassembly and assembly of the battery 171, thereby improving the disassembly and assembly efficiency of the battery 171.

[0033] Specifically, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is greater than or equal to 1.35 and less than or equal to 1.65. Specifically, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is greater than or equal to 1.4 and less than or equal to 1.6. Furthermore, the ratio of the maximum distance D1 to the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 1.5. Furthermore, the minimum distance between the first bracket 1122 and the second bracket 1123 is substantially above the maximum distance between the first bracket 1122 and the second bracket 1123. Through the above arrangement, the subframe 112 gradually tightens from bottom to top along the height direction of the motorcycle 100. This arrangement allows the plastic parts located on the outside of the subframe 112 to form a slope at the position where the driver's legs are placed, thereby reserving sufficient layout space for components such as the powertrain 14, rear shock absorber 152, and electrical components 17. At the same time, it also improves the driver's riding comfort, reduces the space occupied by the driver's legs in the width direction, and further reduces the height required for the driver's legs to contact the ground, thereby effectively improving the maneuverability of the large-displacement off-road motorcycle 100. For the large-displacement off-road motorcycle 100 described in this application, reducing the height required for the driver to contact the ground can meet the riding needs of drivers in a wider range of heights, thereby increasing the applicable population of large-displacement motorcycles 100.

[0034] As an optional embodiment, in the present application, the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 185 mm, wherein the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is basically consistent with the minimum width of the recessed portion 1121. Specifically, the aforementioned "basically consistent" is specifically interpreted as the difference between the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 and the minimum width of the recessed portion 1121 is less than or equal to 10 mm, and the maximum distance D1 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 310 mm. Through the above-mentioned arrangement, compared with the prior art, the reduction of the minimum distance D2 can be beneficial to the tightening of the frame 11, thereby lowering the height of the saddle assembly 16, so that the height of the saddle assembly 16 can meet the needs of drivers in a larger height range. Increasing the maximum distance D1 can facilitate the arrangement of the electrical components 17, thereby lowering the height of the saddle assembly 16 while also meeting the arrangement requirements of the electrical components 17, thereby improving the structural compactness of the motorcycle 100.

[0035] As shown in Figure 4, the saddle assembly 16 includes a seat cushion 161, which includes a riding portion 1611 and a clamping portion 1612 located in front of the riding portion 1611. The riding portion 1611 provides support for the driver's buttocks to improve the driver's riding stability and comfort. The clamping portion 1612 is designed to support the driver's legs so that the driver's legs can clamp the seat cushion 161, thereby making the driver's ride more stable and improving the driver's riding experience. The upper surface of the riding portion 1611 is substantially perpendicular to the height direction of the motorcycle 100, and the plane extending from the clamping portion 1612 is substantially perpendicular to the width direction of the motorcycle 100. When viewed along the height direction of the motorcycle 100, the riding portion 1611 is located above the first bracket 1122 and the second bracket 1123. As an implementation method, a reference plane 102 is defined that is perpendicular to the height direction of the motorcycle 100, and the lowermost end of the running assembly 13 is located on the reference plane 102. The minimum distance between the projection of the riding portion 1611 along the width of the motorcycle 100 onto the longitudinal plane 101 and the reference plane 102 is defined as the motorcycle's saddle height H1. The motorcycle in this application is a large-displacement touring motorcycle. As those skilled in the art will appreciate, the saddle height H1 of large-displacement motorcycles 100 is typically higher than that of other models. Within a certain range, as the displacement of the motorcycle 100 increases, a larger powertrain 14 is required to provide power, which increases the saddle height H1. Consequently, large-displacement motorcycles 100 have higher height requirements for the driver. In this application, by lowering the height of the subframe 11 and tightening the first bracket 1122 and the second bracket 1123, the saddle height H1 can be set to below 840 mm, while still maintaining a displacement of up to 700 cc for the motorcycle 100. Specifically, the ratio of the saddle height H1 to the displacement of the powertrain 14 in this application is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml. Furthermore, the ratio of the saddle height H1 to the displacement of the powertrain 14 is greater than or equal to 1.05 mm / ml and less than or equal to 1.15 mm / ml. In this embodiment, the ratio of the saddle height H1 to the displacement of the powertrain 14 is 1.1 mm / ml. Through the above-mentioned arrangement, the saddle height H1 can be reduced without reducing the displacement, so that the saddle height H1 can meet the needs of drivers in a larger height range, so that drivers with shorter heights can also drive the large-displacement motorcycle 100, thereby increasing the range of people who are suitable for the large-displacement motorcycle 100. In addition, the narrowing of the subframe 112 can also lower the position of the clamping portion 1612, thereby improving the driving experience of the driver.

[0036] The passing height H2 of the motorcycle 100 refers to the minimum distance between the other components of the motorcycle 100, excluding the suspension assembly 15 and the running assembly 13, and the reference plane 102. In the prior art, the reduction of the saddle height H1 is generally at the expense of the passing height H2 of the motorcycle. That is, the positions of the frame 11 and the powertrain 14, electrical components 17, and body panels 12 fixed to the frame 11 are correspondingly moved downward, so that the passing height H2 of the motorcycle is reduced, thereby reducing the saddle height H1. In the present application, by tightening the frame 11 covered by the saddle assembly 16, the installation height of the saddle assembly 16 on the frame 11 is reduced, and the saddle height H1 is reduced, thereby reducing the lowering range of the frame 11 to avoid affecting the passing height H2 of the motorcycle. Among them, the installation height of the saddle assembly 16 in the aforementioned description refers to the minimum distance between the connection point where the saddle assembly 16 is fixedly connected to the frame 11 and the reference plane 102. In this embodiment, as the subframe 11 is lowered, the installation clearances between the suspension assembly 15, the electrical assembly 17, and the powertrain 14 below the saddle assembly 16 are reduced, thereby increasing the motorcycle's walk-through height H2 even after the subframe 112 is lowered. Specifically, the powertrain 14 in this embodiment is located at the lowest end of the frame 11. The powertrain 14 includes an exhaust mechanism 141 located at the bottom of the powertrain 14. The exhaust mechanism 141 is used to discharge exhaust gas generated by the powertrain 14. The minimum distance between the exhaust mechanism 141 and the reference plane 102 is the walk-through height H2 of the motorcycle 100 in this embodiment. Even if the saddle height H1 is set between 800 mm and 840 mm in this application, the walk-through height H2 of the motorcycle 100 can still reach 220 mm. Optionally, the ratio between the saddle height H1 and the walk-through height H2 of the motorcycle in this application is greater than or equal to 3.5 and less than or equal to 4.2. More specifically, the ratio of the saddle height H1 to the clearance height H2 is greater than or equal to 3.6 and less than or equal to 4. Furthermore, the ratio of the saddle height H1 to the clearance height H2 is 3.7. Through the above configuration, the motorcycle 100 lowers the saddle height H1 to meet the driving needs of people in a wider range of heights while maintaining the clearance height H2 of the motorcycle 100. This prevents the powertrain 14, located at the bottom, from colliding with obstacles during driving, thereby improving the motorcycle 100's passability and driving safety.

[0037] As an optional embodiment, the saddle height H1 can be set to 800 mm, and the pass height H2 can be set to 220 mm, so that the height of the saddle assembly 16 can meet the needs of drivers in a larger height range, thereby improving the driving comfort and human-computer interaction experience of the driver, and can also improve the overall vehicle passability of the motorcycle 100, thereby improving the versatility of the motorcycle 100.

[0038] As shown in Figure 5 and as previously mentioned, the motorcycle 100 of the present application is a large-displacement motorcycle 100 suitable for long-distance riding. Compared to other types of motorcycles 100, it has a greater storage requirement and is therefore provided with multiple storage spaces. As an implementation, the motorcycle 100 also includes a cargo box assembly 18 located behind the frame 11. The cargo box assembly 18 is used to provide storage space for the motorcycle 100, allowing the rider to store items. The cargo box assembly 18 includes a first cargo box 181 and a second cargo box 182, which are arranged along the width of the motorcycle 100. The body panel 12 also includes a fender 121, which is at least partially located behind the subframe 112 and is fixedly connected to the subframe 112. The vehicle frame 11 also includes a cargo box bracket 113 (see FIG. 3 ) located behind the subframe 112. The cargo box bracket 113 is at least partially disposed around the rear end of the subframe 112, that is, the cargo box bracket 113 is also at least partially located on both sides of the width direction of the subframe 112 for mounting the first cargo box 181 and the second cargo box 182. The cargo box bracket 113 includes a bracket connecting rod 1131 located behind the subframe 112. The bracket connecting rod 1131 is used to connect the portions of the cargo box bracket 113 distributed on both sides of the width direction of the subframe 112. The cargo box bracket 113 and the subframe 112 are configured to be fixedly connected, and the cargo box bracket 113 and the subframe 112 are fixedly connected via the portions of the cargo box bracket 113 distributed on both sides of the width direction of the subframe 112, thereby improving the connection stability between the first cargo box 181 and the second cargo box 182 and the cargo box bracket 113. When the first and second cargo boxes 181, 182 are assembled, they are fixedly connected to the cargo box bracket 113. When in off-road conditions or when not in use, the first and second cargo boxes 181, 182 can be disassembled from the cargo box bracket 113, further diversifying the motorcycle's uses. In the present application, the subframe 112 of the motorcycle 100 is lowered due to the reduction in the saddle height H1 of the motorcycle 100, causing the fender 121 connected to the subframe 112 to be lowered as well. However, considering the ergonomic height of the cargo box assembly 18, and to avoid interference with the exhaust system of the motorcycle 100 or thermal damage due to insufficient clearance after the cargo box assembly 18 is lowered, and to avoid interference with the rear fork 151 after the cargo box assembly 18 is lowered, the height of the cargo box bracket 113 is not lowered. As viewed along the length of the motorcycle 100, the fender 121 at least partially overlaps the bracket connecting rod 1131. In this embodiment, the fender 121 is fixedly connected to the bracket connecting rod 1131 via fasteners. In the prior art, the bracket connecting rod 1131 is located below the license plate of the motorcycle 100. During the operation of the motorcycle 100, the fender 121 and the cargo box bracket 113 are prone to relative vibration, which can cause the license plate of the motorcycle 100 to collide with the cargo box bracket 113, resulting in a breakage of the license plate or a collision between the fender 121 and the cargo box bracket 113, producing an abnormal noise.Through the above-mentioned arrangement, relative vibration between the bracket connecting rod 1131 and the fender 121 can be avoided, so as to avoid collision between the cargo box bracket 113 and the fender 121 due to relative vibration and produce abnormal noise. It can also avoid the license plate of the motorcycle 100 from breaking due to the relative vibration between the cargo box bracket 113 and the fender 121, thereby improving the connection stability of the fender 121 and the service life of the license plate of the motorcycle 100.

[0039] Specifically, the cargo box bracket 113 includes a first cargo box bracket 1132 located on one side of the longitudinal plane 101 and a second cargo box bracket 1133 located on the other side of the longitudinal plane 101. The first cargo box bracket 1132 and the second cargo box bracket 1133 are connected by a bracket connecting rod 1131. In other words, the first cargo box bracket 1132 and the second cargo box bracket 1133 are arranged along the width of the motorcycle 100. A fixed mounting point 1211 is provided on the rear side of the fender 121. The fender 121 is fixedly connected to the bracket connecting rod 1131 via the fixed mounting point 1211. This improves the connection strength between the fender 121 and the bracket connecting rod 1131 and reduces vibration of the fender 121 during the operation of the motorcycle 100. Furthermore, a license plate mounting portion 1212 is provided at the rear of the fender 121. License plate mounting portion 1212 is used to mount the license plate of the motorcycle 100. License plate mounting portion 1212 is located above fixed mounting point 1211. When the license plate of the motorcycle 100 is mounted on license plate mounting portion 1212, the license plate of the motorcycle 100 covers fixed mounting point 1211, thereby providing protection for fixed mounting point 1211. Alternatively, fixed mounting point 1211 may be located above license plate mounting portion 1212 to facilitate assembly and disassembly of bracket connecting rod 1131 and fender 121.

[0040] Furthermore, along the length of the motorcycle 100, the bracket connecting rod 1131 is at least partially located in front of the fender 121. When the bracket connecting rod 1131 is located behind the fender 121, it would occupy the installation space for the motorcycle 100 license plate, causing the motorcycle 100 license plate to be suspended after installation, which could easily cause the motorcycle 100 license plate to deform or break. This arrangement, while not only ensuring a fixed connection between the bracket connecting rod 1131 and the fender 121, prevents the bracket connecting rod 1131 from interfering with the installation space for the motorcycle 100 license plate, thereby improving the stability of the connection between the motorcycle 100 license plate and the fender 121.

[0041] As shown in Figures 6 and 7, the frame 11 also includes a trunk bracket 114 located at the rear end of the subframe 112, and the cargo box assembly 18 also includes a rear trunk 183 located at the rear of the motorcycle 100. The rear trunk 183 can provide storage space and provide back support for rear passengers to improve the riding comfort of rear passengers. The trunk bracket 114 is located behind the subframe 112, and the rear trunk 183 is also at least partially located above the subframe 112. The rear trunk 183 and the trunk bracket 114 are configured to be detachably connected via a connecting member 1141. The connecting member 1141 is generally configured as a bolt. The rear trunk 183 includes a first extreme position and a second extreme position on the trunk bracket 114. By operating the connecting member 1141, the rear trunk 183 can be translated between the first extreme position and the second extreme position, and the rear trunk 183 can be fastened at any position on the translation path between the first extreme position and the second extreme position. The trunk bracket 114 is provided with an adjustment slot 1142, which extends substantially along the predetermined straight line 103. A connector 1141 at least partially extends through the adjustment slot 1142, and the connector 1141 is movable within the adjustment slot 1142 along the predetermined straight line 103. Optionally, the predetermined straight line 103 can extend substantially along the length of the motorcycle 100, or in other directions, to allow the trunk 183 to move freely in other directions. This arrangement allows the trunk 183 to move freely along the length of the motorcycle 100, thereby expanding the seating space for rear passengers.

[0042] Specifically, the distance that the rear trunk 183 moves from the first extreme position to the second extreme position is the adjustment stroke L of the rear trunk 183. The adjustment stroke L is set to be greater than or equal to 0 mm and less than or equal to 100 mm. Furthermore, the adjustment stroke L is set to be greater than or equal to 25 mm and less than or equal to 75 mm. In this embodiment, the adjustment stroke L is set to 50 mm. Through the above-mentioned setting, it is possible to avoid the adjustment stroke L being too large so that the position of the rear trunk 183 is too far back and affects the balance of the motorcycle 100, and it is also possible to avoid the adjustment stroke L being too small so that the riding space for the rear passengers is smaller, thereby facilitating the operation of the motorcycle 100 and improving the riding comfort of the rear passengers. Optionally, the position of the connecting member 1141 can be adjusted according to the needs of the driver, so that the adjustment stroke L of the rear trunk 183 can be changed.

[0043] In the embodiment of the present application, the adjustment slot 1142 includes a first adjustment slot 1142a, a second adjustment slot 1142b, and a third adjustment slot 1142c. The connector 1141 includes a starting position and an ending position within the adjustment slot 1142. When the rear trunk 183 is at the first extreme position, the connector 1141 is at the initial position within the adjustment slot 1142. When the rear trunk 183 is at the second extreme position, the connector 1141 is at the ending position within the adjustment slot 1142. Accordingly, when the connector 1141 within the adjustment slot 1142 is at the initial position or the ending position, the centers of the connector 1141 located within the first adjustment slot 1142a, the second adjustment slot 1142b, and the third adjustment slot 1142c, respectively, are not collinear. Through the above arrangement, the centers of the three connectors 1141, respectively located in the three adjustment slots 1142, are distributed in a substantially triangular pattern, thereby improving the connection stability between the rear trunk 183 and the trunk bracket 114, and preventing the rear trunk 183 from shaking due to an unstable connection during the driving of the motorcycle 100, thereby creating a safety hazard. It should be noted that in the present application, the connector 1141 is generally configured as a cylindrical connector such as a bolt, so the "center of the connector 1141" in the description of the present application refers to a projection plane perpendicular to the axis of the connector 1141, where the projection of the connector 1141 along the axis onto the projection plane is a circular surface, and the center of the circular surface is the center of the connector 1141. In the present application, the centers of the three connectors 1141, respectively located in the three adjustment slots 1142, are all on the same projection plane.

[0044] In this embodiment, along the length direction of the motorcycle 100, the first adjustment groove 1142a and the second adjustment groove 1142b are at least partially located in front of the third adjustment groove 1142c; along the width direction of the motorcycle 100, the third adjustment groove 1142c is located between the first adjustment groove 1142a and the second adjustment groove 1142b, and the first adjustment groove 1142a and the second adjustment groove 1142b are distributed along the width direction of the motorcycle 100. As an optional embodiment, the initial position and the terminal position of the connecting member 1141 located in the first adjustment groove 1142a and the second adjustment groove 1142b are the same. Along the length direction of the motorcycle 100, the initial position of the connecting member 1141 in the first adjustment groove 1142a and the second adjustment groove 1142b is located at the front end of the first adjustment groove 1142a and the second adjustment groove 1142b and abuts the adjustment groove 1142, and the initial position of the connecting member 1141 in the third adjustment groove 1142c is in the middle of the third adjustment groove 1142c; the terminal position of the connecting member 1141 in the first adjustment groove 1142a and the second adjustment groove 1142b is in the middle of the first adjustment groove 1142a and the second adjustment groove 1142b, and the terminal position of the connecting member 1141 in the third adjustment groove 1142c is at the rear end of the third adjustment groove 1142c and abuts the adjustment groove 1142. This arrangement can prevent the rear trunk 183 from being positioned too forward or too backward. Optionally, the starting position and the ending position of the rear trunk 183 can be adjusted according to the needs of the driver to suit the driver's riding habits. In the prior art, there are usually four adjustment slots 1142. If there are too many adjustment slots 1142, it is easy to reduce the strength of the trunk bracket 114, thereby reducing the connection strength between the rear trunk 183 and the trunk bracket 114. Compared with the three adjustment slots 1142 in the present application, it takes up a larger layout space, making the adjustment stroke smaller. Through the above-mentioned setting, while ensuring that the strength of the trunk bracket 114 meets the requirements, the layout space occupied by the adjustment slots 1142 can be reduced, and the length of the adjustment slots 1142 can be increased, thereby increasing the adjustment stroke of the rear trunk 183 so that the adjustment of the rear trunk 183 can meet the adjustment needs of more rear passengers, thereby improving the human-computer interaction coordination of the motorcycle 100.

[0045] A bushing 1143 is further disposed between the rear trunk 183 and the trunk support 114. A connector 1141 at least partially penetrates the adjustment slots 1142 and the bushing 1143, and is then fixedly attached to the rear trunk 183. By varying the height of the bushings 1143 in different adjustment slots 1142, the rear trunk 183 can be tilted in different directions. In this embodiment, when the rear trunk 183 is in the first extreme position, the line connecting the centers of the connector 1141 in the first and second adjustment slots 1142a, 1142b is substantially perpendicular to the longitudinal plane 101. This arrangement allows the rear trunk 183 to flip backward when the heights of the bushings 1143 in the first and second adjustment slots 1142a, 1142b are simultaneously increased. Conversely, increasing the height of the bushing 1143d in the third adjustment slot 1142c allows the rear trunk 183 to flip forward. To ensure the stability of the tilting angle of the rear trunk 183, the heights of the bushings 1143 in the first adjustment slot 1142a and the second adjustment slot 1142b are generally substantially the same. Specifically, the first adjustment slot 1142a is provided with a first bushing 1143a, the second adjustment slot 1142b is provided with a second bushing 1143b, and the third adjustment slot 1142c is provided with a third bushing 1143c. When only the first and second bushings 1143a, 1143b are provided without the third bushing 1143c, or when the heights of the first and second bushings 1143a, 1143b are greater than the height of the third bushing 1143c, the rear trunk 183 can tilt rearward along the length of the motorcycle 100, thereby expanding the riding space for rear passengers and providing support for them, thereby improving the riding experience for the rear passengers. Alternatively, when only the third bushing 1143c is provided, without the first bushing 1143a and the second bushing 1143b, or when the heights of the first bushing 1143a and the second bushing 1143b are less than the height of the third bushing 1143c, the rear trunk 183 can tilt forward along the length direction of the motorcycle 100, so that when the motorcycle 100 is loaded with items in the rear row, the rear trunk 183 works together with the first cargo box 181 and the second cargo box 182 to prevent the items loaded in the rear row from sliding. It is understood that angle adjustment in another direction can also be achieved by providing only the first bushing 1143a and the third bushing 1143c, without the second bushing 1143b, or by setting the heights of the first bushing 1143a and the third bushing 1143c to be greater than the height of the second bushing 1143b. As another optional embodiment, the angle adjustment in the third direction can be achieved by only providing the second bushing 1143b and the third bushing 1143c without providing the first bushing 1143a, or by setting the height of the second bushing 1143b and the third bushing 1143c to be greater than the height of the first bushing 1143a.

[0046] Specifically, as shown in FIG8 , when the rear trunk 183 tilts forward or backward, an angle is formed between the bottom surface of the rear trunk 183 and the upper surface of the trunk support 114. The maximum adjustable angle between the bottom surface of the rear trunk 183 and the upper surface of the trunk support 114 is defined as an adjustment angle α. Optionally, the adjustment angle α is set to 10°. It will be appreciated that the adjustment angle α can be any angle between 0° and 10°, allowing the adjustment angle α to be adjusted according to the driver's needs, thereby improving the versatility and adaptability of the motorcycle 100. This configuration prevents the adjustment angle α from being too small to achieve the desired adjustment effect, and prevents the adjustment angle α from being too large to meet the required connection strength between the rear trunk 183 and the trunk support 114. This ensures that the required connection strength between the rear trunk 183 and the trunk support 114 is met while also improving the riding experience of rear passengers, thereby enhancing the human-machine interaction and coordination of the motorcycle 100.

[0047] As shown in FIG8 , the frame 11 further includes a footrest bracket 115 and a fastener 119 located at the rear of the motorcycle 100. The motorcycle 100 also includes a rear footrest 19, which is used to support the feet of rear passengers of the motorcycle 100 to improve riding comfort. The footrest bracket 115 is fixedly connected to the subframe 112 and is used to mount the rear footrest 19. The footrest bracket 115 is provided with a footrest mounting hole 1151. The fastener 119 at least partially penetrates the footrest mounting hole 1151 and is fixedly connected to the rear footrest 19. The footrest mounting hole 1151 can be configured as a cylindrical hole, and the fastener 119 can be configured as a bolt or screw. In the prior art, the axial direction of the footrest mounting hole 1151 is generally aligned with the height direction of the motorcycle 100. This installation method results in insufficient assembly space for the rear footrest 19 of the motorcycle 100 during installation and removal. Assembly and disassembly tools are prone to interfering with the rear fork 151 during use, requiring the rear fork 151 to be removed before the rear footrest 19 can be assembled and disassembled, resulting in a relatively cumbersome assembly and disassembly process. In the present application, the axial direction of the footrest mounting hole 1151 is generally aligned with the width direction of the motorcycle 100. This prevents the assembly and disassembly tools from interfering with the rear fork 151 during assembly and disassembly of the rear footrest 19. This arrangement increases the assembly space for the rear footrest 19, prevents interference between the assembly and disassembly tools and the rear fork 151 during assembly and disassembly of the rear footrest 19, and optimizes the assembly and disassembly process of the rear footrest 19, thereby improving the assembly efficiency of the motorcycle 100. In addition, the fastener 119 in the present application at least partially passes through the footrest bracket 115 and the cargo box bracket 113, so that the footrest bracket 115 and the cargo box bracket 113 are fixedly connected, so that the footrest bracket 115 and the cargo box bracket 113 can share the same mounting point, reducing the number of mounting points on the subframe 112 while also improving the structural compactness of the footrest bracket 115 and the cargo box bracket 113.

[0048] As shown in FIG9 , the frame 11 also includes an auxiliary frame 116 located at the front end of the main frame 111. The auxiliary frame 116 is detachably connected to the main frame 111 and is disposed substantially around the front end of the main frame 111. Furthermore, the auxiliary frame 116 is at least partially located outside the body panel 12. The auxiliary frame 116 is primarily used to prevent damage to the main frame 111, components located thereon, and the body panel 12 from violently colliding with the ground in the event of a motorcycle 100 tipping over, or to protect the driver's life from being endangered in the event of a motorcycle 100 collision. The auxiliary frame 116 is also at least partially located inside the body panel 12, and the electrical assembly 17 is at least partially located on the auxiliary frame 116 within the body panel 12. It can be understood that a transverse plane 104 perpendicular to the length direction of the motorcycle 100 and passing through the length center of the motorcycle 100 is defined. The outer side of the body cover 12 mentioned above refers to the side away from the transverse plane 102 along the length direction of the motorcycle 100 and away from the longitudinal plane 101 along the width direction of the motorcycle 100, and the inner side of the body cover 12 refers to the side close to the transverse plane 104 along the length direction of the motorcycle 100 and close to the longitudinal plane 101 along the width direction of the motorcycle.

[0049] As an embodiment, the maximum area occupied by the projections of the main frame 111 and the sub-frame 112 on the reference plane 102 along the height direction of the motorcycle 100 is defined as a frame installation projection area 105, and the maximum area occupied by the projection of the auxiliary frame 116 on the reference plane 102 along the height direction of the motorcycle 100 that does not overlap with the frame installation projection area 105 is defined as an auxiliary installation projection area 106, and the projection of the electrical component 17 on the reference plane 102 along the height direction of the motorcycle 100 is at least partially located within the auxiliary installation projection area 106. Specifically, the electrical component 17 includes a solenoid valve 172 and a relay 173. The solenoid valve 172 and the relay 173 are both located on one side of the main frame 111 along the width direction through the auxiliary bracket 116 and are fixedly connected to the auxiliary bracket 116. The electrical component 17 also includes a telematics processor 174, namely a T-BOX (TelematicsBOX). The telematics processor 174 is located on the other side of the main frame 111 along the width direction through the auxiliary bracket 116 and is fixedly connected to the auxiliary bracket 116. As mentioned above, the auxiliary frame A detachable connection is provided between 116 and the main frame 111, and the electrical component 17 is located on the auxiliary frame 116 closer to the body cover 12. The above arrangement can facilitate the installation of the electrical component 17 relying on the auxiliary bracket 116, thereby facilitating the disassembly and assembly of the electrical component 17, thereby improving the assembly performance and maintenance performance of the electrical component 17; on the other hand, the installation area of ​​the electrical component 17 can be moved outward, reducing the installation burden of the sub-frame 111, reducing the number of components located on the sub-frame 111, and lowering the seat height while providing technical support for increasing the passability of the motorcycle 100.

[0050] Specifically, the auxiliary frame 116 further includes a mounting bracket 1161 located inside the body panel 12. The mounting brackets 1161 are provided as a pair and are distributed along the width of the motorcycle 100. The mounting brackets 1161 are used to rigidly connect the auxiliary frame 116 located on the left or right side of the main frame 111 to the main frame 111. Specifically, the mounting brackets 1161 are integrally formed or fixedly connected to the main frame 111, and the mounting brackets 1161 are detachably connected to the auxiliary frame 116. As a specific embodiment, the mounting bracket 1161 includes a bracket mounting portion 1161a, and a bracket fixing portion 1161b fixedly connected to or integrally formed with the bracket mounting portion 1161a. The bracket mounting portion 1161a is configured to be fixedly connected to the main frame 111. The bracket mounting portion 1161a is basically configured to be a sheet metal structure, which is convenient for fitting with the outer contour of the main frame 111 to form a stable connection. The shape of the bracket fixing portion 1161b is basically configured to be consistent with the auxiliary frame 116, which is convenient for forming a stable connection with the auxiliary frame 116.

[0051] As shown in Figures 10 and 11, the motorcycle 100 also includes a carbon canister 21, and the electrical component 17 also includes a solenoid valve 172 and a relay 173. The solenoid valve 172 is electrically connected to the carbon canister 21, and the solenoid valve 172 is used to control the valve of the carbon canister 21 so that the carbon canister 21 can work normally. In this embodiment, a carbon canister mounting point 1161c, a solenoid valve mounting point 1161d and a relay mounting point 1161e are provided on the bracket mounting portion 1161a on the mounting bracket 1161 on one side of the main frame 111. The carbon canister 21 is fixedly connected to the bracket mounting portion 1161a through the carbon canister mounting point 1161c, the solenoid valve 172 is fixedly connected to the bracket mounting portion 1161a through the solenoid valve mounting point 1161d, and the relay 173 is fixedly connected to the bracket mounting portion 1161a through the relay mounting point 1161e, so that the carbon canister 21, the solenoid valve 172 and the relay 173 can all be connected to the frame 11 through the bracket mounting portion 1161a. As an optional embodiment, canister mounting point 1161c is configured as a pluggable thin-film structure. A slot for plugging the thin-film structure is provided on canister 21, and canister 21 plugs into canister mounting point 1161c via the slot. Solenoid valve mounting point 1161d is also configured as a pluggable thin-film structure. A slot for plugging the thin-film structure is provided on solenoid valve 172, and solenoid valve 172 plugs into solenoid valve mounting point 1161d via the slot. Relay mounting point 1161e is also configured as a pluggable thin-film structure. A slot for plugging the thin-film structure is provided on relay 173, and relay 173 plugs into relay mounting point 1161e via the slot. It will be appreciated that canister mounting point 1161c, solenoid valve mounting point 1161d, and relay mounting point 1161e have different plugging directions to avoid interference during installation of canister 21, solenoid valve 172, and relay 173.

[0052] The motorcycle 100 also includes an auxiliary water tank 22. An auxiliary water tank mounting point 1161f and a processor mounting point 1161g are provided on the bracket mounting portion 1161a on the mounting bracket 1161 located on the other side of the main frame 111. The auxiliary water tank 22 is at least partially connected to the bracket mounting portion 1161a through the auxiliary water tank mounting point 1161f, and the telematics processor 174 is at least partially connected to the bracket mounting portion 1161a through the processor mounting point 1161g. The telematics processor 174 is located on the mounting bracket 1161 and can be as far away from the metal parts of the motorcycle 100 as possible to avoid shielding the signal of the telematics processor 174. As an optional embodiment, auxiliary water tank mounting point 1161f is configured as a mounting hole. A mounting structure is provided on auxiliary water tank 22, and fasteners at least partially extend through the mounting structure and the mounting hole to securely connect auxiliary water tank 22 to bracket mounting portion 1161a. Processor mounting point 1161g is also configured as a mounting hole. A mounting structure is provided on telematics processor 174, and fasteners at least partially extend through the mounting structure and the mounting hole to securely connect telematics processor 174 to bracket mounting portion 1161a. This arrangement allows the carbon canister 21, solenoid valve 172, and relay 173 to be integrated into bracket mounting portion 1161a on one side of mounting bracket 1161, while the telematics processor 174 and auxiliary water tank 22 to be integrated into bracket mounting portion 1161a on the other side of mounting bracket 1161. This reduces the number of mounting points on vehicle frame 11, simplifying its structure. It also saves space within the vehicle body, relocates the functional mounting area outward, and enhances ease of maintenance and disassembly. The connection method for each mounting point on the bracket mounting portion 1161a described herein is merely a preferred embodiment; other types of connection methods may also be used. The relay 173 provided herein is a flasher relay, used to generate an intermittent current to enable the turn signal lamp to produce alternating bright and dim signal lights. It is understood that other relays 173 may also be used in other embodiments.

[0053] As shown in FIG12 , the auxiliary frame 116 includes a first auxiliary bracket 1162, a second auxiliary bracket 1163, and a third auxiliary bracket 1164. The first auxiliary bracket 1162 is at least partially located on the left side of the main frame 111, the second auxiliary bracket 1163 is at least partially located on the right side of the main frame 111, and the third auxiliary bracket 1164 is located between the first auxiliary bracket 1162 and the second auxiliary bracket 1163. Specifically, the first auxiliary bracket 1162 and the second auxiliary bracket 1163 each include a first connecting end 1165 and a second connecting end 1166. The first connecting end 1165 is detachably connected to the main frame 111 via a bracket fixing portion 1161b. The shape of the bracket fixing portion 1161b is substantially the same as that of the first connecting end 1165. The second connecting end 1166 and the third auxiliary bracket 1164 are detachably connected. The third auxiliary bracket 1164 is located in front of the main frame 111 and is detachably connected to the first auxiliary bracket 1162 and the second auxiliary bracket 1163, respectively. The connection is disassembled, and the third auxiliary bracket 1164 is also at least partially located on the lower side of the first auxiliary bracket 1162 and the second auxiliary bracket 1163 to avoid interference between the third auxiliary bracket 1164 and other parts of the motorcycle 100. The first auxiliary bracket 1162 is used to protect the left side of the motorcycle 100 from impact, and the second auxiliary bracket 1163 is used to protect the right side of the motorcycle 100 from impact. The third auxiliary bracket 1164 can be used to protect the front side of the motorcycle 100 from impact and can improve the connection strength between the first auxiliary bracket 1162 and the second auxiliary bracket 1163. According to the above arrangement, in the prior art, the auxiliary frame 116 and the main frame 111 are directly fixedly connected, usually by welding. This connection method is prone to deformation of the frame 11 due to deformation of the auxiliary frame 116 during a collision of the motorcycle 100, thereby causing irreparable damage to the motorcycle 100 and resulting in excessively high maintenance costs for the motorcycle 100. In addition, the auxiliary frame 116 in the prior art is usually of an integrated type, and the disassembly and assembly of the integrated auxiliary frame 116 is relatively cumbersome, resulting in poor assembly performance of the motorcycle 100. The first auxiliary bracket 1162, the second auxiliary bracket 1163 and the third auxiliary bracket 1164 in the present application are all configured to be detachably connected, which can effectively structurally partition the auxiliary frame 116 according to function, so that after the motorcycle 100 collides and causes the first auxiliary bracket 1162, the second auxiliary bracket 1163 or the third auxiliary bracket 1164 to be deformed, the deformed and damaged parts can be directly disassembled and replaced without replacing the entire structure of the auxiliary frame 116, thereby avoiding the partial deformation of the first auxiliary bracket 1162, the second auxiliary bracket 1163 or the third auxiliary bracket 1164 to affect the overall structure of the auxiliary frame 116 and avoiding the deformation of the auxiliary frame 116 to affect the frame 11, thereby reducing the maintenance cost of the auxiliary frame 116.Specifically, when the left side of the motorcycle 100 tilts and deforms, only the first auxiliary bracket 1162 needs to be replaced; when the right side of the motorcycle 100 tilts, only the second auxiliary bracket 1163 needs to be replaced; when the front side is hit, only the third auxiliary bracket 1164 needs to be replaced.

[0054] Specifically, an auxiliary connecting bracket 117 is also provided on the front side of the main frame 111. The auxiliary connecting bracket 117 is used to connect the auxiliary bracket 116. The auxiliary connecting bracket 117 is also used to install the front lighting fixture and windshield assembly of the motorcycle 100. The auxiliary connecting bracket 117 is set to be fixedly connected to the main frame 111. The front of the auxiliary connecting bracket 117 is respectively connected to the first auxiliary bracket 1162 and the second auxiliary bracket 1163. The first auxiliary bracket 1162 and the second auxiliary bracket 1163 also include a third connecting end 1167. The first connecting end 1165 is located behind the second connecting end 1166 and the third connecting end 1167. The third connecting end 1167 is located in front of the first connecting end 1165 and the second connecting end 1166. The third connecting end 1167 and the auxiliary connecting bracket 117 are set to be detachably connected. Furthermore, the rear end of the auxiliary connecting bracket 117 is fixedly connected to the mounting bracket 1161. The side of the auxiliary connecting bracket 117 near the auxiliary water tank 22 is also fixedly connected to the auxiliary water tank 22 to enhance the connection strength of the auxiliary water tank 22. Through this arrangement, the first auxiliary bracket 1162 and the second auxiliary bracket 1163 also provide protection for the front of the motorcycle 100. Both the first and second auxiliary brackets 1162, 1163 simultaneously absorb impacts from the front of the motorcycle 100, thereby enhancing the protection and safety of the motorcycle 100. Furthermore, the third auxiliary bracket 1164 is located below the auxiliary connecting bracket 117. The third auxiliary bracket 1164, the mounting bracket 1161, and the auxiliary connecting bracket 117 are all substantially symmetrical about the longitudinal plane 101. This ensures that the auxiliary bracket 116 is substantially symmetrical along the longitudinal plane 101, evenly distributing the mass of the motorcycle 100 from side to side and improving the maneuverability of the motorcycle 100.

[0055] As shown in Figures 13 and 14, the body cover 12 includes a front cover 122 located at the front of the motorcycle 100, and the front cover 122 is fixedly connected to the main frame 111. The front cover 122 is used to protect the components on the front side of the motorcycle 100. As an embodiment, the body cover 12 also includes an external cover 123, and the external cover 123 is detachably connected to the front cover 122. When the external cover 123 and the front cover 122 are in a connected state, the external cover 123 is located in front of the front cover 122. Specifically, the shape of the external cover 123 is basically "triangular" or "bird's beak-shaped", so that the external cover 123 can achieve a wind-breaking effect during the driving of the motorcycle 100. Through the above arrangement, the driver can remove or install the external cover 123 according to driving needs. When the external cover 123 and the front cover 122 are in a connected state, the motorcycle 100 is in a first state. At this time, the external cover 123 can reduce the wind resistance of the motorcycle 100 during driving, thereby reducing the positive pressure on the front end and increasing the negative pressure on the rear end, reducing the energy loss of the motorcycle 100 during driving, and is suitable for high-speed riding conditions. When the external cover 123 and the front cover 122 are in a disassembled state, the motorcycle 100 is in a second state. At this time, it can effectively reduce the downward pressure and bottom negative pressure of the motorcycle 100, achieve good controllability of the motorcycle 100, and is suitable for relatively low-speed riding. The driver can replace the external cover 123 with other shapes according to his own preferences to improve the wind-breaking effect of the external cover 123. The external cover 123 and the front cover 122 are in a disassembled state, which can also facilitate the driver to maintain the external cover 123, thereby increasing the service life of the external cover 123.

[0056] Furthermore, the external cover 123 also includes a connecting portion 1231 connected to the front cover 122, and the front cover 122 also includes a mounting portion 1221 connected to the external cover 123. The connecting portion 1231 and the mounting portion 1221 are configured as a detachable link. The connecting portion 1231 can be made of metal, thereby increasing the connection strength between the external cover 123 and the front cover 122 and preventing the external cover from falling off due to vibration during the operation of the motorcycle 100. When the external cover 123 is connected to the front cover 122, the front cover 122 or the external cover 123 can cover the connecting portion 1231 and the mounting portion 1221. When the external cover 123 is disassembled, the front cover 122 can cover the mounting portion 1221. Through the above arrangement, the front cover 122 and the external cover 123 can provide protection for the connection portion 1231 or the mounting portion 1221, thereby preventing the connection portion 1231 or the mounting portion 1221 from being damaged by collisions, which could prevent the external cover 123 from being connected to the front cover 122. In addition, the connection portion 1231 and the mounting portion 1221 are at least partially located on the longitudinal plane 101, allowing the external cover 123 to be located in the middle of the motorcycle 100, thereby improving the wind-breaking effect of the external cover 123.

[0057] Specifically, the external cover 123 is symmetrical about the longitudinal plane 101, and the connecting portion 1231 and the mounting portion 1221 are at least partially located on the longitudinal plane 101. Through the above arrangement, the external cover 123 can be located in the middle position in the width direction of the motorcycle 100, thereby effectively improving the wind-breaking effect of the external cover 123. In addition, the location of the connecting portion 1231 and the mounting portion 1221 on the longitudinal plane 101 can improve the connection stability between the external cover 123 and the front cover 122. As an optional embodiment, the connecting portion 1231 can be configured as a connecting plate, and the fasteners are fixedly connected to the external cover 122 after passing through the connecting plate. When the external cover 123 and the front cover 122 are in a connected state, the connecting plate is also fixedly connected to the front cover 122 by the fasteners. Through the above-mentioned setting, when the connecting part 1231 is set as a connecting plate, the connecting part 1231 can be connected to the external cover 123 and the front cover 122 as an independent connecting component respectively, so that the connecting part 1231 can select a material different from the external cover 123, thereby improving the connection strength between the external cover 123 and the front cover 122.

[0058] In this embodiment, the external cover 123 is provided with fixing portions 1232 located at both ends of the external cover 123. After the fasteners pass through the fixing portions 1232, they are fixedly connected to the front cover 122. The external cover 123 is also provided with positioning portions 1233, through which the external cover 123 is plugged into the front cover 122. When the external cover 123 and the front cover 122 are in a connected state, the external cover 123 and the front cover 122 are first plugged in along the front-to-back direction of the motorcycle 100. Then, the main body of the external cover 123 and the front cover 122 are fixedly connected via the connecting portions 1231 and the mounting portions 1221. Finally, the ends of the external cover 123 are fixedly connected to the front cover 122 via the fixing portions 1232. When the external cover 123 is removed from the front cover 122, the connection portion 1231 and the fixing portion 1232 are disconnected from the front cover 122, and the external cover 123 can be removed along the insertion direction of the external cover 123. Through the above arrangement, the positioning portion 1233 can not only improve the connection stability between the external cover 123 and the front cover 122, preventing the external cover 123 from falling off during the operation of the motorcycle 100 and causing a safety hazard, but also provide a positioning function during the installation of the external cover 123, thereby improving the assembly performance of the external cover 123.

[0059] As shown in FIG13 , the vehicle frame 11 further includes a fixing bracket 118 for fixing the powertrain 14 to the main frame 111. The fixing bracket 118 is fixedly connected to the main frame 111, and the powertrain 14 is fixedly connected to the main frame 111 via the fixing bracket 118. The vehicle body cover 12 further includes side guards 124, which are located on both sides of the motorcycle 100 and are used to protect components on both sides of the motorcycle 100. The side guards 124 also include an engine guard 1241, which is fixedly connected to the main frame 111. Specifically, the engine guard 1241 covers the fixing bracket 118, that is, when viewed along the width direction of the motorcycle 100, the engine guard 1241 at least partially overlaps with the fixing bracket 118. Through the above arrangement, the engine guard 1241 can provide protection for the fixing bracket 118 to prevent the fixing bracket 118 from being damaged, thereby improving the connection stability of the powertrain 14 and further improving the driving safety of the motorcycle 100. Optionally, the engine guard 1241 can be fixedly connected to the main frame 111 by bolts to improve the connection stability of the engine guard 1241, or it can be connected to the main frame 111 by buckles to improve the ease of assembly and disassembly of the engine guard 1241.

[0060] 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.

[0061] 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.

[0062] 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 frame, the frame including a main frame and a sub-frame located behind the main frame; body covers, the body covers at least partially covering the main frame and the sub-frame; a running assembly, the running assembly including a front wheel and a rear wheel located below the frame; a power assembly, the power assembly being drivingly connected to at least one of the front wheel and the rear wheel; a suspension assembly, the suspension assembly connecting the front wheel to the main frame, and the suspension assembly also connecting the rear wheel to the sub-frame; an electrical assembly, the electrical assembly including a storage battery for supplying low voltage power to the motorcycle; a saddle assembly, the saddle assembly at least partially located on the sub-frame, the saddle assembly including a riding portion; wherein, a reference plane perpendicular to the height direction of the motorcycle is defined, the lowermost end of the running assembly is located on this reference plane, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle is defined, and the minimum distance between the projection of the riding portion in the longitudinal plane along the width direction of the motorcycle and the reference plane is defined as the saddle height, and the ratio of the saddle height to the displacement of the power assembly is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml; the sub-frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle, the suspension assembly and the storage battery are at least partially located between the first bracket and the second bracket, and when observed from the height direction of the motorcycle, the suspension assembly and the second bracket at least partially overlap; the ratio of the maximum distance to the minimum distance of the first bracket and the second bracket in the width direction of the motorcycle is greater than or equal to 1.35 and less than or equal to 1.65, and the position where the distance between the first bracket and the second bracket is the smallest is basically above the position where the distance between the first bracket and the second bracket is the largest.

2. The motorcycle according to claim 1, wherein, The saddle height is greater than or equal to 800 mm and less than or equal to 840 mm.

3. The motorcycle according to claim 2, wherein, The sub-frame includes a recessed portion that tapers inward along the width direction of the motorcycle, and the riding portion is located above the recessed portion.

4. The motorcycle according to claim 1, wherein, The motorcycle further includes a rear shock absorber located between the running assembly and the frame, the rear shock absorber being at least partially located between the first bracket and the second bracket, and when observed from the height direction of the motorcycle, the rear shock absorber and the second bracket at least partially overlap.

5. The motorcycle according to claim 4, wherein, The motorcycle further includes a storage battery, and when observed from the width direction of the motorcycle, the first bracket, the storage battery, the rear shock absorber and the second bracket at least partially overlap, and the rear shock absorber forms mounting gaps with the storage battery and the second bracket respectively.

6. The motorcycle according to claim 5, wherein, The frame further includes an auxiliary frame located in front of the main frame, the electrical assembly further includes a telematics processor, a solenoid valve and a relay, and the telematics processor, the solenoid valve and the relay are located on the auxiliary frame and fixedly connected to the auxiliary frame.

7. The motorcycle according to claim 6, wherein, The motorcycle further includes a sub-water tank, the sub-water tank being located on the auxiliary frame and fixedly connected to the auxiliary frame.

8. The motorcycle according to claim 1, wherein, The subframe includes a recessed portion that tapers inward in the width direction of the motorcycle. The minimum width of the recessed portion is substantially the same as the minimum distance between the first bracket and the second bracket in the width direction of the motorcycle. The first bracket and the second bracket are substantially symmetric about the longitudinal plane.

9. The motorcycle according to claim 8, wherein, The motorcycle includes a saddle assembly fixedly connected to the subframe. The saddle assembly is substantially located above the recessed portion, and the positions where the distance between the first bracket and the second bracket is maximum in the width direction of the motorcycle are substantially located below the saddle assembly.

10. The motorcycle according to claim 9, wherein, The battery is at least partially located below the saddle assembly. The battery is fixedly connected to the subframe, and an installation gap is formed between the battery and the first bracket in the width direction of the motorcycle.

11. The motorcycle according to claim 1, wherein, The body covering includes a fender located behind the subframe and fixedly connected to the subframe. The frame further includes a cargo box bracket fixedly connected to the subframe. The cargo box bracket is at least partially located at the rear of the motorcycle, and the fender is fixedly connected to the cargo box bracket.

12. The motorcycle according to claim 11, wherein, The cargo box bracket includes a bracket connecting rod located behind the subframe. The cargo box bracket further includes a first cargo box bracket and a second cargo box bracket distributed in the width direction of the motorcycle. The bracket connecting rod connects the first cargo box bracket and the second cargo box bracket. The fender is fixedly connected to the bracket connecting rod by fasteners, and when observed in the length direction of the motorcycle, the fender and the bracket connecting rod at least partially overlap.

13. The motorcycle according to claim 1, wherein, The body covering includes a front covering located at the front of the motorcycle. The front covering is fixedly connected to the main frame. The body covering further includes an external covering. The external covering is at least partially located in front of the front covering. The external covering and the front covering are detachably connected. When the external covering and the front covering are in a connected state, the motorcycle forms a first configuration. When the external covering and the front covering are in a detached state, the motorcycle forms a second configuration.

14. The motorcycle according to claim 13, wherein, The external covering includes a connecting portion connected to the front covering. The front covering includes a mounting portion connected to the external covering. The connecting portion and the mounting portion are detachably connected.

15. The motorcycle according to claim 14, wherein, When the external covering and the front covering are in a connected state, the external covering and the front covering cover the connecting portion and the mounting portion. When the external covering and the front covering are in a detached state, when observed in the length and width directions of the motorcycle, the front covering substantially covers the mounting portion.

16. The motorcycle according to claim 15, wherein, The connecting portion and the mounting portion are at least partially located on the longitudinal plane.

17. The motorcycle according to claim 13, wherein, The connecting portion is integrally formed with or fixedly connected to the external covering.

18. The motorcycle according to claim 17, wherein, The connecting portion can be a connecting plate. Fasteners pass through the connecting plate and are fixedly connected to the external covering. When the external covering and the front covering are in a connected state, the connecting plate is also fixedly connected to the front covering by fasteners.

19. The motorcycle according to claim 13, wherein, The external covering member is further provided with fixing portions located at two ends of the external covering member. After a fastener passes through the fixing portions, it is connected to the front covering member.

20. The motorcycle according to claim 19, wherein, The external covering member further includes a positioning portion. When the external covering member is in a connected state with the front covering member, the external covering member is inserted into the front covering member through the positioning portion.

21. The motorcycle according to claim 13, wherein, The vehicle frame further includes a fixing bracket. At least a part of the power assembly is fixedly connected to the main vehicle frame through the fixing bracket. The vehicle body covering member further includes side guards distributed along the width direction of the motorcycle. The side guards include an engine guard which is fixedly connected to the main vehicle frame and covers the fixing bracket.

22. The motorcycle according to claim 21, wherein Viewed along the width direction of the motorcycle, at least a part of the engine guard overlaps with the fixing bracket.

23. A motorcycle, comprising: A vehicle frame including a main vehicle frame and a sub-frame located behind the main vehicle frame; A vehicle body covering member at least partially located on the main vehicle frame and the sub-frame; A running assembly including a front wheel and a rear wheel located below the vehicle frame; A power assembly drivingly connected to at least one of the front wheel and the rear wheel; A saddle assembly at least partially located on the sub-frame, the saddle assembly including a riding portion; Wherein, a reference plane perpendicular to the height direction of the motorcycle is defined, the lowermost end of the running assembly is located on the reference plane, a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle is defined, and the minimum distance between the projection of the riding portion in the longitudinal plane along the width direction of the motorcycle and the reference plane is defined as the saddle height. The ratio between the saddle height and the displacement of the power assembly is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

24. The motorcycle according to claim 23, wherein, The saddle height is greater than or equal to 800 mm and less than or equal to 840 mm.

25. The motorcycle according to claim 24, wherein, The sub-frame includes a recessed portion that tapers inwards along the width direction of the motorcycle, and the riding portion is located above the recessed portion.

26. The motorcycle according to claim 25, wherein, The sub-frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle. The minimum distance between the first bracket and the second bracket is substantially the same as the minimum width of the recessed portion, and the first bracket and the second bracket are substantially symmetric about the longitudinal plane.

27. The motorcycle according to claim 26, wherein, The motorcycle further includes a storage battery located between the first bracket and the second bracket, and the storage battery is fixedly connected to the sub-frame.

28. The motorcycle according to claim 27, wherein, The motorcycle further includes a rear shock absorber located between the running assembly and the vehicle frame. At least a part of the rear shock absorber is located between the first bracket and the second bracket. Viewed along the height direction of the motorcycle, at least a part of the rear shock absorber overlaps with the second bracket.

29. The motorcycle according to claim 28, wherein, Viewed from the width direction of the motorcycle, at least a part of the first bracket, the storage battery, the rear shock absorber and the second bracket overlap, and the rear shock absorber forms installation gaps with the storage battery and the second bracket respectively.

30. The motorcycle according to claim 29, wherein, The frame further includes an auxiliary frame located in front of the main frame. The motorcycle further includes an electrical component assembly, and the electrical component assembly further includes a telematics processor, a solenoid valve, and a relay. The telematics processor, the solenoid valve, and the relay are located on the auxiliary frame and fixedly connected to the auxiliary frame.

31. The motorcycle according to claim 30, wherein, The motorcycle further includes a secondary water tank, and the secondary water tank is located on the auxiliary frame and fixedly connected to the auxiliary frame.

32. The motorcycle according to claim 23, wherein, The motorcycle includes a cargo box assembly, and the cargo box assembly includes a rear trunk disposed at the rear of the motorcycle; a trunk bracket is further provided at the rear end of the sub-frame, and the rear trunk is disposed on the trunk bracket through a connecting member. The rear trunk includes a first limit position and a second limit position on the trunk bracket. The connecting member is configured to enable the rear trunk to translate between the first limit position and the second limit position, and can be connected to any position on the translation path between the first limit position and the second limit position through the connecting member.

33. The motorcycle according to claim 32, wherein, The distance translated when the rear trunk is translated from the first limit position to the second limit position is defined as the rear trunk adjustment stroke. The adjustment stroke is greater than or equal to 0 mm and less than or equal to 100 mm; an adjustment slot is provided on the trunk bracket, and the connecting member passes through the adjustment slot to achieve a fixed connection between the rear trunk and the trunk bracket; the adjustment slot extends along a preset linear direction, and the connecting member can translate in the adjustment slot.

34. The motorcycle according to claim 33, wherein, The adjustment slot includes a first adjustment slot, a second adjustment slot, and a third adjustment slot; along the length direction of the motorcycle, at least a part of the first adjustment slot and the second adjustment slot is located in front of the third adjustment slot; along the width direction of the motorcycle, the third adjustment slot is located between the first adjustment slot and the second adjustment slot.

35. The motorcycle according to claim 34, wherein, A bushing is further provided between the rear trunk and the trunk bracket. The connecting member at least partially passes through the adjustment slot and the bushing, and the connecting member is fixedly connected to the rear trunk. The heights of the bushings on the first adjustment slot and the second adjustment slot are basically the same. The bushing is located on the first adjustment slot and the second adjustment slot, or the bushing is located on the third adjustment slot.

36. The motorcycle according to claim 34, wherein, A first bushing is provided on the first adjustment slot, a second bushing is provided on the second adjustment slot, and a third bushing is provided on the third adjustment slot. The heights of the first bushing and the second bushing are greater than or less than the height of the third bushing.

37. The motorcycle according to claim 35 or 36, wherein, An included angle is formed between the bottom surface of the rear trunk and the upper surface of the trunk bracket, and the maximum adjustable angle between the bottom surface of the rear trunk and the upper surface of the trunk bracket is 10°.

38. The motorcycle according to claim 23, wherein, The frame further includes a cargo box bracket fixedly connected to the sub-frame. The cargo box bracket includes a first cargo box bracket and a second cargo box bracket distributed along the width direction of the motorcycle. The cargo box bracket further includes a bracket connecting rod located at the rear of the motorcycle. The first cargo box bracket and the second cargo box bracket are connected by the bracket connecting rod. The cargo box assembly includes a first cargo box and a second cargo box distributed along the width direction of the motorcycle. The first cargo box is fixedly connected to the first cargo box bracket, and the second cargo box is fixedly connected to the second cargo box bracket.

39. The motorcycle according to claim 38, wherein, The body covering includes a fender located behind the sub-frame. The fender is fixedly connected to the sub-frame. Fixing installation points are provided on the fender. When observed along the length direction of the motorcycle, the fender at least partially overlaps with the bracket connecting rod.

40. The motorcycle according to claim 23, wherein, The frame further includes a footrest bracket and a fastener located at the rear of the motorcycle. The fastener basically penetrates through the footrest bracket. The footrest bracket, the cargo box bracket, and the sub-frame are fixedly connected by the fastener. The motorcycle further includes a rear footrest. A footrest mounting hole is provided on the footrest bracket. The rear footrest is detachably connected to the footrest bracket through the footrest mounting hole. The axial direction of the footrest mounting hole is basically the same as the width direction of the motorcycle.

41. The motorcycle according to claim 23, wherein, The body covering further includes a fender fixedly connected to the sub-frame. The frame further includes a cargo box bracket located behind the sub-frame. The cargo box bracket is fixedly connected to the sub-frame. When observed along the length direction of the motorcycle, the fender at least partially overlaps with the cargo box bracket. The fender and the cargo box bracket are fixedly connected by a fastener.

42. The motorcycle according to claim 41, wherein, The cargo box bracket further includes a bracket connecting rod located at the rear of the motorcycle. Along the length direction of the motorcycle, the bracket connecting rod is at least partially located in front of the fender.

43. The motorcycle according to claim 42, wherein, Fixing installation points are provided on the fender. The bracket connecting rod is fixedly connected to the fender through the fixing installation points. A license plate mounting part is further provided on the fender. The license plate mounting part is at least partially located above the fixing installation points. When the license plate of the motorcycle is mounted on the license plate mounting part, when observed along the length direction of the motorcycle, the license plate of the motorcycle covers the fixing installation points.

44. A motorcycle, comprising: a frame including a main frame and a sub-frame located behind the main frame; a body covering at least partially located on the main frame and the sub-frame; a running assembly including a front wheel and a rear wheel located below the frame; a power assembly drivingly connected to at least one of the front wheel and the rear wheel; an electrical component at least partially located on the main frame; a saddle assembly at least partially located on the sub-frame, the saddle assembly including a riding part; Wherein, the vehicle frame further includes an auxiliary vehicle frame at least partially located inside the body covering. Define a reference plane perpendicular to the height direction of the motorcycle. The lowermost end of the running assembly is located on the reference plane. Define the maximum area occupied by the projections of the main vehicle frame and the sub-vehicle frame on the reference plane along the height direction of the motorcycle as the vehicle frame installation projection area. Define the maximum area occupied by the projection of the auxiliary vehicle frame on the reference plane along the height direction of the motorcycle and not overlapping with the vehicle frame installation projection area as the auxiliary installation projection area. At least part of the electrical components are located within the auxiliary installation projection area in the projection on the reference plane along the height direction of the motorcycle. Define a longitudinal plane perpendicular to the width direction of the motorcycle and passing through the width center of the motorcycle. Along the width direction of the motorcycle, define the minimum distance between the projection of the riding part on the longitudinal plane and the reference plane as the saddle height. The ratio between the saddle height and the displacement of the power assembly is greater than or equal to 1 mm / ml and less than or equal to 1.2 mm / ml.

45. The motorcycle according to claim 44, wherein, The saddle height is greater than or equal to 800 mm and less than or equal to 840 mm.

46. The motorcycle according to claim 45, wherein, The sub-vehicle frame includes a recessed part that tapers inward along the width direction of the motorcycle. The riding part is located above the recessed part.

47. The motorcycle according to claim 46, wherein, The sub-vehicle frame further includes a first bracket and a second bracket distributed along the width direction of the motorcycle. The minimum distance between the first bracket and the second bracket is substantially the same as the minimum width of the recessed part. The first bracket and the second bracket are substantially symmetric about the longitudinal plane.

48. The motorcycle according to claim 47, wherein, The motorcycle further includes a storage battery. The storage battery is located between the first bracket and the second bracket and is fixedly connected to the sub-vehicle frame.

49. The motorcycle according to claim 47, wherein, The motorcycle further includes a rear shock absorber located between the running assembly and the vehicle frame. The rear shock absorber is at least partially located between the first bracket and the second bracket. When observed along the height direction of the motorcycle, the rear shock absorber and the second bracket at least partially overlap.

50. The motorcycle according to claim 49, wherein, The motorcycle further includes a storage battery. When observed from the width direction of the motorcycle, the first bracket, the storage battery, the rear shock absorber, and the second bracket at least partially overlap, and the rear shock absorber forms installation gaps with the storage battery and the second bracket respectively.

51. The motorcycle according to claim 50, wherein, The motorcycle further includes electrical components. The electrical components further include a telematics processor, a solenoid valve, and a relay. The telematics processor, the solenoid valve, and the relay are located on the auxiliary vehicle frame and are fixedly connected to the auxiliary vehicle frame.

52. The motorcycle according to claim 51, wherein, The motorcycle further includes a sub-water tank. The sub-water tank is located on the auxiliary vehicle frame and is fixedly connected to the auxiliary vehicle frame.

53. The motorcycle according to claim 44, wherein, The vehicle frame further includes a cargo box bracket fixedly connected to the sub-vehicle frame. The body covering further includes a mudguard located behind the sub-vehicle frame and fixedly connected to the sub-vehicle frame. The mudguard is fixedly connected to the bracket connecting rod through fasteners. When observed along the length direction of the motorcycle, the mudguard and the bracket connecting rod at least partially overlap.

54. The motorcycle according to claim 44, wherein, The auxiliary frame includes a first auxiliary bracket, a second auxiliary bracket, and a third auxiliary bracket. The first auxiliary bracket and the second auxiliary bracket are respectively located on both sides of the main frame and are detachably connected to the main frame. The third auxiliary bracket is located between the first auxiliary bracket and the second auxiliary bracket and is respectively detachably connected to the first auxiliary bracket and the second auxiliary bracket.

55. The motorcycle according to claim 54, wherein, The first auxiliary bracket and the second auxiliary bracket are substantially symmetric about the longitudinal plane.

56. The motorcycle according to claim 54, wherein, Both the first auxiliary bracket and the second auxiliary bracket include a first connection end and a second connection end. The first connection end is detachably connected to the main frame through the bracket fixing part, and the second connection end is detachably connected to the third auxiliary bracket.

57. The motorcycle according to claim 56, wherein, An auxiliary connection bracket is further provided on the front side of the main frame. The auxiliary connection bracket is fixedly connected to the main frame. Both the first auxiliary bracket and the second auxiliary bracket further include a third connection end, and the third connection end is detachably connected to the auxiliary connection bracket.

58. The motorcycle according to claim 57, wherein, The first connection end is located behind the second connection end and the third connection end, and the third connection end is located behind the first connection end and the second connection end.

59. The motorcycle according to claim 57, wherein, The auxiliary frame further includes mounting brackets. The mounting brackets are provided in pairs and are distributed on both sides of the main frame along the width direction of the motorcycle. The mounting brackets are integrally formed with or fixedly connected to the main frame.

60. The motorcycle according to claim 59, wherein, The third auxiliary bracket, the mounting brackets, and the auxiliary connection bracket are respectively symmetric about the longitudinal plane.

61. The motorcycle according to claim 59, wherein, The mounting bracket includes a bracket mounting part and a bracket fixing part. The bracket mounting part is fixedly connected to the main frame, and the connection between the first connection end and the bracket fixing part is detachable. The shape of the bracket fixing part is substantially the same as that of the first connection end.

62. The motorcycle according to claim 61, wherein, The motorcycle further includes a carbon canister. The electrical components include a solenoid valve and a relay. A carbon canister mounting point, a solenoid valve mounting point, and a relay mounting point are provided on the bracket mounting part on one side of the longitudinal plane. The carbon canister is fixedly connected to the bracket mounting part through the carbon canister mounting point, the solenoid valve is fixedly connected to the bracket mounting part through the solenoid valve mounting point, and the relay is fixedly connected to the bracket mounting part through the relay mounting point.

63. The motorcycle according to claim 61, wherein, The motorcycle further includes a sub-water tank. The electrical components further include a telematics processor. A sub-water tank mounting point and a processor mounting point are provided on the bracket mounting part on the other side of the longitudinal plane. The sub-water tank is at least partially fixedly connected to the bracket mounting part through the sub-water tank mounting point, and the telematics processor is at least partially fixedly connected to the bracket mounting part through the processor mounting point.

64. The motorcycle according to claim 54, wherein, The frame further includes a fixing bracket. The power assembly is at least partially fixedly connected to the main frame through the fixing bracket. The body cover includes side guards located on both sides of the motorcycle. The side guards include engine guards, and the engine guards are fixedly connected to the main frame. When observing along the width direction of the motorcycle, the engine guards at least partially overlap with the fixing bracket.

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