Motorcycle

Abstract

A motorcycle (100), comprising: a frame (11), a locomotion system (12), a body covering member (15), and a power system (13). The body covering member (15) comprises a hump assembly (159), and the hump assembly (159) is fixedly mounted at the rear end of a subframe (112), wherein the hump assembly (159) comprises a hump housing (1591), an assembly structure (1592), and a hump cover plate (1593), the hump housing (1591) is connected to the subframe (112), the assembly structure (1592) is connected to the hump housing (1591), the hump cover plate (1593) is detachably provided on the assembly structure (1592), and the hump cover plate (1593) is detachably connected to an external photographing device (300).

Description

motorcycle

[0001] Related applications

[0002] This application claims priority to Chinese patent application filed on April 26, 2024, application number 2024105175650, entitled "Motorcycle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This invention relates to the field of vehicle technology, and more particularly to a motorcycle. Background Technology

[0004] The motorcycle features a hump assembly at the rear, which improves stability and provides support for the rider, enhancing balance. However, current technology requires an external camera to be mounted on the hump assembly. This external camera is glued to the assembly, but its weight leads to poor stability and makes installation difficult.

[0005] Motorcycle frames are primarily constructed by weaving together round or square steel tubing. The frame needs to provide mounting space for the engine, and due to variations in engine mass and size, the required frame dimensions differ significantly. As engine size increases, the required mounting space also increases, necessitating a wider frame to accommodate the engine. This results in inefficient space utilization, and the increased frame width directly impacts the motorcycle's riding comfort.

[0006] Most motorcycles use an "H"-shaped swingarm, and as motorcycle engine displacement increases, the strength and size of the "H"-shaped swingarm also need to be increased accordingly. The most significant increase is in the width and thickness of the swingarm. This increased width and thickness result in the swingarm occupying a larger portion of the motorcycle's body space, thus reducing the motorcycle's space utilization rate. Summary of the Invention

[0007] This application provides a motorcycle to address at least one problem existing in the prior art.

[0008] In a first aspect, this embodiment provides a motorcycle, including: a frame, a running gear, a body panel, and a power system. The frame includes a main frame and a subframe connected to the main frame; the running gear is at least partially located below the subframe; the body panel includes a hump assembly, which is fixedly mounted on the rear end of the subframe; the power system is supported by the main frame and is connected to the running gear; wherein, the hump assembly includes a hump shell, an assembly structure, and a hump cover; the hump shell is connected to the subframe, the assembly structure is connected to the hump shell, and the hump cover is detachably mounted on the assembly structure and detachably connected to an external camera; the hump cover includes a first end face and a second end face disposed opposite to each other; in a first assembled state, the first end face is exposed and can be connected to the external camera; in a second assembled state, the external camera is separated from the first end face, the hump cover can be flipped over, and the second end face is exposed.

[0009] Secondly, this embodiment provides a motorcycle, including: a frame, a body panel, a power system, and a running gear system. The frame includes a main frame and a subframe connected to the main frame; the running gear system is at least partially located below the subframe; the body panel includes a hump assembly, which is fixedly mounted on the rear end of the subframe; the power system is supported by the main frame and includes an engine; wherein, the hump assembly includes a hump shell, an assembly structure, and a hump cover; the hump shell is connected to the subframe, the assembly structure is connected to the hump shell, and the hump cover is detachably mounted on the assembly structure, and the hump cover is detachably connected to an external camera; the hump... The cover plate includes a first end face and a second end face that are disposed opposite to each other. In a first assembled state, the first end face is exposed and can be connected to an external shooting device. In a second assembled state, the external shooting device is separated from the first end face, the hump cover plate can be flipped over and the second end face is exposed. The frame also includes an upper main beam frame, which is at least partially located above the engine. The engine is connected to the upper main beam frame, which is distributed on both sides of the engine along the width direction of the motorcycle. The ratio of the engine displacement to the maximum width of the upper main beam frame along the width direction of the motorcycle ranges from 1.7 mL / mm to 2.1 mL / mm.

[0010] Thirdly, this embodiment provides a motorcycle, including: a frame, a body panel, a running gear system, a power system, a suspension system, an engine, and an exhaust pipe. The frame includes a main frame and a subframe connected to the main frame; the running gear system is at least partially located below the subframe; the body panel includes a hump assembly, which is fixedly mounted to the rear end of the subframe; the power system is supported by the main frame and includes an engine; the suspension system is connected to the frame and includes a swingarm and a shock absorber, the swingarm connecting the rear wheel to the frame, and the shock absorber connected to the swingarm; the engine is supported by the main frame and driven to the rear wheel; the hump assembly is supported by the frame and at least partially located below the swingarm; wherein, the hump assembly includes a hump shell, a mounting structure, and a hump cover, the hump shell being connected to the subframe, and the mounting structure being connected to the hump shell... The body is connected, and the hump cover is detachably mounted on the assembly structure. The hump cover is detachably connected to an external shooting device. The hump cover includes a first end face and a second end face that are arranged opposite each other. In the first assembly state, the first end face is exposed and can be connected to the external shooting device. In the second assembly state, the external shooting device is separated from the first end face, the hump cover can be flipped and the second end face is exposed. The rear swingarm is composed of a flat fork tube, a first swingarm, a second swingarm and a connecting seat. The flat fork tube is rotatably connected to the frame. The first swingarm and the second swingarm are respectively connected to the left and right sides of the flat fork tube. The connecting seat extends from the flat fork tube and connects to the shock absorber. The engine, exhaust pipe, rear wheel, subframe, first swingarm and second swingarm form a first receiving space, and the connecting seat is located in the first receiving space.

[0011] Compared with related technologies, the present invention makes it easier to install external equipment on the motorcycle and achieves higher space utilization by reasonably setting the motorcycle frame, rear swingarm and hump assembly.

[0012] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0013] Figure 1 is a three-dimensional structural diagram of the motorcycle provided in an embodiment of this application.

[0014] Figure 2 is a schematic diagram of the vehicle frame provided in an embodiment of this application.

[0015] Figure 3 is a schematic diagram of the connection between the vehicle body panel and the lighting assembly provided in an embodiment of this application.

[0016] Figure 4 is an exploded view of the structure of the vehicle body panel and lighting assembly provided in the embodiments of this application.

[0017] Figure 5 is an exploded view of the structure of the lighting component provided in the embodiment of this application.

[0018] Figure 6 is a top view of the lighting assembly provided in an embodiment of this application.

[0019] Figure 7 is an exploded view of the external shooting device and hump assembly provided in the embodiments of this application.

[0020] Figure 8 is a structural schematic diagram of the hump assembly provided in the embodiment of this application in the first assembly state.

[0021] Figure 9 is a structural schematic diagram of the hump assembly provided in the embodiment of this application in the second assembly state.

[0022] Figure 10 is an exploded view of the assembly structure and hump cover plate provided in the embodiment of this application.

[0023] Figure 11 is a structural schematic diagram of the hump cover plate provided in an embodiment of this application.

[0024] Figure 12 is a partial structural schematic diagram of the hump assembly provided in an embodiment of this application.

[0025] Figure 13 is a schematic diagram of the connection between the vehicle frame, engine and air filter provided in an embodiment of this application.

[0026] Figure 14 is a top view of the vehicle frame provided in an embodiment of this application.

[0027] Figure 15 is an exploded view of the structure of the vehicle frame, heat insulation block and heat insulation plate provided in the embodiment of this application.

[0028] Figure 16 is a schematic diagram of the structure of the rear rocker arm provided in the embodiment of this application.

[0029] Figure 17 is a schematic diagram of the assembly of the suspension system, engine, exhaust pipe, frame and rear wheel provided in the embodiment of this application.

[0030] Figure 18 is a top view of the rear rocker arm provided in an embodiment of this application.

[0031] Figure 19 is an exploded view of the structure of the rear rocker arm and body panel provided in the embodiment of this application.

[0032] Figure 20 is a full sectional view of the connector provided in an embodiment of this application.

[0033] Figure 21 is a schematic diagram of the structure of the oil storage tank provided in the embodiment of this application.

[0034] Figure 22 is an exploded view of the structure of the oil tank and chassis provided in the embodiment of this application. Detailed Implementation

[0035] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention. Any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0036] As shown in Figures 1 and 2, a motorcycle 100 includes a frame 11, a running gear system 12, a power system 13, a transmission system 14, a body panel 15, and a suspension system 16. The frame 11 forms the basic framework of the motorcycle 100, supporting the running gear system 12, power system 13, transmission system 14, body panel 15, and suspension system 16. The running gear system 12 includes a front wheel 121 and a rear wheel 122, both used for the movement of the motorcycle 100. The power system 13 is connected to the frame 11, supported by the frame 11 and transmitted to the running gear system 12. The power system 13 includes an engine 131, which drives the front wheel 121 and / or the rear wheel 122. The transmission system 14 is connected to the frame 11 and transmitted to the power system 13. The transmission system 14 can adjust the power system 13 to regulate the speed of the motorcycle 100. The body panel 15 is at least partially connected to the frame 11. The suspension system 16 is connected to the frame 11, and the running system 13 is connected to the frame via the suspension system 16. Specifically, the suspension system 16 includes a front suspension 161 and a rear swingarm 162. The front wheel 121 is connected to the frame 11 via the front suspension 161, and the rear wheel 122 is connected to the frame 11 via the rear swingarm 162. To clearly illustrate the technical solution of the application, the terms front, rear, left, right, top, and bottom are also defined as shown in FIG1. ​​In this application, the length direction of the motorcycle 100 refers to the aforementioned front-rear direction, the width direction of the motorcycle 100 refers to the aforementioned left-right direction, and the height direction of the motorcycle 100 refers to the aforementioned top-bottom direction.

[0037] In this embodiment, the frame 11 includes a main frame 111 and a subframe 112 connected to the main frame 111. The main frame 111 is located in the front half of the motorcycle 100, and the subframe 112 is located in the rear half of the motorcycle 100. The rear part of the main frame 111 is connected to the front part of the subframe 112. The main frame 111 and the subframe 112 constitute the basic frame of the motorcycle 100 to support the various components of the motorcycle 100. The running gear 12 is at least partially located below the main frame 11 and the subframe 112.

[0038] As shown in Figures 3 and 4, the motorcycle 100 also includes a lighting assembly 24, which is at least partially connected to the frame 11. The lighting assembly 24 provides illumination for the motorcycle 100, or provides position signals, braking signals, and steering signals to the motorcycle 100 during operation. The body panel 15 includes a rear fender 158 located behind the motorcycle 100. The lighting assembly 24 is at least partially disposed behind the motorcycle 100 and connected to the rear fender 158, which is connected to the frame 11. The lighting assembly 24 includes a taillight 241 and a connecting structure 242. The taillight 241 is connected to the rear fender 158 via the connecting structure 242. The lighting assembly 24 also includes a drive circuit 243 for controlling the taillight 241 to emit light. The drive circuit 243 is disposed within the connecting structure 242 and electrically connected to the taillight 241. With the above configuration, the drive circuit 243 can be located outside the taillight 241, which can reduce the size of the taillight 241 and facilitate the maintenance of the drive circuit 243.

[0039] As shown in Figure 5, the taillight 241 includes a lamp housing 2411, a lamp cover 2412, and an illumination part 2413 located between the lamp housing 2411 and the lamp cover 2412. The lamp housing 2411 and the lamp cover 2412 form an illumination space 108. The illumination part 2413 is located within the illumination space 108 and is fixedly connected to the lamp housing 2411. A connecting structure 242 forms a circuit space 109. A driving circuit 243 is located within the circuit space 109. The circuit space 109 is connected to the illumination space 108, and the driving circuit 243 is electrically connected to the illumination part 2413. The illumination part 2413 refers to the circuit board located within the illumination space 108 and the LED beads located on the circuit board. The circuit board is electrically connected to the driving circuit 243, so that the LED beads can be controlled to emit light through the driving circuit 243 to realize the function of the taillight 241.

[0040] As shown in Figure 6, along the width direction of the motorcycle 100, the ratio of the length L1 of the connecting structure 242 to the length L2 of the taillight 241 ranges from 0.15 to 0.21. In one implementation, the ratio of the length L1 of the connecting structure 242 to the length L2 of the taillight 241 ranges from 0.16 to 0.19. In this application, the ratio of the length L1 of the connecting structure 242 to the length L2 of the taillight 241 is 0.17. The above arrangement can avoid the ratio of the length of the connecting structure 242 along the width direction of the motorcycle 100 to the length of the taillight 241 being too small, which would make the volume of the connecting structure 242 too small and thus affect the connection strength and stability between the lighting component 24 and the rear fender 158. It can also avoid the ratio of the length of the connecting structure 242 along the width direction of the motorcycle 100 to the taillight 241 being too large, which would make the volume of the lighting component 24 too large. This can reduce the arrangement space occupied by the lighting component 24 and improve the space utilization of the motorcycle 100.

[0041] As shown in Figure 5, the end of the connecting structure 242 away from the taillight 241 also includes a vent 2422 covered with a vent membrane, and the vent 2422 is connected to the circuit space 109. With the above arrangement, the vent membrane can balance the pressure inside and outside the taillight 241, and can also effectively allow air to pass through, so as to prevent fogging inside the taillight 241 and affect the normal operation of the taillight 241.

[0042] As shown in Figure 4, in one implementation, the rear fender 158 is at least partially recessed to form a receiving cavity 1581, and the connecting structure 242 is disposed within the receiving cavity 1581. In another implementation, a receiving groove 1582 is also provided behind the receiving cavity 1581, and the taillight 241 is at least partially located within the receiving groove 1582. The outer contour of the receiving groove 1582 is also basically consistent with that of the taillight 241. Thus, after the lighting assembly 24 is fixedly connected to the rear fender 158, the receiving groove 1582 can provide support for the taillight 241. The receiving groove 1582 can also ensure that when the connecting structure 242 is disposed within the receiving cavity 1581, the taillight 241 and the rear fender 158 will not interfere with each other.

[0043] The rear fender 158 also includes an upper fender 1583 and a lower fender 1584. The lower fender 1584 is located below the upper fender 1583. The upper fender 1583 and the lower fender 1584 are fixedly connected, and the upper fender 1583 and the lower fender 1584 surround each other to form a fender space 1585. The receiving cavity 1581 communicates with the fender space 1585. It can be understood that the aforementioned "inwardly recessed" refers to the rear fender 158 being recessed into the fender space 1585 along the height direction of the motorcycle 100 to form the receiving cavity 1581. The above-mentioned configuration can provide protection for the drive circuit 243 within the connecting structure 242. In addition, the outer contour of the receiving cavity 1581 is basically consistent with that of the connecting structure 242, which can ensure that the connecting structure 242 will not undergo relative displacement within the receiving cavity 1581 when it is placed there, thereby improving the connection stability between the connecting structure 242 and the rear fender 158. It can also provide a positioning function for the connecting structure 242 when the lighting assembly 24 is installed.

[0044] Along the width of the motorcycle 100, the connecting structure 242 is located in the middle of the taillight 241, and the receiving cavity 1581 is located approximately in the middle of the rear fender 158. This arrangement facilitates the connection between the connecting structure 242 and the rear fender 158, and also allows for a more even distribution of the taillight 241 on both sides. With the connecting structure 242 positioned within the receiving cavity 1581, the center of gravity of the lighting assembly 24 is positioned approximately in the center, thereby improving the connection stability between the lighting assembly 24 and the rear fender 158. Furthermore, the even distribution of the taillight 241 on both sides facilitates the identification of the taillight 241 signal by following vehicles, thus improving the driving safety of the motorcycle 100.

[0045] Specifically, the upper mudguard 1583 is provided with a body connection hole 1583a, and the lower mudguard 1584 is provided with a mudguard connection hole 1584a corresponding to the body connection hole 1583a. The body connection hole 1583a and the mudguard connection hole 1584a are detachably connected by fasteners. The bottom of the receiving cavity 1581 is provided with a mounting hole 1581b, and the connecting structure 242 is provided with a fixing connection hole 2423. The mounting hole 1581b is fixedly connected to the fixing connection hole 2423 by fasteners. The split design of the upper and lower mudguards allows the fasteners to be placed inside the mudguard space 1585, avoiding contact between the fasteners and the outside environment. This prevents mud and water from splashing and sticking to the fasteners when the motorcycle 100 is running, causing them to rust and break, and preventing the rear mudguard 158 from falling off. This also improves the connection stability between the lighting component 24 and the rear mudguard 158.

[0046] A lighting harness 244 is also provided at the end of the connecting structure 242 away from the taillight 241, and a harness mounting hole 2421 is also provided at the end of the connecting structure 242 away from the taillight 241. One end of the lighting harness 244 passes through the harness mounting hole 2421 and is connected to the drive circuit 243. A first wiring through hole 1581a is provided on the side of the receiving cavity 1581 near the frame 11, and a second wiring through hole 1586 is provided on the side of the rear fender 158 near the frame 11. Both the first wiring through hole 1581a and the second wiring through hole 1586 are connected to the fender space 1585. The other end of the lighting harness 244 passes through the first wiring through hole 1581a, enters the fender space 1585, and exits through the second wiring through hole 1586 to connect to the main wiring harness of the vehicle. With the above arrangement, the lighting harness 244 is arranged in the mudguard space 1585, preventing the lighting harness 244 from being exposed, so that the upper mudguard 1583 and the lower mudguard 1584 can provide protection for the lighting harness 244. In addition, arranging the lighting harness 244 inside the rear mudguard 158 can also improve the appearance of the motorcycle 100.

[0047] As shown in Figures 2 and 4, the frame 11 is also provided with a mudguard connecting part 115, and the rear mudguard 158 is provided with a mudguard fixing part 1587 corresponding to the mudguard connecting part 115. The mudguard connecting part 115 and the mudguard fixing part 1587 are detachably connected by fasteners. The lighting assembly 24 is provided on the rear mudguard 158. The rear mudguard 158 bears a large load. The mudguard connecting part 115 and the mudguard fixing part 1587 can improve the connection strength between the rear mudguard 158 and the frame 11, and prevent the rear mudguard 158 from breaking due to vibration.

[0048] The rear fender 158 also includes a fender protective cover 1588, which covers the upper part of the receiving cavity 1581 and engages with the upper fender 1583. With this configuration, the fender protective cover 1588 provides protection for the connecting structure 242 and restricts its movement on the upper side of the fender, allowing the connecting structure 242 to vibrate at the same frequency as the rear fender 158 during motorcycle 100 operation, thus avoiding relative vibration. Furthermore, the fender protective cover 1588 also serves a waterproof function, preventing damage to the drive circuit 243 within the connecting structure 242 due to water ingress.

[0049] As shown in Figures 1 and 2, in one implementation, the body panel 15 is at least partially supported by the subframe 112. The body panel 15 also includes a hump assembly 159, which is connected to the end of the subframe 112 away from the main frame 111. Specifically, the end of the subframe 112 away from the main frame 111 is the rear end of the subframe 112, and the hump assembly 159 is fixedly mounted on the rear end of the subframe 112. The motorcycle 100 can be configured with an external shooting device 300 for filming, which is typically mounted on the hump assembly 159 and is detachable.

[0050] The external shooting device 300 is typically used for shooting while riding. The camel hump component 159 provided in this application is fixed by snapping with the external shooting device 300, which reduces the risk of the external shooting device 300 falling off when the vehicle is being ridden.

[0051] As shown in Figures 7 to 12, the hump assembly 159 includes a hump shell 1591, an assembly structure 1592, and a hump cover 1593. The hump shell 1591 is connected to the subframe 112, the assembly structure 1592 is connected to the hump shell 1591, and the hump cover 1593 is detachably mounted on the assembly structure 1592. An external shooting device 300 can be detachably connected to the hump cover 1593, that is, the external shooting device 300 is detachably connected to the hump assembly 159 through the hump cover 1593.

[0052] As one implementation, the hump assembly 159 also includes a first assembly state and a second assembly state. The hump cover 1593 includes a first end face 1594 and a second end face 1595, which are arranged opposite to each other. In the first assembly state, the first end face 1594 is exposed and can be connected to the external shooting device 300. In the second assembly state, the external shooting device 300 is separated from the first end face 1594, the hump cover 1593 can be flipped, and the second end face 1595 is exposed. With the above configuration, the hump cover 1593 has multiple functions, and the driver can adjust the installation state of the hump cover 1593 and the assembly structure 1592 as needed, thereby improving the overall functionality of the motorcycle 100. It should be noted that the first end face 1594 is used to connect the external shooting device 300, and the second end face 1595 is used to improve the aesthetics of the motorcycle 100. The above-mentioned exposed setting refers to the end face of the hump cover 1593 away from the assembly structure 1592 being exposed to the outside, and this end face is set facing the top of the motorcycle 100.

[0053] As shown in Figure 10, in this embodiment, a slide rail 1593a is provided on the first end face 1594. The external shooting device 300 is slidably connected to the hump cover plate 1593 via the slide rail 1593a. The slide rail 1593a extends substantially along the length direction of the motorcycle 100. When the hump assembly 159 is connected to the external shooting device 300, the hump cover plate 1593 is connected to the assembly structure 1592 with the slide rail 1593a facing upwards towards the motorcycle 100. As an extension of the motorcycle 100, the external shooting device 300 may be at risk of collision during riding or when the rider gets on or off the vehicle. By providing the slide rail 1593a extending along the length direction of the motorcycle 100, the external shooting device 300 is prevented from detaching from the hump assembly 159.

[0054] Specifically, the hump cover plate 1593 also includes an equipment latching part 1593b, which is located on the first end face 1594 of the hump cover plate 1593 and is distributed on both sides of the slide rail 1593a.

[0055] When the external shooting device 300 is connected to the hump cover 1593, the external shooting device 300 engages with the device latching part 1593b, which limits the external shooting device 300 in a preset direction. It should be noted that the preset direction can be at least one of the following: the length direction of the motorcycle 100, the width direction of the motorcycle 100, or the height direction of the motorcycle 100. This helps to improve the connection stability between the external shooting device 300 and the hump cover 1593.

[0056] In some examples, the device latch 1593b extends along the length of the motorcycle 100. The end of the external shooting device 300 used to connect to the hump assembly 159 is provided with a resilient claw (not shown) that mates with the device latch 1593b. The device latch 1593b abuts against the resilient claw of the external shooting device 300 in the width direction of the motorcycle 100, thereby limiting the external shooting device 300 and preventing it from falling off the hump assembly 159 when the vehicle is in motion.

[0057] As shown in Figure 11, the hump cover plate 1593 also includes a covering surface 1593c, which is the second end face 1595 of the hump cover plate 1593. The covering surface 1593c is a continuous curved surface or a plane.

[0058] When the hump cover 1593 is separated from the external shooting device 300, the covering surface 1593c of the hump cover 1593 faces the top of the motorcycle 100, and the hump cover 1593 is fixedly connected to the assembly structure 1592.

[0059] Since the cover surface 1593c is a continuous curved surface or plane, when the hump cover 1593 is connected to the assembly structure 1592 with the cover surface 1593c facing upwards towards the motorcycle 100, the cover surface 1593c and the outer side of the hump shell 1591 form a continuous curved surface or plane.

[0060] As shown in Figure 10, the assembly structure 1592 is detachably mounted on the hump shell 1591. The assembly structure 1592 includes an assembly track 1592a extending along the length of the motorcycle 100. The hump cover 1593 includes a groove 1593d that mates with the assembly track 1592a. The groove 1593d is located between the cover surface 1593c and the track 1593a, specifically between the first end face 1594 and the second end face 1595. The hump cover 1593 is slidably connected to the assembly structure 1592 through the groove 1593d, mates with the assembly track 1592a, and is slidably connected to the assembly structure 1592.

[0061] Specifically, the mounting rail 1592a extends substantially along the length of the motorcycle 100 and limits the hump cover 1593 in the height direction of the motorcycle 100 via the mounting rail 1592a.

[0062] As shown in Figure 12, the hump shell 1591 has a structural through hole 1591a that extends through itself along the height direction of the motorcycle 100. The hump cover plate 1593 is at least partially inserted into the structural through hole 1591a along the height direction of the motorcycle 100, and the hump cover plate 1593 is limited by the hump shell 1591 in any direction perpendicular to the height direction of the motorcycle 100.

[0063] When the hump cover 1593 is separated from the external shooting device 300, the covering surface 1593c of the hump cover 1593 faces the top of the motorcycle 100, and the hump cover 1593 is fixedly connected to the assembly structure 1592. Since the hump cover 1593 is at least partially inserted into the structural through hole 1591a, the covering surface 1593c and the outer side of the hump shell 1591 form a continuous curved surface or plane, thereby improving the overall aesthetics of the vehicle.

[0064] When the external shooting device 300 is connected to the hump cover 1593, the hump cover 1593 is connected to the assembly structure 1592 with its first end face 1594 facing upwards towards the motorcycle 100. At this time, since the hump cover 1593 is at least partially inserted into the structural through hole 1591a, the hump shell 1591 limits the hump cover 1593 in any direction perpendicular to the height direction of the motorcycle 100, and engages with the external shooting device 300 through the device latching part 1593b. When the hump cover 1593 is separated from the external shooting device 300, the assembly structure 1592 is detached from the hump shell 1591, and the hump cover 1593 can detach from the assembly structure 1592 along the extension direction of the slide rail 1593a. The hump cover 1593 is connected to the assembly structure 1592 with its second end face 1595 facing upwards towards the motorcycle 100. The hump cover 1593 is then inserted into the structural through hole 1591a, and the assembly structure 1592 is fixedly connected to the hump housing 1591. This reduces the risk of the external camera 300 detaching and improves driving safety. Furthermore, the above arrangement has minimal impact on the overall appearance of the vehicle, and the hump assembly 159 has high adaptability.

[0065] As shown in Figure 12, the motorcycle 100 can also be equipped with an assembly tool 400 for disassembling and assembling the assembly structure 1592. The lower surface of the hump housing 1591 is provided with a claw for fixing the assembly tool 400, thereby improving the convenience of loading and unloading the external shooting equipment 300.

[0066] As shown in Figures 13 to 15, the main frame 111 includes an upper main beam 1111, and the power system 13 includes an engine 131. The engine 131 is supported by the frame 11 and is driven to the running gear 12. The upper main beam 1111 is at least partially located above the engine 131, and the engine 131 is connected to the upper main beam 1111. The upper main beam 1111 is distributed on both sides of the engine 131 along the width direction of the motorcycle 100 to facilitate a stable connection between the engine 131 and the upper main beam 1111, thereby improving the structural stability of the engine 131. The ratio of the engine displacement of the engine 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 ranges from 1.7 mL / mm to 2.1 mL / mm. As one implementation, the ratio of the engine displacement of the engine 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 ranges from 1.8 mL / mm to 2.0 mL / mm. As another implementation method, the ratio of the engine displacement 131 to the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is 1.9 mL / mm. As the number of cylinders in engine 131 increases, the mass and displacement of engine 131 also increase accordingly. The above arrangement can prevent the structural strength of upper main frame 1111 from being too small due to an excessively large ratio between the displacement of engine 131 and the maximum width W1 of upper main frame 1111 along the width direction of motorcycle 100, thus preventing a reduction in the supporting force of upper main frame 1111 on engine 131, thereby improving the connection strength between upper main frame 1111 and engine 131; it can also prevent the volume of upper main frame 1111 from being too large due to an excessively small ratio between the displacement of engine 131 and the maximum width W1 of upper main frame 1111 along the width direction of motorcycle 100, thus preventing upper main frame 1111 from occupying too much space, thereby making the structure of upper main frame 1111 and engine 131 more compact, so that the rider's legs can fit snugly against the body, thereby improving the space utilization and driving comfort of motorcycle 100.

[0067] Furthermore, the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 ranges from 319mm to 390mm. Alternatively, the maximum width W1 of the upper main beam 1111 along the width direction of the motorcycle 100 is 355mm. This configuration allows for an increase in the engine displacement 131, thereby improving the performance of the motorcycle 100, even with a smaller maximum width W1 of the upper main beam 1111.

[0068] It should be noted that the upper main beam frame 1111 is designed as a flat elliptical tube with an oblong cross-section. Specifically, the structural strength of the flat elliptical tube is higher than that of the round or square tube. Therefore, in this application, the flat elliptical tube is used as a component of the frame 11, which helps to improve the structural strength of the main frame 111, thereby reducing the number of tubes constituting the main frame 111 and thus improving the space utilization of the motorcycle 100.

[0069] As shown in Figures 13 to 15, viewed along the height direction of the motorcycle 100, the upper main beam frame 1111 includes a left main beam 1111a and a right main beam 1111b distributed along the width direction of the motorcycle 100. The rear part of the left main beam 1111a extends along a first direction 101, and the rear part of the right main beam 1111b extends along a second direction 102. The first direction 101 and the second direction 102 intersect. Specifically, viewed along the height direction of the motorcycle 100, the upper main beam frame 1111 is basically arranged in a rhomboid structure, with the left main beam 1111a and the right main beam 1111b extending in different directions, which helps to improve the structural strength of the upper main beam frame 1111.

[0070] In this embodiment, a reference plane 103 is defined perpendicular to the height direction of the motorcycle 100. The projection of a first direction 101 along the height direction of the motorcycle 100 onto the reference plane 103 is defined as a first projection line, and the projection of a second direction 102 along the height direction of the motorcycle 100 onto the reference plane 103 is defined as a second projection line. The angle β between the first projection line and the second projection line ranges from 16° to 21°. As one implementation, the angle β between the first projection line and the second projection line ranges from 17° to 20°. Even more specifically, the angle β between the first projection line and the second projection line ranges from 18° to 19°. The above configuration avoids an excessively large width of the upper main beam 1111 due to an excessively large angle β between the first and second projection lines, thus preventing the upper main beam 1111 from occupying too much space and improving the space utilization of the motorcycle 100. It also avoids an excessively small angle β between the first and second projection lines, which would result in excessively low structural strength of the upper main beam 1111 and the engine 131, thus improving the connection stability between the upper main beam 1111 and the engine 131. Furthermore, it avoids an excessively small angle β between the first and second projection lines, which would result in insufficient space for the engine 131 and hinder its placement.

[0071] As one implementation, the motorcycle 100 also includes an air filter 21, which is connected above the engine 131. Along the width direction of the motorcycle 100, the air filter 21 is located between the left main beam 1111a and the right main beam 1111b. The left end of the air filter 21 is connected to the left main beam 1111a, and the right end of the air filter 21 is connected to the right main beam 1111b. Specifically, both the left main beam 1111a and the right main beam 1111b are used to support the air filter 21, thereby ensuring a stable connection between the air filter 21 and the upper main beam frame 1111, which helps to improve the connection strength between the upper main beam frame 1111 and the air filter 21.

[0072] As one implementation, the frame 11 also includes a lower main beam 1112 connected to the upper main beam 1111. The lower main beam 1112 is located below the upper main beam 1111, and the engine 131 is connected to the lower main beam 1112. Specifically, the front side of the engine 131 is connected to the upper main beam 1111 via the lower main beam 1112 to improve the connection stability between the upper main beam 1111 and the engine 131.

[0073] In this embodiment, when viewed along the height direction of the motorcycle 100, the upper main beam 1111 and the lower main beam 1112 overlap at least partially, thereby making the structure of the upper main beam 1111 and the lower main beam 1112 more compact, which in turn helps to improve the structural compactness of the frame 11.

[0074] As shown in Figure 14, the body panel 15 includes a heat insulation block 151, and a heat insulation part 1111c is provided on the upper main beam frame 1111. The heat insulation block 151 is connected to the heat insulation part 1111c.

[0075] The vehicle frame 11 includes a triangular connector 1113, and the body panel 15 includes a heat insulation plate 152 connected to the triangular connector 1113. The upper end of the triangular connector 1113 is connected to the upper main beam 1111, and the lower end of the triangular connector 1113 is connected to the engine 131. For example, the triangular connector 1113 is connected to the lower side of the upper main beam 1111, and the heat insulation plate 152 is exposed and fitted to the driver's legs. It should be noted that the end face of the heat insulation plate 152 away from the triangular connector 1113 is curved. A heat insulation part 1111c is located above the heat insulation plate 152, and a heat insulation block 151 is connected to the heat insulation part 1111c.

[0076] Both the upper main beam 1111 and the triangular connector 1113 are made of metal and are located close to the engine 131. When the engine 131 is operating, the heat generated is easily transferred to the upper main beam 1111 through the triangular connector 1113. The heat insulation block 151 prevents the rider's legs from directly contacting the upper main beam 1111, thus protecting the rider's legs and improving the safety performance of the motorcycle 100. Furthermore, the curved surface provides better fit to the rider's legs, enhancing the riding comfort of the motorcycle 100.

[0077] Pass.

[0078] As shown in Figures 16 to 18, the suspension system 16 includes a rear swingarm 162 and a shock absorber 163. The rear swingarm 162 connects the rear wheel 122 to the frame 11, and the shock absorber 163 is connected to the rear swingarm 162. The engine 131 is driven to the rear wheel 122 so that the power of the engine 131 is transmitted to the rear wheel 122 to drive the motorcycle 100.

[0079] The rear swingarm 162 is composed of a swingarm tube 1621, a first swingarm 1622, a second swingarm 1623, and a connecting seat 1624. The swingarm tube 1621 is rotatably connected to the frame 11, allowing the rear swingarm 162 to rotate relative to the frame 11. The first swingarm 1622 and the second swingarm 1623 are respectively connected to the left and right sides of the swingarm tube 1621. The front ends of the first swingarm 1622 and the second swingarm 1623 are respectively connected to the left and right sides of the swingarm tube 1621, and the rear ends of the first swingarm 1622 and the second swingarm 1623 are rotatably connected to the rear wheel 122. The connecting seat 1624 extends from the swingarm tube 1621 and is used to connect the shock absorber 163.

[0080] The above configuration eliminates the need for a center beam structure in the rear swingarm 162, thus eliminating the need for a strength-reinforcing tube in the rear swingarm 162. This reduces the weight of the rear swingarm 162 while still meeting its structural strength requirements, achieving a lightweight design. Simultaneously, eliminating the center beam structure allows the rear swingarm 162 to have a "V"-shaped structure, improving its strength and torsional stiffness while reducing its volume.

[0081] To further reduce the weight of the rear swingarm 162, the rear swingarm 162 can be made of aluminum alloy.

[0082] In this embodiment, the motorcycle 100 also includes an exhaust pipe 25, which is supported by the frame 11 and located at the lower part of the motorcycle 100. The frame 11 includes a subframe 112 located at the rear of the motorcycle 100. The engine 131, exhaust pipe 25, rear wheel 122, subframe 112, first rocker arm 1622 and second rocker arm 1623 form a first receiving space 201, and a connecting seat 1624 is located in the first receiving space 201. The above arrangement allows the position of the connecting seat 1624 to be adjusted according to the layout of the engine 131, exhaust pipe 25, rear wheel 122 and subframe 112, thereby making better use of the arrangement space in the first receiving space 201 and improving the space utilization rate of the motorcycle 100.

[0083] For example, when the connecting seat 1624 is located in the first receiving space 201 away from the rear wheel 122, the shock absorber 163 supported by the connecting seat 1624 can be positioned away from the rear wheel 122, thereby allowing a larger safety clearance between the shock absorber 163 and the rear wheel 122 to prevent interference between the shock absorber 163 and the rear wheel 122, and thus enabling the shock absorber 163 and the rear wheel 122 to work normally.

[0084] For example, when the connecting seat 1624 is located in the first receiving space 201 away from the subframe 112, the shock absorber 163 supported by the connecting seat 1624 can be positioned away from the frame 11, preventing the shock absorber 163 from colliding with the subframe 112 during operation and causing wear to the shock absorber 163. When the connecting seat 1624 is located in the first receiving space 201 away from the engine 131 and exhaust pipe 25, the engine 131 and exhaust pipe 25 generate a lot of heat during operation. The shock absorber 163 supported by the connecting seat 1624 is positioned away from the heat source, which can prevent the shock absorber 163 from deforming due to heat. At the same time, it can also prevent the shock absorber 163 from colliding with the engine 131 and / or exhaust pipe 25 during operation, further improving the working stability of the shock absorber 163, engine 131 and exhaust pipe 25.

[0085] The exhaust pipe 25 is at least partially located on the underside of the rear swingarm 162, the engine 131 is located on the front side of the rear swingarm 162, the rear wheel 122 is at least partially located on the rear side of the rear swingarm 162, and the subframe 112 is at least partially located on the upper side of the rear swingarm 162, so that the exhaust pipe 25, the engine 131, the rear wheel 122 and the subframe 112 can be arranged around the rear swingarm 162 to form a first receiving space 201 to facilitate the arrangement of the connecting seat 1624.

[0086] As one implementation, to improve the working stability of the shock absorber 163, the swingarm tube 1621, rear wheel 122, subframe 112, exhaust pipe 25, first rocker arm 1622, and second rocker arm 1623 of this application form a second receiving space 202, and the connecting seat 1624 is located in the second receiving space 202. Since the engine 131 is located on the front side of the swingarm tube 1621, the above arrangement allows the shock absorber 163, supported by the connecting seat 1624, to be positioned away from the engine 131, thereby preventing the shock absorber 163 from deforming due to heat and avoiding interference between the shock absorber 163 and the engine 131.

[0087] As another implementation, a longitudinal plane 104 perpendicular to the width direction of the motorcycle 100 is defined. The projection of the rear swingarm 162 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is the swingarm projection, and the projection of the connecting seat 1624 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is the seat projection. The seat projection is located within the swingarm projection. Since the engine 131 is located in front of the swingarm tube 1621, the exhaust pipe 25 is at least partially located under the rear swingarm 162, the rear wheel 122 is at least partially located behind the rear swingarm 162, and the subframe 112 is at least partially located above the rear swingarm 162, the above arrangement results in a large gap between the shock absorber 163 supported by the connecting seat 1624 and the engine 131, exhaust pipe 25, and rear wheel 122, thereby preventing interference between the shock absorber 163 and the engine 131, exhaust pipe 25, and rear wheel 122, and thus improving the working stability of the shock absorber 163, engine 131, exhaust pipe 25, and rear wheel 122.

[0088] In this application, the connecting seat 1624 is a cantilever structure, which allows the mounting point of the shock absorber 163 to be arranged at any position in the first receiving space 201 or the second receiving space 202 via the cantilever structure, thereby providing a mounting position for the shock absorber 163 according to actual needs. It should be noted that the second receiving space 202 is located within the first receiving space 201.

[0089] Specifically, the connecting seat 1624 includes a suspension connecting part 1624a, which is located at one end of the connecting seat 1624 away from the flat fork tube 1621, and the lower end of the shock absorber 163 is connected to the suspension connecting part 1624a.

[0090] For example, the connector 1624 has a hollow structure, which can reduce the weight of the connector 1624 to achieve the weight reduction of the rear rocker arm 162.

[0091] The suspension connection part 1624a has a suspension connection hole 1624b, which is used to connect the lower end of the shock absorber 163. A stable connection between the connection seat 1624 and the shock absorber 163 is achieved by fasteners such as bolts passing through the suspension connection hole 1624b and the lower end of the shock absorber 163.

[0092] To facilitate the installation of the connecting seat 1624 and the shock absorber 163, the first rocker arm 1622 or the second rocker arm 1623 of this application is provided with a tool insertion hole 1626. The tool insertion hole 1626 and the suspension connecting hole 1624b are coaxially arranged so that external tools can install fasteners through the tool insertion hole 1626.

[0093] The diameter of the tool insertion hole 1626 is larger than the diameter of the suspension connection hole 1624b, thereby facilitating the operation of external tools so that the connection seat 1624 and the shock absorber 163 can be installed by fasteners.

[0094] As one implementation, a weight-reducing hole 1622a is provided on the side of the first rocker arm 1622, penetrating through the first rocker arm 1622. The projection of the first rocker arm 1622 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is the first projection surface, and the projection of the weight-reducing hole 1622a along the width direction of the motorcycle 100 onto the longitudinal plane 104 is the second projection surface. The ratio of the area of ​​the first projection surface to the area of ​​the second projection surface ranges from 4 to 8. Specifically, the ratio of the area of ​​the first projection surface to the area of ​​the second projection surface ranges from 5 to 7. More specifically, the ratio of the area of ​​the first projection surface to the area of ​​the second projection surface is 6. The above configuration can prevent the area of ​​the weight reduction hole 1622a from being too large, which would result in low structural strength of the first rocker arm 1622 or the second rocker arm 1623. It can also prevent the area of ​​the weight reduction hole 1622a from being too small, which would be detrimental to the lightweighting of the first rocker arm 1622 and the second rocker arm 1623. Thus, the lightweighting of the rear rocker arm 162 can be achieved while meeting the structural strength requirements of the first rocker arm 1622 and the second rocker arm 1623.

[0095] In this application, the structure of the second rocker arm 1623 is basically the same as that of the first rocker arm 1622, and will not be described again.

[0096] The motorcycle 100 also includes a transmission system 18, which connects the running system 12 and the engine 131 so that power from the engine 131 can be transmitted to the running system 12 via the transmission system 18. The transmission system 18 is supported by the frame 11 and is driven through the rear wheel 122. The transmission system 18 includes a drive chain 181, through which the engine 131 and the rear wheel 122 are driven.

[0097] A chain hole 1625 is provided on the first rocker arm 1622 or the second rocker arm 1623. The drive chain 181 is at least partially passed through the chain hole 1625 to avoid interference between the drive chain 181 and the rear rocker arm 162, thereby improving the working stability of the drive chain 181 and the rear rocker arm 162. The ratio of the minimum width W1 of the first rocker arm 1622 and the second rocker arm 1623 along the width direction of the motorcycle 100 to the maximum width W2 of the flat fork tube 1621 along the width direction of the motorcycle 100 ranges from 1.2 to 1.6. Specifically, the ratio of the minimum width W1 of the first rocker arm 1622 and the second rocker arm 1623 along the width direction of the motorcycle 100 to the maximum width W2 of the flat fork tube 1621 along the width direction of the motorcycle 100 ranges from 1.3 to 1.5. More specifically, the ratio of the minimum width W1 of the first rocker arm 1622 and the second rocker arm 1623 along the width direction of the motorcycle 100 to the maximum width W2 of the flat fork tube 1621 along the width direction of the motorcycle 100 is 1.4. This arrangement avoids the minimum width W1 of the first rocker arm 1622 and the second rocker arm 1623 along the width direction of the motorcycle 100 being too small, thus failing to meet the space requirements for the arrangement of other components of the motorcycle 100. It also avoids the minimum width W1 of the first rocker arm 1622 and the second rocker arm 1623 along the width direction of the motorcycle 100 being too large, resulting in an excessive space occupancy rate of the rear rocker arm 162. Therefore, while improving the structural compactness of the rear rocker arm 162, the arrangement space requirements of other components of the motorcycle 100 are met, thereby improving the structural compactness of the motorcycle 100.

[0098] As shown in Figure 19, the first rocker arm 1622 and the second rocker arm 1623 are distributed along the width direction of the motorcycle 100. The body panel 15 includes a rocker arm guard plate 1501, which is connected to the first rocker arm 1622 and the second rocker arm 1623. The projection of the first rocker arm 1622 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is designated as the first projection, and the projection of the second rocker arm 1623 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is designated as the second projection. The projection of the rocker arm guard plate 1501 along the width direction of the motorcycle 100 onto the longitudinal plane 104 is designated as the guard plate projection. The guard plate projection and the first projection are substantially located within the second projection. The rocker arm guard plate 1501 is substantially located above the first rocker arm 1622 and the second rocker arm 1623. Along the width direction of the motorcycle 100, one side of the rocker arm guard plate 1501 is connected to the first rocker arm 1622, and the other side of the rocker arm guard plate 1501 is connected to the second rocker arm 1623. The aforementioned design allows the rocker arm guard 1501 to protect the rear rocker arm 162, preventing rainwater or dust from corroding it and thus extending its service life. While maintaining the structural strength of the rear rocker arm 162, it also simplifies its structure, reduces its mass, and makes it lighter.

[0099] The ratio of the area of ​​the first projection to the area of ​​the second projection ranges from 0.5 to 0.8. Specifically, the ratio ranges from 0.55 to 0.7. More specifically, the ratio is 0.6. This ratio indicates that the lateral area of ​​the first rocker arm 1622 is smaller than that of the second rocker arm 1623. In other words, the rocker arm guard plate 1501 replaces the portion of the first rocker arm 1622 that is missing compared to the second rocker arm 1623, reducing the mass of the first rocker arm 1622 and making the rear rocker arm 162 lighter. Furthermore, it avoids an excessively large ratio of the first projection area to the second projection area, which would result in an excessively large volume of the first rocker arm 1622, thus contributing to the lightweighting of the rear rocker arm 162. It also avoids an excessively small ratio of the first projection area to the second projection area, which would result in insufficient structural strength of the first rocker arm 1622, preventing deformation of the rear rocker arm 162 and potential safety hazards.

[0100] As one implementation, the rocker arm guard 1501 of this application is made of plastic. Because plastic is lightweight, it allows the rear rocker arm 162 to bear less weight, preventing deformation and reducing safety hazards. As another implementation, the rocker arm guard 1501 is a different color from the rear rocker arm 162, which helps increase the visibility of the rear rocker arm 162 and the rocker arm guard 1501, improving the visibility of the motorcycle 100 while driving, thereby enhancing the driving safety of the motorcycle 100.

[0101] In one implementation, the body panel 15 includes a mudguard 1502. At least a portion of the front of the rocker arm guard 1501 extends rearward to form the mudguard 1502, which is at least partially located above the rear wheel 122. This arrangement allows the mudguard 1502 to prevent debris from the rear wheel 122 from splashing onto body components such as the frame 11 or the rear rocker arm 162, thus protecting these components. The rocker arm guard 1501 extends from the front of the first rocker arm 1622 towards the second rocker arm 1623 to form an extension portion, which extends rearward to form the mudguard 1502. Therefore, the rocker arm guard 1501, the extension portion, and the mudguard 1502 are integrally formed.

[0102] As shown in Figures 1 and 19, the body panel 15 also includes a chain guard 1503, which extends rearward at least partially from the rear of the rocker arm guard 1501 to form the chain guard 1503. Specifically, the rear of the rocker arm guard 1501 extends rearward near the rear of the first rocker arm 1622 to form the chain guard 1503. The transmission system 18 includes a drive chain 181, and the chain guard 1503 is at least partially located above the drive chain 181, thereby preventing lubricating oil and other substances on the drive chain 181 from splashing onto the body parts, thus protecting the body parts. Simultaneously, the chain guard 1503 also prevents external dust from accumulating on the drive chain 181, further protecting the drive chain 181 and extending its service life.

[0103] In one implementation, the rocker arm guard 1501, after being connected to the rear rocker arm 162, forms a chain channel 1604. The chain channel 1604 extends substantially along the length of the motorcycle 100, and the drive chain 181 passes through the chain channel 1604 and connects to the rear wheel 122. Specifically, the chain channel 1604 is arranged around the drive chain 181, and the rocker arm guard 1501 is at least partially located above the drive chain 181, so that the rocker arm guard 1501 can protect the drive chain 181. The above arrangement makes the structure of the drive chain 181 and the rear rocker arm 162 compact, thereby improving the structural compactness of the transmission system 18 and the suspension system 16.

[0104] In one implementation, a groove 1622b is provided on the side of the first rocker arm 1622 near the chain channel 1604. Along the height direction of the motorcycle 100, the groove 1622b is located on the upper part of the first rocker arm 1622. A slider 1501a corresponding to the groove 1622b is provided on the rocker arm guard plate 1501, and the slider 1501a engages with the groove 1622b. This arrangement allows the first rocker arm 1622 and the rocker arm guard plate 1501 to be positioned using the slider 1501a and the groove 1622b, thus facilitating subsequent assembly of the first rocker arm 1622 and the rocker arm guard plate 1501.

[0105] As one implementation, the first rocker arm 1622 is further provided with at least two rocker arm fixing parts 1622c, and the rocker arm guard plate 1501 is provided with guard plate fixing parts 1501b corresponding to the rocker arm fixing parts 1622c. The rocker arm fixing parts 1622c are located on the front and rear sides of the slide groove part 1622b, respectively, and the guard plate fixing parts 1501b are located at the front and rear ends of the rocker arm guard plate 1501, respectively. The rocker arm fixing parts 1622c are connected to the guard plate fixing parts 1501b. With the above configuration, the slide groove part 1622b can restrict the movement of the rocker arm guard plate 1501. The rocker arm guard plate 1501 is first engaged with the slide groove part 1622b by the slider part 1501a, and then the rocker arm fixing parts 1622c are connected to the guard plate fixing parts 1501b, thereby improving the assembly efficiency between the first rocker arm 1622 and the rocker arm guard plate 1501, and thus improving the assembly efficiency of the motorcycle 100.

[0106] In one implementation, the second rocker arm 1623 is provided with at least two rocker arm connecting portions 1623a, and the rocker arm guard plate 1501 is provided with a guard plate connecting portion 1501c corresponding to the rocker arm connecting portions 1623a. The rocker arm connecting portions 1623a and the guard plate connecting portions 1501c are detachably connected by fasteners. This configuration ensures a stable connection between the rocker arm guard plate 1501 and the second rocker arm 1623, thereby improving the connection strength between them.

[0107] In one implementation, the second rocker arm 1623 is at least partially recessed downwards to form a rocker arm recess 1623b, and the rocker arm guard plate 1501 at least partially covers the rocker arm recess 1623b to form a pipe channel, which extends substantially along the length of the motorcycle 100. The pipe channel can accommodate any pipe on the motorcycle 100, thereby facilitating the fixing of pipes on the motorcycle 100 and preventing pipes on the motorcycle 100 from shaking and affecting their normal operation.

[0108] As shown in Figure 20, exemplarily, the motorcycle 100 also includes a braking system 19, which includes a brake hose 195. The brake hose 195 is at least partially engaged within a pipe channel, meaning that the motorcycle 100's pipes can be brake hoses 195. This configuration, integrating the brake hose 195 onto the rear swingarm 162, improves the stability of the brake hose 195. Simultaneously, the swingarm guard plate 1501 and the rear swingarm 162 protect the brake hose 195 from rainwater erosion, stone impacts, etc., thereby extending the service life of the brake hose 195.

[0109] As shown in Figure 19, in one implementation, the rear rocker arm 162 also includes a connecting seat 1624, which is located between the first rocker arm 1622 and the second rocker arm 1623. The connecting seat 1624 can strengthen the connection between the first rocker arm 1622 and the second rocker arm 1623, thereby improving the structural strength of the rear rocker arm 162. The connecting seat 1624 has a connecting seat fixing part 1624c, and the rocker arm guard plate 1501 has a wall panel connecting part 1501d. The wall panel connecting part 1501d and the connecting seat fixing part 1624c are detachably connected by fasteners. This configuration allows the rocker arm guard plate 1501 to be connected to the connecting seat 1624, increasing the connection point 1503b between the rocker arm guard plate 1501 and the rear rocker arm 162, thereby improving the connection strength between the rocker arm guard plate 1501 and the rear rocker arm 162.

[0110] As shown in Figures 21 and 22, in one implementation, the motorcycle 100 also includes a fuel tank 22 and a switching system 23, both of which are supported by the frame 11. Specifically, the fuel tank 22 is used to store fuel and deliver it to the engine 131. The switching system 23 is used to turn on the motorcycle 100.

[0111] In this embodiment, the oil tank 22 includes a tank bottom plate 221, a surrounding plate 222, and a tank front plate 223. The front part of the surrounding plate 222 has a surrounding hole (not shown in the figure). The tank front plate 223 covers the surrounding hole and is connected to the surrounding plate 222. The lower part of the surrounding plate 222 and the lower part of the tank front plate 223 are both connected to the tank bottom plate 221. The tank front plate 223 is at least partially recessed rearward to form a switch storage space 2231. The switch system 23 is at least partially located in the switch storage space 2231.

[0112] Because the space for the fuel tank 22 is limited and the switch system 23 needs to be placed close to the fuel tank 22, the front panel 223 of the fuel tank is adjusted so that the switch system 23 is placed within the switch storage space 2231. This makes the switch system 23 and the fuel tank 22 structurally compact, which helps to improve the space utilization of the motorcycle 100. At the same time, it avoids reducing the volume of the fuel tank 22. Thus, while keeping the switch system 23 and the fuel tank 22 structurally compact, the volume of the fuel tank 22 is increased, thereby improving the range of the motorcycle 100.

[0113] As one implementation, the surround plate 222 includes a left fuel tank plate 2221 and a right fuel tank plate 2222. The left fuel tank plate 2221 and the right fuel tank plate 2222 are connected to each other. The left fuel tank plate 2221 and the right fuel tank plate 2222 are distributed along the width direction of the motorcycle 100 and are respectively connected to both sides of the fuel tank bottom plate 221.

[0114] As one implementation, the upper main beam 1111 is located at the lower end of the oil tank 22, and the bottom plate 221 of the oil tank is connected to the upper main beam 1111, so that the upper main beam 1111 is used to support the oil tank 22, thereby improving the stability of the oil tank 22.

[0115] The fuel tank 22 has a volume ranging from 14L to 16L. Alternatively, the volume can range from 14.5L to 5.5L. Yet another possible implementation is a volume of 15L. This configuration avoids the fuel tank 22 taking up too much space due to an excessively large volume, thus improving the space utilization of the motorcycle 100; it also avoids the fuel tank 22 having insufficient volume due to an excessively small volume, thereby improving the motorcycle 100's range.

[0116] For example, the ratio of the volume of the fuel tank 22 to the maximum width W1 of the upper main frame 1111 along the width direction of the motorcycle 100 ranges from 39 L / m to 46 L / m. Specifically, the ratio of the volume of the fuel tank 22 to the maximum width W1 of the upper main frame 1111 along the width direction of the motorcycle 100 ranges from 41 L / m to 44 L / m. More specifically, the ratio of the volume of the fuel tank 22 to the maximum width W1 of the upper main frame 1111 along the width direction of the motorcycle 100 is 42.3 L / m. The above configuration avoids the upper main beam 1111 from being unable to stably support the fuel tank 22 due to an excessively large ratio between the volume of the fuel tank 22 and the maximum width W1 of the upper main beam 1111, thus improving the connection strength between the upper main beam 1111 and the fuel tank 22. It also avoids the fuel tank 22 being too small due to an excessively small ratio between its volume and the maximum width W1 of the upper main beam 1111, thus increasing the fuel storage capacity of the fuel tank 22. This configuration allows for the placement of a larger fuel tank 22 on an upper main beam 1111 with a smaller maximum width W1, resulting in a compact motorcycle structure while increasing the volume of the fuel tank 22, thereby improving the motorcycle 100's range.

[0117] As one implementation, both the left plate 2221 and the right plate 2222 of the fuel tank are provided with plastic connecting parts 2223. The body cover 15 is connected to the plastic connecting parts 2223, so that the body cover 15 can be connected to the fuel tank 22 through the plastic connecting parts 2223, so that the body cover 15 is at least partially arranged around the fuel tank 22, which helps to protect the fuel tank 22.

[0118] As one implementation, the frame 11 includes a fuel tank mounting plate 1116 located at the front of the frame 11. The fuel tank mounting plate 1116 is connected to the upper main beam frame 1111. The fuel tank mounting plate 1116 is provided with a fuel tank mounting hole 1116a. The front side of the fuel tank bottom plate 221 is provided with a fuel tank mounting post 2211 corresponding to the fuel tank mounting hole 1116a. The fuel tank mounting post 2211 is engaged in the fuel tank mounting hole 1116a.

[0119] As one implementation, the frame 11 also includes an integrated fixing plate 1121, which is located in the middle of the frame 11. A fuel tank connecting part 2212 is provided at the rear of the fuel tank 22, and the fuel tank connecting part 2212 is connected to the integrated fixing plate 1121. This arrangement simplifies the connection between the fuel tank 22 and the frame 11, thereby improving the assembly efficiency of the fuel tank 22 and the frame 11.

[0120] The left plate 2221 of the fuel tank is located at the upper end of the left main beam 1111a, and the right plate 2222 of the fuel tank is located at the upper end of the right main beam 1111b, which facilitates the connection between the left plate 2221 of the fuel tank and the left main beam 1111a, and also facilitates the connection between the right plate 2222 of the fuel tank and the right main beam 1111b.

[0121] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A motorcycle, comprising: A vehicle frame, the vehicle frame including a main frame and a subframe connected to the main frame; A running gear system, at least partially located below the subframe; A body panel, the body panel including a hump assembly, the hump assembly being fixedly mounted on the rear end of the subframe; A power system, which is supported by the main frame and connected to the running gear system via transmission; Its features are, The hump assembly includes a hump shell, an assembly structure, and a hump cover. The hump shell is connected to the subframe, the assembly structure is connected to the hump shell, and the hump cover is detachably mounted on the assembly structure. The hump cover is detachably connected to an external camera. The hump cover includes a first end face and a second end face that are disposed opposite to each other. In a first assembly state, the first end face is exposed and can be connected to the external camera. In a second assembly state, the external camera is separated from the first end face, the hump cover can be flipped over, and the second end face is exposed.

2. The motorcycle according to claim 1, characterized in that, A slide rail is provided on the first end face, and the hump cover plate is slidably connected to the external shooting device through the slide rail.

3. The motorcycle according to claim 2, characterized in that, The first end face is also provided with a device locking part, which is distributed along both sides of the slide rail. When the hump cover plate is connected to the external shooting device, the external shooting device is locked to the device locking part.

4. The motorcycle according to claim 3, characterized in that, The device latching part limits the external shooting device in a preset direction.

5. The motorcycle according to claim 2, characterized in that, The second end face is set as a covering surface, which is a continuous curved surface or a plane. When the hump cover plate is separated from the external shooting device, the hump cover plate is connected to the assembly structure with the covering surface exposed.

6. [Correction 25.07.2025 according to Rule 91] The motorcycle according to claim 5 is characterized in that, The assembly structure includes an assembly track that extends substantially along the length of the motorcycle, and the hump cover includes a groove that mates with the assembly track. The groove is located between the cover surface and the track, and the hump cover is slidably connected to the assembly structure via the groove.

7. The motorcycle according to claim 6, characterized in that, The assembly track limits the position of the hump cover plate in the height direction of the motorcycle.

8. The motorcycle according to claim 1, characterized in that, The hump shell has a structural through hole that extends through itself along the height direction of the motorcycle. The hump cover plate is at least partially inserted through the structural through hole, and the hump shell limits the hump cover plate in any direction perpendicular to the height direction of the motorcycle.

9. The motorcycle according to claim 1, characterized in that, The assembly structure is detachably mounted on the hump shell.

10. The motorcycle according to claim 1, characterized in that, The motorcycle can be equipped with an assembly tool for disassembling the assembly structure, and the lower surface of the hump shell is also provided with a chuck for fixing the assembly tool.

11. The motorcycle according to claim 1, characterized in that, The motorcycle also includes a lighting assembly, which is at least partially connected to the body panel; the body panel also includes a rear fender, which is connected to the frame, and the rear fender is at least partially recessed inward to form a receiving cavity; the lighting assembly includes a taillight and a connecting structure, the connecting structure is disposed in the receiving cavity, the taillight and the connecting structure are fixedly connected, and the bottom of the receiving cavity is provided with a mounting hole, which is fixedly connected to the connecting structure by fasteners.

12. The motorcycle according to claim 11, characterized in that, The rear mudguard includes an upper mudguard and a lower mudguard. The upper mudguard is connected to the lower mudguard, and the upper mudguard and the lower mudguard surround each other to form a mudguard space. The receiving cavity is in communication with the mudguard space.

13. The motorcycle according to claim 12, characterized in that, The upper mudguard is provided with a body connection hole, and the lower mudguard is provided with a mudguard connection hole. The body connection hole and the mudguard connection hole are detachably connected by fasteners.

14. The motorcycle according to claim 13, characterized in that, The end of the connecting structure away from the taillight is also provided with a lighting harness. The receiving cavity is provided with a first wiring through hole on the side near the vehicle frame, and the rear fender is provided with a second wiring through hole on the side near the vehicle frame. Both the first wiring through hole and the second wiring through hole are connected to the fender space. The lighting harness passes through the first wiring through hole, enters the fender space, and exits through the second wiring through hole.

15. The motorcycle according to claim 14, characterized in that, The rear mudguard also includes a mudguard protective cover, which covers the upper cavity and engages with the upper mudguard.

16. The motorcycle according to claim 11, characterized in that, The frame is also provided with a mudguard connection part, and the rear mudguard is provided with a mudguard fixing part corresponding to the mudguard connection part. The mudguard connection part and the mudguard fixing part are detachably connected by fasteners.

17. The motorcycle according to claim 11, characterized in that, The accommodating cavity is substantially consistent with the outer contour of the connecting structure.

18. The motorcycle according to claim 11, characterized in that, Along the width direction of the motorcycle, the receiving cavity is located substantially in the middle of the rear fender.

19. The motorcycle according to claim 11, characterized in that, A receiving groove is also provided behind the receiving cavity, and the taillight is at least partially located in the receiving groove.

20. The motorcycle according to claim 1, characterized in that, The body panel includes a rear fender, which is at least partially connected to the frame. The motorcycle also includes a lighting assembly, which is at least partially connected to the rear fender. The lighting assembly includes a taillight, a connecting structure, and a drive circuit. The taillight is connected to the rear fender via the connecting structure. The drive circuit is disposed within the connecting structure and electrically connected to the taillight. Along the width direction of the motorcycle, the ratio of the length of the connecting structure to the length of the taillight is greater than or equal to 0.15 and less than or equal to 0.

21.

21. The motorcycle according to claim 20, characterized in that, Along the width direction of the motorcycle, the ratio of the length of the connecting structure to the length of the taillight ranges from 0.16 to 0.

19.

22. The motorcycle according to claim 20, characterized in that, The taillight includes a housing and an illumination unit, the housing forming an illumination space, and the illumination unit located within the illumination space; The connection structure surrounds and forms a circuit space, the driving circuit is located within the circuit space, the circuit space is connected to the lighting space, and the driving circuit is electrically connected to the lighting unit.

23. The motorcycle according to claim 20, characterized in that, The lighting assembly also includes a lighting harness, and the end of the connection structure away from the taillight is provided with a harness mounting hole, through which the lighting harness passes and is connected to the drive circuit.

24. The motorcycle according to claim 20, characterized in that, Along the width direction of the motorcycle, the connecting structure is located in the middle of the taillight.

25. The motorcycle according to claim 20, characterized in that, The end of the connection structure away from the taillight also includes a vent covered with a breathable membrane, and the vent is connected to the circuit space.

26. The motorcycle according to claim 20, characterized in that, The rear fender is at least partially recessed inward to form a receiving cavity, the connecting structure is disposed in the receiving cavity, and a receiving groove is also disposed behind the receiving cavity, with the rear taillight at least partially located in the receiving groove.

27. The motorcycle according to claim 26, characterized in that, The bottom of the receiving cavity is provided with an installation hole, and the connecting structure is provided with a fixing connection hole. The installation hole and the fixing connection hole are detachably connected by fasteners.

28. A motorcycle, comprising: The vehicle frame includes a main frame and a subframe connected to the main frame, and the main frame also includes an upper main beam frame; A running gear system, at least partially located below the subframe; A body panel, the body panel including a hump assembly, the hump assembly being fixedly mounted on the rear end of the subframe; A powertrain system, which is supported by the main frame and includes an engine; Its features are, The hump assembly includes a hump shell, an assembly structure, and a hump cover. The hump shell is connected to the subframe, the assembly structure is connected to the hump shell, and the hump cover is detachably mounted on the assembly structure. The hump cover is detachably connected to an external camera. The hump cover includes a first end face and a second end face that are opposite to each other. In a first assembly state, the first end face is exposed and can be connected to the external camera. In a second assembly state, the external camera is separated from the first end face, and the hump cover can be flipped over to expose the second end face. The upper main beam is at least partially located above the engine, the engine is connected to the upper main beam, the upper main beam is distributed on both sides of the engine along the width direction of the motorcycle, and the ratio of the engine displacement to the maximum width of the upper main beam along the width direction of the motorcycle ranges from 1.7 mL / mm to 2.1 mL / mm.

29. [Correction 25.07.2025 according to Rule 91] The motorcycle according to claim 28, characterized in that, A slide rail is provided on the first end face, and the external shooting device is slidably connected to the hump cover plate through the slide rail.

30. The motorcycle according to claim 29, characterized in that, The first end face is also provided with a device locking part, which is distributed along both sides of the slide rail. When the hump cover plate is connected to the external shooting device, the external shooting device is locked to the device locking part; the device locking part limits the external shooting device in a preset direction.

31. The motorcycle according to claim 29, characterized in that, The second end face is set as a covering surface, which is a continuous curved surface or a plane. When the hump cover is separated from the external shooting device, the hump cover is connected to the assembly structure with the covering surface facing upwards of the motorcycle.

32. [Correction 25.07.2025 according to Rule 91] The motorcycle according to claim 31, characterized in that, The assembly structure includes an assembly track that extends substantially along the length of the motorcycle. The hump cover includes a groove that mates with the assembly track. The groove is located between the cover surface and the track. The groove mates with the assembly track. The hump cover is slidably connected to the assembly structure via the groove. The assembly track limits the position of the hump cover in the height direction of the motorcycle.

33. The motorcycle according to claim 28, characterized in that, The hump shell has a structural through hole that extends through itself along the height direction of the motorcycle. The hump cover plate is at least partially inserted through the structural through hole, and the hump shell limits the hump cover plate in any direction perpendicular to the height direction of the motorcycle.

34. The motorcycle according to claim 28, characterized in that, The assembly structure is detachably mounted on the hump shell, and the motorcycle can be equipped with an assembly tool for disassembling the assembly structure. The lower surface of the hump shell is also provided with a chuck for fixing the assembly tool.

35. The motorcycle according to claim 28, characterized in that, The ratio of the engine displacement to the maximum width of the upper main beam frame along the width direction of the motorcycle ranges from 1.8 mL / mm to 2.0 mL / mm.

36. The motorcycle according to claim 28, characterized in that, The upper main beam is a flat elliptical tube with a waist-shaped hole in the cross section. When viewed along the height direction of the motorcycle, the upper main beam includes a left main beam and a right main beam distributed along the width direction of the motorcycle. The rear part of the left main beam extends along a first direction, and the rear part of the right main beam extends along a second direction. The first direction and the second direction intersect.

37. The motorcycle according to claim 36, characterized in that, Define a reference plane perpendicular to the height direction of the motorcycle. The projection of the first direction along the height direction of the motorcycle onto the reference plane is set as a first projection line, and the projection of the second direction along the height direction of the motorcycle onto the reference plane is set as a second projection line. The angle between the first projection line and the second projection line is in the range of 16° to 21°.

38. The motorcycle according to claim 37, characterized in that, The angle between the first projection line and the second projection line ranges from 17° to 20°.

39. The motorcycle according to claim 28, characterized in that, The frame also includes a lower main beam connected to the upper main beam, the lower main beam being located below the upper main beam, the engine being connected to the lower main beam, and the upper main beam and the lower main beam at least partially overlapping when viewed along the height of the motorcycle.

40. The motorcycle according to claim 28, characterized in that, The motorcycle also includes a body panel, which includes a heat insulation block. A heat insulation part is provided on the upper main beam, and the heat insulation block is connected to the heat insulation part.

41. The motorcycle according to claim 40, characterized in that, The frame also includes a triangular connector, and the body panel also includes a heat insulation plate connected to the triangular connector. The upper end of the triangular connector is connected to the upper main beam, and the lower end of the triangular connector is connected to the engine.

42. The motorcycle according to claim 36, characterized in that, The motorcycle also includes an air filter connected above the engine. Along the width direction of the motorcycle, the air filter is located between the left main beam and the right main beam, with the left end of the air filter connected to the left main beam and the right end of the air filter connected to the right main beam.

43. The motorcycle according to claim 28, characterized in that, The motorcycle also includes a fuel tank and a switch system. The fuel tank is connected to the frame. The switch system is connected to the frame. The fuel tank includes a bottom plate, a surround plate, and a front plate. The front of the surround plate has a surround hole. The front plate covers the surround hole and is connected to the surround plate. The lower part of the surround plate and the lower part of the front plate are both connected to the bottom plate. The front plate is at least partially recessed rearward to form a switch storage space. The switch system is at least partially located within the switch storage space.

44. The motorcycle according to claim 43, characterized in that, The enclosure includes a left fuel tank plate and a right fuel tank plate that are connected to each other. The left fuel tank plate and the right fuel tank plate are distributed along the width direction of the motorcycle and are respectively connected to both sides of the fuel tank bottom plate.

45. The motorcycle according to claim 43, characterized in that, Both the left and right panels of the fuel tank are provided with plastic connecting parts, and the vehicle body panel is connected to the plastic connecting parts.

46. ​​The motorcycle according to claim 44, characterized in that, The upper main beam is located at the lower end of the oil tank and is used to support the oil tank. The bottom plate of the oil tank is connected to the upper main beam.

47. The motorcycle according to claim 46, characterized in that, The volume of the oil storage tank ranges from 14L to 16L.

48. The motorcycle according to claim 47, characterized in that, The ratio of the volume of the fuel tank to the maximum width of the upper main beam frame along the width direction of the motorcycle ranges from 39L / m to 46L / m.

49. The motorcycle according to claim 46, characterized in that, The vehicle frame includes a fuel tank clamping plate located at the front of the vehicle frame. The fuel tank clamping plate is connected to the upper main beam frame. The fuel tank clamping plate is provided with a fuel tank clamping hole. The front side of the fuel tank bottom plate is provided with a fuel tank clamping post corresponding to the fuel tank clamping hole. The fuel tank clamping post is clamped into the fuel tank clamping hole.

50. The motorcycle according to claim 43, characterized in that, The frame also includes an integrated fixing plate located in the middle of the frame, and a fuel tank connection part is provided on the rear side of the fuel tank, which is connected to the integrated fixing plate.

51. The motorcycle according to claim 46, characterized in that, The upper main beam frame includes a left main beam and a right main beam distributed along the width direction of the motorcycle. The left fuel tank plate is located at the upper end of the left main beam, and the right fuel tank plate is located at the upper end of the right main beam.

52. The motorcycle according to claim 51, characterized in that, The motorcycle also includes an air filter located between the left main beam and the right main beam. The left end of the air filter is connected to the left main beam, and the right end of the air filter is connected to the right main beam. The fuel tank is located at the upper end of the air filter.

53. A motorcycle, comprising: A vehicle frame, the vehicle frame including a main frame and a subframe connected to the main frame; A running gear system, at least partially located below the subframe; A body panel, the body panel including a hump assembly, the hump assembly being fixedly mounted on the rear end of the subframe; A powertrain system, which is supported by the main frame and includes an engine; A suspension system, the suspension system being connected to the vehicle frame and including a rear swing arm and a shock absorber, the rear swing arm connecting the rear wheel to the vehicle frame, and the shock absorber being connected to the rear swing arm; An engine, which is supported by the main frame and driven to the rear wheels; The exhaust pipe is supported by the frame and is at least partially located under the rear swingarm; It is characterized in that The hump assembly includes a hump shell, an assembly structure, and a hump cover. The hump shell is connected to the subframe, the assembly structure is connected to the hump shell, and the hump cover is detachably mounted on the assembly structure. The hump cover is detachably connected to an external camera. The hump cover includes a first end face and a second end face that are opposite to each other. In a first assembly state, the first end face is exposed and can be connected to the external camera. In a second assembly state, the external camera is separated from the first end face, and the hump cover can be flipped over to expose the second end face. The rear swingarm consists of a flat fork tube, a first swingarm, a second swingarm, and a connecting seat. The flat fork tube is rotatably connected to the frame. The first swingarm and the second swingarm are respectively connected to the left and right sides of the flat fork tube. The connecting seat extends from the flat fork tube and connects to the shock absorber. The engine, the exhaust pipe, the rear wheel, the subframe, the first swingarm, and the second swingarm form a first receiving space. The connecting seat is located in the first receiving space.

54. The motorcycle according to claim 53, characterized in that, A slide rail is provided on the first end face, and the external shooting device is slidably connected to the hump cover plate through the slide rail.

55. The motorcycle according to claim 54, characterized in that, The first end face is also provided with a device locking part, which is distributed along both sides of the slide rail. When the hump cover plate is connected to the external shooting device, the external shooting device is locked to the device locking part; the device locking part limits the external shooting device in a preset direction.

56. The motorcycle according to claim 55, characterized in that, The second end face is set as a covering surface, which is a continuous curved surface or a plane. When the hump cover is separated from the external shooting device, the hump cover is connected to the assembly structure with the covering surface facing upwards of the motorcycle.

57. [Correction 25.07.2025 according to Rule 91] The motorcycle according to claim 56 is characterized in that, The assembly structure includes an assembly track that extends substantially along the length of the motorcycle. The hump cover includes a groove that mates with the assembly track. The groove is located between the cover surface and the track. The groove mates with the assembly track. The hump cover is slidably connected to the assembly structure via the groove. The assembly track limits the position of the hump cover in the height direction of the motorcycle.

58. The motorcycle according to claim 53, characterized in that, The hump shell has a structural through hole that extends through itself along the height direction of the motorcycle. The hump cover plate is at least partially inserted through the structural through hole, and the hump shell limits the hump cover plate in any direction perpendicular to the height direction of the motorcycle.

59. The motorcycle according to claim 53, characterized in that, The assembly structure is detachably mounted on the hump shell, and the motorcycle can be equipped with an assembly tool for disassembling the assembly structure. The lower surface of the hump shell is also provided with a chuck for fixing the assembly tool.

60. The motorcycle according to claim 53, characterized in that, The exhaust pipe is at least partially located on the underside of the swingarm, the engine is located on the front side of the swingarm, the rear wheel is at least partially located on the rear side of the swingarm, and the subframe is at least partially located on the upper side of the swingarm.

61. The motorcycle according to claim 53, characterized in that, The flat fork tube, the rear wheel, the subframe, the exhaust pipe, the first rocker arm, and the second rocker arm surround to form a second receiving space, and the connecting seat is located in the second receiving space, wherein the second receiving space is located within the first receiving space.

62. The motorcycle according to claim 53, characterized in that, Define a longitudinal plane perpendicular to the width direction of the motorcycle. The projection of the rear rocker arm along the width direction onto the longitudinal plane is the rocker arm projection, and the projection of the connecting seat along the width direction onto the longitudinal plane is the seat projection. The seat projection is located within the rocker arm projection.

63. The motorcycle according to claim 53, characterized in that, The connecting seat is a cantilever structure; the connecting seat includes a suspension connecting part, which is located at the end of the connecting seat away from the flat fork tube, and the lower end of the shock absorber is connected to the suspension connecting part.

64. The motorcycle according to claim 53, characterized in that, The first rocker arm has a weight-reducing hole on its side, which extends through the first rocker arm and defines a longitudinal plane perpendicular to the width direction of the motorcycle. The projection of the first rocker arm along the width direction onto the longitudinal plane is a first projection surface, and the projection of the weight-reducing hole along the width direction onto the longitudinal plane is a second projection surface. The ratio of the area of ​​the first projection surface to the area of ​​the second projection surface is between 4 and 8. The structure of the second rocker arm is basically the same as that of the first rocker arm.

65. The motorcycle according to claim 53, characterized in that, The motorcycle also includes a drive chain, and the first rocker arm or the second rocker arm is provided with a chain hole, through which the drive chain passes at least partially.

66. The motorcycle according to claim 53, characterized in that, The connector has a hollow structure.

67. The motorcycle according to claim 53, characterized in that, The ratio of the minimum width of the first rocker arm and the second rocker arm along the width direction of the motorcycle to the maximum width of the flat fork tube along the width direction of the motorcycle ranges from 1.2 to 1.

6.

68. The motorcycle according to claim 53, characterized in that, The first rocker arm or the second rocker arm has a tool insertion hole, and the suspension connection part has a suspension connection hole for connecting the shock absorber. The tool insertion hole and the suspension connection hole are coaxially arranged. The diameter of the tool insertion hole is larger than the diameter of the suspension connection hole.

69. The motorcycle according to claim 53, characterized in that, The walking system includes a rear wheel, which is connected to the frame via a rear swingarm. The rear swingarm includes a first swingarm and a second swingarm distributed along the width direction of the motorcycle. The body panel includes a swingarm guard plate, which is connected to the first swingarm and the second swingarm. A longitudinal plane perpendicular to the width direction of the motorcycle is defined. The projection of the first swingarm along the width direction of the motorcycle onto the longitudinal plane is designated as a first projection. The projection of the second swingarm along the width direction of the motorcycle onto the longitudinal plane is designated as a second projection. The projection of the swingarm guard plate along the width direction of the motorcycle onto the longitudinal plane is designated as a guard plate projection. The guard plate projection and the first projection are substantially located within the second projection. The ratio of the area of ​​the first projection to the area of ​​the second projection ranges from 4 to 8.

70. The motorcycle according to claim 69, characterized in that, The body panel includes a mudguard, the front portion of which at least partially extends rearward and forms the mudguard, the mudguard being at least partially located above the rear wheel.

71. The motorcycle according to claim 69, characterized in that, The body panel also includes a chain guard, at least partially extending rearward from the rear of the rocker arm guard to form the chain guard. The motorcycle also includes a transmission system connected to the rear wheel drive, the transmission system including a drive chain, and the chain guard at least partially located above the drive chain.

72. The motorcycle according to claim 71, characterized in that, The rocker arm guard plate is connected to the rear rocker arm to form a chain channel. The chain channel extends substantially along the length of the motorcycle, and the drive chain passes through the chain channel and connects to the rear wheel.

73. The motorcycle according to claim 72, characterized in that, The first rocker arm has a groove on the side near the chain channel. Along the height direction of the motorcycle, the groove is located on the upper part of the first rocker arm. The rocker arm guard plate has a slider corresponding to the groove, and the slider is engaged with the groove.

74. The motorcycle according to claim 73, characterized in that, The first rocker arm is also provided with at least two rocker arm fixing parts, and the rocker arm guard plate is provided with guard plate fixing parts corresponding to the rocker arm fixing parts. The rocker arm fixing parts are respectively located on the front and rear sides of the slide groove, and the guard plate fixing parts are respectively located at the front and rear ends of the rocker arm guard plate. The rocker arm fixing parts are connected to the guard plate fixing parts.

75. The motorcycle according to claim 74, characterized in that, The second rocker arm is provided with at least two rocker arm connecting parts, and the rocker arm guard plate is provided with a guard plate connecting part corresponding to the rocker arm connecting parts. The rocker arm connecting parts and the guard plate connecting parts are detachably connected by fasteners.

76. The motorcycle according to claim 69, characterized in that, The second rocker arm is at least partially recessed downward to form a rocker arm recess, and the rocker arm guard plate at least partially covers the rocker arm recess to form a pipe channel, the pipe channel extending substantially along the length of the motorcycle; the motorcycle also includes a braking system, the braking system including a brake hose, the brake hose being at least partially engaged within the pipe channel.

77. The motorcycle according to claim 69, characterized in that, The rear rocker arm also includes a connecting seat, which is located between the first rocker arm and the second rocker arm. The connecting seat is provided with a connecting seat fixing part, and the rocker arm guard plate is provided with a wall panel connecting part. The wall panel connecting part and the connecting seat fixing part are detachably connected by fasteners.

78. The motorcycle according to claim 69, characterized in that, The rocker arm guard is made of plastic; the color of the rocker arm guard is different from the color of the rear rocker arm.

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