CN118124708A - motorcycle - Google Patents

Abstract

The invention discloses a motorcycle, comprising: a frame; a body panel at least partially disposed on the frame; the walking assembly comprises a first walking wheel and a second walking wheel which are connected with the frame; a suspension assembly including a front suspension through which the first road wheel is connected to the frame and a rear suspension through which the second road wheel is connected to the frame; a steering assembly including a steering handle; the steering handle comprises a connecting plate and a steering handle, the connecting plate is rotationally connected with the frame, and the connecting plate is fixedly connected with the front suspension; the direction handles are distributed along the left-right direction of the motorcycle, and the direction handles are fixedly connected with the connecting plate. Through the arrangement, the steering handle and the connecting part can form an integrated structure, so that the structural stability of the steering handle is improved.

Description

Motorcycle

Technical Field

The invention relates to the field of vehicles, in particular to a motorcycle.

Background

The motorcycle is driven by gasoline engine and has front wheel steering via steering handle, and it is light, flexible and fast, and may be used widely in patrol, passenger and cargo transportation, etc. and as sports equipment. In the large direction, motorcycles are classified into street vehicles, road racing motorcycles, dirtbike, cruise vehicles, recreational vehicles, and the like.

The steering handle of the motorcycle is used for controlling the movement direction of the motorcycle. The steering handle is generally provided with an independent pipe fitting, is then arranged on the upper connecting plate through a connecting structure, and drives the front suspension to control front wheel steering through the upper connecting plate, so that the steering of the motorcycle is realized. The connecting structure is sleeved on the steering handle and is connected with the steering handle through interference fit. In the use of the motorcycle, the connection between the connection structure and the steering handle may be loosened, so that the steering handle can rotate with the connection structure, and thus potential safety hazards exist.

Disclosure of Invention

In order to solve the defects in the prior art, the invention aims to provide a motorcycle capable of improving the structural stability of a steering handle.

In order to achieve the above purpose, the present invention adopts the following technical scheme:

A motorcycle, comprising: a frame; a body panel at least partially disposed on the frame; the walking assembly comprises a first walking wheel and a second walking wheel which are connected with the frame; a suspension assembly including a front suspension through which the first road wheel is connected to the frame and a rear suspension through which the second road wheel is connected to the frame; a steering assembly including a steering handle; the steering handle comprises a connecting plate and steering handles, the steering handles are distributed along the left-right direction of the motorcycle and are arranged on two sides of the connecting plate, the steering handles are fixedly connected to the front suspension through the connecting plate, and the steering handles are further connected to the frame through the connecting plate in a rotating mode.

Further, a connecting part is arranged on the connecting plate, the steering handle is fixedly connected with the connecting plate through the connecting part, and when the steering handle is connected with the connecting part, the connecting part is at least partially arranged inside the steering handle.

Further, the connecting plate and the direction handle are integrally formed.

Further, a first mounting hole is formed in the connecting plate, and the connecting plate is connected with the front suspension through the first mounting hole.

Further, the connecting plates comprise an upper connecting plate and a lower connecting plate; the frame includes auxiliary frame, and auxiliary frame's one end is connected with the upper junction plate, and auxiliary frame's the other end is connected with lower junction plate, and auxiliary frame still is connected with the frame.

Further, the auxiliary frame is rotatably connected with the connecting plate, and the auxiliary frame is fixedly connected with the frame or integrally formed with the frame.

Further, a bearing is arranged between the auxiliary frame and the connecting plate.

Further, the first mounting hole is provided with an opening for adjusting an assembly gap between the first mounting hole and the front suspension, and a connecting piece is arranged on the opening.

Further, the connecting plate is also provided with an electric mounting hole; the motorcycle also comprises an electric component, and the electric component is connected with the connecting plate through an electric mounting hole.

Further, a shield mounting hole is further formed in the connecting plate, the vehicle body panel is connected with the connecting plate through the shield mounting hole, and at least part of the electrical component is at least partially arranged inside the vehicle body panel.

The motorcycle provided by the invention can prevent the relative rotation between the connecting part and the steering handle, thereby being beneficial to the integral structure of the steering handle and the connecting part and improving the structural stability of the steering handle.

Drawings

Fig. 1 is a schematic view of the structure of a motorcycle according to the present application.

Fig. 2 is a schematic view of a part of the structure of the motorcycle of the present application.

Fig. 3 is a schematic structural view of a frame and suspension assembly of a motorcycle of the present application.

Fig. 4 is an enlarged view of a portion of fig. 3a in accordance with the present application.

Fig. 5 is a schematic front view of a part of the structure of the motorcycle of the present application.

Fig. 6 is a schematic structural view of a wind shielding assembly of a motorcycle according to the present application.

Fig. 7 is a schematic structural view of a body panel and a wind shielding assembly of a motorcycle of the present application.

Fig. 8 is a schematic structural view of a steering assembly and a suspension assembly of a motorcycle of the present application.

Fig. 9 is an exploded view of a steering assembly and a suspension assembly of a motorcycle of the present application.

Fig. 10 is a schematic structural view of a steering handle of the motorcycle of the present application.

Fig. 11 is a partial cross-sectional view of a steering handle of the motorcycle of the present application.

Fig. 12 is an enlarged view of a portion of fig. 11 at N in accordance with the present application.

Detailed Description

In order to make the present invention better understood by those skilled in the art, the technical solutions in the specific embodiments of the present invention will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present invention.

In the description of the present application, if a certain component has a central axis, the "inside" of the component means that the component is on the side close to the central axis of the component; the "outer" of the part refers to the side of the part that is remote from the central axis of the part.

As shown in fig. 1 and 2, a motorcycle 100 includes a frame 11, a body panel 12, a running assembly 13, a suspension assembly 14, a saddle assembly 15, a mounting bracket assembly 16, a power assembly 17, an exhaust assembly 18, an electrical assembly 21, a steering assembly 23, and a brake assembly 25. The frame 11 and the body panel 12 constitute a basic frame of the motorcycle 100. The body panel 12 is at least partially disposed on the frame 11. The running gear 13 is connected to the frame 11 by a suspension assembly 14, the running gear 13 being used for movement of the motorcycle 100. Saddle assembly 15 is at least partially disposed on frame 11, and saddle assembly 15 is also at least partially disposed on frame 11 via mounting bracket assembly 16. A mounting bracket assembly 16 is at least partially disposed on the frame 11 for mounting components of the motorcycle 100. The power assembly 17 is at least partially in driving connection with the walking assembly 13 such that the power assembly 17 drives the walking assembly 13. The exhaust component 18 is at least partially connected with the power component 17, and is used for purifying and discharging the exhaust gas generated by the power component 17 to the outside. An electrical component 21 is provided at least partially on the frame 11 for powering the motorcycle 100, etc. A steering assembly 23 is at least partially provided on the frame 11, the steering assembly 23 being used to control the direction of movement of the motorcycle 100. A brake assembly 25 is at least partially disposed on the running assembly 13, the brake assembly 25 being configured to brake the running assembly 13 and thereby the motorcycle 100. For clarity of explanation of the technical solution of the present invention, the front side, the rear side, the left side, the right side, the upper side, the lower side are also defined as shown in fig. 1.

Specifically, the travel assembly 13 includes first and second travel wheels 131 and 132 that are substantially distributed in the front-rear direction of the motorcycle 100, and the suspension assembly 14 also includes front and rear suspensions 141 and 142 that are substantially distributed in the front-rear direction of the motorcycle 100. In the fore-aft direction of the motorcycle 100. As a possible embodiment, the first running wheel 131 is connected to the frame 11 by a front suspension 141; the second road wheel 132 is connected to the frame 11 by a rear suspension 142.

As shown in fig. 3 and 4, as one implementation, the frame 11 includes a first strut 111, a second strut 112, a third strut 113, a fourth strut 114, and a fifth strut 115. The first pillar 111 and the second pillar 112 are provided to extend at least partially in the up-down direction of the motorcycle 100, and the third pillar 113 and the fifth pillar 115 are provided to extend at least partially in the front-rear direction of the motorcycle 100; further, the first pillar 111 is disposed substantially at the front side of the second pillar 112, and the third pillar 113 is disposed substantially at the upper side of the fifth pillar 115. Further, a fourth strut 114 is at least partially disposed between the second strut 112 and the third strut 113, one end of the fourth strut 114 is connected to the third strut 113, and the other end of the fourth strut 114 is connected to the second strut 112. The fifth strut 115 is disposed on the rear side of the second strut 112, further, a rear suspension 142 is disposed between the fifth strut 115 and the second strut 112, and the fifth strut 115 is at least partially connected to the second strut 112 by the rear suspension 142. In the present embodiment, the second pillar 112 further includes a first section 1121 extending substantially in the front-rear direction of the motorcycle 100 and a second section 1122 extending substantially in the up-down direction of the motorcycle 100. The first and second segments 1121, 1122 may be formed after the second strut 112 is bent, i.e., the first and second segments 1121, 1122 may be integrally formed. Specifically, the front end of the first section 1121 is connected to the upper end of the first support 111, the rear end of the first section 1121 is connected to the third support 113, and the third support 113 is disposed substantially in the same extending direction as the first section 1121. As an alternative embodiment, one end of the fourth strut 114 is connected to the end of the second segment 1122 remote from the first segment 1121, and the other end of the fourth strut 114 is connected to the end of the third strut 113 remote from the second strut 112. Further, fifth strut 115 is coupled to the lower end of second segment 1122 via rear suspension 142. The connection manner of the first, second, third and fourth struts 111, 112, 113 and 114 may be a fixing manner such as welding or bolting, and the connection stability of the first, second, third and fourth struts 111, 112, 113 and 114 may be satisfied. In this embodiment, the rear suspension 142 further includes a rear fork 1421, one end of the rear fork 1421 is connected to the lower end of the second section 1122, and the other end of the rear fork 1421 is connected to the fifth strut 115, so as to achieve stable connection between the fifth strut 115 and the second strut 112.

More specifically, the third strut 113, the fourth strut 114, and the second segment 1122 substantially form a triangular frame, thereby making the structure of the motorcycle 100 more stable and contributing to an improvement in the running safety of the motorcycle 100. The first and second struts 111, 112 generally form a "U" shaped frame with a downward opening to facilitate the mounting of the power assembly 17 and other components of the motorcycle 100 and to improve the structural stability of the motorcycle 100.

In the present embodiment, the third leg 113 includes a first leg 1131 and a second leg 1132, and the fourth leg 114 includes a third leg 1141 and a fourth leg 1142. The first bracket 1131 is located on the left side of the second bracket 1132 and the third bracket 1141 is located on the left side of the fourth bracket 1142 in the left-right direction of the motorcycle 100. Specifically, one end of the first bracket 1131 is connected to one side of the rear end of the first section 1121, the other end of the first bracket 1131 is connected to one end of the third bracket 1141, and the other end of the third bracket 1141 is connected to one side of the lower end of the second section 1122; one end of the second bracket 1132 is connected to the other side of the rear end of the first section 1121, the other end of the second bracket 1132 is connected to one end of the fourth bracket 1142, and the other end of the fourth bracket 1142 is connected to the other side of the lower end of the second section 1122. That is, one end of the first bracket 1131 and one end of the second bracket 1132 are respectively connected to two sides of the rear end of the first section 1121, and one end of the third bracket 1141 and one end of the fourth bracket 1142 are respectively connected to two sides of the lower end of the second section 1122.

As one implementation, the frame formed by the first pillar 111, the second pillar 112, the third pillar 113, and the fourth pillar 114 is used to mount the saddle assembly 15, the exhaust assembly 18, the power assembly 17, the electrical assembly 21, and other components of the motorcycle 100. Specifically, the first bracket 1131 and the second bracket 1132 are basically used for mounting the saddle assembly 15, at least a portion of the exhaust assembly 18 and other components of the motorcycle 100, and the third bracket 1141 and the fourth bracket 1142 are basically used for mounting at least a portion of the electrical assembly 21, at least a portion of the exhaust assembly 18 and other components of the motorcycle 100. By the arrangement, the triangle frame can be basically formed on the left side of the motorcycle 100 through the first bracket 1131, the third bracket 1141 and the second section 1122, and the triangle frame can be basically formed on the right side of the motorcycle 100 through the second bracket 1132, the fourth bracket 1142 and the second section 1122, so that the structure of the motorcycle 100 is more stable, and the frame 11 can provide better supporting function for the parts of the motorcycle 100. In addition, through the above arrangement, the first bracket 1131, the second bracket 1132, the third bracket 1141 and the fourth bracket 1142 may be formed with accommodating spaces, so as to accommodate components of the motorcycle 100, thereby improving space utilization and structural compactness of the motorcycle 100. More specifically, frame 11 also includes a number of mounting points, including specifically a power mounting point 116 that connects power assembly 17, an electrical mounting point 117 that connects electrical assembly 21, and an exhaust mounting point 118 that connects exhaust assembly 18.

As shown in fig. 5 and 6, the motorcycle 100 also includes a wind shield assembly 24 as one implementation. The wind shielding assembly 24 is provided at least partially on the front side of the frame 11 in the front-rear direction of the motorcycle 100, and specifically, the wind shielding assembly 24 is provided at least partially on the body panel 12 on the front side of the motorcycle 100 and is connected to the body panel 12. During the running process of the motorcycle 100, the wind shielding assembly 24 is used for dispersing wind pressure, insect prevention, rain prevention, mud stone prevention and the like, so that a driver is protected under the conditions of overlarge wind power, more mosquitoes, mud stone splashing and the like, and the safety of the motorcycle 100 is further improved. Specifically, the wind shield assembly 24 is also at least partially disposed within the body panel 12, thereby facilitating an increase in the strength of the connection between the wind shield assembly 24 and the body panel 12, which facilitates an increase in the strength of the wind shield assembly 24.

In the present embodiment, the wind shielding assembly 24 includes a first wind shielding member 241, a second wind shielding member 242, and a third wind shielding member 243. The first, second, and third wind shielding members 241, 242, and 243 are fixedly coupled to the body panel 12, respectively, to facilitate installation or removal of the wind shielding assembly 24 and enhance the assemblability of the wind shielding assembly 24. It will be appreciated that in other embodiments, the first, second and third windshields 241, 242 and 243 may be provided as an integral molding. Wherein the first windshield 241, the second windshield 242, and the third windshield 243 are each provided as transparent windshields of a transparent windshield or other material.

On a symmetry plane 101 perpendicular to the left-right direction of the motorcycle 100, the motorcycle 100 is substantially symmetrical left-right along the symmetry plane 101. As an alternative embodiment, the first wind shielding member 241 is provided at the front end of the motorcycle 100; further, the first wind shielding member 241 is disposed at least partially through the symmetry plane 101 and is substantially bilaterally symmetrical with respect to the symmetry plane 101. The second wind shielding member 242 and the third wind shielding member 243 are substantially distributed on the left and right sides of the motorcycle 100, and in particular, the second wind shielding member 242 may be disposed on the left side of the motorcycle 100 and the third wind shielding member 243 may be disposed on the right side of the motorcycle 100. The first wind shielding member 241 is at least partially disposed on the upper side of the second wind shielding member 242 in the up-down direction of the motorcycle 100, and the first wind shielding member 241 is also at least partially disposed on the upper side of the third wind shielding member 243. Wherein the second wind shielding member 242 and the third wind shielding member 243 are substantially bilaterally symmetrical with respect to the symmetry plane 101, and the structures of the second wind shielding member 242 and the third wind shielding member 243 are disposed to be substantially uniform. This arrangement makes the windshield assembly 24 more visually harmonious, and the symmetrical arrangement makes the windage at the left and right ends uniform when the motorcycle 100 is running, thereby avoiding deviation of the steering assembly 23 caused by uneven windage at the left and right ends, and further improving the safety and comfort of the running of the motorcycle 100.

As an alternative embodiment, the wind shielding assembly 24 is at least partially provided in connection with the vehicle body panel 12, and therefore, the wind shielding assembly 24 includes a non-visible portion that overlaps the vehicle body panel 12 and a visible portion that does not interfere with the vehicle body panel 12, i.e., the non-visible portion is provided inside the vehicle body panel 12 and the visible portion is provided outside the vehicle body panel 12, as viewed in the front-rear direction of the motorcycle 100. As an alternative embodiment, on a reference surface 102 perpendicular to the front-rear direction of the motorcycle 100, the projected area of the visible portion of the wind shielding assembly 24 on the reference surface 102 in the front-rear direction of the motorcycle 100 is a visible area, the projected area of the invisible portion of the wind shielding assembly 24 on the reference surface 102 in the front-rear direction of the motorcycle 100 is an invisible area, and the ratio of the invisible area to the visible area is set to 0.2 or more and 0.5 or less. This arrangement can provide a stable connection between the windshield assembly 24 and the vehicle body panel 12 while minimizing the area of the windshield assembly 24 and reducing manufacturing costs. Further, the second wind shielding member 242 and the third wind shielding member 243 are provided so as to extend substantially in the left-right direction of the motorcycle 100, and the extending direction of the second wind shielding member 242 is kept substantially identical to the vehicle body cover 12, and the extending direction of the third wind shielding member 243 is kept substantially identical to the vehicle body cover 12, and the provision of the second wind shielding member 242 and the third wind shielding member 243 can effectively increase the riding field of view of the occupant while maintaining the smooth appearance of the vehicle body cover 12, as compared to the provision of the vehicle body cover 12 therein.

On a reference surface 102 perpendicular to the front-rear direction of the motorcycle 100, the projected area of the visible portion of the first wind shielding member 241 on the reference surface 102 in the front-rear direction of the motorcycle 100 is a first projected area, and the projected areas of the visible portions of the second wind shielding member 242 and the third wind shielding member 243 on the reference surface 102 in the front-rear direction of the motorcycle 100 are set to a second projected area. Wherein the visible portion of the first wind shielding member 241 refers to a portion of the first wind shielding member 241 disposed outside the vehicle body panel 12, the visible portion of the second wind shielding member 242 refers to a portion of the second wind shielding member 242 disposed outside the vehicle body panel 12, and the visible portion of the third wind shielding member 243 refers to a portion of the third wind shielding member 243 disposed outside the vehicle body panel 12; the second projected area is the sum of the projected area of the visible portion of the second weather shield 242 on the reference surface 102 in the front-rear direction of the motorcycle 100 and the projected area of the visible portion of the third weather shield 243 on the reference surface 102 in the front-rear direction of the motorcycle 100. The ratio between the second projection area and the first projection area is set to 0.05 or more and 0.3 or less, and as another alternative embodiment, the ratio between the second projection area and the first projection area may be set to 0.1 or more and 0.2 or less. The larger the second projected area, the better the driver's view, but the larger the second projected area requires more of the body cover 12 to be replaced with the windshield assembly 24, which may result in a decrease in the strength of the body cover 12 at the front end of the motorcycle 100 and may cause the electrical assembly 21 at the front end of the motorcycle 100 to be in a visible state, thereby affecting the aesthetic appearance of the front end of the motorcycle 100. Therefore, the reasonable setting of the size of the second projection area can ensure the strength of the body cover 12 at the front end of the motorcycle 100 while effectively enlarging the driving field of view.

On a reference surface 102 perpendicular to the front-rear direction of the motorcycle 100, the maximum width of the projection of the body cover 12 of the motorcycle 100 in the front-rear direction on the reference surface 102 in the left-right direction is a lateral width L1, and further, the maximum width occupied by the projections of the second wind shielding member 242 and the third wind shielding member 243 in the front-rear direction on the reference surface 102 of the motorcycle 100 in the left-right direction is a wind shielding width L2. As an alternative embodiment, the ratio between the wind shielding width L2 and the lateral width L1 may be set to 0.69 or more and 0.96 or less. As another alternative embodiment, the ratio between the wind shielding width L2 and the lateral width L1 may be set to 0.78 or more and 0.92 or less. Wherein the ratio between the wind shielding width L2 and the lateral width L1 may also be set to 0.87. By the above arrangement, the arrangement range of the second wind shielding material 242 and the third wind shielding material 243 in the left-right direction of the motorcycle 100 can be made not to exceed the arrangement range of the body cover 12 of the motorcycle 100, the influence of excessive wind resistance on the drivability of the motorcycle 100 can be avoided, and the extension lengths of the second wind shielding material 242 and the third wind shielding material 243 in the left-right direction can be set appropriately.

In the present embodiment, the first weather shield 241, the second weather shield 242, and the third weather shield 243 are provided so as to at least partially overlap when viewed from the left-right direction of the motorcycle 100.

As one implementation, steering assembly 23 includes steering handle 231. The driver can control the movement direction of the motorcycle 100 through the steering handle 231. The second wind shielding member 242 and the third wind shielding member 243 are provided at least partially at the lower end of the steering handle 231 in the up-down direction of the motorcycle 100.

As shown in fig. 7, as an implementation, taking the second wind shielding member 242 as an example, the second wind shielding member 242 is disposed to extend substantially along a predetermined plane 244, and an acute angle formed between the predetermined plane 244 and the symmetry plane 101 is set to be an acute angle δ. As a possible embodiment, the second wind shielding member 242 may also be arranged to extend along several non-coplanar preset planes 244, in particular two, three or more, at least one of which preset planes 244 and the symmetry plane 101 form an acute angle δ. Wherein an acute angle delta formed between the preset plane 244 and the symmetry plane 101 is greater than or equal to 30 ° and less than or equal to 90 °. In the present embodiment, an acute angle δ formed between the preset plane 244 and the symmetry plane 101 is 45 ° or more and 75 ° or less. More specifically, the acute angle δ formed between the preset plane 244 and the symmetry plane 101 is set to 60 °. Through the above arrangement, the wind pressure dispersing effect of the wind shielding assembly 24 can be improved, the wind resistance of the motorcycle 100 during running can be reduced, the good wind shielding effect of a driver can be provided, meanwhile, the visibility of the driver to the surrounding environment can be improved, the driver can observe the surrounding environment conveniently, and the running safety of the motorcycle 100 can be improved.

It is understood that the structures of the third wind shielding member 243 and the second wind shielding member 242 are substantially identical, and the third wind shielding member 243 and the second wind shielding member 242 are substantially symmetrically disposed about the symmetry plane 101, and thus, will not be described herein.

As shown in fig. 8, as one implementation, the steering assembly 23 includes a steering handle 231. The steering handle 231 is at least partially connected to the front suspension 141 so that the direction of movement of the first road wheel 131, and thus the motorcycle 100, is controlled by the front suspension 141. The steering handle 231 is at least partially disposed at the front side of the frame 11 in the front-rear direction of the motorcycle 100, and the steering handle 231 is rotatably coupled to the frame 11, so that the steering handle 231 can be restrained by the frame 11 without affecting the direction of movement of the steering handle 231 to control the first running wheel 131, so that the steering handle 231 can better control the first running wheel 131 through the front suspension 141. Specifically, steering handle 231 includes a connection plate 2311 and a steering handle 2312. The connection plate 2311 and the front suspension 141 are provided in fixed connection, and the connection plate 2311 and the frame 11 are provided in rotational connection. The steering handle 2312 and the connection plate 2311 are provided as a fixed connection, so that the fixing of the steering handle 2312 is achieved through the connection plate 2311. Wherein the steering handle 2312 is distributed in the left-right direction of the motorcycle 100. Through the arrangement, the connection between the connecting plate 2311 and the steering handle 2312 can be more stable, the steering handle 2312 and the connecting plate 2311 form an integrated structure, and the structural stability of the steering handle 231 is improved.

As shown in fig. 9 and 10, more specifically, the connection plate 2311 is provided with a first mounting hole 2311a and a second mounting hole 2311b. The first and second mounting holes 2311a and 2311b are provided through the connection plate 2311. The first mounting hole 2311a is sleeved on the front suspension 141 and connected to the front suspension 141, i.e., the connection plate 2311 is connected to the front suspension 141 through the first mounting hole 2311 a. The second mounting hole 2311b is sleeved on the frame 11 and is rotatably connected with the frame 11. The connection board 2311 is further provided with an opening 2311c, and the opening 2311c is communicated with the first mounting hole 2311a, so that an assembly gap of the first mounting hole 2311a can be adjusted through the opening 2311c, and stability of connection between the first mounting hole 2311a and the connection board 2311 is facilitated to be adjusted. Specifically, the opening 2311c can adjust the assembly gap of the first mounting hole 2311a by a fastener. Specifically, a connector may be provided at the opening 2311c, by which the gap size at the opening 2311c is adjusted. Wherein the connection piece may be provided as a bolt. With the above arrangement, the fitting clearance of the first mounting hole 2311a can be adjusted by the connection member, improving the assemblability of the first mounting hole 2311a and the front suspension 141.

Further, the connection plate 2311 includes an upper connection plate 2311k and a lower connection plate 2311m, the frame 11 includes an auxiliary frame 119, one end of the auxiliary frame 119 is connected to the upper connection plate 2311k, the other end of the auxiliary frame 119 is connected to the lower connection plate 2311m, and the auxiliary frame 119 is also connected to the frame 11. The auxiliary frame 119 is disposed on the front side of the frame 11, and the auxiliary frame 119 and the frame 11 are fixedly connected or integrally formed. Specifically, a rotational connection is provided between the auxiliary frame 119 and the connection plate 2311 to facilitate the steering handle 2312 to control the rotation of the connection plate 2311, thereby effecting steering of the motorcycle 100. In the present embodiment, the auxiliary frame 119 and the connection plate 2311 are provided with bearings, and the auxiliary frame 119 and the connection plate 2311 are rotatably connected by the bearings, thereby facilitating steering control of the motorcycle 100 by the driver.

As shown in fig. 9 and 10, the connection board 2311 is further provided with an electrical mounting hole 2311d, and the electrical component 21 is connected to the connection board 2311 through the electrical mounting hole 2311 d. Specifically, the mounting assembly 16 further includes a mounting bracket 161, and the electrical assembly 21 further includes an instrument panel 215, the mounting bracket 161 for mounting the instrument panel 215. The mounting frame 161 is connected to the electrical mounting hole 2311d, so that the mounting frame 161 and the connection plate 2311 are fixedly connected.

The motorcycle 100 further comprises a lock 28, the lock 28 being used for unlocking or locking the motorcycle 100. The connection board 2311 is further provided with a lock mounting hole 2311e, and the lock 28 is connected with the lock mounting hole 2311e, so that the lock 28 is fixedly connected with the connection board 2311.

The connection plate 2311 is further provided with a shield mounting hole 2311f. The body panel 12 is connected to the connection plate 2311 through the hood mounting hole 2311f, and at least part of the electrical component 21 is at least partially disposed inside the body panel 12. Specifically, the body panel 12 further includes a shroud 121, the shroud 121 being configured to protect and retain the latch 28 and the instrument panel 215, i.e., the instrument panel 215 and the latch 28 are each at least partially disposed within the shroud 121. The shield 121 is coupled to the shield mounting hole 2311f, thereby fixedly coupling the shield 121 to the coupling plate 2311.

Wherein, the meter mounting hole 2311d and the lock mounting hole 2311e are at least partially disposed at the same point, that is, the meter mounting hole 2311d and the lock mounting hole 2311e are at least partially the same mounting hole, thereby simplifying the structure of the connection board 2311 and improving the compactness of the connection board 2311. Through the arrangement, the mounting points of the components of the motorcycle 100 can be integrated on the connecting plate 2311, so that additional mounting points are reduced, the structure of the motorcycle 100 is simplified, and the structural compactness of the motorcycle 100 is improved.

As shown in fig. 10 and 11, as an implementation manner, along the left-right direction of the motorcycle 100, the left side and the right side of the connection plate 2311 are provided with connection portions 2311g, the connection portions 2311g and the connection plate 2311 are integrally formed or fixedly connected, and the connection portions 2311g can extend along any direction, so as to meet the arrangement requirements of the steering handles 2312 of various motorcycles 100. The steering handle 2312 is fixedly coupled to the connection plate 2311 through the connection portion 2311g, thereby stably coupling the steering handle 2312 and the connection plate 2311. When the steering handle 2312 and the connection portion 2311g are connected, a portion of the connection portion 2311g extending along an axis of the connection portion 2311g is substantially cylindrical, and the steering handle 2312 is substantially provided as a hollow cylinder. The outer diameter of the connection portion 2311g is substantially identical to the inner diameter of the steering handle 2312, such that the steering handle 2312 is at least partially sleeved on the connection portion 2311 g. That is, when the steering handle 2312 and the connection portion 2311g are connected, the connection portion 2311g is at least partially disposed inside the steering handle 2312. Wherein the connection portion 2311g and the steering handle 2312 may be clearance fit or interference fit. More specifically, the steering handle 2312 is provided with a first positioning hole 2312a, and the connection portion 2311g is provided with a second positioning hole 2311h. Steering handle 231 also includes a positioning member 2313. When the connection portion 2311g is connected to the handlebar 2312, the axes of the first positioning hole 2312a and the second positioning hole 2311h are substantially coincident, and at this time, the first positioning hole 2312a and the second positioning hole 2311h may be connected by the positioning member 2313, that is, the positioning member 2313 passes through the first positioning hole 2312a of the handlebar 2312 and then is at least partially disposed in the second positioning hole 2311h of the connection portion 2311g, thereby restricting the movement of the handlebar 2312 in the axial direction along the handlebar 2312. Wherein, the positioning piece 2313 may be a positioning pin; the second positioning hole 2311h is provided on the connection portion 2311g in the steering handle 2312. Through the above arrangement, the relative rotation between the connection portion 2311g and the steering handle 2312 can be prevented, and the positioning of the steering handle 2312 and the connection portion 2311g can be made more accurate, so that the steering handle 2312 and the connection portion 2311g can form an integrated structure, and the structural stability of the steering handle 231 can be improved.

It will be appreciated that the connection plate 2311 and the steering handle 2312 may also be integrally formed, so that relative displacement between the connection plate 2311 and the steering handle 2312 may be prevented, thereby advantageously improving structural stability of the steering handle 231.

As shown in fig. 11 and 12, in the present embodiment, the steering handle 2312 is provided with a through hole 2312b extending in the axial direction of the steering handle 2312, and the connection portion 2311g is at least partially provided in the through hole 2312 b. Wherein, the inner diameter of the opening of the through hole 2312b near the connection portion 2311g is a first inner diameter, the inner diameter of the direction handle 2312 is a second inner diameter, and the first inner diameter gradually decreases to the second inner diameter along the direction away from the connection portion 2311g, so that the opening of the through hole 2312b near the connection portion 2311g forms a slope 2312c with guiding function, and the connection portion 2311g is convenient to enter the through hole 2312b along the slope 2312c, which is beneficial to improving the assembly property of the connection portion 2311g and the direction handle 2312. Specifically, the angle Ω between the inclined surface 2312c and the axis of the steering handle 2312 is set to 16 ° or more and 24 ° or less. In the present embodiment, the angle Ω between the inclined surface 2312c and the axis of the direction handle 2312 is set to 18 ° or more and 22 ° or less. The angle Ω between the inclined surface 2312c and the axis of the steering handle 2312 may also be set to 20 °. With the above arrangement, the connection portion 2311g can be more easily inserted into the through hole 2312b, which is advantageous in improving the assemblability of the connection portion 2311g and the steering handle 2312.

As one implementation, when the direction handle 2312 and the connection portion 2311g are connected, a length of a portion of the connection portion 2311g that does not enter the direction handle 2312 in the direction of the preset straight line 105 is an interval length D, which is set to be greater than 0mm and less than or equal to 5mm. Specifically, the interval length D is set to 1mm or more and 3mm or less. In the present embodiment, the interval length D may also be set to 1.5mm. With the above arrangement, when the steering handle 231 is impacted, for example, when the motorcycle 100 is turned upside down to cause the steering handle 231 to be impacted, a certain gap exists between the steering handle 2312 and the connecting portion 2311g by setting the interval length D, so that the steering handle 2312 and the connecting portion 2311g can relatively rotate, impact force generated when the steering handle 231 is impacted can be buffered through the relative rotation between the steering handle 2312 and the connecting portion 2311g, and further, when the steering handle 2312 receives impact force perpendicular to or not parallel to the axial direction of the steering handle 2312, the connecting portion 2311g connected with the steering handle 2312 is prevented from being broken, the impact bearing performance of the connecting portion 2311g is improved, and the service life of the connecting portion 2311g and the connecting plate 2311 is prolonged.

As one implementation, an extending portion 2311j is provided on both left and right sides of the connection plate 2311 in the left and right direction of the motorcycle 100, and the connection plate 2311 and the connection portion 2311g are connected by the extending portion 2311 j. The extension portion 2311j, the connection portion 2311g and the connection plate 2311 are integrally formed or fixedly connected. Specifically, the extension 2311j may extend in any direction, so that the arrangement requirements of the steering handle 2312 of various motorcycles 100 can be satisfied. More specifically, the extension 2311j may extend in the up-down direction, the left-right direction, and/or the front-rear direction of the motorcycle 100, so that the arrangement position of the steering handle 2312 satisfies the driving needs of the driver, thereby improving the versatility and diversity of the steering handle 231.

It can be appreciated that by providing the extending direction of the extending portion 2311j and the extending direction of the connecting portion 2311g, the arrangement space of the components of the motorcycle 100 can be fully utilized, so that the handlebar 2312 can meet the arrangement requirements of various motorcycles 100; other parts of the motorcycle 100 can be avoided, so that the structural compactness of the motorcycle 100 is improved. It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

Claims (10)

1.A motorcycle, comprising:

A frame;

A body panel disposed at least partially on the frame;

The walking assembly comprises a first walking wheel and a second walking wheel which are connected with the frame; a suspension assembly including a front suspension through which the first road wheel is connected to the frame and a rear suspension through which the second road wheel is connected to the frame;

a steering assembly including a steering handle;

It is characterized in that the method comprises the steps of,

The steering handle comprises a connecting plate and steering handles, wherein the steering handles are distributed along the left-right direction of the motorcycle and are arranged on two sides of the connecting plate, the steering handles are fixedly connected to the front suspension through the connecting plate, and the steering handles are further connected to the frame through the connecting plate in a rotating mode.

2. A motorcycle according to claim 1, wherein the connecting plate is provided with a connecting portion, the steering handle is fixedly connected to the connecting plate via the connecting portion, and the connecting portion is at least partially provided inside the steering handle when the steering handle is connected to the connecting portion.

3. A motorcycle according to claim 1, wherein the connection plate is integrally formed with the handlebar.

4. A motorcycle according to claim 1, wherein the connection plate is provided with a first mounting hole, and the connection plate is connected to the front suspension bracket through the first mounting hole.

5. The motorcycle of claim 4, wherein the connection plate comprises an upper connection plate and a lower connection plate; the frame comprises an auxiliary frame, one end of the auxiliary frame is connected with the upper connecting plate, and the other end of the auxiliary frame is connected with the lower connecting plate.

6. The motorcycle of claim 5, wherein the auxiliary frame is rotatably connected to the connecting plate, and the auxiliary frame is fixedly connected to the frame or integrally formed with the frame.

7. A motorcycle according to claim 5, wherein a bearing is provided between the auxiliary frame and the connection plate.

8. The motorcycle of claim 4, wherein the first mounting hole is provided with an opening for adjusting an assembly gap between the first mounting hole and the front suspension, and a connecting member is provided on the opening.

9. The motorcycle of claim 1, wherein the connection plate is further provided with an electrical mounting hole; the motorcycle further comprises an electrical component, and the electrical component is connected with the connecting plate through the electrical mounting hole.

10. The motorcycle of claim 9, wherein a shroud mounting hole is further provided in the connection plate, the body panel is connected to the connection plate through the shroud mounting hole, and at least a portion of the electrical component is at least partially disposed inside the body panel.