CN220577431U - Motorcycle - Google Patents

Abstract

This application discloses a motorcycle, which includes a frame, a power system, a running assembly and a body covering. The frame includes a main frame and a sub-frame arranged at the rear end of the main frame; the power system is at least partially composed of the frame. Support; the running assembly includes a front running wheel set at the front end of the motorcycle and a rear running wheel set at the rear end of the motorcycle; the body cover includes a mudguard assembly that prevents the rear running wheel from rolling up sand; the frame also includes a side wheel set on the auxiliary vehicle An additional frame is provided at the rear end of the frame, and the additional frame is detachably connected to the subframe; the mudguard assembly includes an upper cover plate, and the upper cover plate is arranged to cover the additional frame and be fixedly connected to the additional frame. The mudguard component can not only bear the support function of the frame, but also effectively block foreign matter such as mud and sand on the rear wheel, achieving a high degree of functional integration of the mudguard component and the frame.

Description

motorcycle

Technical field

The utility model relates to a vehicle, more specifically, to a motorcycle.

Background technique

A motorcycle is a two-wheeled or three-wheeled vehicle driven by a gasoline engine, with the front wheel steering controlled by the handle. It is light, flexible, and travels quickly. It is widely used for patrols, passenger and cargo transportation, etc., and is also used as a sports equipment. Generally speaking, motorcycles are divided into street bikes, road racing motorcycles, off-road motorcycles, cruisers and station wagons. Especially cruise motorcycles. Compared with imitation racing motorcycles and off-road motorcycles, cruise motorcycles are equipped with foot pedal components located in the front, allowing the driver to maintain an upright posture while riding, and the riding posture is more comfortable.

The rear end of the cruiser is relatively compact. Therefore, when the cruiser is equipped with a passenger seat cushion, the gap between the support structure of the passenger seat cushion and the wheels is extremely small, making it difficult to arrange the mudguard assembly and mudguard bracket assembly in the limited space. How to reasonably arrange the mudguard components under the passenger seat cushion is a technical problem that needs to be solved for the two-seater cruiser.

Utility model content

In order to solve the deficiencies of the existing technology, the purpose of this utility model is to provide a motorcycle with a high degree of integration between the mudguard assembly and the frame.

In order to achieve the above purpose, the present utility model adopts the following technical solutions:

A motorcycle includes a frame, which includes a main frame and a subframe arranged at the rear end of the main frame; a power system, which is at least partially supported by the frame; and a walking component, which includes a running component arranged on the motorcycle. The front running wheel at the front end and the rear running wheel set at the rear end of the motorcycle; the body cover, which includes a mudguard assembly to prevent the rear running wheel from rolling up sand; the frame also includes an additional vehicle set at the rear end of the subframe. The frame, the additional frame and the subframe are configured to be detachably connected; the mudguard assembly includes an upper covering plate, the upper covering plate is configured to cover above the additional frame and is fixedly connected to the additional frame.

Further, the mudguard assembly further includes a lower support plate, which is at least partially disposed between the additional frames and is fixedly connected to the additional frames.

Further, the lower support plate is fixedly connected to the additional frame through the first connector; the upper cover plate is fixedly connected to the additional frame or the lower support plate through the second connector.

Further, the first connecting member is configured to extend substantially along the width direction of the motorcycle, and the second connecting member is configured to extend substantially along the height direction of the motorcycle.

Further, both the upper cover plate and the lower support plate are made of metal.

Further, the additional frame includes a support portion, and the upper cover plate and the lower support plate are at least partially disposed on the support portion; when viewed from the width direction or height direction of the motorcycle, the upper cover plate and the support portion are disposed to substantially overlap.

Furthermore, the additional frame also includes a fixed part connected to the sub-frame, and a contact surface is formed between the fixed part and the support part. When the upper cover plate and the additional frame are connected, the upper cover plate and the contact surface are connected. Face to face contact.

Further, a connecting plate is provided between the additional frames, and the upper cover plate is fixedly connected to the connecting plate through a second connecting piece.

Further, the motorcycle further includes a sub-seat cushion, and the sub-seat cushion is fixedly connected to the connecting plate.

Further, the upper covering plate is basically arranged above the rear running wheel. When viewed downward from the top of the motorcycle, the upper covering plate basically overlaps with the rear running wheel.

By arranging the mudguard assembly to be a strong metal piece, and setting the mudguard assembly on the frame, and transmitting and carrying the load transmitted from the passenger seat through the mudguard assembly, the mudguard assembly can bear the support of the frame. At the same time, it can also effectively block foreign matter such as mud and sand on the rear wheel, achieving a high degree of functional integration of the mudguard assembly and the frame.

Description of the drawings

Figure 1 is a perspective view of a motorcycle;

Figure 2 is a side view of the motorcycle frame;

Figure 3 is a perspective view of the motorcycle frame and an enlarged view of part of the structure;

Figure 4 is a perspective view of the pedal assembly of the motorcycle;

Figure 5 is a perspective view of the additional frame of the motorcycle and an enlarged view of part of the structure;

Figure 6 is an exploded view of the motorcycle’s fender assembly;

Figure 7 is a side view and an enlarged view of part of the rear suspension assembly of the motorcycle.

Detailed ways

In order to clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following briefly introduces the drawings needed to describe the embodiments or the prior art. Obviously, the content described below is only the content of the present utility model. For those of ordinary skill in the art, all other embodiments obtained without any creative effort belong to the protection scope of the present utility model.

As shown in Figure 1, this application provides a motorcycle 100. The motorcycle 100 includes a frame 11, a body cover 12, a power system 13 and a walking assembly 14. The power system 13 is at least partially disposed on the frame 11 and Supported by the vehicle frame 11 , the vehicle body cover 12 is also at least partially disposed on the vehicle frame 11 , and the vehicle body cover 12 at least partially covers the power system 13 to provide protection for the power system 13 . The traveling assembly 14 includes a front running wheel 141 arranged in front of the motorcycle 100 and a rear running wheel 142 arranged at the rear of the motorcycle 100, and the front running wheel 141 and the rear running wheel 142 are respectively arranged in rotational connection with the frame 11. Further, , the motorcycle 100 also includes a front suspension assembly 15 and a rear suspension assembly 16. The front suspension assembly 15 is used to connect the front running wheel 141 to the frame 11, and the rear suspension assembly 16 is used to connect the rear running wheel 142 to the frame 11. In order to facilitate the description of the technical solution in this application, the front, back, left, right, up and down directions as shown in Figure 1 are also defined. The front and rear direction refers to the length direction of the motorcycle 100 , the left and right direction refers to the width direction of the motorcycle 100 , and the up and down direction refers to the height direction of the motorcycle 100 .

As shown in Figures 1 to 3, the frame 11 includes a main frame 111, a subframe 112 and a lower bracket 113. The subframe 112 is at least partially disposed at the rear end of the main frame 111 and is disposed with the main frame 111. For detachable connection, the lower bracket 113 is at least partially disposed below the main frame 111 and is detachably connected to the main frame 111. A receiving space is formed around the lower bracket 113 and the main frame 111. The power The system 13 is at least partially arranged within this accommodation space. Specifically, the main frame 111 includes a main pipe 1111 that extends substantially along the length direction of the motorcycle 100, and a riser 1112 that is at least partially disposed below the main pipe 1111 and extends substantially along the height direction of the motorcycle 100. The main frame 111 also includes a main pipe 1111 disposed at The head tube 1113 in charge of the front end of the tube 1111. The main pipe 1111 and the main pipe 1112 are arranged to be composed of bracket pipes distributed in the width direction of the motorcycle 100. The main pipe 1112 and the main pipe 1111 distributed in the width direction of the motorcycle 100 are connected respectively. Specifically, one end of the main pipe 1111 is fixedly connected to the main pipe 1112. , the other end of the main tube 1111 is fixedly connected to the head tube 1113. The upper end of the standpipe 1112 is fixedly connected to the main pipe 1111, and the lower end of the standpipe 1112 is detachably connected to the lower bracket 113. Optionally, the bracket tubes of the main tube 1111 distributed along the width direction of the motorcycle 100 gradually tighten from the back to the front, and are finally fixedly connected to the head tube 1113. That is, the width of the main tube 1111 distributed along the width direction gradually decreases.

As an optional implementation manner, the main pipe 1111 is basically configured as a pipe, and the main pipe 1111 is connected to the head tube 1113 and the riser 1112 by welding respectively. The riser 1112 is provided as a forging, specifically, the riser 1112 is a forged steel part. An upper cross tube 1112a is also provided between the stand pipes 1112 distributed along the left and right, and the upper cross tube 1112a extends basically along the width direction of the motorcycle 100. The subframe 112 includes two first subframes 1123 and second subframes 1124 distributed along the width direction of the motorcycle 100, defining a center perpendicular to the width direction of the motorcycle 100 and passing through the center of the width of the motorcycle 100. The plane is the longitudinal plane S1 of the motorcycle 100 . As an optional implementation, when the first subframe 1123 and the second subframe 1124 are respectively connected to the main frame 111, the first subframe 1123 and the second subframe 1124 are basically about the longitudinal direction. Plane S1 is symmetrical.

As shown in Figure 3, as an optional implementation, the subframe 112 includes a first connecting part 1121 and a second connecting part 1122. The subframe 112 is connected to the first connecting part 1121 and the second connecting part 1122 respectively. The main frame 111 forms a detachable connection. As an optional implementation, the subframe 112 and the riser 1112 are detachably connected. Specifically, the first connection part 1121 is connected to the upper side of the upper cross tube 1112a, and the second connection part 1122 is connected to the upper cross tube. Below 1112a. This connection method can effectively prevent the subframe 112 from rotating around the connection point relative to the main frame 111, and is conducive to a stable connection between the subframe 112 and the main frame 111. It can be understood that the first connecting part 1121 and the second connecting part 1122 can also be provided in any area of the main frame 111, as long as a stable connection between the sub-frame 112 and the main frame 111 can be achieved. Furthermore, the subframe 112 and the main frame 111 are fixedly connected through connectors, and the axis and installation direction of the connector are set to the width direction of the motorcycle 100. This arrangement can effectively ensure that the subframe 112 The stability of the connection with the main frame 111 prevents the installation direction of the fasteners from being consistent or similar to the force direction, causing the fasteners to loosen and affecting the overall strength of the frame 11. The subframe 112 also includes a main body 1125. The main body 1125 is basically a pipe. The first connecting part 1121 and the second connecting part 1122 are both forged parts. The first connecting part 1121 and the second connecting part 1122 are respectively arranged between the main body 1125 and the main body 1125. welding. More specifically, the first connecting part 1121 and the second connecting part 1122 are respectively arranged to be circumferentially welded to the main body 1125. This connection method can make the connection between the main body 1125 and the first connecting part 1121 and the second connecting part 1122 The connection is more stable and can effectively ensure the overall strength of the frame 11. Different from pipe fittings, arranging the connecting part as a forging can effectively control the shape of the connecting part. This arrangement can make the first connecting part 1121 and the second connecting part 1122 form surface contact with the main frame 111 respectively, so that The connection is more stable. Specifically, in this application, the first connecting part 1121 and the second connecting part 1122 are provided as forged steel parts.

In order to make the connection of the subframe 112 in the width direction tighter, a connecting bracket 1126 is also provided between the first subframe 1123 and the second subframe 1124, and one end of the connecting bracket 1126 is fixed to the first subframe 1123 The other end of the connecting bracket 1126 is fixedly connected to the second subframe 1124. This arrangement can enhance the stability of the subframe 112 in the width direction, prevent the subframe 112 from shaking left and right after bearing a load, and lower the frame. 11 overall strength. It can be understood that the connecting bracket 1126 may be connected to the subframe 112 by welding, integral molding or fasteners. When the connection bracket 1126 and the subframe 112 are set to be welded or integrally formed, the connection strength of the subframe 112 can be effectively ensured; when the connection bracket 1126 and the subframe 112 are set to be connected by fasteners, This can facilitate the assembly and transportation of the subframe 112 during the assembly process. Also, the number of connecting brackets 1126 can be set to one, two or more.

As shown in FIG. 3 , the lower bracket 113 is basically configured as a tube, which includes tubes distributed along the width direction of the motorcycle 100 and extending substantially along the length direction of the motorcycle 100 . The lower bracket 113 includes a first connecting end 1131 and a second connecting end 1132. The main frame 111 also includes a vertical pipe 1114 provided at the front end. The vertical pipe 1114 is configured to extend substantially along the height direction of the motorcycle 100 and is vertically oriented. The upper end of the tube 1114 is fixedly connected to the main tube 1111 . Specifically, the lower bracket 113 is connected to the standpipe 1114 through the first connection end 1131, the lower bracket 113 is also connected to the standpipe 1112 through the second connection end 1132, and the lower bracket 113 is connected to the standpipe 1114 and the standpipe 1112 respectively. are set to be detachably connected. A third connecting end 1114a that cooperates with the first connecting end 1131 is also provided below the vertical pipe 1114. As an optional implementation, the standpipe 1114 and the lower bracket 113 are basically configured as pipes, but the first connecting end 1131, the second connecting end 1132 and the third connecting end 1114a are all configured as forgings, and the first connecting end 1131 The second connecting end 1132 is fixedly connected to the lower bracket 113, and the third connecting end 1114a is fixedly connected to the vertical pipe 1114. Based on the above settings, the first connection end 1131 and the third connection end 1114a are in surface contact and are fixedly connected through fasteners. In this application, two fasteners are provided between the first connection end 1131 and the third connection end 1114a to realize fastening connection. Along the fasteners between the vertical pipe 1114 and the lower bracket 113, the lower bracket 113 The fasteners between the standpipe 1112 and the standpipe 1112 are arranged to be installed along the width direction of the motorcycle 100. This arrangement can effectively prevent relative rotation between the lower bracket 113 and the standpipe 1114 under the action of force. , and increase connection strength. In this application, circumferential welding is provided between the first connecting end 1131 and the second connecting end 1132 and the lower bracket 113, and circumferential welding is also provided between the third connecting end 1114a and the standpipe 1114.

The main frame 111 also includes a lower cross tube 1112b. The power system 13 is at least partially supported by the lower cross tube 1112b. The lower cross tube 1112b is at least partially disposed between the risers 1112 distributed along the width direction of the motorcycle 100, and the lower cross tube 1112b Both ends are fixedly connected to the riser 1112 respectively. As an optional implementation, the second connecting end 1132 is fixedly connected to both sides of the lower cross tube 1112b along the width direction of the motorcycle 100, and is detachably connected through fasteners. The fastener passes through the second connecting end 1132 and is at least partially disposed inside the lower cross tube 1112b. The lower bracket 113 and the lower cross tube 1112b are fastened through threading or clamping. In this application, the first connection end 1131 is arranged on the outside of the motorcycle 100 relative to the third connection end 1114a, and the second connection end 1132 is arranged on the outside of the motorcycle 100 relative to the lower cross tube 1112b. This arrangement enables The installation direction of the lower bracket 113 can be from bottom to top, from left to right or from right to left, simplifying the installation process. It can be understood that in some embodiments, the first connection end 1131 can also be disposed outside the third connection end 1114a.

As shown in Figure 4, the lower bracket 113 and the main pipe 1111 are connected to form an accommodation space, and the power system 13 is at least partially disposed in the accommodation space. In this application, the power system 13 is also at least partially disposed on the lower bracket 113. below. The motorcycle 100 provided by this application also includes a foot pedal mechanism 17 for the driver to place his feet and perform gear shifting and braking operations. The pedal mechanism 17 is provided on the lower bracket 113 and is fixedly connected to the lower bracket 113 . Specifically, the pedal mechanism 17 is disposed on a side of the lower bracket 113 away from the power system 13 , and viewed from the width direction of the motorcycle 100 , the pedal mechanism 17 and the power system 13 are disposed to at least partially overlap. Specifically, the footrest mechanism 17 is fixedly connected to the lower bracket 113 through two or more installation points. The footrest mechanism 17 includes a front installation point 171 and a rear installation point 172 located behind the front installation point 171 . Moreover, the foot pedal mechanisms 17 distributed in the width direction are respectively defined as a first foot pedal assembly 173 and a second foot pedal assembly 174. The power system 13 also includes a shift assembly 131. The shift assembly 131 includes a transmission rod 1311 and a shift pedal 1312. One end of the transmission rod 1311 is rotatably connected to the shift pedal 1312, and the other end of the transmission rod 1311 is connected to the shift pedal 1312. Power system 13 transmission connection. That is, the driver can issue an instruction to the power system 13 through the transmission rod 1311 and perform a gear shifting operation on the power system 13 . The pedal mechanism 17 includes a mounting part 175 and a pedal 176. The side of the mounting part 175 facing the power system 13 is fixedly connected to the lower bracket 113 through the front mounting point 171 and the rear mounting point 172. The mounting part 175 is away from the side of the power system 13. The side and pedal 176 are arranged to be rotationally connected.

As an optional implementation, the shift lever 1312 is connected to the lower bracket 113 through the front mounting point 171 , that is, the fastener is configured to at least partially penetrate the mounting portion 175 of the first pedal assembly 173 , the shift lever 1312 , and the lower bracket 113 . assembly 131 and the lower bracket 113, so that the first pedal assembly 173 and the shift assembly 131 are installed on the lower bracket 113 at the same point, and the transmission rod 1311 and the shift pedal 1312 are at least partially disposed on the first pedal. between assembly 173 and lower bracket 113. This arrangement enables the driver to perform shifting operations on the shift assembly 131 on the first pedal assembly 173, and can also effectively reduce the installation points of related components on the lower bracket 113, making the structure simpler and easier to install. , and can effectively ensure the structural strength of the lower bracket 113. It is understood that in other embodiments, the shift lever 1312 may also be configured to be connected to the lower bracket 113 through the rear mounting point 172 of the first foot pedal assembly 173 . Optionally, the first footrest assembly 173 also includes an upper mounting point, on which a body cover 12 can be disposed. The body cover 12 at least partially covers the transmission rod 1311 to protect the transmission rod 1311 and avoid driving. The operator's feet accidentally touch the transmission of the transmission rod 1311.

As shown in Figure 4, the motorcycle 100 in this application also includes a brake assembly 18. The brake assembly 18 includes a brake pedal 181 and a brake oil pump 182. The brake assembly 18 also includes a brake assembly disposed on the traveling assembly 14. One end of the brake oil pump 182 is connected to the brake pedal 181, and the other end of the brake oil pump 182 is connected to the brake disc through an oil pipe. The driver and passengers control the braking by operating the brake pedal 181. The oil pump 182 further provides a braking command to the brake disc to switch the motorcycle 100 from a moving state to a stationary state. As an optional implementation, the brake pedal 181 and the brake oil pump 182 are fixedly connected to the lower bracket 113 , and the brake pedal 181 and the brake pump 182 are at least partially disposed inside the first pedal assembly 173 , that is, when viewed from the width direction of the motorcycle 100 , the first pedal assembly 173 , the brake pedal 181 and the brake pump 182 are arranged to at least partially overlap. Specifically, the brake pedal is connected to the lower bracket 113 through the front mounting point 171 of the second pedal assembly 174, that is, the fastener at least partially penetrates the second pedal assembly 174, the brake pedal lever 181 and the lower bracket. The bracket 113 is installed so that the brake pedal lever 181 and the second foot pedal assembly 174 are installed at the same point on the lower bracket 113 . Correspondingly, the brake oil pump 182 is also provided with a mounting portion, and the fasteners at least partially pass through the mounting portion of the brake oil pump 182, the second pedal assembly 174 and the lower bracket 113, so that the brake oil pump 182 and the second The footrest assembly 174 realizes common-point installation on the lower bracket 113 .

As shown in Figure 5, as an optional implementation, the frame 11 may also include an additional frame 114. The additional frame 114 is provided at the rear end of the motorcycle 100, and the additional frame 114 is provided with the subframe 112. For detachable connection. The additional frame 114 is arranged to extend substantially along the longitudinal plane S1 and includes an outer surface substantially planar with the longitudinal plane S1. The subframe 112 also includes a third connecting portion 1127 connected to the additional frame 114. The third connecting portion 1127 is basically provided at the rear end of the subframe 112. Specifically, the third connecting portion 1127 is provided as a forged steel piece. So that the third connecting portion 1127 can form a connecting plane for connecting with the additional frame 114 . Optionally, the additional frame 114 is also provided as a forging. In this application, the additional frame 114 is configured as a forged aluminum piece. This material can effectively ensure the overall strength of the frame 11 while further reducing the weight of the entire vehicle. The additional frame 114 and the subframe 112 are in surface contact, and the additional frame 114 and the third connecting portion 1127 are connected through fasteners. Optionally, two or more fasteners are provided between the additional frame 114 and the third connecting part 1127, and the installation direction of the fasteners is consistent with the fasteners between the auxiliary frame 112 and the main frame 111. The installation directions are basically the same, and this arrangement can effectively prevent relative twisting between the additional frame 114 and the subframe 112 when bearing a load.

As shown in FIGS. 5 to 7 , as an optional embodiment, the additional frame 114 is configured as an arc-shaped frame 11 whose center is substantially consistent with the rotation center of the rear running wheel 142 . The additional frame 114 is basically arranged on Above the rear running wheel 142, when viewed from the width direction of the motorcycle 100, the shape of the additional frame 114 is basically consistent with the outer contour of the rear running wheel 142. Specifically, the additional frame 114 is set in an arc shape of substantially equal width. The inner and outer edges of the arc are basically the same as those of the rear running wheel 142 . The body cover 12 includes a saddle assembly 121. Optionally, the saddle assembly 121 includes a main seat cushion 1211. The main seat cushion 1211 is at least partially disposed on the main frame 111 or the subframe 112 for the driver to sit on. As another optional implementation, the saddle assembly 121 also includes a sub-seat cushion 1212. When the motorcycle 100 is provided with an additional frame 114, the sub-seat cushion 1212 can also be provided on the sub-frame 112 for accommodating passengers. When the sub-seat cushion 1212 for passengers is provided on the additional frame 114, correspondingly, the motorcycle 100 also includes an auxiliary foot assembly 177, and the auxiliary foot assembly 177 is fixedly connected to the additional frame 114. Specifically, the auxiliary pedal assembly 177 is detachably connected to the fixing portion 1142 of the additional frame 114 through two pipes and fasteners, and the fasteners at least partially pass through the pipes and the additional frame 114. This arrangement can When the motorcycle is equipped with the subframe 112 and the passenger seat, the passenger's legs can be properly placed.

As shown in Figure 6, the vehicle body cover 12 also includes a mudguard assembly 122. Optionally, when the motorcycle 100 is provided with an additional frame 114, the mudguard assembly 122 is fixedly connected to the additional frame 114 to achieve alignment of the rear running wheels. 142 blocks the sediment stirred up during movement. The mudguard assembly 122 includes an upper cover plate 1221 and a lower support plate 1222 . The lower support plate 1222 is basically disposed below the upper cover plate 1221, and the upper cover plate 1221 at least partially covers the lower support plate 1222. The lower support plate 1222 is also at least partially disposed between the additional vehicle frames 114, and is connected to the additional vehicle frame through fasteners. Frame 114 is fixedly connected. The mudguard assembly 122 includes a first connector 1223 and a second connector 1224. The lower support plate 1222 and the additional frame 114 are fixedly connected through the first connector 1223. Specifically, the lower support plate 1222 and the additional frame 114 are fixedly connected. The plane connection is substantially perpendicular to the width direction. Therefore, the installation direction and extension direction of the first connecting member 1223 are substantially parallel to the width direction of the motorcycle 100 . Further, the upper cover plate 1221 can be fixedly connected to the additional frames 114 distributed in the left and right directions, and can also be fixedly connected to the lower support plate 1222 . In the present application, the upper cover plate 1221 is fixedly connected to the additional frame 114 through a first connector 1223 assembled substantially along the width direction, and the upper cover plate 1221 is also connected to the additional frame 114 through a second connector 1224 assembled substantially along the height direction of the motorcycle 100 . The lower support plate 1222 is fixedly connected. This connection method can make the connection between the upper cover plate 1221 and the vehicle frame 11 more stable, ensure the stability of the connection, and also cover the first connecting member 1223 through the upper covering plate 1221 to prevent the first connecting member 1223 from being exposed. It can be understood that the first connecting member 1223 can also be configured to pass through the upper cover plate 1221, the lower support plate 1222 and the additional frame 114 at the same time to achieve a fast connection among the three. Specifically, the sub-seat cushion 1212 is provided on the upper cover plate 1221 and is fixedly connected to the upper cover plate 1221 . As an optional implementation, the lower support plate 1222 is made of metal material. This material selection can provide sufficient strength for the entire mudguard assembly 122 and the passenger seat cushion 1212. Specifically, the lower support plate 1222 can be made of iron or iron. Steel parts, this arrangement can effectively transmit the support force of the additional frame 114 to the passenger seat cushion 1212 and the upper cover plate 1221. The material of the upper covering plate 1221 is also set as a metal part, which may be an iron part or a steel part. It can be understood that the materials of the upper cover plate 1221 and the lower support plate 1222 can be set to be the same or different. Optionally, the lower support plate 1222 can also be used to set brake lights and license plate light components.

As shown in Figures 5 and 6, the additional frame 114 includes a support part 1141 and a fixed part 1142. The additional frame 114 is fixedly connected to the third connecting part 1127 of the subframe 112 through the fixed part 1142, and the aforementioned auxiliary pedal assembly 177 is also fixedly connected to the fixing part 1142. Optionally, the connecting part and the supporting part 1141 are formed in one piece, and a transition area 1143 is formed between the supporting part 1141 and the fixing part 1142. The transition area 1143 includes an abutting surface facing the fixing part 1142. The thickness of the abutting surface is substantially consistent with the thickness of the upper covering plate 1221. The upper covering plate 1221 is disposed on the fixing part 1142 and covers the fixing part 1142. Furthermore, the upper covering plate 1221 is also in contact with the abutting surface. This arrangement can ensure that after the upper cover plate 1221 is fixedly connected to the additional frame 114, the upper cover plate 1221 still forms a smooth appearance surface with the extended plane of the fixed portion 1142, so that the space between the additional frame 114 and the upper cover plate 1221 The connection is more stable and has a superior appearance. Viewed from the width and height directions of the motorcycle 100 , the support portion 1141 and the lower support plate 1222 are basically covered by the upper cover plate 1221 , and viewed downward from the top of the motorcycle 100 , the rear running wheel 142 and the upper cover plate 1221 are arranged for basic overlap. That is, the additional frame 114 is basically arranged between the upper cover plate 1221 and the lower support plate 1222. This arrangement can not only effectively strengthen the strength of the additional frame 114 but also ensure the aesthetic appearance of the additional frame 114. It can be understood that the lower support plate 1222 can also be arranged above the additional frame 114, and then the upper cover plate 1221 is further arranged above the lower support plate 1222, that is, the lower support plate 1222 is arranged between the upper cover plate 1221 and the additional frame. Between 114. Compared with ordinary rear fenders, the fender assembly 122 in this application has greater structural strength and more comprehensive wrapping properties, and can provide superior mud and sand prevention performance.

As an optional implementation, a connecting plate 1144 can also be provided between the additional frames 114. The upper cover plate 1221 and the lower supporting plate 1222 can be fixedly connected through the connecting plate 1144, and the sub-seat cushion 1212 is at least partially disposed on the upper On the cover plate 1221, when a connecting plate 1144 is provided between the additional frames 114, the passenger seat cushion 1212 can be fixedly connected to the connecting plate 1144. This arrangement can further enhance the connection strength of the rear end of the vehicle. Both ends of the connecting plate 1144 are respectively connected to the additional frames 114 distributed in the width direction. The connecting plate 1144 and the additional frames 114 may be fixedly connected or integrally formed. This arrangement not only effectively increases the strength of the additional frame 114 itself, but also provides sufficient mounting points for the connection between the additional frame 114 and the passenger seat cushion 1212 .

As shown in Figures 5 and 7, the rear suspension assembly 16 of the present application includes a rear shock absorber 161 and a rear flat fork 162. A middle cross tube 1112c is also provided between the risers 1112. The middle cross tube 1112c is located between the upper cross tube 1112a and the upper cross tube 1112a. between the lower transverse tubes 1112b. One end of the rear flat fork 162 is rotatably connected to the rear running wheel 142, and the other end of the rear flat fork 162 is rotatably connected to the middle transverse tube 1112c. Further, the rear suspension assembly 16 also includes a connecting rod 163 and a triangle rocker arm 164. The riser 1112 is also provided with a connecting cross tube 1112d. The connecting cross tube 1112d basically extends along the width direction of the motorcycle 100. The connecting rod 163 is rotatably connected to the connecting cross tube 1112d. Further, the seat tube 1112, the connecting rod 163 and the rear flat fork 162 are connected in sequence, that is, the triangular rocker arm 164 is at least partially disposed between the rear flat fork 162 and the connecting rod 163 and is connected with the rear flat fork 162 and the connecting rod respectively. 163 is configured to be rotationally connected, and the triangle rocker arm 164 is also at least partially disposed between the rear shock absorber 161 and the rear flat fork 162 and is configured to be rotationally connected to the rear shock absorber 161 and the rear flat fork 162 respectively. Specifically, one end of the rear shock absorber 161 is rotatably connected to the triangular rocker arm 164, and the other end of the rear shock absorber 161 is rotatably connected to the upper transverse tube 1112a. The triangular rocker arm 164 is basically disposed below the rear flat fork 162 , that is, the rear shock absorber 161 is also at least partially disposed below the rear flat fork 162 . As an optional implementation manner, the rear shock absorber 161 is arranged to substantially pass through the longitudinal plane S1 , or the rear shock absorber 161 is symmetrical with respect to the longitudinal plane S1 along the width direction of the motorcycle 100 . This arrangement allows the rear shock absorber 161 to be connected to the main frame 111, effectively reducing the shock absorbing stroke, without the need to connect the rear shock absorber 161 to the additional frame 114 from the left and right sides of the motorcycle 100, that is, It is allowed that in some embodiments, the motorcycle 100 disclosed in this application may not be provided with an additional frame 114 and the versatility of other components of the motorcycle 100 will not be affected. The shock absorbing connection point 1611 between the rear shock absorber 161 and the upper cross tube 1112 a is at least partially disposed between the first subframe 1123 and the second subframe 1124 . Specifically, when viewed from the width direction of the motorcycle 100, the damping connection point 1611 is substantially located between the first connection part 1121 and the second connection part 1122. This arrangement can effectively ensure the stability of the connection between the rear shock absorber 161 and the frame 11. As mentioned above, the saddle assembly 121 is at least partially disposed on the subframe 112, connecting the shock absorber connection points. 1611 is arranged inside the subframe 112, and the shock-absorbing connection point 1611 can also be covered by covering parts such as the saddle assembly 121, which can reduce the exposure of the mounting points and improve the aesthetic appearance.

The motorcycle 100 in this application is a cruise vehicle. It can be understood that this type of motorcycle 100 is characterized by a large wheel-axle distance. In this application, the center of rotation of the front running wheel 141 and the center of rotation of the rear running wheel 142 are The distance between the rotation centers is set to be greater than or equal to 1470mm and less than or equal to 1500mm. In order to fit the extended and reclined sitting posture of this type of motorcycle 100, the foot pedal mechanism 17 is set on the lower bracket 113, and further The seat height H2 of the motorcycle 100 is set accordingly. A wheel axis L1 is defined, and the length of the wheel axis L1 is defined as the wheel axis length H1. The wheel axis L1 is connected to and perpendicular to the rotation axis of the front running wheel 141 and the rotation axis of the rear running wheel 142 respectively. The distance between the lowest point of the outer surface of the main seat cushion 1211 and the wheel axis L1 is defined as the seat cushion height H2 of the motorcycle 100 of the present application. It can be understood that in this field, the ratio of the seat cushion height H2 and the wheel axle length H1 of the cruise vehicle disclosed in this application is basically greater than or equal to 0.22 and less than or equal to 0.26. It should be explained that the outer surface of the main seat cushion 1211 refers to the surface of the main seat cushion 1211 that is in contact with the driver.

As shown in Figure 7, a first straight line L2 is defined, and the rear shock absorber 161 extends substantially along the first straight line L2; further, a second straight line L3 and a third straight line L4 are defined, and the second straight line L3 passes through or Connecting the rotation center of the front running wheel 141 and the center of the damping connection point 1611, the third straight line L4 passes through or connects the rotation center of the rear running wheel 142 and the center of the damping connection point 1611. The angle between the first straight line L2 and the second straight line L3 is α1, and the included angle between the first straight line L2 and the third straight line L4 is α2. As an optional implementation, the ratio between α1 and α2 is set to be greater than or equal to 4 and less than or equal to 5. This setting can make the layout of the rear suspension assembly 16 on the entire vehicle more compact and reduce shock absorption. The exposure of the device improves the appearance. It avoids the use of traditional double shock absorbers and does not need to be placed on both sides of the motorcycle 100, which can effectively reduce the width of the motorcycle 100 in the left and right directions and further lengthen the wheelbase.

In the description of this application, a certain part is located "inside" of another part. If a certain part has a central axis, then the "inside" of the part refers to the side of the part close to the central axis of the part; The "outside" of the part refers to the side of the part that is away from the central axis of the part. If a component is on the "inside" of the motorcycle relative to another component, it means that the component is located on the side of the other component close to the central axis of the motorcycle. If a component is on the "outside" of the motorcycle relative to another component, then Refers to the component located on the side of another component away from the central axis of the motorcycle.

Unless otherwise specified, the fasteners mentioned in this application may be bolts, clamps, or other connectors.

The length direction mentioned in the description of this application refers to the front-to-back direction when the driver is in a driving state while riding on the saddle assembly, the width direction refers to the left-right direction when the driver is in a driving state, and correspondingly, the height direction It refers to the up and down direction when the driver is driving.

The basic principles, main features and advantages of the present utility model are shown and described above. Those skilled in the industry should understand that the above embodiments do not limit the present utility model in any way, and any technical solution obtained by equivalent substitution or equivalent transformation falls within the protection scope of the present utility model.

Claims (10)

1. A motorcycle, comprising a main body and a pair of wheels,

the vehicle frame comprises a main frame and an auxiliary frame arranged at the rear end of the main frame;

a power system supported at least in part by the frame;

the traveling assembly comprises a front traveling wheel arranged at the front end of the motorcycle and a rear traveling wheel arranged at the rear end of the motorcycle;

a body panel including a mud guard assembly that prevents the rear road wheels from rolling up mud;

the auxiliary frame is characterized by further comprising an additional frame arranged at the rear end of the auxiliary frame, and the additional frame and the auxiliary frame are detachably connected; the mud blocking assembly comprises an upper cover plate, and the upper cover plate is arranged to cover the upper part of the additional frame and is fixedly connected with the additional frame.

2. The motorcycle of claim 1 wherein the fender assembly further comprises a lower support plate disposed at least partially between and in fixed connection with the additional frame.

3. A motorcycle according to claim 2 wherein the lower support plate is arranged in fixed connection with the additional frame by a first connection; the upper cover plate is fixedly connected with the additional frame or the lower support plate through a second connecting piece.

4. A motorcycle as claimed in claim 3 wherein the first connector is arranged to extend substantially in the width direction of the motorcycle and the second connector is arranged to extend substantially in the height direction of the motorcycle.

5. A motorcycle according to claim 2, wherein the upper cover plate and the lower support plate are both provided as metal.

6. A motorcycle according to claim 2 wherein the additional frame includes a support portion on which the upper cover plate and the lower support plate are at least partially disposed; the upper cover plate is disposed so as to substantially overlap the support portion as viewed in a width direction or a height direction of the motorcycle.

7. The motorcycle according to claim 6, wherein the additional frame further includes a fixing portion connected to the sub-frame, an abutment surface is further formed between the fixing portion and the supporting portion, and the upper cover plate abuts against the abutment surface when the upper cover plate is connected to the additional frame.

8. A motorcycle according to claim 3, wherein a connection plate is further provided between the additional frames, and the upper cover plate is fixedly connected to the connection plate via the second connection member.

9. The motorcycle of claim 8, further comprising a secondary cushion, wherein the secondary cushion is fixedly coupled to the web.

10. A motorcycle as claimed in claim 1 wherein the upper cover plate is disposed substantially above the rear road wheels, the upper cover plate substantially overlapping the rear road wheels as viewed from above and below the motorcycle.