CN116409425A

CN116409425A - Saddle-riding type vehicle

Info

Publication number: CN116409425A
Application number: CN202111639620.6A
Authority: CN
Inventors: 李扬
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2021-12-29
Filing date: 2021-12-29
Publication date: 2023-07-11

Abstract

The invention relates to the technical field of vehicles. The present invention provides a saddle-ride type vehicle including a suspension system including: the rear suspension is connected to the damping device and supports the wheel, the rear suspension comprises a connecting frame and is provided with at least one rear cantilever, the connecting frame is connected with the rear cantilever, the rear cantilever extends along the length direction of the riding type vehicle and comprises an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame is connected with the first inner plate, the average thickness of the first inner plate in the width direction of the riding type vehicle is a first thickness, the average thickness of the second inner plate in the width direction of the riding type vehicle is a second thickness, and the first thickness is larger than the second thickness. The invention can improve the steering flexibility and driving comfort of a motorcycle by reducing the unsprung mass of a riding type vehicle.

Description

Saddle-riding type vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a riding type vehicle.

Background

The weight of the rear suspension of the motorcycle influences the unsprung mass of the motorcycle, and the unsprung mass is related to the rotational inertia of the vehicle, so that the steering flexibility of the vehicle can be effectively improved by optimizing the weight of the rear suspension. But it is difficult to further reduce the weight of the rear suspension in order to secure the strength of the rear suspension. Meanwhile, the rigidity of the rear part of the rear suspension is overlarge, so that the capability of the rear suspension for absorbing impact can be reduced, and the steering flexibility and the driving comfort of the vehicle are not facilitated to be improved.

Disclosure of Invention

The invention provides a motorcycle, the structure of a rear suspension of which is adaptively adjusted, thereby reducing the unsprung mass of the motorcycle and improving the steering flexibility and driving comfort of the motorcycle.

In order to achieve the above main object, the present invention provides a saddle-ride type vehicle including: a power system including a power source providing power; the walking system comprises wheels which can be driven by the power system; a suspension system for buffering the saddle-ridden vehicle; a frame supporting the power system and the suspension system; the suspension system includes: the rear suspension is connected to the damping device and supports wheels, the rear suspension comprises a connecting frame and is provided with a pair of rear cantilevers, the connecting frame is connected with the two rear cantilevers, the rear cantilevers extend along the length direction of the riding type vehicle, the rear cantilevers comprise an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame is connected with the two first inner plates, the ratio of the length of the first inner plate in the length direction of the riding type vehicle to the weight of the first inner plate is a first ratio, the ratio of the length of the second inner plate in the length direction of the riding type vehicle to the weight of the second inner plate is a second ratio, the first ratio is larger than the second ratio, and the material hardness of the first inner plate is not lower than that of the second inner plate.

Optionally, the vehicle frame is substantially distributed in a bilateral symmetry manner along the symmetry plane, the first inner plate includes a first abutment portion, the first abutment portion forms a first abutment surface, the second inner plate includes a second abutment portion, the second abutment portion forms a second abutment surface, the first abutment surface contacts with the second abutment surface, and the first abutment surface is substantially perpendicular to the symmetry plane.

Optionally, the projections of the first and second inner plates along a straight direction parallel to the plane of symmetry at least partially overlap.

Optionally, the first inner plate forms a recess and the second inner plate forms an extension coordinated with the recess.

In order to achieve the above main object, the present invention provides a saddle-ride type vehicle including: a power system including a power source providing power; the walking system comprises wheels which can be driven by the power system; a suspension system for buffering the saddle-ridden vehicle; a frame supporting the power system and the suspension system; the suspension system includes: the rear suspension is connected to the damping device and supports wheels, the rear suspension comprises a connecting frame and is provided with at least one rear cantilever, the connecting frame is connected with the rear cantilever, the rear cantilever extends along the length direction of the riding type vehicle and comprises an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame is connected with the first inner plate, the average thickness of the first inner plate in the width direction of the riding type vehicle is a first thickness, the average thickness of the second inner plate in the width direction of the riding type vehicle is a second thickness, and the first thickness is larger than the second thickness.

Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.4mm and less than or equal to 1mm.

Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5mm and less than or equal to 0.8mm.

Optionally, the torsion resistance section coefficient of the first inner plate is greater than the torsion resistance section coefficient of the second inner plate.

Advantageous effects

The invention provides a riding type vehicle, wherein an inner plate of a rear suspension is divided into two thicknesses, so that the inner plate structure of the rear suspension is adaptively adjusted according to the load of the inner plate structure, the unsprung mass of the motorcycle is reduced, the manufacturing cost of the rear suspension is reduced, and the steering flexibility and the driving comfort of the motorcycle are improved.

Drawings

Fig. 1 is a schematic perspective view of a whole riding vehicle according to an embodiment of the present invention.

Fig. 2 is a schematic view of the whole vehicle plan structure of the saddle-ride type vehicle provided in fig. 1.

Fig. 3 is a schematic perspective view of a frame of the saddle-ride type vehicle provided in fig. 1.

Fig. 4 is a schematic plan view of the main frame of the saddle-type vehicle provided in fig. 1.

FIG. 5 is a schematic perspective view of the suspension system and frame of the saddle-ride type vehicle of FIG. 1.

Fig. 6 is a schematic perspective view of a frame and a stopper of the saddle-type vehicle shown in fig. 1.

Fig. 7 is a schematic perspective view of a center frame of the saddle-ride type vehicle provided in fig. 1.

FIG. 8 is a schematic perspective view of another angle of the frame of the saddle-ride type vehicle provided in FIG. 3.

FIG. 9 is an exploded view of the securing mechanism of the frame of the saddle-ride type vehicle provided in FIG. 3.

FIG. 10 is a schematic cross-sectional view of a securing mechanism of the frame of the saddle-type vehicle provided in FIG. 3.

FIG. 11 is an enlarged cross-sectional schematic view of the securing mechanism of the frame of the saddle-type vehicle provided in FIG. 10.

Fig. 12 is a schematic view of a front frame of the saddle-ride type vehicle of fig. 1.

Fig. 13 is a top plan view of the internal structure of the saddle-ride type vehicle provided in fig. 1.

Fig. 14 is a schematic view showing an arrangement of electrical components according to an embodiment of the present invention.

Fig. 15 is a schematic perspective view of a relay mount of the saddle-ride type vehicle provided in fig. 1.

Fig. 16 is a schematic view showing an internal structure of a relay seat of the saddle-ride type vehicle provided in fig. 1.

Fig. 17 is a schematic perspective view of the fuse box of the saddle-ride type vehicle provided in fig. 1.

Fig. 18 is a schematic perspective view of the rearview mirror of the saddle-ride type vehicle provided in fig. 1.

Fig. 19 is a schematic cross-sectional view of the mirror connection assembly of the saddle-type vehicle provided in fig. 1.

Fig. 20 is a schematic perspective view of a mirror base of the saddle-riding type vehicle shown in fig. 1.

Fig. 21 is a schematic cross-sectional view of the lighting device and the rearview mirror of the saddle-ride type vehicle provided in fig. 1.

Fig. 22 is a schematic plan view of a light device of the saddle-type vehicle shown in fig. 1.

Fig. 23 is a schematic perspective view of a lamp cover of the saddle-ride type vehicle provided in fig. 1.

Fig. 24 is a schematic cross-sectional view of the lighting device of the saddle-type vehicle shown in fig. 1.

Fig. 25 is a schematic perspective view of a first handlebar of the saddle-type vehicle provided in fig. 1.

Fig. 26 is a schematic perspective view of a second handlebar of the saddle-type vehicle provided in fig. 1.

Fig. 27a is a schematic perspective view of the stationary wing of the saddle-type vehicle provided in fig. 1.

Fig. 27b is a schematic plan view of the stationary wing of the riding vehicle of fig. 1.

Fig. 28a is a schematic perspective view of the stationary wing of the riding vehicle of fig. 1.

FIG. 28b is a schematic plan view of the lower wing panel of the riding vehicle provided in FIG. 1.

Fig. 29 is a schematic perspective view of the gas treatment device of the saddle-type vehicle provided in fig. 1.

Fig. 30 is a schematic plan view of the gas treatment device of the saddle-type vehicle provided in fig. 29.

Fig. 31 is a schematic view showing an internal structure of the gas treatment apparatus for a saddle-ride type vehicle shown in fig. 29.

Fig. 32 is a schematic cover view of the gas treatment device of the saddle-ride type vehicle provided in fig. 29.

Fig. 33 is a schematic view of another angular cross-sectional structure of the gas treatment device of the saddle-ride type vehicle provided in fig. 29.

Fig. 34 is a perspective view of a filter assembly of the gas treatment apparatus of the saddle-type vehicle provided in fig. 29.

Fig. 35a is a schematic view of the position of the gas treatment device of the saddle-ride type vehicle provided in fig. 29.

Fig. 35b is a schematic perspective view of the fuel tank of the saddle-ride type vehicle provided in fig. 1.

Fig. 36 is a schematic perspective view of the rear suspension of the saddle-ride type vehicle provided in fig. 1.

Fig. 37 is a schematic perspective view of an exploded structure of the rear suspension of the saddle-ride type vehicle provided in fig. 1.

Fig. 38 is a schematic plan view of an exploded structure of the rear suspension of the saddle-ride type vehicle provided in fig. 37.

Fig. 39a is a schematic perspective view of a harness for securing the partition device of the saddle-ride type vehicle of fig. 1.

Fig. 39b is a schematic perspective view of the partition device of the saddle-ride type vehicle of fig. 1.

Fig. 40 is a schematic cross-sectional view of the traveling system of the saddle-ride type vehicle provided in fig. 1.

Fig. 41 is a schematic perspective view of the drive train of the saddle-ride type vehicle provided in fig. 1.

Fig. 42 is a schematic perspective view of a pull strap of the saddle-ride type vehicle provided in fig. 1.

Fig. 43 is a schematic perspective view of a seat cushion of the saddle-ride type vehicle provided in fig. 1.

Fig. 44 is a schematic cross-sectional view of the seat cushion of the saddle-ride type vehicle provided in fig. 1.

Fig. 45 is a schematic view showing an internal structure of a vehicle body of the saddle-ride type vehicle provided in fig. 1.

Fig. 46 is a schematic perspective view of the power supply device of the saddle-ride type vehicle shown in fig. 1.

Fig. 47 is a schematic sectional view of the power supply device of the saddle-ride type vehicle shown in fig. 1.

Fig. 48 is a schematic view of the seat cushion lock of the saddle-ride type vehicle provided in fig. 1.

Fig. 49 is a schematic view of the position of the cover of the saddle-ride type vehicle provided in fig. 1.

Fig. 50 is a schematic structural view of the cover of the saddle-ride type vehicle provided in fig. 1.

FIG. 51 is a schematic structural view of the coordination structure of the saddle-ride type vehicle provided in FIG. 1.

FIG. 52 is an enlarged schematic view of the coordination structure of the saddle-ride type vehicle provided in FIG. 1.

FIG. 53 is a schematic view of the frame floor of the saddle-ride type vehicle provided in FIG. 1.

Fig. 54 is a schematic view of a shock absorbing device of the saddle-ride type vehicle provided in fig. 1.

FIG. 55 is a schematic cross-sectional view of the resilient sleeve of the riding vehicle provided in FIG. 1.

Fig. 56 is a schematic perspective view of a shift assembly of the saddle-ride type vehicle provided in fig. 1.

Fig. 57 is a schematic plan view of the shift assembly of the saddle-ride type vehicle provided in fig. 1 connected by a first connection point.

Fig. 58 is a schematic perspective view of the shift assembly of the saddle-ride type vehicle provided in fig. 1 connected by a second connection point.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the application.

Detailed Description

For a better understanding of the technical solutions of the present application, embodiments of the present application are described in detail below with reference to the accompanying drawings.

It should be understood that the described embodiments are merely some, but not all, of the embodiments of the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.

Referring to fig. 1 and 2, the present application discloses a vehicle, which may be a saddle-ride type vehicle 10 or an all-terrain vehicle, and which may be a motorcycle, for example, saddle-ride type vehicle 10, comprising: the power system 200 includes a power source 210 that provides power, the power system 200 and the steering system 300 are supported by the frame 100, the steering system 300 is used to control travel of the saddle type vehicle 10, the housing assembly 700 covers at least a portion of the frame 100, the carriage system 900 includes a seat cushion 910 for a user to ride, and the seat cushion 910 is disposed above the frame 100. Frame 100 supports power system 200, steering system 300, and load bearing system 900. The saddle-ride type vehicle further includes a running system 800 and a transmission 830, the running system 800 including wheels that can be driven by the power system 200, the wheels including front wheels 810 and rear wheels 820. Drive train 830 connects power system 200 and running system 800.

Referring to fig. 3 to 8, the frame 100 includes a plurality of first frame members and a plurality of non-tubular second frame members 20, the second frame members 20 connecting tubes, the connected second frame members 20 and the tubes together forming a main portion of the frame 100. The frame 100 further includes a main frame 110 and a subframe 120, the main frame 110 being connected to the front of the subframe 120, the length of the saddle-type vehicle 10 extending substantially along a first straight line, the direction in which the saddle-type vehicle 10 travels along the first straight line being the front. The main frame 110 includes a front vertical pipe 111 and a pair of left and right pipe assemblies 112, and the pipe assemblies 112 distributed on the left and right sides are located on both sides of a first straight line. The pipe assembly 112 is connected to the front riser 111, and the pipe assembly 112 includes a first pipe 1121 and a second pipe 1122, the first pipe 1121 and the second pipe 1122 extending substantially in the fore-and-aft direction of the length of the saddle-type vehicle 10. The first frame member forms a front riser and a tube assembly, and the first frame member is a tube. At least a portion of the number of non-tubular second frame members 20 are configured to connect the first and

second tubes

1121, 1122, respectively. The second frame member 20 includes a mounting portion that forms at least one mounting plane 1311 for mounting or supporting one or a combination of components of the power system 200, the steering system 300, and the load bearing system 900. The strength of the tube is high, and the stability of the frame 100 can be improved, but the relative weight of the tube is large, and excessive use of the tube by the frame 100 is unfavorable for the overall weight reduction of the saddle-type vehicle 10, thereby affecting the performance of the saddle-type vehicle 10. Therefore, the non-tubular second frame member 20 is connected between the tubes to improve the stability and strength of the frame 100 and effectively reduce the overall weight of the frame 100. In addition, the curved surface of the pipe body is inconvenient for mounting the components of the power system 200, the handling system 300, and the load bearing system 900, and the non-tubular second frame member 20 is utilized to form the mounting portion having the mounting plane 1311, so that the welding members connected between the pipe body and the components of the power system 200, the handling system 300, and the load bearing system 900 can be omitted, thereby simplifying the structure of the frame 100 and reducing the weight of the frame 100.

Referring to fig. 5, the second frame member 20 includes a first mounting member 21 and a second mounting member 22, the first mounting member 21 being connected between the first tube 1121 and the second tube 1122, the second mounting member 22 being disposed between at least two tubes. The first mounting member 21 forms a front mounting portion 131 for positioning the power source 210, the front mounting portion 131 including a first mount for mounting the power source 210. The second mounting member 22 forms a rear mounting portion 132 for attachment and a license plate bracket is provided for mounting a license plate. The first mounting member 21 is provided in front of the second mounting member 22 in the front-rear direction of the vehicle length of the saddle-type vehicle 10. The sub-tube assembly 113 includes a third tube 1131 and a fourth tube 1132, the third tube 1131 and the fourth tube 1132 extending substantially along the front-rear direction of the length of the saddle-type vehicle 10. The second mounting member 22 connects the left and right side sub-tube assemblies 113. The main frame 110 is disposed in front of the sub-frame 120, and the frame 100 has a large overall span and is easily deformed by a welded structure, so that the first and second mounting members 21 and 22 are connected between the pipes, thereby enhancing the overall strength of the frame 100 and reducing the deformation of the frame 100 caused by long-term use of the saddle-type vehicle 10.

The first mounting member has at least one mounting plane 1311 and a mounting hole 1312 extending through the mounting plane 1311, the frame 100 further includes a power source positioning member 2101, the power source positioning member 2101 extends through the mounting hole 1312 to clamp the power source 210, the power source positioning member 2101 cooperates with the mounting plane 1311 to clamp and position the power source 210, and the mounting plane 1311 is configured to facilitate stable fixation of the power source 210 by the power source positioning member 2101. Alternatively, the first mounting member 21 may be provided as a plate or at least partially as a plate, and the non-tubular structure of the first mounting member 21 may reduce the volume of the first mounting member, thereby reducing the relative weight of the first mounting member 21 to reduce the weight of the frame 100 as a whole. The first mounting member is disposed between the left and right side-disposed tube assemblies 112 such that the first mounting member is also disposed left and right side-disposed for securing the power source 210 in cooperation with the power source positioning member 2101. The first mounting piece is also provided with a threading hole for the cable 332 to pass through, so that the wiring arrangement of the whole machine is facilitated. At least one side end of the first mounting member 21 is provided with a stress dispersing region 137 recessed toward the inside thereof, and the first mounting member 21 is formed at the side end thereof with an inwardly recessed arc groove for preventing the structure of the first mounting member 21 from being damaged due to stress concentration, thereby improving the strength of the first mounting member 21. Alternatively, the side ends of the first mounting member 21 are formed with the reinforcing ribs 136, and the reinforcing ribs 136 are formed at the side ends of the first mounting member 21 as surface protrusions with respect to the first mounting member 21, so that the thickness and weight of the first mounting member 21 are not excessively increased and the rigidity of the first mounting member 21 can be relatively improved.

Referring to fig. 8, the frame 100 further includes a middle frame 140, and the middle frame 140 connects the main frame 110 and the sub-frame 120. The center frame 140 includes a first positioning portion 142 and a second positioning portion 143 that connect the main frame 110. The first positioning portion 142 and the second positioning portion 143 are two connection pipes of the middle frame 140, which fix the first pipe 1121 and the second pipe 1122, and the two connection pipes are V-shaped. The connection pipe is hollow to form a pipe groove into which the first pipe 1121 and the second pipe 1122 can be inserted, or the first pipe 1121 and the second pipe 1122 form a pipe groove into which the connection pipe can be inserted. Alternatively, the first and

second pipes

1121 and 1122 can be inserted into the connection pipes, respectively, and fixedly connected by welding or screw connection, etc. The first and

second pipes

1121 and 1122 connected to the connection pipe are disposed to be inclined with respect to each other, and the first mounting member 21 is disposed between the first and

second pipes

1121 and 1122 to support and position the pipe assembly 112. The connection pipes are distributed on the left and right sides so as to be capable of respectively connecting and fixing the left and right pipe body assemblies 112. The middle frame 140 further includes at least two sub-frame positioning portions 147, and the sub-frame 120 is installed and positioned by the sub-frame positioning portions 147, so that the middle frame 140 connects the main frame 110 and the sub-frame 120 front and rear. The first positioning portion 142 and the second positioning portion 143 are integrally formed, so that the positions of the first pipe body 1121 and the second pipe body 1122 connected are relatively fixed, assembly dimensional deviation is reduced, the subframe 120 is prevented from loosening relative to the main frame 110, and overall stability of the frame 100 is improved.

The saddle-ride type vehicle 10 also includes a suspension system 400, and the running system 800 includes wheels that can be driven by the power system 200, including front wheels 810 and rear wheels 820. Suspension system 400 cushions saddle-ride type vehicle 10 to absorb shock to which running system 800 is subjected. The middle frame 140 includes a first positioning portion 142 and a second positioning portion 143 connected to the main frame 110, and includes at least two third positioning portions 146 for mounting the power source 210, the first positioning portion 142, the second positioning portion 143, and the third positioning portions 146 being integrally formed, the power source 210 being fixed between the main frame 110 and the middle frame 140. The relative positions of the first positioning portion 142, the second positioning portion 143 and the third positioning portion 146 are fixed, so that assembly errors of the main frame 110, the power source 210 and the middle frame 140 can be reduced, assembly difficulty is reduced, manufacturing process is simplified, and the whole structure of the frame 100 is more stable, so that the power source 210 is firmly fixed.

The first positioning portion 142 maintains at least part of the first tube 1121 extending along the first axis 101, the second positioning portion 143 maintains at least part of the second tube 1122 extending along the second axis 102, the mounting plane 1311 includes a first end connected to the first tube 1121 and a second end connected to the second tube 1122, the mounting plane 1311 extends along the third axis 103, the third axis 103 connects the first and second ends, and the projections of the first, second, and

third axes

101, 102, 103 to the midplane form a triangle. The third frame member 141 supports and positions the main frame 110 such that the first and

second positioning portions

142 and 143 of the third frame member 141 fix the first and

second pipe bodies

1121 and 1122, respectively, and the connection strength of the first and second pipe bodies can be reinforced by the front mounting portion 131. The third frame member 141 of the middle frame 140 is fixedly connected to the first and second pipes, and the front mounting portion 131 for directly mounting the power source 210 is disposed between the first and second pipes, so that the relative position of the front mounting portion 131 is fixed, the mounting accuracy of the assembled power source 210 can be improved, and the stability of the saddle-type vehicle 10 can be improved. Meanwhile, the power source 210 is fixedly connected through the front mounting parts 131, the front mounting parts 131 distributed on two sides are in a state of clamping the power source 210, and the rigidity of the frame 100 is enhanced by the power source 210 arranged between the first pipe body and the second pipe body.

Alternatively, the middle frame 140 is provided with a partial structure of the third frame member 141 such that the positioning portions on the same side in the left-right direction are integrally formed. Alternatively, the center frame 140 is a casting made by a casting process. Positioning portions for fixing the main frame 110 and the sub-frame 120, respectively, are formed by the third frame member 141, so that dimensional errors in assembling the main frame 110 and the sub-frame 120 to the center frame 140 can be reduced. The middle frame 140, which is the third frame member 141, forms the third positioning portion 146 to fix the power source 210, and the power source 210 is fixed together by the middle frame 140 and the main frame 110, and the relative positions of the front mounting portion 131 on the main frame 110 and the third positioning portion 146 of the middle frame 140 are fixed, so that the middle frame 140 and the main frame 110 can firmly position the power source 210.

The first positioning part 142 and the second positioning part 143 for fixing the main frame 110, the third positioning part 146 for fixing the power source 210 and the auxiliary frame positioning part 147 for fixing the auxiliary frame 120 are formed on the third frame member 141, so that a lot of alignment welding work is saved when the frame 100 is assembled, the assembly process is simplified, a lot of welding pieces are saved, and the whole weight of the frame 100 is reduced. The connection relation of all the parts of the frame 100 is stable, the assembly deviation of the frame 100 is small, and the overall strength of the frame 100 is improved.

The mounting portion includes a first mounting member and a second mounting member, the second mounting member being disposed in front of the first mounting member. The first mounting piece is arranged at least on the left side and the right side, and two mounting positions are formed on the left side and the right side. Likewise, the second mounting members are disposed on the left and right sides, and two mounting positions are formed on the left and right sides. The first mount and/or the second mount constitute a front mount 131 of the stationary power source 210. Alternatively, both the second mount and the first mount are formed on the second frame member 20, and the second frame member 20 is a plate member disposed between the tubes. Alternatively, one of the second mount and the first mount may be provided on the second frame member 20, e.g., the second mount is not provided on the plate member but welded to the tube body by a separate connection structure.

The tube body is provided with a connecting hole 105, the frame 100 further comprises a connecting column 106, the connecting column 106 is inserted into and fixedly connected with the connecting hole 105, one end of the connecting column 106 is placed into the connecting hole 105 and is surrounded by the tube body, and one end of the connecting column 106 is exposed out of the tube body, so that the connecting column 106 can be used for fixedly connecting other parts, such as a pedal 301. The connecting column 106 is arranged below the pipe body, and the connecting column 106 extends downwards to the pipe body relatively, so that the overall consistency of the pipe body can be improved, the connecting column 106 can be protected through the pipe body, and the service life of the connecting column can be prolonged. Optionally, the connecting post 106 is an machined part, the occupied space of the connecting post 106 is small, the appearance is not damaged, and the size is easy to ensure.

Referring to fig. 9 to 11, the frame 100 further includes a fixing mechanism 160, and the fixing mechanism 160 passes through the mounting portion to fixedly connect the power source 210 to the frame 100. The securing mechanism 160 is disposed in an installed position to fixedly connect to the power source 210. Optionally, the fixing mechanism 160 includes a mounting shaft 161 and an adjusting portion 162, where the mounting shaft 161 and the adjusting portion 162 cooperate to clamp the power source 210, the second mounting portion includes a frame connecting sleeve 163, the adjusting portion 162 includes a threaded post 165 and a locking member 164, the frame connecting sleeve 163 can rotate relative to the adjusting portion 162, and the locking member 164 locks the position of the frame connecting sleeve 163 relative to the threaded post 165. The frame connecting sleeve 163 is arranged in a hollow mode, threads are correspondingly arranged in the frame connecting sleeve 163, the threaded column 165 can be screwed onto the frame connecting sleeve 163, the depth of the frame connecting sleeve 163 connected onto the threaded column 165 is changed by rotating the threaded column 165, and then the frame connecting sleeve 163 is screwed onto the threaded column 165 through the locking piece 164 to lock connection of the frame connecting sleeve 163 and the threaded column 165. The frame connection sleeve 163 forms with the main frame. The adjusting part 162 can adjust the connection distance that the fixing mechanism 160 can achieve, and can fill the gap between the main frame 110 and the power source 210 when the main frame 110 and the power source 210 are assembled, so that the gap between the main frame 110 and the power source 210 is not required to be compensated by deformation of the frame 100, thereby simplifying the assembly process and enhancing the strength of the frame 100.

The securing mechanism 160 further includes an extension sleeve 166, the extension sleeve 166 being configured to be coupled to the mounting shaft 161 for lengthening the length of the securing mechanism to further raise the upper limit of the size that the frame connection sleeve 163 can adjust and to allow for size adjustment based on the clearance between the frame and the engine.

The mounting shaft 161 and the adjusting part 162 are respectively disposed at mounting positions on both sides of the mounting part, that is, the first mounting parts on the left and right sides are respectively connected with the adjusting part 162 through the mounting shaft 161, and the assembly gap between the power source 210 and the first mounting part is adjusted through the adjusting part 162 disposed on the first mounting part on one side, so as to improve the assembly accuracy of the first mounting part and the power source 210. Similarly, the second mounting pieces on the left and right sides are connected to the mounting shaft 161 through the adjusting portion 162, respectively. Alternatively, the mounting portions on both sides are all connected to the mounting power source 210 through the mounting shaft 161. Alternatively, the mounting portions on both sides are all connected to the mounting power source 210 through the adjusting portion 162.

The center frame 140 includes at least two third positioning portions 146 for mounting the power source 210, each third positioning portion 146 generating at least two mounting positions for mounting the power source 210 in the direction of the left and right sides of the vehicle, so that the two third positioning portions 146 generate at least four mounting positions. The first and second mounting members of the main frame 110 generate at least two mounting positions for mounting the power source 210 on either side of the left-right direction, and the third positioning portion 146 of the center frame 140 generates at least two mounting positions for mounting the power source 210 on either side of the left-right direction, so that the frame 100 generates at least four mounting positions for fixing the power source 210 on either side of the left-right direction. The mounting portion is disposed in front of the third positioning portions 146, and the two third positioning portions 146 are vertically distributed. In the height direction of the saddle-type vehicle 10, the height of the third positioning portion 146 is lower than the height of the mounting portion. The four mounting locations formed by the mounting portions and the positioning portions are arranged in an arch shape, so that the center frame 140 and the main frame 110 fixedly support the power source 210 in a semi-enclosed manner.

The wheels include front wheels and rear wheels, and suspension system 400 includes a rear suspension 420, with rear suspension 420 being coupled to the rear wheels. The rear suspension 420 has two rear suspension arms 421, the two rear suspension arms 421 are respectively connected to the middle frame 140, and the middle frame 140 is located between the two rear suspension arms 421. The center frame 140 includes at least two connecting members 144 and an intermediate shaft 145, the connecting members 144 being substantially symmetrically disposed on both left and right sides in the longitudinal direction, the intermediate shaft 145 being connected to the middle of the connecting members 144 disposed on both left and right sides. The link 144 extends substantially in a first plane defining a second line parallel to the vehicle width direction of the saddle-type vehicle 10, the second line being perpendicular to the first line. The intermediate shaft 145 is substantially parallel to the second straight line. The intermediate shaft 145 is hollow internally to form a bore through which the stud passes and is secured by fasteners to attach other frames 100 or components via the intermediate shaft 145. The intermediate shaft 145 is provided with at least one for connecting the rear suspension 420. Two rear suspension arms 421 of the rear suspension 420 are mounted to both sides of the center frame 140 such that the rear suspension arms 421 are in a state of clamping the center frame 140.

Optionally, the intermediate axle 145 is connected to the connection member 144 by welding, and the intermediate axle 145 is used to connect the rear suspension 420, the power source 210, or the subframe 120. Meanwhile, the middle shaft 145 is arranged to be connected with the connecting pieces 144 distributed left and right, so that the overall strength of the middle frame 140 can be increased. Meanwhile, the connection member 144 of the third frame member 141 may be integrally formed to form the opening 135 for connecting the intermediate shaft 145 when being molded, thereby improving assembly accuracy of the intermediate shaft 145 and the connection member 144 and improving connection strength of the intermediate shaft 145 and the connection member 144.

Suspension system 400 includes linkage 430 and shock absorbing device 410. Shock absorbing device 410 includes a shock absorbing spring, and shock absorbing device 410 is attached at one end to frame 100 and optionally at one end to center frame 140. The linkage 430 includes a first swing member 431 and a second swing member 432, the first swing member 431 includes a tooth portion rotatably coupled to the second swing member 432, the rear suspension 420 and the shock absorbing device 410, and the second swing member 432 is rotatably coupled to the first swing member 431 and the center frame 140, respectively. The shock-absorbing stroke of the shock-absorbing device 410 is increased by forming the four-bar linkage structure by the first and second swinging

members

431 and 432, and the shock-absorbing performance of the suspension system 400 is improved.

The second swinging member 432 includes swing rods 4321 distributed on the left and right sides, and at least part of the shock absorbing device 410 and at least part of the first swinging member 431 can swing between the two swing rods 4321. At least part of the damper 410 and the first swinging member 431 move between the two swinging rods 4321, so that the projection of the first swinging member 431 and the projection of the second swinging member 432 partially overlap in the direction along the second straight line, and the projection of the damper 410 and the projection of the second swinging member 432 partially overlap. In a direction along the first straight line, the shock absorbing device 410 is disposed between the center frame 140 and the rear suspension 420. In the second straight line direction, both the center frame 140 and the shock absorbing device 410 are disposed between the rear suspensions 420. The center frame 140, the first cargo 431 and the second cargo 432 partly enclose the shock absorbing device 410. The linkage 430 and suspension system 400 are compact, the space between the center frame 140 and the rear suspension is fully utilized, and the size and weight of the linkage 430 and suspension system 400 themselves are not increased accordingly. With the above structural layout, not only can the stroke of the spring be increased, but also the buffering capacity of the suspension system 400 against different impact strengths can be improved, so that the traveling process of the riding vehicle 10 is more gentle.

The second mounting member 22 includes a first reinforcing plate 133 and a second reinforcing plate 134 disposed on both left and right sides, and a rear mounting portion 132 provided to connect the middle of the first reinforcing plate 133 and the second reinforcing plate 134, the rear mounting portion 132 having at least one mounting plane 1311 exposed rearward for mounting a license plate. The first reinforcing plate 133, the second reinforcing plate 134, and the rear mounting portion 132 are provided as a plate member. The first straight line is located on a center line of the saddle-type vehicle 10 in the vehicle width direction, one side of the first reinforcing plate 133 is connected to the sub-tube assembly 113, the first reinforcing plate 133 is inclined in the center line direction, and the second reinforcing plate 134 and the first reinforcing plate 133 are symmetrically disposed about the first straight line. The first reinforcing plate 133 and the second reinforcing plate 134 are provided with openings 135 at the middle portions thereof, so that the second mounting member 22 is lightweight. The side ends of the first reinforcing plate 133 and the second reinforcing plate 134 form reinforcing ribs 136, thereby reinforcing the strength of the second mounting member 22. At least one side end of the first and second mounting members 21 and 22 is provided with a stress dispersing region 137 recessed toward the inside thereof to prevent the structure of the second mounting member 22 from being damaged due to stress concentration.

The second mounting member 22 extends in the second straight direction, and the second mounting member 22 can strengthen the strength of the sub-tube assemblies 113 distributed on both sides while mounting the license plate. The sub-pipe assembly 113 includes a third pipe 1131 and a fourth pipe 1132, the third pipe 1131 and the fourth pipe 1132 extend substantially along the front-rear direction of the length of the saddle-type vehicle 10, and the second mounting member 22 connects the left and right sub-pipe assemblies 113, so that the relative positions of the third pipe and the fourth pipe are secured by the second mounting member 22 to strengthen the strength of the sub-frame 120. The first and second mounting members 21 and 22 are arranged in the front-rear direction, so that the frame 100 as a whole is more stable. The plate structure is relatively light in weight and can relatively reduce the weight of the frame 100. The thickness of the first and second mounting members 21 and 22 does not exceed 5mm, thereby ensuring the weight reduction of the frame 100 and the strength of the first and second mounting members 21 and 22. Alternatively, the thickness of the first and second mounting members 21, 22 is not more than 3mm.

The frame 100 can improve the strength of the frame while ensuring the weight reduction of the frame through the integration of the pipe body, the non-tubular second frame member 20 and the third frame member 141, the third frame member 141 forms the first positioning part 142 and the second positioning part 143 connected to the main frame 110, and the third positioning part 146 including at least two mounting power sources 210, and the first positioning part 142, the second positioning part 143 and the third positioning part 146 are integrally formed with the first positioning part 142 and/or the second positioning part 143 located on the same side and the third positioning part 146 located on the same side. The sub-frame 120 is installed and positioned by the sub-frame positioning portion 147 so that the center frame 140 connects the main frame 110 and the sub-frame 120 front and rear. The sub-frame positioning portion 147 is formed on the link 144 such that the sub-frame positioning portion 147 is integrally formed with the first positioning portion 142, the second positioning portion 143, and the third positioning portion 146. The relative positions of the first tube, the second tube, and the subframe 120 are more fixed.

Referring to fig. 12, the vehicle frame 100 further includes a front frame 150, and the front frame 150 is connected to and supports a steering system 300, and the steering system 300 includes a handle, a rear view mirror 320, and a light device 330. The front frame 150 includes a tube body and a second frame member 20, the second frame member 20 connects the tube body, and the second frame member 20 provides the operating member mounting portion 23 to which the rear view mirror 320 and/or the lighting device 330 are mounted. The front frame 150 includes a front frame tube 151, a second frame member 20, and a third frame member 141. The connection casting is a third frame member 141 that connects the main frame 110 and the front frame tube 151 such that the front frame 150 is connected to the main frame 110.

Through the structure of the combined frame 100, the frame 100 is composed of three or more components, the second frame member 20 is arranged between the first tube 1121 and the second tube 1122, and the first positioning part 142 and the second positioning part 143 which are integrally formed are matched with the second frame member 20, so that the relative positions of the first tube 1121 and the second tube 1122 are fixed. The provision of the second frame member 20 provides for low mass relative to the body and provides for the mounting plane 1311 of other components to the frame 100, thereby eliminating the need for welding additional connecting components for connecting components such as the power source 210, saving costs and further reducing the mass of the frame 100. The third frame member 141 is used to form a plurality of connection positions, thereby reducing welding points, simplifying assembly, preventing the frame 100 from being deformed, and improving the strength of the frame 100. Through the structure of the combined frame 100, the problem that the assembling process of the woven frame 100 is complex and the size deviation is large is solved while the frame 100 is light, the structural design is more flexible, and the strength of the frame 100 can be ensured.

Referring to fig. 36 and 37, a rear suspension 420 is coupled to the shock absorbing device 410 and supports wheels, and the rear suspension 420 includes a coupling frame 440 and has at least one rear suspension arm 421, and the coupling frame 440 is coupled to the rear suspension arm 421. Taking the example that the rear suspension 420 is provided with two rear suspension arms 421, the connection frame 440 connects the two rear suspension arms 421, the rear suspension arms 421 extend along a first line, the rear suspension arms 421 include an outer plate 450, a first inner plate 460, and a second inner plate 470, the first inner plate 460 and the second inner plate 470 are connected to one side of the outer plate 450, and the connection frame 440 connects the two first inner plates 460. The rear suspension 421 also includes a suspension positioner that connects the rear suspension 421 to the frame 100. Alternatively, a cantilever retainer may be provided at one end of the rear cantilever 421, through the fixing holes of the outer plate 450 and the first inner plate 460.

The structural arrangement of the rear suspension arm 421 makes the loads of the front and rear sections of the rear suspension arm 421 inconsistent, so that the inner plate of the rear suspension arm 421 is composed of a first inner plate 460 and a second inner plate 470, and the first inner plate 460 is located at the front section of the rear suspension arm 421 and the second inner plate 470 is located at the rear section of the rear suspension arm 421.

The ratio of the length of the first inner plate 460 on the first line to the weight of the first inner plate 460 is a first ratio, the ratio of the length of the second inner plate 470 on the first line to the weight of the second inner plate 470 is a second ratio, the first ratio is greater than the second ratio, and the material hardness of the first inner plate 460 is not less than the material hardness of the second inner plate 470. Optionally, the first inner plate 460 is made of the same material as the second inner plate 470, such as the same metal material. Optionally, the first inner plate 460 is made of a material having a hardness greater than that of the second inner plate 470. Through the above arrangement, the bending resistance section coefficient of the first inner plate 460 is larger than that of the second inner plate 470, and the torsion resistance section coefficient of the longitudinal section of the first inner plate 460 is larger than that of the longitudinal section of the second inner plate 470, so that the load bearing capacity of the first inner plate 460 can meet the load demand of the front section of the rear cantilever 421. The load demand of the second inner plate 470 is smaller than that of the first inner plate 460, so that the mass or material of the second inner plate 470 can be set relatively low to reduce the weight of the rear suspension arm 421. By reducing the weight of the rear suspension arm 421, the unsprung mass of the ride-on vehicle 10 can be effectively reduced, thereby enabling a reduction in the moment of inertia of the vehicle, improving the steering flexibility of the vehicle, and improving the comfort while driving the vehicle.

Alternatively, referring to fig. 38, the average thickness of the first inner plate 460 in the vehicle width direction of the saddle-type vehicle 10 is a first thickness, the average thickness of the second inner plate 470 in the vehicle width direction of the saddle-type vehicle 10 is a second thickness, the first thickness is greater than the second thickness, and the material of which the first inner plate 460 is made is the same as the material of which the second inner plate 470 is made, or the hardness of the material of which the first inner plate 460 is made is greater than the material of which the second inner plate 470 is made. The first inner panel 460 includes a first panel body 461 and a first connecting rib 462, the first connecting rib 462 forming a side with the first panel body 461 and being connectable to the outer panel. Similarly, the second inner panel also includes a second panel 463 and a second connecting rib forming a side edge with the second panel 463. Here, the thickness of the first inner plate refers to the thickness of the first plate body 461, and the thickness of the second inner plate refers to the thickness of the second plate body 463.

Alternatively, the width of the first inner panel 460 in any one of the vehicle width directions is larger than the width of the second inner panel 470 in any one of the vehicle width directions. Through the above arrangement, the bending resistance section coefficient of the first inner plate 460 is larger than that of the second inner plate 470, and the torsion resistance section coefficient of the first inner plate 460 is larger than that of the second inner plate 470, so that the load-bearing capacity of the first inner plate 460 can meet the load demand of the front section of the rear cantilever 421. Meanwhile, by reducing the thickness of the second inner plate 470 to reduce the stiffness of the second inner plate 470, the elastic amount of the second inner plate 470 can be increased, and the ability of the second inner plate 470 to absorb impact can be increased, so as to improve the flexibility and driving comfort of the saddle-type vehicle 10. Alternatively, the first inner plates 460 are provided with equal widths in the vehicle width direction, i.e., the widths of the first inner plates 460 are equal at any position along the vehicle length direction of the saddle-type vehicle 10, the second inner plates 470 are provided with equal widths in the vehicle width direction, i.e., the widths of the second inner plates 470 are equal at any position along the vehicle length direction of the saddle-type vehicle 10, and the widths of the first inner plates 460 are larger than the widths of the second inner plates 470.

The difference between the first thickness and the second thickness is greater than or equal to 0.4mm and less than or equal to 1.5mm. To ensure the strength of the rear suspension arm 421 and to effectively reduce the weight of the rear suspension arm 421 to reduce the unsprung mass. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5mm and less than or equal to 1mm. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5mm and less than or equal to 0.8mm.

Optionally, the first inner plate 460 and the second inner plate 470 are sheet metal parts, and the first inner plate 460 and the second inner plate 470 are connected through welding, so that the manufacturing process of the sheet metal parts is simple, and the manufacturing cost is low. The vehicle frame 100 is substantially symmetrically distributed along the middle plane, the first inner plate 460 includes a first abutment 480, the first abutment 480 forms a first abutment surface, the second inner plate 470 includes a second abutment 490, the second abutment 490 forms a second abutment surface, the first abutment surface contacts the second abutment surface, and the first abutment surface is substantially perpendicular to the middle plane. The projections of the first and second

inner plates

460, 470 in the straight direction parallel to the midplane overlap at least partially, and the first and second abutment portions 480, 490 abut and are fixedly connected. By the abutment of the first abutment surface and the second abutment surface, it is possible to avoid an overlapping portion of the first inner plate 460 and the second inner plate 470 that increases in order to meet the connection demand in the direction of the vehicle length of the saddle-type vehicle 10, thereby preventing an increase in the overall mass of the rear suspension arm 421 due to the connection demand in which the first inner plate 460 and the second inner plate 470 are provided.

The first inner plate 460 forms a concave part, the second inner plate 470 forms an extension connection part 471 coordinated with the concave part, the extension connection part 471 is placed in the concave part, and the first abutting surface and the second abutting surface are welded, so that the connection strength of the first inner plate 460 and the second inner plate 470 is improved, the alignment of the first inner plate 460 and the second inner plate 470 in the assembly process is facilitated, and the connection accuracy of the first inner plate 460 and the second inner plate 470 is improved.

Alternatively, the first inner plate 460 and the second inner plate 470 are integrally connected, such as by a casting process, to make the rear suspension 421.

Referring to fig. 39a and 39b, at least a portion of the wire harness 405 of the saddle-ride type vehicle 10 extends near the rear suspension 420, and during operation of the saddle-ride type vehicle 10, the rear suspension 420 is severely vibrated, which can cause the wire harness 405 and the rear suspension 420 to strike, thereby easily causing the wire harness to wear or fail. To this end, the suspension system 400 further comprises a blocking device 401, the blocking device 401 being connected to the rear suspension 420, the blocking device 401 providing a blocking member 402 arranged between the rear suspension 420 and the wire harness 405, the blocking device 401 comprising at least a first wire harness mounting member 403 and a second wire harness mounting member 404 for securing the wire harness, the first wire harness mounting member 403 and the second wire harness mounting member 404 being connected to the blocking member 402. The blocking member 402 can block the wire harness from the rear suspension 420, avoiding direct contact between the wire harness 405 and the rear suspension 420.

The saddle-ride vehicle 10 also includes a brake oil pipe 407, a portion of the brake oil pipe 407 extending adjacent the rear suspension 420. The blocking device 401 includes a brake pipe mount 406 that secures the brake oil pipe 407, the blocking device 401 secures the brake pipe 650, and blocks the brake oil pipe 407 and the rear suspension 420. The blocking device 401 simultaneously limits and supports the wire harness and the brake oil pipe 407, and can separate the wire harness, the brake oil pipe 407 and the rear cantilever 421. The partition 401 comprises a fitting that can be connected to the rear suspension 420.

Optionally, the partition 402, the brake pipe mount 406, the first harness mount 403, and the second harness mount 404 are integrally formed. The partition device 401 is formed by injection molding, has a simple manufacturing process, and can reduce the number of parts.

During assembly, a user need only mount the partition device 401 to the rear suspension 420 via the fitting, i.e., mount the partition member 402, the brake pipe mount 406, the first harness mount 403, and the second harness mount 404 to the rear suspension 420, then secure the brake pipe 407 with the brake pipe mount 406, secure the harness 405 with the first harness mount 403 and the second harness mount 404, while the partition member 402 is able to separate the brake pipe 407 from the rear suspension 420, and the partition member 402 is able to separate the harness 405 from the rear suspension 420. The wire harness 405 is fixed by at least two wire harness mounting pieces, and the distance between the first wire harness mounting piece 403 and the second wire harness mounting piece 404 in the front-rear direction of the saddle-type vehicle 10 is set to be 50mm or more, so that the wire harness 405 is stably fixed, preventing the wire harness 405 from falling off.

The blocking device 401 is connected to an upper end surface of the rear suspension 420, and the blocking member 402 includes a blocking plane provided between the rear suspension 420 and the cable 332. The wire harness and the brake oil pipe 407 are fixed by the blocking device 401, the wire harness and the brake oil pipe 407 can be made more attached to the rear suspension 420, and the blocking plane can prevent the wire harness and the brake oil pipe 407 from colliding with the rear suspension 420.

Alternatively, the brake pipe mount 406, the first wire harness mount 403, and the second wire harness mount 404 may be hooks extending from the partition 402 through which the wire harness and brake oil pipe 407 pass and are restrained. Alternatively, the brake pipe mount 406, the first harness mount 403, and the second harness mount 404 may be locating stops extending from the partition 402, with the harness and brake oil pipe 407 being located by the locating stops. Optionally, the brake pipe mount 406, the first harness mount 403, and the second harness mount 404 comprise a combination of hooks and locating stops.

Alternatively, the blocking device 401 includes a first blocking device 408 and a second blocking device 409, the first blocking device 408 includes a first blocking member 402, a first harness mounting member 403 and a second harness mounting member 404, the first blocking member 402, the first harness mounting member 403 and the second harness mounting member 404 are integrally formed, and the first blocking member 402 is mounted on the rear suspension 420, that is, the first blocking member 402, the first harness mounting member 403 and the second harness mounting member 404 are simultaneously mounted on the rear suspension 420, so that the harness is fixed by the first blocking device 408, and the harness is prevented from directly contacting the rear suspension 420 by the first blocking member 402.

The second blocking device 409 includes a first brake pipe mounting member, a second brake pipe mounting member, and a second blocking member 402, the first brake pipe mounting member, the second brake pipe mounting member, and the second blocking member 402 are integrally formed, and the second blocking member 402 is mounted to the rear suspension 420, i.e., the second blocking member 402, the first brake pipe mounting member, and the second brake pipe mounting member are simultaneously mounted to the rear suspension 420, thereby fixing the brake oil pipe 407 by the second blocking device 409 and preventing the brake oil pipe 407 from directly contacting the rear suspension 420 by the second blocking member 402. The first and

second blocking devices

408, 409 are two relatively independent pieces, thereby facilitating flexible wiring of the saddle-type vehicle 10.

Referring to fig. 13, the saddle-type vehicle 10 further includes a power supply device 610 and an electrical component 600, the power supply device 610 supplying power to the saddle-type vehicle 10. The electrical component 600 includes at least a scintillator 620 and an electronic control unit 630 powered by the power supply unit 610, and an electrical installation space 104 is formed between the left and right sub-tube assemblies 113, and the scintillator 620 and the electronic control unit 630 are disposed in the electrical installation space 104. By assembling the electrical components 600 in specific areas, the overall layout of the saddle-type vehicle 10 is optimized, facilitating assembly of the saddle-type vehicle 10. The power system 200 further includes at least two fuel injectors 250 and at least two ignition coils 251, the fuel injectors 250 and the ignition coils 251 being substantially symmetrically distributed about a centerline of the vehicle width of the saddle-type vehicle 10.

The saddle-ride type vehicle 10 further includes a main harness 640, the main harness 640 being connected to the power supply device 610, the main harness 640 supplying power to at least a portion of the electrical components 600, and a brake pipe 650 connected to the running system 800. The main harness 640 and the brake pipe 650 are provided on both sides of a center line of the vehicle width of the saddle-type vehicle 10, respectively. The main harness 640 and the brake pipe 650 extend along the left and right side-distributed pipe body assemblies 112, respectively. The main harness 640 is provided right of the center line in the vehicle width direction, and the electrical components are led out to the main harness 640 located right of the saddle-type vehicle 10 in the vehicle width direction. With the above arrangement, the wiring of the saddle-type vehicle 10 is made more orderly, and the probability of occurrence of a line assembly error can be reduced.

The electrical assembly 600 further includes a relay 660, and the power supply 610 and the relay 660 are disposed within the electrical assembly compartment 104.

The electrical component 600 further includes an adapter 670 connecting the electronic control unit 630 and the frame 100, the adapter 670 being capable of filling the space between the electronic control unit 630 and the frame 100. When the configuration versions of the saddle-type vehicle 10 are different, the sizes of the partial electric components may be different, so that the electronic control components and the vehicle frame 100 are connected through the adapter 670. When the size of the electronic control unit is changed, the electronic control unit can be assembled to the frame 100 only by connecting the adapter 670, so that the size and structure of the frame 100 do not need to be additionally changed, and the adaptation of the saddle-type vehicle 10 is improved. The adapter 670 is a rubber sleeve that is removed when the size of the electrical component is oversized, directly connecting the electrical component to the vehicle frame. When the size of the electrical component is small, the electrical component is connected to the vehicle frame through the adapter 670, so that the size of the vehicle frame is not adjusted. Optionally, the ECU is fixedly connected to the frame via a connection adapter 670.

Optionally, a region between the frame 100 and the housing assembly 700 is utilized to house a portion of the electronic components. The frame 100 and the housing assembly 700 overlying the frame 100 constitute a body of a saddle-type vehicle.

Optionally, referring to fig. 17, the electrical assembly 600 further includes a fuse 680 and a fuse box 681 for mounting the fuse 680, the fuse box 681 being disposed within the electrical assembly compartment 104.

Referring to fig. 15 and 16, the relay mount 661 includes a first plug 662 and a second plug 663, the first plug 662 including a first elastic member and a first clip, the second plug 663 including a second elastic member and a clip, the first elastic member being capable of being clipped to the second clip such that the first plug 662 and the second plug 663 of the two relay mounts 661 are detachably connected. The adaptation degree of the relay mount 661 is improved, and the plurality of relay mounts 661 can be mutually limited. At the same time, the first plug 662 can be adapted to be coupled to the housing assembly 700.

The relay mount 661 further includes a third plug 664, the saddle-ride type vehicle 10 further includes a rubber member forming a bayonet to which the third plug 664 is connected, and the third plug 664 is capable of being plugged onto the bayonet to flexibly connect the relay mount 661 via the rubber member.

The relay mount 661 includes an upper mount 6611 and a lower mount 6612, and the relay 660 is mounted between the upper mount 6611 and the lower mount 6612. The lower base 6612 includes a relay placing portion 665 and a lower base body 666, and the relay placing portion 665 is connected to the lower base body 666 and protrudes relative to the lower base body 666, so that the assembly is convenient, and water can be prevented from entering the relay placing portion 665.

The electrical assembly 600 further includes a fuse 680 and a fuse box 681 for mounting the fuse 680, and the electrical assembly 600 further includes a resilient housing that encases the fuse box 681 to thereby cushion the fuse box 681. The elastic housing surrounds the fuse box 681 and forms a drain opening at the bottom of the elastic housing to prevent water from collecting in the elastic housing.

Alternatively, referring to fig. 14, the electrical assembly further includes a fuse and a fuse box 681a for mounting the fuse, the fuse box 681a being disposed in a space between the housing assembly 700a and the vehicle frame 100a, so that the size of the sub-frame in the vehicle width direction of the saddle-type vehicle can be correspondingly reduced by accommodating the fuse box 681a with a region between the vehicle frame 100a and the housing assembly 700 a.

Referring to fig. 18 to 24, the manipulation system includes a mirror connection assembly 310, and the mirror connection assembly 310 connects the rear view mirror 320 to a housing assembly 700. The rear view mirror 320 and the light unit 330 are connected, and the mirror connection assembly 310 connects the rear view mirror 320 to the manipulator mounting part 23, so that the manipulator mounting part 23 supports both the rear view mirror 320 and the light unit 330. The lighting device 330 includes a lighting portion 331 and a cable 332, and the cable 332 is electrically connected to control the lighting portion 331 to be lighted. The manipulation member mounting portion 23 is a plate member and forms a mounting hole 231 to connect the mirror connecting assembly 310. The operator mounting portion creates a plurality of mounting holes 231 that can position the cable 332 in addition to connecting the mirror connection assembly 310. The lighting device 330 may be a front steering lamp, or a front illuminating lamp, which is exemplified in this application. The rear view mirror 320 can be rotated and maintained in a plurality of positions with respect to the turn signal such that the rear view mirror 320 can be adjusted to rotate and stay in a plurality of positions.

Referring to fig. 19, the mirror connection assembly 310 includes a mirror lever 311, the mirror lever 311 includes a lever body portion 3111 and a switch portion 3112, the switch portion 3112 rotatably connects the lever body portion 3111 and the housing assembly 700, and the lever body portion 3111 is hollow to form a first channel 3113 through which the cable 332 passes. The adaptor 3112 is hollow to form a second channel 3114 through which the cable 332 passes, the adaptor 3112 rotationally connects the mirror post 311 with the housing assembly 700. The first channel 3113 extends through the shaft portion 3111, the second channel 3114 extends through the adaptor portion 3112, and the first channel 3113 and the second channel 3114 communicate. One end of the cable 332 is connected to the illumination portion 331, sequentially passes through the first channel 3113 and then passes through the second channel 3114, and is then fixed by the operating member mounting portion. The arrangement of the first channel 3113 and the second channel 3114 between the angles of the first channel 3113 and the second channel 3114 allows the cable 332 disposed in the first channel 3113 and the second channel 3114 not to be rotated when the mirror rod 311 and the housing assembly 700 are relatively rotated, so that the cable 332 is not pulled to rotate and is self-wound. The cable 332 is disposed within the mirror connection assembly 310 such that at least a portion of the cable 332 is not exposed to the outside, thereby enhancing the aesthetic appearance of the saddle-type vehicle 10, and the cable 332 is protected by the mirror connection assembly 310 to extend the life of the cable 332.

Referring to fig. 19 and 20, the mirror connection assembly 310 further includes a mirror mount 312, the mirror mount 312 is disposed on the housing assembly 700, and the mirror mount 312 forms a hole rotatably connected to the adaptor 3112. The lens holder 312 further includes a biasing member 3121 and a plurality of first limiting members 3122, and the lens lever 311 forms a plurality of second limiting members 3113. The first limiting member 3122 and the second limiting member 3113 are staggered, and the first limiting member 3122 and the second limiting member 3113 are provided in plurality, so that the relative rotation of the lens holder 312 and the lens rod 311 is realized by controlling the relative rotation of the first limiting member 3122 and the second limiting member 3113. The biasing member 3121 biases the first limiting member 3122 to compress the first limiting member 3122 and the second limiting member 3113 such that the first limiting member 3122 and the second limiting member 3113 limit each other such that the mirror post 311 and the mirror mount 312 remain in a desired relative position. The first and

second stoppers

3122 and 3113 are male and female members that are mutually restricted, the male member is placed in the female member, and the side surfaces of the male and female members abut, so that the male and female members are mutually restricted in the rotational direction. The sides of the first and

second stoppers

3122 and 3113 are inclined, thereby reducing relative shaking of the first and

second stoppers

3122 and 3113 due to the running shock of the saddle-type vehicle 10, and making the mirror connection assembly 310 overall more stable.

The middle of the lens holder 312 forms a hole, and the adaptor 3112 is disposed through the hole in the middle of the lens holder 312, and the adaptor 3112 is supported by the lens holder 312. The adaptor 3112 is rotatable relative to the lens holder 312, so that the lens lever 311 is rotatable relative to the lens holder 312.

The rod body 3111 includes an inner rod 3101 and an outer rod 3102, the inner rod 3101 defining a first channel 3113 therein, the outer rod 3102 surrounding the inner rod 3101. The mirror rod 311 is manufactured by a secondary molding process. The adaptor 3112 includes an inner connecting rod 3119 and an outer connecting rod 3118, the inner connecting rod 3119 being disposed inside the outer connecting rod 3118. The adaptor part 3112 includes a wire port 3115, an upper cover 3116 and a connection rod 3117, a second channel 3114 is formed in the connection rod 3117, the wire port 3115 is formed at one end of the connection rod 3117, the upper cover 3116 is used for covering the wire port 3115, and after the upper cover 3116 is mounted to the wire port 3115, a gap is left between the upper cover 3116 and the wire port 3115 for communication with the first channel 3113, and the cable 332 extends from the first channel 3113 to the second channel 3114. The above arrangement can effectively prevent the performance of the cable 332 from being affected by the material poured into the second channel 3114 during the secondary injection molding process. The first channel 3113 and the second channel 3114 are formed with a predetermined angle therebetween such that the first channel 3113 is unfolded toward both sides of the housing assembly 700, and the second channel 3114 extends along a rotation direction of the adapter 3112.

In the manufacturing process, the connection rod 3117 is manufactured and the wire opening 3115 is formed at one end of the connection rod 3117 through an injection molding process, then the cable 332 is placed into the connection rod 3117 through the wire opening 3115 to form the first channel 3113, the upper cover 3116 is connected to the connection rod 3117, the endoscope bar 3101 is connected to the connection rod 3117, and then the outer scope bar 3102 is manufactured at the outer side of the endoscope bar 3101 through an injection molding process, so that the outer scope bar 3102 simultaneously wraps the endoscope bar 3101 and the adapter 3112, and the second stopper 3113 is formed at the end of the outer scope bar 3102.

Through the process of the secondary injection molding, a wire passing channel can be formed inside the mirror rod 311, and the cable 332 is protected and positioned through the mirror rod 311. The cable 332 is disposed in the first channel 3113 and the second channel 3114, so that the cable 332 disposed in the mirror rod 311 is prevented from being excessively pulled when the mirror rod 311 rotates relative to the mirror base 312, so as to prolong the service life of the cable 332. Meanwhile, the secondary molding process can make the outer pole 3102 smoother, and the cable 332 is insulated from high temperature by the arrangement of the outer pole 3102 and the inner pole 3101.

The lighting device 330 includes a lamp housing 333, the lamp housing 333 mounts a lighting portion 331, and the lamp housing 333 is formed or connected by a mirror lever 311. The lamp housing 333 further includes a pin groove 3331, and the rear view mirror 320 includes a ball pin 323, and the ball pin 323 is inserted into the pin groove 3331 and rotatable with respect to the pin groove 3331. The rear view mirror 320 can be rotated and stopped in a plurality of positions with respect to the lighting device 330. The lamp shade 333 is at least two lamp housings, and two lamp housings clamp the ball pin 323 through the concatenation, and pin groove 3331 forms first cell body and second cell body, and first cell body is the ball groove, and the second cell body is the column groove. The ball pin 323 includes a ball and a rod body, the ball is placed in the spherical groove and is clamped by the spherical groove, and the rod body is placed in the cylindrical groove.

The pin groove 3331 is in interference fit with the ball pin 323, so that the light device 330 and the rearview mirror 320 can rotate relatively, and when no external force is received to rotate, the light device 330 is fixed in position relative to the rearview mirror 320. Optionally, the lamp housing 333 includes a ball pin 323, and a pin slot 3331 is provided on the rear view mirror 320, so that the lamp housing 333 and the rear view mirror 320 can rotate relatively.

The turn signal lamp has two, substantially symmetrically disposed in front of the housing assembly 700, and the rear view mirror 320 and the turn signal lamp are integrated into one body, and the turn signal lamp is simultaneously supported by the mirror rod 311 of the rear view mirror 320, so that an additional rod member is not required to support the turn signal lamp. The structure of the rear view mirror 320 extending to both sides of the housing assembly 700 can raise the interval of the turn lamps, so that the entire saddle-type vehicle 10 is lighter and the manufacturing cost of the saddle-type vehicle 10 is reduced. The turn lamps and the rear view mirror 320 are simultaneously supported by the mirror lever 311, and the distance L1 between the two turn lamps can be greater than or equal to 420mm and less than or equal to 500mm. Here, the pitch between the two turn lamps is a pitch of points where the light emitting surfaces of the two turn lamps are closest to the center line of the saddle-type vehicle 10 in the vehicle width direction. Optionally, the distance L1 between the two turn lamps is greater than or equal to 450mm and less than or equal to 490mm. Optionally, the distance L1 between the two turn lamps is greater than or equal to 460mm and less than or equal to 480mm.

The rear view mirror 320 includes a rear view mirror housing 321 and a mirror body 322, the rear view mirror housing 321 fixes the mirror body 322, the rear view mirror housing 321 forms an opening portion 3211 and a connecting portion 3212 to which a turn light is connected, at least a part of the turn light is placed in the opening portion 3211, and the turn light is connected to the connecting portion 3212, and a light emitting direction of the turn light is set substantially opposite to a mirror surface direction of the rear view mirror 320. The opening 3211 is provided at the back of the turn signal, the ball pin 323 is mounted on the connecting portion 3212, the ball pin 323 extends from the connecting portion 3212 to the opening 3211, and the turn signal is rotatably connected to the ball pin 323. After the turn signal is mounted to the mirror housing 321, the turn signal is semi-surrounded by the mirror housing 321, and the light exit surface of the turn signal is opened outward. A predetermined gap exists between the turn signal lamp and the mirror housing 321 so that the turn signal lamp and the mirror 320 can be rotated relatively. The mirror housing 321 half encloses the turn signal lamp.

The turn signal lamp can rotate 0 to 60 degrees relative to the rear view mirror 320, thereby, the turn signal lamp comprises a light emitting surface emitting light, the rear view mirror 320 comprises a rear view mirror surface, and the included angle formed by the rear view mirror surface and the light emitting surface is greater than or equal to 0 degree and less than or equal to 60 degrees, so that a user can adjust the angle of the rear view mirror 320 according to the requirement.

The at least partial projection of the rear view mirror 320 in the vehicle length direction of the saddle-type vehicle 10 overlaps with the rear view mirror 320 and the turn signal lamp, so that the steering system of the saddle-type vehicle 10 as a whole is more compact. Optionally, for the length of the lifted turn light, the ball pin 323 extends along a pin axis, and the angle of rotation of the mirror 320 relative to the housing 333 about the pin axis is adjustable by greater than or equal to 20 degrees and less than or equal to 60 degrees. The turn signal is prevented from interfering with the rotation of the rear view mirror 320, and thus, the turn signal includes a light emitting surface emitting light, the rear view mirror 320 includes a rear view mirror surface, and an included angle formed by the rear view mirror surface and the light emitting surface is greater than or equal to 0 degrees and less than or equal to 40 degrees.

Optionally, the lighting device 330 is a headlight.

Integrating the rear view mirror 320 and the turn signal lamp into one module, the structure of the connection of the rear view mirror 320 and the turn signal lamp limits the structure of the turn signal lamp, thus making it difficult to satisfy the requirements of the brightness of the turn signal lamp and the illuminance of the turn signal lamp. The lighting device 330 includes a plurality of light sources 334, a light guide element 337, a flexible circuit board 335, and a reinforcement member 336, wherein the light guide element 337 is disposed in front of the light sources 334, and the light sources 334 are mounted on the flexible circuit board 335. The reinforcement assembly 336 is connected with the flexible circuit board 335, and the reinforcement assembly 336 positions the flexible circuit board 335 to form a plurality of mounting positions for mounting the light sources 334, so as to uniformly space the light sources 334 and the light guide element 337, thereby improving the uniformity of the light emitted by the lighting device 330, enabling the lighting device 330 with smaller size to still provide enough brightness, and further optimizing the size of the lighting device 330. The light guide element 337 is used for condensing light and improving uniformity of the light, so that performance of the light guide element 337 can be improved.

Referring to fig. 23 and 24, the light device 330 further includes a lamp housing 333, the lamp housing 333 having an adapting portion 3331, the lamp housing 333 being connected to the housing assembly 700 by the adapting portion 3331, the adapting portion 3331 being recessed toward the inside of the lamp housing 333, and the light guide element 337 forming a relief area 3373 for the adapting portion 3331. The pin groove 3331 of the lamp housing 333 is formed at the fitting portion 3331, and the ball pin 323 is inserted into the fitting portion 3331 so that the lamp housing 333 and the rear view mirror 320 are rotatably coupled. The adapting portion 3331 is arranged so that the lighting device 330 is not a plane, and the distance between the light source 334 and the light guiding element 337 and the distance between the light source 334 and the light emitting surface can be uniform by arranging the flexible circuit board 335. The lamp source 334, the flexible circuit board 335, and the reinforcement member 336 are all disposed inside the lamp housing 333. The lighting device 330 further includes a driving board disposed between the flexible circuit board 335 and the lamp housing 333, and the driving board is electrically connected to the light source 334.

The stiffener assembly 336 includes a base plate 3361 and a stiffener plate 3362, the light guide element 337 is configured to conform to the shape of the light exit surface of the lamp housing 333, the base plate 3361 is configured to conform to the shape of the light guide element 337, and the base plate 3361 is configured to position the flexible circuit board 335 such that the circuit board can provide mounting locations in different planes. The reinforcement plate 3362 is disposed between the substrate 3361 and the light source 334, at least a portion of the flexible circuit board 335 is attached to the substrate 3361, and the substrate 3361 can be connected to the flexible circuit board 335 to reinforce the positioning of the flexible circuit board 335 and reinforce the strength of the flexible circuit board 335. Specifically, the driving plate is disposed between the base plate 3361 and the lamp housing 333.

The base plate 3361 forms mounting planes of various heights, at least some of the light sources projecting along a light exit direction perpendicular to the mounting planes. The stiffener 3362 is configured to mount to a mounting surface and the stiffener 3362 is fixedly coupled to the flexible circuit board 335 such that the flexible circuit board 335 provides mounting locations on different surfaces. By providing the reinforcing plate 3362, the mounting position of the lamp source 334 can be adjusted. Optionally, the lamp housing 333 is arranged in a streamline shape, such that the lighting device 330 is integrally shuttle-shaped, and the base plate 3361 is provided in a stepped shape to accommodate the streamline arrangement of the lamp housing 333. Alternatively, the lamp housing 333 may be of another form, and the space between the light source 334 mounted on the flexible circuit board 335 and the light guide element 337 may be adjusted by the cooperation of the flexible circuit board 335 and the base plate 3361.

The light guide element 337 includes a plurality of light condensing portions 3371, light diffusing portions 3372, and a light guide body provided between the light condensing portions 3371 and the light diffusing portions 3372, and the light guide element 337 is a transparent member. The light focusing portion 3371 is disposed toward the light source 334, and the light diffusing portion 3372 is away from the light source 334. The condensing portion 3371 is provided in plurality, the condensing portion 3371 is provided in front of the light source 334, and the condensing portion 3371 includes a condensing surface facing the light source 334, the condensing surface is a hyperbolic curved surface, and the condensing surface protrudes toward the light source 334. The light condensing portions 3371 are aligned with the light sources one by one in the light emitting direction. The light-diffusing portion 3372 has a plurality of light-diffusing portions 3372, and the plurality of light-diffusing portions 3372 are arranged in a convex shape, the volume of the light-diffusing portion 3372 is smaller than the volume of the light-condensing portion 3371, and the light-diffusing portions 3372 are arranged in a dense convex shape, so that a uniform projection light source can be realized.

The light source emits light rays in all directions to be projected onto the condensing surface, and the condensing portion 3371 condenses the light rays emitted in all directions, so that the light rays are emitted vertically along the light emitting surface of the lighting device 330. The light propagates to the light-diffusing portion 3372 through the light-guiding body, and the light is uniformly diffused and emitted along a predetermined direction through the light-diffusing portion 3372. By the secondary optical integration of the light condensing portion 3371 and the light diffusing portion 3372, the uniformity and brightness of the light emitted from the lighting device 330 can be improved.

The saddle-ride type vehicle 10 further includes a body control module in communication with the power system 200 and an electronic key in communication with the body control module.

Referring to fig. 25 and 26, the steering system 300 includes a first handle 350, a second handle 360, a first switch assembly 370, and a second switch assembly 380, the first switch assembly 370 includes a first switch base 371, a power-on switch 372, and an ignition switch 373, the power-on switch 372 and the ignition switch 373 are communicatively connected to the power system 200 module, and the first switch assembly 370 is mounted to the first handle 350. The second switch assembly 380 includes a second switch seat 381, an instrument switch group 382, a turn signal switch 383 and a whistle switch 384, the instrument switch group 382, the turn signal switch 383 and the whistle switch 384 are mounted on the second switch seat 381, and the turn signal switch 383 controls the on of the light device 330. The first switch base 371, the power-on switch 372 and the ignition switch 373 are integrated onto the first handle 350, the power-on switch 372 and the ignition switch 373 are integrated onto the first switch base 371, and the instrument switch group 382, the turn signal switch 383 and the whistle switch 384 are integrated onto the second switch base 381, so that the whole operating system 300 is more compact. The system of the electric appliance assembly 600 of the riding type vehicle 10 is started by the electronic key, so that the riding type vehicle 10 is electrified, the user operation is convenient, and the arrangement is convenient for the user to control the instrument switch group 382, the electrifying switch 372 and the ignition switch 373, the operating system 300 is light, and the assembly size is reduced.

The handling system 300 further comprises an indicating device 385, the indicating device 385 being electrically connected with the body control module. Optionally, the indication device 385 is an indication lamp, and the indication device 385 is disposed above the power-on switch 372.

Alternatively, the front frame 150 includes a handle mounting portion to which the handle is mounted, and the first and

second switch holders

371 and 381 surround or semi-surround the handle mounting portion, and the power-on switch 372 and the ignition switch 373 are longitudinally arranged on the first switch holder 371. The operator system 300 further includes an indicating device 385, the indicating device 385 being electrically connected to the body control module for displaying the power-on condition of the saddle-type vehicle 10.

Referring to fig. 27a, 27b and 28a and 28b, the saddle-ridden vehicle 10 further includes two fixed wings 520 respectively connected to both sides of the housing assembly 700, and the fixed wings 520 can generate a downward force on the head portion by using wind resistance, so that the risk of the saddle-ridden vehicle 10 rising to the front wheel 810 during high-speed running is reduced. The case assembly 700 includes a front cover 511 covering the front of the case assembly 700, the fixed wing 520 is coupled to the front cover 511 of the case assembly 700, the fixed wing 520 includes a hook coupled to the front cover 511, and the fixed wing 520 can be hooked to the front cover 511 while fixedly coupling the fixed wing 520 and the case assembly 700 using screws.

The fixed wing 520 includes an upper wing 521 and a lower wing 522, the upper wing 521 being connected to both sides of the housing assembly 700 and extending outwardly with respect to the housing assembly 700, and the lower wing 522 being connected to the upper wing 521 and the housing assembly 700, respectively. The upper wing 521 includes a windward portion 5211, the windward portion 5211 having a first windward surface 5212 at an upper end thereof, the windward portion 5211 of the upper wing 521 being deployed upward and forward, and a downward pressure being generated by wind resistance during high-speed travel of the saddle-type vehicle 10. It has been found that an excessive projected area of the first windward side 5212 in the vehicle length direction of the saddle-type vehicle 10 may cause excessive windage to the fixed wing 520, and may easily cause loose connection of the fixed wing 520 to the housing assembly 700 or even damage to the fixed wing 520. Meanwhile, an oversized fixed wing 520 may increase the weight of the fixed wing 520, thereby increasing the weight of the saddle-type vehicle 10 and reducing the user's experience. If the area of the first windward side 5212 is too small, the wind resistance received by the fixed wind wing 520 is too small, so that the first windward side 5212 uses the wind resistance to generate too small downward pressure on the vehicle head, which is easy to raise the front wheel 810 of the saddle-type vehicle 10. For this reason, the first windward side 5212 is a curved surface that is recessed inward of the windward portion 5211, so that the effective windward area of the first windward side 5212 can be increased, and the downward component force of the windward side due to wind resistance can be increased, so as to comprehensively increase the magnitude of the downward pressure that can be generated by the fixed wind wing 520, and the weight of the fixed wind wing 520 cannot be increased accordingly. Alternatively, the length of the upper vane 521 in the vehicle width direction is greater than or equal to 50mm and less than or equal to 90mm, thereby increasing the area of the windward side and ensuring the strength of the fixed vane 520. Alternatively, the length of upper vane 521 in the vehicle width direction is greater than or equal to 60mm and less than or equal to 80mm. Alternatively, the length of upper vane 521 in the vehicle width direction is greater than or equal to 60mm and less than or equal to 70mm.

Optionally, first windward side 5212 of upper vane 521 is at least partially curved concave rearwardly and downwardly. Optionally, first windward side 5212 of upper vane 521 is a curved surface that is concave rearward and downward.

The lower tab 522 connects the upper tab 521 and the housing assembly 700, and the lower tab 522 can transmit a lower pressure generated by the upper tab 521 to the housing assembly 700 while generating a lower pressure to the housing assembly 700.

The lower wing 522 can reinforce the connection of the upper wing 521 and the housing assembly 700, thereby securing the strength of the upper wing 521 and transmitting the lower pressure generated from the upper wing 521 to the housing assembly 700. The upper wing 521 further includes a flange portion 514, and the flange portion 514 is formed at a side of the windward portion 5211 and is bent downward with respect to the windward portion 5211, and one end of the lower wing 522 is connected to the housing assembly 700 and the other end is connected to the flange portion 514. The upper wing 521, the lower wing 522 and the housing assembly 700 define an airflow opening 513 therebetween, the lower wing 522 further includes a second windward side 5221, and when the saddle-ridden vehicle 10 travels at a high speed, both the first windward side 5212 of the upper wing 521 and the second windward side 5221 of the lower wing 522 can generate a downward pressure, and at the same time, airflow can flow through the peripheries of the upper wing 521 and the lower wing 522 and through the airflow opening 513 generated between the upper wing 521 and the lower wing 522, thereby reducing the resistance of the fixed wing 520 generated when the saddle-ridden vehicle 10 travels at a high speed and reducing the obstruction of the fixed wing 520 to the traveling speed.

The upper end surface of the lower wing 522 forms a second windward side 5221, and optionally, the second windward side 5221 is a curved surface, the second windward side 5221 extends along the direction of the windward tangential plane, and the windward tangential plane is a tangential plane on the intersection point of two diagonal lines of the second windward side 5221. The included angle between the windward plane and the horizontal plane is set to be greater than or equal to 15 degrees and less than or equal to 25 degrees, and by setting the angle of the second windward plane 5221, the downward pressure that the lower wing 522 can generate when the saddle-type vehicle 10 travels at a high speed can be raised, and at the same time, the disturbance of the airflow near the upper wing 521 and the lower wing 522 can be reduced, and the airflow is guided to be discharged from the airflow through-holes 513 provided between the upper wing 521 and the lower wing 522, thereby reducing the resistance of the fixed wing 520 in the horizontal direction generated when the saddle-type vehicle 10 is operated, so as to comprehensively improve the performance of the saddle-type vehicle 10.

The thickness D1 of the lower wing 522 is set to be greater than or equal to 18mm and less than or equal to 27mm to improve the connection strength of the fixed wing 520 and the case assembly 700, and to strengthen the lower wing 522 itself while preventing the lower wing 522 from excessively increasing the load of the saddle-type vehicle 10. With the above arrangement, when the traveling speed of the saddle-type vehicle 10 is 160km/h, the ratio of the down force generated by the fixed wind wing 520 to the horizontal resistance generated by the fixed wind wing 520 is greater than or equal to 1.8 and less than or equal to 2.4, so that the down force generated by the fixed wind wing can be raised while the resistance generated by the fixed wind wing to the traveling of the saddle-type vehicle is reduced, thereby optimizing the down performance of the fixed wind wing 520.

Referring to fig. 29 to 35, the saddle-type vehicle 10 further includes a gas treatment device 500. The housing assembly 700 is user-ridden, and the power source 210 is supported by the housing assembly 700 and provides the power to drive the ride-on vehicle 10 forward. The power source 210 includes an air inlet and an air outlet, the gas treatment device 500 includes an air outlet 2101 connected to the air outlet, the gas treatment device 500 is connected to the air inlet of the power source 210, and the gas treatment device 500 can filter impurities in air input into the power source 210. The gas treatment apparatus 500 further includes an air filter housing 510 and a filter assembly 540 for performing a filtering function, wherein a gas treatment chamber is formed inside the air filter housing 510, and the filter assembly 540 is disposed inside the gas treatment chamber.

The gas treatment device 500 is further provided with a recovery assembly, the recovery assembly comprises a recovery pipeline 530, a first condensing plate 550 and a second condensing plate 560, the power source 210 is communicated with the exhaust port 2101 of the gas treatment device 500 through the recovery pipeline 530, the recovery pipeline 530 is used for recovering exhaust gas generated by combustion of the power source 210, engine oil in the exhaust gas is recovered through the first condensing plate 550 and the second condensing plate 560, and the engine oil is sent back to the power source 210 through the recovery pipeline 530 for secondary combustion so as to improve the utilization rate of the engine oil. The saddle-ride type vehicle 10 according to the present invention realizes the functions of filtering air and recovering exhaust gas through the gas treatment device 500 without separately providing an oil-gas separator, simplifying the structure of the vehicle and reducing the cost.

The first condensing plate 550 and the second condensing plate 560 are disposed opposite to each other, and at least a first separation chamber and a second separation chamber 2103 are formed between the first condensing plate 550 and the second condensing plate 560. Exhaust gas exiting power source 210 is directed by first condensing plate 550 and second condensing plate 560 into first separation chamber and second separation chamber 2103 in sequence, and the oil and gas condenses on the surfaces of first condensing plate 550 and second condensing plate 560 during the dissociation process and returns to power source 210 for combustion. The air filter housing 510 includes an upper housing 511 and a lower housing 512, a first condensing plate 550 is coupled to the upper housing 511, a second condensing plate 560 is coupled to the lower housing 512, and an air supply gap 570 is formed between the first condensing plate 550 and the second condensing plate 560. The gas feed gap 570 communicates with the gas processing chamber, and most of the exhaust gas passes through the first and second separation chambers 2103, and then enters the gas processing chamber through the gas feed gap 570 and is discharged.

After the upper case 511 and the lower case 512 are mounted, a gas processing chamber is formed therebetween, and the upper case 511 and the lower case 512 are respectively connected to the first condensing plate 550 and the second condensing plate 560, so that the first condensing plate 550 and the second condensing plate 560 can be quickly aligned, and the first separation chamber and the second separation chamber 2103 and the gas supply gap 570 are correspondingly formed between the first condensing plate 550 and the second condensing plate 560. The plenum 570 is open upward, and the exhaust port 2101 is located relatively below the plenum 570. The upwardly open plenum 570 provides for the exhaust gas treated by the recovery assembly to exit the gas treatment chamber and the oil condensed at the first and

second condensation plates

550, 560 is returned to the power source 210 by gravity. The second condensing plate 560 connected to the lower case 512 surrounds the first condensing plate 550 connected to the upper case 511 with a certain distance between the first condensing plate 550 and the second condensing plate 560 to form the above-mentioned air supply gap 570, so that the air supply gap 570 is opened upward, and the second condensing plate 560 positioned below surrounds the first condensing plate 550 positioned above, so that the oil condensed on the plate walls of the first condensing plate 550 and the second condensing plate 560 can be sufficiently recovered.

The gas treatment apparatus 500 further comprises a first baffle group 580 and a second baffle group 590, wherein the first baffle group 580 is connected to the first condensing plate 550 and extends in the direction of the second condensing plate 560, and at least partial or complete non-contact is provided between the first baffle group 580 and the second condensing plate 560 to create a disassembly port for gas flow. At least the second partition group 590 of the first partition group 580 is connected to the second condensation plate 560 and extends in the direction of the first condensation plate 550. The second partition set 590 is at least partially or completely free from contact with the first condensing plate 550 to create a disassembly port for gas flow. The first separator plate group 580 is provided with at least one separator plate, and the second separator plate group 590 is provided with at least one separator plate, and by providing the first separator plate group 580 and the second separator plate group 590, the effective cooling surface area of the recovery assembly can be increased without relatively increasing the intake resistance of the exhaust gas in the gas treatment device 500. The first and

second separator groups

580 and 590 are made of the same material as the condensing plate, and may be made of aluminum, iron, or other materials having good heat dissipation effects. Optionally, the first baffle group 580 and the first condensing plate 550 are integrally formed, and the second baffle group 590 and the second condensing member are integrally formed, thereby simplifying the manufacture of the gas treatment device 500. Alternatively, the first condensing plate 550 may be formed with a plurality of grooves for detachably mounting the first partition group 580, and the second condensing plate 560 may be formed with a plurality of grooves for detachably mounting the second partition group 590, so that the number of partitions mounted to the condensing plate may be flexibly selected. The corresponding number of partitions is installed according to the exhaust amount of the power source 210 of the vehicle to adjust the intake resistance and condensation capacity of the gas treatment apparatus 500. The adapting capability of the gas treatment device 500 to the power sources 210 with different parameters can be improved, and the treatment efficiency of the gas treatment device 500 to the exhaust gas can be relatively improved.

Optionally, the first separator group 580 and the second separator group 590 are respectively provided with a plurality of separators to improve recovery efficiency of the engine oil in the exhaust gas.

Optionally, first condensing plate 550 and second condensing plate 560 cooperate with air filter housing 510 to form at least a first separation chamber and a second separation chamber 2103, vent 2101 is provided in a sidewall of gas treatment apparatus 500, and first condensing plate 550 encloses vent 2101. The first condensing plate 550 is connected to the air filter housing 510. Optionally, the first condensing plate 550 and the second condensing plate 560 are integrally formed with the air filter housing 510, the first condensing plate 550 and the second condensing plate 560 extend from the surface of the air filter housing 510 to the inside of the gas processing chamber, and the first condensing plate 550 and the second condensing plate 560 are arched or hemispherical, and the first condensing plate 550 and the second condensing plate 560 respectively have at least two sidewalls connected with the gas processing chamber, so that the first condensing plate 550 and the second condensing plate 560 are combined with the air filter housing 510 to form the oil-gas separation chamber. By designing the first condensing plate 550 and the upper case 511 to be integrally formed, the second condensing plate 560 and the lower case 512 to be integrally formed, a manufacturing process and an assembling process can be simplified, and a cost can be reduced. Alternatively, first condensing plate 550 and second condensing plate 560 are independent with respect to air filter housing 510 and communicate with air outlet 2101.

The first and

second condensing plates

550 and 560 are disposed inside the gas treatment device 500, i.e., the first and

second condensing plates

550 and 560 are disposed in the gas treatment chamber. The gas treatment device 500 integrates the functions of an air filter and an oil-gas separation device, and the gas treatment device 500 has a flat appearance, thereby facilitating the assembly of the whole vehicle. The recovery assembly is provided inside the gas treatment apparatus 500 so that it is not necessary to separately provide a connection pipe to connect the recovery assembly and the air treatment chamber, simplifying the structure and the size.

The first and

second condensing plates

550 and 560 form oil and gas separation chambers therebetween, which may be formed into at least first and

second separation chambers

2102 and 2103 by providing first and

second baffle groups

580 and 590, and a plurality of baffle plates may be provided to generate more separation chambers. Taking two partitions as an example, a first separation chamber is formed between the two partitions, and a second separation chamber 2103 and a third separation chamber are formed between the partitions and the first and

second condensing plates

550 and 560.

Alternatively, vent 2101 is placed in direct communication with first separation chamber 2102, and second separation chamber 2103 and third separation chamber are placed symmetrically with respect to vent 2101. Exhaust gas discharged from the power source 210 enters the first separation chamber 2102 from the discharge port, collides with the partition plate and the condensation plate, and part of oil gas is condensed, and the remaining exhaust gas part is divided into two by a gap between the partition plate and the condensation plate, enters the second separation chamber 2103 and the third separation chamber respectively, and contacts with the partition plates and the condensation plate at both sides of the second separation chamber 2103 and the third separation chamber, and is condensed. It can be seen that through the above arrangement, at least two exhaust passages are formed between the first condensing plate 550 and the second condensing plate 560, and exhaust gas entering the recovery assembly flows out of the two exhaust passages, respectively, so that exhaust resistance can be further reduced, and recovery efficiency of engine oil can be improved. Taking the case of the airflow circulation of the exhaust channel at one side of the second separation chamber 2103 as an example, after the air enters the first separation chamber 2102, the air flows into the second separation chamber 2103 from the gap between the second partition plate set 590 and the first condensation plate 550, after passing through the second separation chamber 2103, then enters the next separation chamber from the gap between the first partition plate set 580 and the second condensation plate 560, and so on, the exhaust gas flows out of the recovery assembly in the exhaust channel in a zigzag route, so that the overall path length of the exhaust channel is improved, and the effective cooling area of the two side walls of the exhaust channel can be improved.

Referring to fig. 33-34, a filter assembly 540 filters gas flowing to the gas inlet, the filter assembly 540 includes a filter cartridge 541 and a clamp assembly 542, the filter cartridge 541 being removably mounted to the clamp assembly 542, the filter cartridge 541 for filtering gas entering the interior of the power source 210. The clamping assembly 542 includes a first clamping member 5421 and a second clamping member 5422, the first clamping member 5421 being slidable relative to the second clamping member 5422 along a mounting direction to secure the cartridge 541, the first clamping member 5421 being slidable relative to the second clamping member 5422 along a direction opposite the mounting direction to detach the cartridge 541.

Alternatively, the clamping assembly 542 is a wedge-shaped slide block set by which the cartridge 541 is secured. The first clamping member 5421 is a slider, and the second clamping member 5422 is a fixed block. The slider is slidable along an inclined plane relative to the fixed block so that the slider and the fixed block have an installation position and a removal position relative to each other. The slider and the fixed block each form an angled contact interface 5423 and the slider and the fixed block have opposite tendencies to tilt such that the slider and the fixed block form a wedge-shaped structure. The fixed block and the sliding block are provided with clamping grooves and clamping pieces, so that the sliding block is connected with the fixed block through sliding, and the fixed block and the sliding block clamp the filter element 541 through interference fit. The slider and the fixed block are hollow in the middle to form a space for placing the filter element 541. The filter element 541 is placed in the middle of the fixed block, and then the slider is mounted to the fixed block such that the slider and the fixed block clamp the filter element 541. When the filter element 541 needs to be replaced, the sliding block can be moved to the dismounting position only by slightly applying external force, and the wedge-shaped sliding block does not need to be dismounted by means of an additional tool, so that the subsequent maintenance and use of the riding type vehicle 10 are facilitated.

Referring to fig. 35a, after the filter assembly 540 is mounted to the saddle type vehicle 10, the mounting direction of the first clamp 5421 makes an angle with the vehicle height direction of the vehicle of less than or equal to 80 degrees and greater than or equal to 0 degrees. The air filter housing 510 includes an air filter cover 511, and the air filter cover 511 is separable from the air filter housing 510 along a disassembly direction, and an included angle between the disassembly direction and the installation direction is greater than or equal to 80 degrees and less than or equal to 120 degrees. Meanwhile, the power system 200 further includes an oil tank 220, and the vehicle further includes a power supply device 610, the power supply device 610 supplying power to the saddle-type vehicle 10. The oil tank 220 is disposed above and in front of the gas treatment device 500, and the power supply device 610 is disposed behind the gas treatment device 500. The oil tank 220, the power supply unit 610, and the gas treatment unit 500 are all disposed below the seat cushion 910, and when the cartridge 541 of the saddle-type vehicle 10 needs to be replaced, the user only needs to open the seat cushion 910, take out the power supply unit 610, detach the air filter cover 511 again in the detachment direction of the air filter cover 511, take out the air filter housing 510 of the air filter cover 511 to form an upwardly open detachment opening, and expose the filter assembly 540 to the detachment opening, so that the user takes out the first clamp 5421 from the detachment opening formed by the air filter housing 510 in the opposite direction of the installation direction, thereby removing the cartridge 541 and replacing the cartridge 541, and reinstall the first clamp 5421 to the second clamp 5422 in the installation direction to fixedly mount the cartridge 541.

Alternatively, when the gas treatment device 500 is mounted to the housing assembly 700 of the saddle-type vehicle 10, the gas treatment device 500 is disposed toward the rear upper side, and the open disassembly opening formed by the gas treatment device 500 is disposed toward the rear upper side of the saddle-type vehicle 10. The filter assembly 540 is longitudinally disposed on the gas treatment device 500 such that the installation direction of the first clamp 5421 coincides with the direction of the opening of the gas treatment device 500, and the angle of the installation direction of the first clamp 5421 with the vehicle height direction is less than or equal to 60 degrees and greater than or equal to 5 degrees. The direction of arrangement of the filter component 540 can make the structure of the gas treatment device 500 more compact, and the space of the gas treatment device 500 and the housing component 700 can be reasonably utilized, so that the quick disassembly and the quick assembly of the filter element 541 can be realized while the whole volume of the gas treatment device 500 is reduced, and the use by a user is facilitated. Optionally, the air filter cover 511 may be separated from the housing 510 along a disassembly direction, where an included angle between the disassembly direction and the installation direction is substantially equal to 90 degrees, and the filter assembly 540 is disposed below the disassembly opening and connected to the disassembly opening, so that the gas processing apparatus 500 is more compact as a whole.

Referring to fig. 40, the front wheel 810 includes a wheel body 811 and a shaft hole 812, and the shaft hole 812 is formed in the wheel body 811. The axle 813 is rotatably coupled to the front wheel 810 through the axle hole 812, and the axle 813 includes a first coupling end 8131 and a second coupling end 8132, with the first coupling end 8131 and the second coupling end 8132 being disposed at both ends of the axle 813. The running system 800 further comprises a shaft sleeve 840, the shaft sleeve 840 is sleeved outside the first connecting end 8131, at least part of the shaft sleeve 840 is arranged in the shaft hole 812, the front wheel 810 and the wheel shaft 813 are connected through the shaft sleeve 840, the shaft sleeve 840 axially positions the wheel shaft 813, at least part of the second connecting end 8132 is arranged in the shaft hole 812 and is supported in the shaft hole 812, the running system 800 further comprises a bearing 850 and an oil seal 860, the bearing 850 and the oil seal 860 are sleeved on the wheel shaft 813, the oil seal 860 comprises a first oil seal and a second oil seal, the first oil seal is penetrated by the shaft sleeve 840, and the second oil seal is penetrated by the second connecting end 8132. An oil seal is provided outside the bearing 850, the oil seal enclosing the bearing 850 and a portion of the axle 813 within the axle hole 812.

The second connection end 8132 forms a clamping portion, the clamping portion protrudes relatively to the shaft body of the wheel shaft 813 in the radial direction of the wheel shaft 813, the clamping portion is sleeved with a second oil seal, so that projections of the clamping portion and the second oil seal at least partially overlap along the radial direction of the wheel shaft 813, the bearing 850 is disposed inside the second oil seal and the clamping portion, and the clamping portion is abutted with the bearing 850. The sleeve 840 is sleeved with the first oil seal, and projections of the sleeve 840 and the first oil seal overlap at least partially along a radial direction of the wheel shaft 813. The clamping part and the wheel shaft 813 are integrally formed, and the wheel shaft 813 is used for forming the clamping part at the second connecting end 8132, so that the two shaft sleeves 840 are not required to be arranged, the first connecting end 8131 and the second connecting end 8132 are supported and limited at the same time, the structure of the wheel is simplified, the cost is reduced, and the transfer is convenient.

The first connection end 8131 is indirectly supported by the shaft hole 812 and the bearing 850 through the shaft sleeve 840, and the second connection end 8132 is directly supported by the shaft hole 812 and the bearing 850, and the damper device 410 is coupled to the first connection end 8131 and the second connection end 8132. At the time of assembly, the first connection ends 8131 and Ji Zhoukong are inserted into the shaft hole 812, the operation wheel shaft 813 passes through the shaft hole 812, and the shaft sleeve 840 is sleeved on the first connection end 8131, so that the first connection end 8131 and the second connection end 8132 are respectively positioned at both ends of the shaft hole 812, and then the shaft sleeve 840 is sleeved on the first connection end 8131. By mounting the bearing 850 and the oil seal, the bearing 850 and the oil seal are fitted over the wheel shaft 813, and the bearing 850 and the oil seal are mounted to the shaft hole 812.

Referring to fig. 4,1, the running system 800 further includes a transmission system 830, where the transmission system 830 connects the power source 210 and the rear wheel 820, and the transmission system 830 includes a sprocket 831, a sprocket seat 832, and a belt driven by the power source 210 and connected to and driving the sprocket 831 to rotate. The sprocket 831 is mounted to the sprocket seat 832, and the sprocket 831 includes a plurality of teeth portions 8311 connected to the sprocket seat 832, and extension portions 8312 provided between the teeth portions 8311, the teeth portions 8311 protruding toward the center of the sprocket 831 with respect to the extension portions 8312.

The sprocket seat 832 includes a first sidewall coupled to the sprocket 831 and a second sidewall coupled to the rear wheel 820, the first sidewall coupled to the tooth portion 8311, and an opening is formed between the extension portion 8312, the tooth portion 8311, and the sprocket seat 832. The sprocket 831 and the sprocket seat 832 are fixedly coupled by the teeth 8311, and an opening is formed between the extension portion 8312 and the teeth 8311 so that the sprocket seat 832 is lightweight.

Referring to fig. 41, the sprocket 831 further includes a buffer body 833, the buffer body 833 is connected to the second side wall, the buffer body 833 is a boss formed by a polygon prism, the sprocket seat 832 further includes a wheel disc 834 for mounting the buffer body 833, the tooth portion 8311 includes a screw hole and a connection end surface, the connection end surface is abutted with the wheel disc 834 of the sprocket 831, the sprocket 831 and the sprocket seat 832 are connected through the screw hole by bolts, and the connection end surface is abutted with the limit connection end surface by the wheel disc 834 of the sprocket 831. The teeth 8311 are provided in plurality and are provided on the circumferential side of the disk 834 of the sprocket 831, so that the teeth 8311 can surround and sandwich the disk 834.

Each buffer body 833 has at least two open sides, each buffer body 833 forms an invagination 8331 communicating with the open sides, the weight of the buffer body 833 is further reduced by providing the invagination 8331, the strength and the function of the sprocket 831 are ensured, and the weight of the transmission system 830 is made lower. The side of the wheel disk 834 forms an annular mud guiding groove for guiding the discharge of sewage and silt, and reducing the amount of silt and sewage entering the buffer 833.

Referring to fig. 42, a seat cushion 910 is provided to be connected to the upper side of the frame 100 and supported by the frame 100. The load bearing system 900 also includes a cushion latch 911 and a cushion latch positioning member 9111, the cushion latch 911 locking the connection of the cushion 910 to the frame 100. The seat lock positioning member 9111 connects the seat lock 911 to the vehicle frame 100, and the seat lock positioning member 9111 is located in an installation space formed between the seat 910 and the vehicle frame 100. The strap 920 is fixed at both ends thereof to the vehicle frame 100 by the cushion lock portion 9111, and at least a portion of the strap 920 is exposed to the outside of the installation space. The both ends of the pull belt 920 are fixedly coupled to the installation space by the seat cushion locking part 9111 provided in the installation space, and a portion of the pull belt 920 is protruded to the outside of the seat cushion 910, so that a portion of the pull belt 920 is exposed to the air, so that a user can maintain his/her stable sitting on the seat cushion 910 by holding the pull belt 920 by hand.

The middle section of the pull belt 920 forms an annular holding part, two ends of the pull belt 920 are arranged between the frame 100 and the seat cushion 910, at least part of the holding part is exposed out of the frame 100 and the seat cushion 910, and the holding part is flexibly unfolded outside the bearing system 900. The portion of the pull strap 920 exposed to the outside of the installation space is flexibly unfolded outside the saddle type vehicle 10, and the parts and the weight and size of the whole vehicle can be reduced by connecting the cushion lock 911 and the pull strap 920 to the frame 100 at the same time by connecting the cushion lock positioning member of the cushion lock 911.

Meanwhile, the frame 100 is used for connecting and fixing the pull belt 920, so that the strength of the pull belt 920 and the connecting part of the pull belt 920 can be ensured, and the connecting part is prevented from deforming due to overlarge pulling force of the pull belt 920.

Referring to fig. 43, the power system 200 further includes an oil tank 220, a first buffer 230, and a second buffer 240, the oil tank 220 and the frame 100 are connected by the first buffer 230, and the seat cushion 910 and the oil tank 220 are connected by the second buffer 240. Therefore, the first buffer member simultaneously buffers the oil tank 220 and the seat cushion 910 through the second buffer portion 230 and the second buffer portion 240 to secondarily buffer the oil tank 220 and the frame 100, so that the buffering effect on the seat cushion 910 can be improved, and the comfort of a user riding the seat cushion 910 can be improved.

Referring to fig. 45, the first buffer part 230 and the second buffer part 240 include rubber blocks. The first buffer parts 230 are disposed between the frame 100 and the seat cushion 910, and at least two first buffer parts 230 are provided, and the two first buffer parts 230 are connected to the front and rear ends of the oil tank 220. The power system 200 further includes a tank retainer 2201, the tank retainer 2201 being connected to the tank 220 and to the first buffer 230 such that the first buffer 230 is disposed between the tank retainer 2201 and the frame 100. The second buffer portion 240 extends forward to form a tongue structure, the tank positioning member 2201 forms a tongue groove, and the second buffer portion 240 is connected to the tongue groove. The first buffer portion 230 and the second buffer portion 240 are supported by the oil tank positioning member 2201 and connect the oil tank 220 and the seat cushion 910, so that the overall structure is more compact.

The seat cushion 910 includes a panel 912 facing the vehicle frame 100, the panel 912 includes a tool slot 9121 and a tool socket 9122, the tool socket 9122 is formed on one side of the tool slot 9121, the seat cushion 910 further includes an elastic band 913, and the elastic band 913 is detachably mounted on the upper side of the tool slot 9121. The tool insertion openings 9122 are formed on one side of the tool grooves 9121, and are provided with only one. Tools may be inserted into tool receptacles 9122 at one end and retained by elastic band 913 at one end to facilitate the handling and storage of the tools.

Referring to fig. 44, the seat cushion 910 further includes a waterproof bead 9101, and the side edges of the overlapping portion of the shell assembly 700 and the seat cushion 910 are offset from the waterproof bead 9101 to prevent liquid from entering between the saddle-type vehicle 10. The seat cushion 910 further comprises a water baffle 9102, the water baffle 9102 extends downwards, the water baffle 9102 and the water baffle 9101 are oppositely arranged, the water baffle 9101, the side edge of the shell assembly 700 and the water baffle 9102 form a labyrinth structure, gaps in staggered distribution are arranged among the water baffle 9101, the water baffle 9102 and the shell assembly 9102, liquid can be effectively prevented from splashing into the seat cushion 910 and the shell assembly 700, and heat dissipation inside the riding type vehicle 10 is not affected.

Referring to fig. 35b, the housing assembly 700 further includes a tank fixing hole 701, the power system 200 further includes a tank mounting member 221 including a connection sleeve 2210 and a bolt member, the connection sleeve 2210 forms a sleeve 2211 and a clamping portion 2212, the clamping portion 2212 is clamped to one side of the tank fixing hole 701, the sleeve 2211 passes through the tank fixing hole 701, and the bolt is connected to the sleeve 2211. The tank mount 221 connects the tank 220 to the housing assembly 700, and the gap deviation between the tank 220 and the housing assembly 700 can be eliminated by the connecting sleeve, thereby improving the seam consistency of mounting the tank 220.

Referring to fig. 46 and 47, the saddle-ride type vehicle 10 further includes a power supply housing 611, the power supply housing 611 includes a first fitting portion 6111 and a second fitting portion 6112, the first fitting portion 6111 fits the power supply device 610, the second fitting portion 6112 fits the voltage regulating rectifier 6114, and the first fitting portion 6111 and the second fitting portion 6112 are disposed opposite to each other. The power supply housing 611 further includes a third fitting portion 6113, and the third fitting portion 6113 fits to the housing assembly 700. Thus, the power supply device 610 and the voltage regulating rectifier 6114 are supported at the same time by the power supply housing 611, and the housing assembly 700 can be positioned. The power source housing 611 is also provided with a power source pull strap 920 for limiting the power source device 610, making the internal layout of the saddle-type vehicle 10 compact and saving assembly parts.

Referring to fig. 48, the carrying system 900 further includes a seat lock 911, a seat lock seat, and a seat lock bar 914 connected to the seat lock 911, the seat lock seat mounting the seat lock 911, the seat lock 911 being capable of locking the connection of the seat 910 and the frame 100, the seat lock seat forming a stopper hole for fixing the seat lock bar 914, preventing the seat lock bar from falling off through the stopper hole, and improving the service life of the seat lock 911.

The power system 200 comprises a power source 210, the housing assembly 700 comprises a power source lower housing 730, the power source lower housing 730 is arranged below the power source 210, and the power source lower housing 730 forms at least one mud throwing opening to prevent sediment accumulation inside the housing assembly 700.

Referring to fig. 55, a usb interface and an elastic sleeve 2211 are provided on the housing assembly 700, the elastic sleeve 2211 is sleeved outside the usb, and the elastic sleeve 2211 and the usb are installed in the usb interface, so that the usb interface can be quickly assembled, and a user can take out the elastic sleeve 2211 in a later modification process, so that the usb interface can be quickly assembled. Optionally, the housing assembly 700 is only provided with the elastic sleeve 2211 capable of connecting with the serial bus interface, when the usb interface needs to be added, the elastic sleeve 2211 can be pulled out from the housing assembly 700, and the usb interface is added in the elastic sleeve 2211, so that the cost is reduced, and the later maintenance and the modification are facilitated.

Referring to fig. 49 and 50, the housing assembly 700 further includes a cover 750, the cover 750 being disposed in front of the main frame 110 and extending between the main frame 110 and the front frame of the vehicle. When the user drives the saddle-ride type vehicle, the steering system or the suspension system interferes with or collides with the front frame of the vehicle when controlling the steering system to deflect left and right, thereby affecting the driving of the saddle-ride type vehicle and causing wear to the cover 750. The housing assembly 700 includes a main housing 760 covering the main frame 110, and a cover 750 is connected to a front section of the main housing 760. The cover 750 includes a cover plate 752 and an adapter shaft connected to the main housing 760 such that the cover 750 and the main housing 760 can be rotated relative to each other, and at the same time, the cover 750 further includes a reset member 751 connected to the cover plate 752 and the main housing 760 in a continuous section, respectively, the reset member 751 supporting the cover plate 752 to extend forward when the cover 750 is not collided with the suspension system, and the cover plate 752 compressing the reset member 751 when the suspension system collides with the cover plate 752 such that the cover plate 752 is retracted from the suspension system, thereby not affecting the performance of the suspension system and ensuring the service life of the cover plate 752. The return element 751 is capable of maintaining the cover plate 752 in an extended condition, the cover plate 752 extending substantially in a direction parallel to the horizontal plane towards the front frame of the vehicle when the cover plate 752 is in the extended condition. Optionally, the return element is a resilient member and is compressible by the cover plate to allow the cover plate to be disengaged from the extended condition.

The housing assembly 700 further includes a power source side housing 740, wherein the power source side housing 740 is disposed at a side end of the power source 210, and the power source side housing 740 forms at least one heat dissipation opening 741 for dissipating heat from the power source 210 and other components. Optionally, two heat dissipation ports are provided.

Referring to fig. 51 and 52, the housing assembly 700 includes first and

second housings

710 and 720 connected, at least one first housing 710 includes a complex structure 711, the complex structure 711 includes first and second

complex portions

7111 and 7112, the first and second

complex portions

7111 and 7112 extend in two directions substantially perpendicular, and an upper surface of the first complex portion 7111 is a curved surface inclined. The complex structure 711 further includes a third complex 7113, and a clamping space is formed between the third complex 7113 and the first complex 7111. The second housing 720 includes a fourth coordination portion 721 and a fifth coordination portion 722, the fourth coordination portion 721 and the fifth coordination portion 722 form an adapting hole, the coordination structure 711 can be placed in the adapting hole, the fourth coordination portion 721 can be placed in the clamping space, the fifth coordination portion 722 is abutted to the second coordination portion 7112, and the first housing 710 and the second housing 720 can be quickly spliced through the coordination structure 711, so that the first housing 710 can clamp the second housing 720.

Referring to fig. 53 and 54, the housing assembly 700 further includes a frame bottom plate 770, the frame bottom plate 770 being disposed at a bottom of the frame 100, the frame bottom plate 770 including an opening through which the shock absorbing device 410 extends downward relative to the frame bottom plate 770. The frame 100 further includes a damper connecting portion 170, where the damper connecting portion 170 is connected to the middle frame and/or the rear frame, and the damper is detachably connected to the damper connecting portion 170, such as the damper and the frame are connected in a screwed manner, so that a user can directly detach the damper and take out the damper 410 through the frame bottom plate 770, thereby facilitating the maintenance of the damper in the later period.

The shock absorbing device further includes a preload adjustment section 411 for preload adjustment of the shock absorbing device. The pre-pressing adjusting part 411 is provided below the chassis bottom plate 770, so that a user can directly operate the pre-pressing adjustment in the horizontal direction, thereby realizing the pre-pressing adjustment without disassembling the machine, and facilitating the use of the user. Meanwhile, the structural arrangement of the frame bottom plate 770 also dissipates heat to the voltage regulating rectifier.

The saddle-ride type vehicle 10 further includes a pedal 301, and the pedal 301 is stepped on. The foot support 302 supports a foot 301, the foot support 302 is coupled to the frame 100, the saddle-ride vehicle 10 further includes a shift assembly 303 including a link 304 coupled to a drive train 830, the shift assembly 303 further includes a shift member 305 and a shift pedal 306, the shift member 305 includes a rotational connection point coupled to the foot support 302, and the shift member 305 is rotatable relative to the foot support 302 about the rotational connection point.

Referring to fig. 56-58, the shift assembly 303 includes a link 304 coupled to a drive train 830, the shift assembly 303 further includes a shift member 305 and a shift pedal 306, the shift member 305 includes a rotational connection point coupled to the pedal support member 302 about which the shift member 305 is rotatable relative to the pedal support member 302, the shift member 305 includes a first connection point 3051 and a second connection point 3052, the link 304 is connectable to either the first connection point 3051 or the second connection point 3052, the shift member 305 has a centerline extending through the rotational connection point, the first connection point 3051 and the second connection point 3052 are substantially symmetrical relative to the centerline, and the shift pedal 306 is disposed on a side of the centerline opposite the centerline. The user may self-toggle the connection of the connecting rod 304 to either the first connection point 3051 or the second connection point 3052 to toggle the direction in which the shift pedal 306 can control the shift. The connecting rod 304 can be connected to the first connecting point 3051 or the second connecting point 3502 through the mode of spiro union, through above setting, the user can change connecting rod 304 by oneself according to the demand and be connected to first connecting point 3051 or second connecting point 3502, because first connecting point 3051 and second connecting point 3052 are basically symmetrical with the central line, shift pedal 306 sets up in the one side of central line relatively, when the connecting rod is connected to first connecting point 3051 and second connecting point 3052 respectively, shift pedal 306 can switch the opposite direction of gear to the user can cut the direction of gear adjustment according to self demand, so that shift assembly can adapt to different driving scenes.

The pedal support 302 includes a connecting middle section 3021, a connecting front section 3022, and a connecting rear section 3023, the connecting middle section 3021 being connected to the frame 100, the connecting front section 3022 being disposed in front of the connecting middle section 3021 and being connected to a rotational connection point. The connecting rear section 3023 is located rearward of the connecting middle section 3021 and connects to the foot peg 301. The front and

rear attachment sections

3022 and 3023 each form a lightening hole to reduce the weight of the pedal support 302.

Alternatively, pedal support 302 is attached to center frame 140 and pedal support 302 is an aluminum member. Middle frame 140 includes a third frame member 141, and third frame member 141 forms a location for connecting main frame 110, rear suspension 420, and pedal support 302. The saddle type vehicle 10 further includes a housing assembly 700, the housing assembly 700 encases the frame 100 and the power system 200, the housing assembly 700 forms a pedal support 302, and the pedals 301 and the shift pedal 306 are supported simultaneously by the pedal support 302, so that the saddle type vehicle 10 is lighter.

The foregoing is merely a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and variations may be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims

1. A saddle-ride type vehicle comprising:

a power system including a power source providing power;

a running system comprising wheels drivable by the power system;

a suspension system that buffers the saddle-ridden vehicle;

a frame supporting the power system and the suspension system;

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

the suspension system includes: the rear suspension is connected to the damping device and supports the wheels, the rear suspension comprises a connecting frame and is provided with a pair of rear cantilevers, the connecting frame is connected with two rear cantilevers, the rear cantilevers extend along the length direction of the riding type vehicle, the rear cantilevers comprise an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame is connected with two first inner plates, the ratio of the length of the first inner plate in the length direction of the riding type vehicle to the weight of the first inner plate is a first ratio, the ratio of the length of the second inner plate in the length direction of the riding type vehicle to the weight of the second inner plate is a second ratio, the first ratio is larger than the second ratio, and the material hardness of the first inner plate is not lower than the material hardness of the second inner plate.

2. The saddle-ride type vehicle according to claim 1, wherein the frame is substantially laterally symmetrically distributed along a symmetry plane, the first inner panel includes a first abutment portion forming a first abutment surface, the second inner panel includes a second abutment portion forming a second abutment surface, the first abutment surface and the second abutment surface are in contact, and the first abutment surface is substantially perpendicular to the symmetry plane.

3. The saddle-ride type vehicle according to claim 2, wherein projections of the first inner panel and the second inner panel along a straight line direction parallel to the symmetry plane overlap at least partially.

4. The saddle-ride type vehicle according to claim 2, wherein the first inner plate forms a recess portion, and the second inner plate forms an extension portion that coordinates with the recess portion.

5. A saddle-ride type vehicle comprising:

a power system including a power source providing power;

a running system comprising wheels drivable by the power system;

a suspension system that buffers the saddle-ridden vehicle;

a frame supporting the power system and the suspension system;

characterized in that the suspension system comprises: the rear suspension is connected to the damping device and supports the wheel, the rear suspension comprises a connecting frame and is provided with at least one rear cantilever, the connecting frame is connected with the rear cantilever, the rear cantilever extends along the length direction of the riding type vehicle and comprises an outer plate, a first inner plate and a second inner plate, the first inner plate and the second inner plate are connected to one side of the outer plate, the connecting frame is connected with the first inner plate, the average thickness of the first inner plate in the width direction of the riding type vehicle is a first thickness, the average thickness of the second inner plate in the width direction of the riding type vehicle is a second thickness, and the first thickness is larger than the second thickness.

6. The ride-on vehicle of claim 5, wherein the difference between the first thickness and the second thickness is greater than or equal to 0.4mm and less than or equal to 1mm.

7. The ride-on vehicle of claim 6, wherein the difference between the first thickness and the second thickness is greater than or equal to 0.5mm and less than or equal to 0.8mm.

8. The saddle-ride type vehicle according to claim 5, wherein the frame is substantially laterally symmetrically distributed along a symmetry plane, the first inner panel includes a first abutment portion forming a first abutment surface, the second inner panel includes a second abutment portion forming a second abutment surface, the first abutment surface and the second abutment surface are in contact, and the first abutment surface is substantially perpendicular to the symmetry plane.

9. The saddle-ride type vehicle according to claim 8, wherein projections of the first inner panel and the second inner panel along a straight line direction parallel to the symmetry plane overlap at least partially.

10. The ride type vehicle of claim 5, wherein the torsional cross-section coefficient of the longitudinal section of the first inner panel is greater than the torsional cross-section coefficient of the longitudinal section of the second inner panel.