CN219406739U - Motorcycle - Google Patents

Abstract

The utility model relates to the technical field of vehicles, in particular to a motorcycle. The motorcycle comprises a frame component, a power source, a rear bottom fork, rear wheels and a shock absorber. The power source is supported by the frame assembly; one end of the rear bottom fork is connected with the rear wheel, and the other end of the rear bottom fork is connected to the frame component. One end of the shock absorber is connected with the rear bottom fork, and the other end of the shock absorber is connected to the frame component. The motorcycle further comprises a rectifier, at least part of the rectifier is connected with the frame assembly, the rectifier is positioned at the rear of the power source, and the rectifier is positioned below the shock absorber and is arranged close to the front end of the rear bottom fork. Therefore, through moving the rectifier to the rear of the power source, the periphery of the rectifier is shielded by the car body panel, the whole rectifier is more open, the rectifier can be directly contacted with the outside, and the heat dissipation efficiency is improved. Meanwhile, the heat of the rectifier can be taken away by wind energy generated in the running process of the motorcycle, so that the heat dissipation performance of the rectifier is greatly improved.

Description

Motorcycle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a motorcycle.

Background

The motorcycle is provided with a rectifier which can convert alternating current output by the generator into direct current so as to ensure that electric equipment works normally.

The rectifier generates a large amount of heat during operation, and heat dissipation is required to ensure good functions. However, the existing rectifier is fixed on the right side of the air filter and is covered by a plurality of plastic parts, so that heat is not easy to discharge, the heat dissipation performance of the rectifier is poor, and the service life of the rectifier is shortened.

Disclosure of Invention

In order to solve the defects in the prior art, the application provides a motorcycle, and the heat dissipation performance of a rectifier of the motorcycle is improved.

In order to achieve the above purpose, the present application adopts the following technical scheme: a motorcycle, comprising: a frame assembly; a body panel connected to the frame assembly; a power source supported by the frame assembly; the suspension assembly is connected to the frame assembly and comprises a rear bottom fork and a shock absorber, one end of the shock absorber is connected with the rear bottom fork, and the other end of the shock absorber is connected to the frame assembly; the wheel assembly is connected to the frame assembly through the suspension assembly, the wheel assembly comprises a rear wheel, one end of a rear bottom fork is connected with the rear wheel, and the other end of the rear bottom fork is connected to the frame assembly; the motorcycle further includes: and the rectifier is at least partially connected with the frame assembly, is positioned at the rear of the power source, is positioned below the shock absorber and is arranged close to the front end of the rear bottom fork.

Further, the frame assembly includes: the main transverse frame is positioned at the rear of the power source; the auxiliary transverse frame is positioned below the main transverse frame; the first side frame is positioned at one end of the main transverse frame and is respectively connected with the main transverse frame and the auxiliary transverse frame; the second side frame is positioned at one end of the main cross frame far away from the first side frame and is respectively connected with the main cross frame and the auxiliary cross frame; the rectifier is at least partially positioned between the first side frame and the second side frame, the main cross frame, the auxiliary cross frame, the first side frame and the second side frame enclose a containing area, and the projection of the rectifier along the length direction of the motorcycle is positioned in the containing area.

Further, the motorcycle further includes: and the exhaust pipe is positioned below the rectifier and is at least partially connected with the frame component.

Further, the motorcycle further includes: the air guide sleeve is at least partially positioned below the exhaust pipe and connected with the vehicle body panel, and the air guide sleeve surrounds and wraps at least part of the exhaust pipe.

Further, the pod covers at least three-fourths of the exhaust pipe.

Further, the pod comprises: a main body portion which is at least partially located on the peripheral side of the exhaust pipe and is connected to the vehicle body cover; and the extension part is connected with the main body part and is positioned below the exhaust pipe.

Further, along the height direction of the motorcycle, the projection of the extension portion on the exhaust pipe is at least partially overlapped with the exhaust pipe.

Further, along the height direction of the motorcycle, the projection of the rectifier on the air guide sleeve falls into the air guide sleeve.

Further, the motorcycle further includes an inner fender positioned in front of the rear wheel, and the inner fender is at least partially connected with the frame assembly.

Further, the height direction of the rectifier is arranged at an included angle with the vehicle height direction of the motorcycle.

Compared with the prior art, the motorcycle that this application provided is through removing the rear of power supply with the rectifier, and the week side of rectifier receives the shielding of automobile body panel to reduce, and is whole more spacious for the rectifier can be direct with external contact, improves radiating efficiency. Meanwhile, the heat of the rectifier can be taken away by wind energy generated in the running process of the motorcycle, so that the heat dissipation performance of the rectifier is greatly improved, and the service life of the rectifier is prolonged. In addition, the parts which need to be removed during maintenance are reduced, and the maintenance is more convenient and quick.

Drawings

Fig. 1 is a side view of a motorcycle provided herein.

Fig. 2 is a schematic structural diagram of a power source and an exhaust device provided in the present application.

Fig. 3 is a schematic partial cross-sectional view of an exhaust apparatus provided herein.

Fig. 4 is a schematic cross-sectional view of a part of the structure of the exhaust apparatus provided in the present application.

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

Fig. 6 is a schematic structural diagram of a frame assembly provided herein.

In the figure, 10, motorcycle; 200. a frame assembly; 236. a receiving area; 2361. a main cross frame; 2362. an auxiliary cross frame; 2363. a first side frame; 2364. a second side frame; 300. a vehicle body panel; 360. a guide cover; 361. a main body portion; 362. an extension; 370. an inner fender; 400. a power source; 440. a rectifier; 450. an exhaust pipe; 500. a suspension assembly; 510. a damper; 520. a rear bottom fork; 600. a wheel assembly; 620. a rear wheel; 900. an exhaust device; 910. an exhaust duct; 911. a front exhaust pipe; 912. a rear exhaust pipe; 913. an intermediate connecting pipe; 9131. a through hole; 914. a rear oxygen mounting seat; 920. a muffler; 930. a purifying structure; 931. a primary catalyst body; 932. a secondary catalyst body; 933. a hollow section; 940. a rear oxygen sensor.

Detailed Description

The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

It is noted that when an element is referred to as being "mounted on" another element, it can be directly mounted on the other element or intervening elements may also be present. When an element is referred to as being "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "secured to" another element, it can be directly secured to the other element or intervening elements may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "or/and" as used herein includes any and all combinations of one or more of the associated listed items.

Referring to fig. 1 and 2, a motorcycle 10 is provided, the motorcycle 10 includes a frame assembly 200, a body cover 300, a power source 400, a suspension assembly 500, a wheel assembly 600, and an exhaust 900. The body panel 300 is coupled to the frame assembly 200, the power source 400 is supported by the frame assembly 200, the suspension assembly 500 is coupled to the frame assembly 200, and the wheel assembly 600 is coupled to the frame assembly 200 via the suspension assembly 500.

Exhaust 900 is at least partially coupled to frame assembly 200, and exhaust 900 includes an exhaust duct 910 and a muffler 920, one end of exhaust duct 910 is in communication with power source 400, the other end of exhaust duct 910 is in communication with muffler 920, and a purification structure 930 is disposed within exhaust duct 910.

In this application, the purification structure 930 is generally referred to as a three-way catalyst. The three-way catalyst can convert harmful gases such as CO, HC and NOx discharged by the tail gas into harmless carbon dioxide, water and nitrogen through oxidation and reduction, and the harmful gases are converted into harmless gases, so that the tail gas can be purified to reach the specified emission standard.

An oxygen sensor is an indispensable element on an engine using a three-way catalyst to reduce exhaust pollution. The exhaust apparatus 900 further includes a front oxygen sensor (not shown) and a rear oxygen sensor 940, the front oxygen sensor being provided at the front end of the purge structure 930. Since the purifying ability of the three-way catalyst for CO, HC and NOx is drastically reduced when the air-fuel ratio of the mixture deviates from the stoichiometric air-fuel ratio, an oxygen sensor is provided to detect the concentration of oxygen in the exhaust gas and send a feedback signal to the ECU of the motorcycle 10, and the ECU controls the increase or decrease of the injection amount to thereby control the air-fuel ratio of the mixture to the vicinity of the stoichiometric value.

Referring to fig. 3, the purifying structure 930 includes a primary catalyst 931 and a secondary catalyst 932. The second catalyst 932 is located at one end of the first catalyst 931 near the muffler 920 and is spaced from the first catalyst 931; wherein the rear oxygen sensor 940 is located between the primary catalyst 931 and the secondary catalyst 932 and is in communication with the purification structure 930. Thus, the oxygen concentration between the primary catalyst 931 and the secondary catalyst 932 is not increased by the air backflow, so that the influence of the air backflow on the rear oxygen sensor 940 can be avoided, the distortion problem of the rear oxygen sensor 940 is avoided, the detection effect of the rear oxygen sensor 940 is ensured, and the rear oxygen sensor 940 can continuously and normally operate.

In one embodiment, the rear oxygen sensor 940 is located at two-fifths to three-fifths of the length of the exhaust duct 910 projected relative to the motorcycle 10. Because the rear oxygen sensor 940 is mounted to the purge structure 930, the position setting of the rear oxygen sensor 940 is closely related to the position setting of the purge structure 930.

Typically, the catalyst in the purification structure 930 reacts with harmful components in the exhaust gas of the motorcycle 10, and the temperature is required to reach a certain standard during the normal reaction, and this temperature is also called the light-off temperature of the catalyst. In order to bring the catalyst to light-off temperature as soon as possible, the higher the temperature, the better the catalytic effect can be by changing the position of the purification structure 930 on the exhaust duct 910. Meanwhile, the rear oxygen sensor 940 has higher temperature demand, and the temperature rises in a certain range, so that the detection sensitivity is better. The rear oxygen sensor 940 is disposed at two-fifths to three-fifths of the projection of the exhaust duct 910 with respect to the longitudinal direction of the motorcycle 10, so that by defining the position of the rear oxygen sensor 940, that is, the position of the rear oxygen sensor 940 away from the exhaust port of the exhaust duct 910, on the one hand, the higher the gas temperature of the rear oxygen sensor 940, the more sensitive the detection result, so that the rear oxygen sensor 940 needs to be disposed forward; on the other hand, if the rear oxygen sensor 940 is disposed further forward, it may be too close to the body panel 300 and the wheel assembly 600, affecting performance, and the further forward disposition may increase the length of the overall exhaust duct 910. If too far back, the catalytic effect is not ideal.

In one embodiment, the rear oxygen sensor 940 is located at between nine and twenty-eleven of the two-tenth of the projection of the exhaust duct 910 with respect to the length of the motorcycle 10. In this way, the catalytic effect of the purification structure 930 and the detection sensitivity of the post-oxygen sensor 940 can be ensured.

Of course, in other embodiments, the rear oxygen sensor 940 may also be located at one-half of the longitudinal projection of the exhaust duct 910 with respect to the motorcycle 10. In this way, the catalytic effect of the purification structure 930 and the detection sensitivity of the post-oxygen sensor 940 can be made to be in the optimum operation state.

Referring to fig. 3, the length of the primary catalyst 931 is smaller than the length of the secondary catalyst 932. Thus, the purification structure 930 can reach the optimal catalytic purification state, and meanwhile, the detection performance of the rear oxygen sensor 940 is not affected, so that the detection sensitivity of the rear oxygen sensor 940 is ensured. Since the post-oxygen sensor 940 has a high temperature requirement, if the length of the primary catalyst 931 is too long, the gas temperature is low, and the low temperature affects the detection performance of the post-oxygen sensor 940 to some extent, the length of the primary catalyst 931 is preferably set smaller than the length of the secondary catalyst 932. On the premise that the total length of the first-stage catalyst body 931 and the second-stage catalyst body 932 is the same, the output performance of the engine corresponding to the scheme that the length of the first-stage catalyst body 931 is smaller than that of the second-stage catalyst body 932 is better than that of the scheme that the length of the first-stage catalyst body 931 is larger than that of the second-stage catalyst body 932.

The length of the primary catalyst 931 refers to the length of the primary catalyst 931 along the axial direction of the intermediate connection tube 913 described below, and the length of the secondary catalyst 932 refers to the length of the secondary catalyst 932 along the axial direction of the intermediate connection tube 913 described below.

In one embodiment, the ratio of the length of the primary catalyst 931 to the length of the secondary catalyst 932 is greater than or equal to 0.5 and less than or equal to 0.8. Thus, the purification structure 930 can reach the optimal catalytic purification state, and meanwhile, the detection performance of the rear oxygen sensor 940 is not affected, the space is saved, and the cost is low. If the ratio is less than 0.5, the primary catalyst 931 is too short and the catalytic effect is poor; if the ratio is more than 0.8, the waste of materials and the excessive occupation of space are caused.

Of course, in other embodiments, the ratio of the length of the primary catalyst 931 to the length of the secondary catalyst 932 may be 0.6 or more and 0.7 or less. So that the purification structure 930 reaches the optimal catalytic purification state, and at the same time, the detection performance of the rear oxygen sensor 940 is not affected, and the detection sensitivity of the rear oxygen sensor 940 is ensured.

With continued reference to fig. 3, a hollow section 933 is formed between the primary catalyst 931 and the secondary catalyst 932, the length of the hollow section 933 is smaller than that of the primary catalyst 931, and the rear oxygen sensor 940 is installed in the hollow section 933. Thus, the rear oxygen sensor 940 is convenient to install, and does not occupy other space. The length of the hollow section 933 refers to the length of the hollow section 933 along the axial direction of the intermediate connection tube 913 described below.

In one embodiment, the ratio of the length of the hollow section 933 to the length of the primary catalyst 931 is greater than or equal to 0.6 and less than 1, so that there is enough space for installing the post-oxygen sensor 940 and the catalytic purification effect of the purification structure 930 can be ensured. If the ratio is too small, the length of the hollow section 933 is too short and the rear oxygen sensor 940 cannot be installed; if the ratio is too large, the length of the hollow section 933 is too long, which results in waste of materials and high cost on the one hand, and reduction of the temperature of the gas flowing to the secondary catalyst 932 on the other hand, thereby reducing the catalytic purification effect of the secondary catalyst 932.

In other embodiments, the ratio of the length of the hollow section 933 to the length of the primary catalyst body 931 may also be 0.7 or more and 0.85 or less. In this way, there is enough space to install the post-oxygen sensor 940, and the catalytic purification effect of the purification structure 930 can be ensured.

Referring to fig. 3 and 4, the exhaust duct 910 includes a front exhaust duct 911, a rear exhaust duct 912, and an intermediate connection duct 913. One end of the front exhaust pipe 911 communicates with the power source 400, and one end of the rear exhaust pipe 912 communicates with the muffler 920; the intermediate connection pipe 913 is located between the front exhaust pipe 911 and the rear exhaust pipe 912, and both ends of the intermediate connection pipe 913 are connected to the front exhaust pipe 911 and the rear exhaust pipe 912, respectively.

The purification structure 930 is installed in the middle connecting pipe 913, and the middle connecting pipe 913 is provided with a through hole 9131, the through hole 9131 is located between the primary catalyst 931 and the secondary catalyst 932, the exhaust apparatus 900 further includes a rear oxygen installation seat 914, a portion of the rear oxygen installation seat 914 is inserted into the through hole 9131, and the rear oxygen sensor 940 is installed on the rear oxygen installation seat 914. Thus, the rear oxygen sensor 940 is simple to install and low in cost.

Referring to fig. 2, an exhaust duct 910 is disposed around at least a portion of the periphery of the power source 400. In this way, the layout is compact, and the space on the peripheral side of the power source 400 is fully utilized, so that the exhaust duct 910 does not interfere with the power source 400. Specifically, the front exhaust pipe 911 is located at one side of the power source 400, and one end of the front exhaust pipe 911 extends toward the lower side of the power source 400.

In one embodiment, the body panel 300 is wrapped around at least a portion of the rear oxygen sensor 940. In this way, the post-oxygen sensor 940 can be effectively protected from damage.

Referring to fig. 5, suspension assembly 500 includes a rear fork 520 and a shock absorber 510. One end of shock absorber 510 is coupled to rear fork 520 and the other end of shock absorber 510 is coupled to frame assembly 200. The wheel assembly 600 includes a rear wheel 620, one end of the rear fork 520 being coupled to the rear wheel 620 and the other end of the rear fork 520 being coupled to the frame assembly 200.

For clarity of description of the technical solution of the present application, the front side, the rear side, the left side, the right side, the upper side and the lower side are also defined as shown in fig. 6.

With continued reference to fig. 5, the motorcycle 10 further includes a rectifier 440, the rectifier 440 is at least partially connected to the frame assembly 200, the rectifier 440 is located behind the power source 400, and the rectifier 440 is located below the shock absorber 510 and near the front end of the rear fork 520.

It can be appreciated that by moving the rectifier 440 to the rear of the power source 400, the peripheral side of the rectifier 440 is less shielded by the vehicle body cover 300, and the whole is more open, so that the rectifier 440 can be directly contacted with the outside, and the heat dissipation efficiency is improved. Meanwhile, the heat of the rectifier 440 can be taken away by wind generated in the driving process of the motorcycle 10, so that the heat dissipation performance of the rectifier 440 is greatly improved, and the service life of the rectifier 440 is prolonged. In addition, the parts which need to be removed during maintenance are reduced, and the maintenance is more convenient and quick.

Referring to fig. 6, the carriage assembly 200 includes a main cross frame 2361, a sub cross frame 2362, a first side frame 2363 and a second side frame 2364. The main cross frame 2361 is located at the rear of the power source 400, and the sub cross frame 2362 is located below the main cross frame 2361. The first side frame 2363 is located at one end of the main frame 2361, and is connected to the main frame 2361 and the sub frame 2362, respectively. The second side frame 2364 is located at an end of the main frame 2361 remote from the first side frame 2363, and is connected to the main frame 2361 and the sub frame 2362, respectively. The rectifier 440 is at least partially located between the first side frame 2363 and the second side frame 2364, and the main cross frame 2361, the auxiliary cross frame 2362, the first side frame 2363 and the second side frame 2364 enclose a receiving area 236, and a projection of the rectifier 440 along the vehicle length direction of the motorcycle 10 is located in the receiving area 236.

The sub cross frame 2362, the first side frame 2363, and the second side frame 2364 serve as main frames of the carriage assembly 200, and have high strength. By placing the rectifier 440 in the accommodation space and connecting with the frame assembly 200, a firm installation of the rectifier 440 can be ensured. Specifically, the auxiliary cross frame 2362, the first side frame 2363 and the second side frame 2364 provide a certain protection for the rectifier 440, and when the impact of a large obstacle is encountered, the auxiliary cross frame 2362, the first side frame 2363 and the second side frame 2364 can cancel out part of the impact force, so that the intrusion into the rectifier 440 is avoided, and the safety of the rectifier 440 is improved. The main cross frame 2361 is mainly used for fixedly connecting the rectifier 440, so that the connection is simpler and the installation efficiency is improved. Of course, the rectifier 440 may be connected to both the first side frame 2363 and the second side frame 2364, thereby further improving the connection strength.

Referring to fig. 5, the motorcycle 10 further includes an exhaust pipe 450, the exhaust pipe 450 is located below the fairing 440, and the exhaust pipe 450 is at least partially connected to the frame assembly 200.

Exhaust pipe 450 not only can exhaust the surplus waste gas generated by the combustion of the fuel in power source 400, and improves the service life of power source 400, but also can help motorcycle 10 to perform back pressure to promote combustion and improve the utilization rate. In addition, a muffler is provided in the exhaust pipe 450, which can reduce noise generated by the motorcycle 10 and protect the environment.

The motorcycle 10 further includes a guide cover 360, wherein the guide cover 360 is at least partially located below the exhaust pipe 450 and is connected with the vehicle body panel 300, and the guide cover 360 is wrapped around at least part of the exhaust pipe 450, so that stable connection of the guide cover 360 is realized, and connection reliability is ensured.

The air guide cover 360 can play a role in guiding air, reduce air resistance in the running process of the motorcycle 10, guide wind to the power source 400, play a role in assisting heat dissipation, and further improve running safety. And the air guide sleeve 360 can also play a certain protection role, so that broken stones splashed on the ground and the like are prevented from being impacted on the exhaust pipe 450 or the power source 400, damage is prevented, and maintenance cost is reduced. In addition, the pod 360 is more attractive and can improve the aesthetic appearance of the motorcycle 10.

In one embodiment, the pod 360 covers at least three-quarters of the exhaust pipe 450. In this way, the coverage area of the exhaust pipe 450 is increased, and the protection capability is further improved.

Referring to fig. 5, in one embodiment, the pod 360 includes a main body 361 and an extension 362. The main body portion 361 is at least partially located on the peripheral side of the exhaust pipe 450, and the main body portion 361 is connected to the vehicle body panel 300. The extension portion 362 is connected to the main body portion 361, and the extension portion 362 is located below the exhaust pipe 450.

The pod 360 of the prior art is U-shaped with the opening facing the rear wheel 620. In this embodiment, in order to improve the protection effect of the pod 360, the length of the main body 361 of the pod 360 is increased compared to the prior art, but the increase in length may result in a decrease in the stability of the portion on both sides of the opening of the main body 361, which may easily cause deformation or fracture. Therefore, by providing the extension portion 362, the portions on both sides of the opening of the main body portion 361 are connected, so that the rigidity of the pod 360 is improved, the deformation resistance is improved, and the appearance is more attractive and elegant.

In one embodiment, the projection of the extension 362 onto the exhaust pipe 450 at least partially coincides with the exhaust pipe 450 in the height direction of the motorcycle 10. In this way, the extension portion 362 also protects the exhaust pipe 450, and can prevent muddy water, broken stone, or the like from being sputtered onto the exhaust pipe 450, thereby further improving the safety of the exhaust pipe 450.

In one embodiment, the projection of the rectifier 440 onto the pod 360 falls within the pod 360 along the height of the motorcycle 10. In this way, the fairing 360 can also protect the rectifier 440 to a certain extent, and further improve the safety of the rectifier 440 by blocking muddy water, broken stone, or the like from being sputtered onto the rectifier 440 from below the motorcycle 10.

The motorcycle 10 further includes an inner fender 370, the inner fender 370 being located forward of the rear wheel 620, and the inner fender 370 being at least partially connected to the frame assembly 200. When the motorcycle 10 is driven on rainy days or on some roads with poor road conditions, the rotation of the rear wheels 620 also brings up part of muddy water, and as the cooling fins for heat dissipation are arranged on the rectifier 440, if muddy water invades the cooling fins, the cooling fins are likely to be blocked, so that the cooling performance of the rectifier 440 is reduced. By providing the inner fender 370, muddy water can be effectively blocked to ensure smooth cooling of the rectifier 440. And the rear mud guard can also avoid muddy water from sputtering the power source 400 or the frame assembly 200, so that the appearance of the motorcycle 10 is influenced, and the cleaning is more convenient.

The height direction of the rectifier 440 is disposed at an angle to the vehicle height direction of the motorcycle 10, and one end of the rectifier 440 near the vehicle head is higher than one end of the rectifier 440 near the vehicle tail. That is, if the muddy water is sputtered onto the rectifier 440, the muddy water can easily flow along the surface of the rectifier 440 due to the influence of gravity or air flow blowing, and the like, and is not easy to accumulate, thereby improving the cooling performance of the rectifier 440, ensuring that the rectifier 440 can work normally, and prolonging the service life.

In addition, the terms "first", "second", etc. are used to define the components, and are merely for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and thus should not be construed as limiting the scope of the present application.

The technical features of the above embodiments may be combined in any manner, and for brevity, all of the possible combinations of the technical features of the above embodiments are not described, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

It will be appreciated by persons skilled in the art that the above embodiments are provided for illustration only and not as limitations of the present application, and that suitable modifications and variations of the above embodiments are within the scope of the application as claimed.

Claims (10)

1. A motorcycle, comprising:

a frame assembly;

a body panel connected to the frame assembly;

a power source supported by the frame assembly;

a suspension assembly connected to the frame assembly, the suspension assembly including a rear fork and a shock absorber, one end of the shock absorber being connected to the rear fork and the other end of the shock absorber being connected to the frame assembly;

a wheel assembly connected to the frame assembly through the suspension assembly, the wheel assembly including a rear wheel, one end of the rear fork being connected to the rear wheel, the other end of the rear fork being connected to the frame assembly;

characterized in that the motorcycle further comprises:

and the rectifier is at least partially connected with the frame assembly, is positioned at the rear of the power source, is positioned below the shock absorber and is arranged close to the front end of the rear bottom fork.

2. The motorcycle of claim 1, wherein the frame assembly comprises:

the main transverse frame is positioned at the rear of the power source;

the auxiliary transverse frame is positioned below the main transverse frame;

the first side frame is positioned at one end of the main transverse frame and is respectively connected with the main transverse frame and the auxiliary transverse frame;

the second side frame is positioned at one end of the main cross frame far away from the first side frame and is respectively connected with the main cross frame and the auxiliary cross frame;

the rectifier is at least partially located between the first side frame and the second side frame, the main cross frame, the auxiliary cross frame, the first side frame and the second side frame enclose a containing area, and the projection of the rectifier along the length direction of the motorcycle is located in the containing area.

3. The motorcycle of claim 1, wherein the motorcycle further comprises:

and the exhaust pipe is positioned below the rectifier and is at least partially connected with the frame assembly.

4. A motorcycle according to claim 3, wherein the motorcycle further comprises:

the air guide sleeve is at least partially positioned below the exhaust pipe and connected with the vehicle body panel, and the air guide sleeve is wrapped outside at least part of the exhaust pipe.

5. The motorcycle of claim 4 wherein the pod covers at least three-quarters of the exhaust pipe.

6. The motorcycle of claim 4 wherein the pod comprises:

a main body portion that is at least partially located on a peripheral side of the exhaust pipe, and that is connected to the vehicle body cover;

and the extension part is connected with the main body part and is positioned below the exhaust pipe.

7. The motorcycle of claim 6, wherein a projection of the extension onto the exhaust pipe in a height direction of the motorcycle is at least partially coincident with the exhaust pipe.

8. The motorcycle of claim 4 wherein the projection of the rectifier onto the pod falls within the pod along the height of the motorcycle.

9. The motorcycle of claim 1, wherein the motorcycle further comprises:

an inner fender positioned in front of the rear wheel and at least partially connected with the frame assembly.

10. The motorcycle of claim 1, wherein the height direction of the rectifier is disposed at an angle to the vehicle height direction of the motorcycle.