CN219635395U - Motorcycle - Google Patents

Abstract

The utility model discloses a motorcycle, which comprises: a frame; the walking assembly comprises a front wheel and a rear wheel which are connected to the frame; the power system is connected to the walking assembly in a transmission way; a saddle assembly at least partially disposed on the frame; the saddle assembly comprises a cushion bottom plate and a cushion body, wherein the cushion body is at least partially arranged on the cushion bottom plate, an air inlet mechanism is arranged on the lower side of the cushion bottom plate, an air guide surface and a first air inlet with a forward opening are arranged on the air inlet mechanism, a first air outlet is arranged on the cushion body, the first air inlet is communicated with the first air outlet, and air flowing into the first air inlet is conveyed to the first air outlet along the air guide surface. Through above-mentioned setting, carry the position that contacts with saddle subassembly with the air from the cushion body to driver through air inlet mechanism to improve saddle subassembly's ventilation effect, and then improve motorcycle's travelling comfort.

Description

Motorcycle

Technical Field

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

Background

In the prior art, a motorcycle cushion is generally arranged into an integrated structure and is used for providing support for a driver, so that the driving comfort of the motorcycle is improved in the driving process of the motorcycle.

However, when the driver drives the motorcycle for a long time or when the temperature is high due to the fact that the motorcycle cushion is exposed to sunlight, the contact position of the driver and the cushion is sultry, the heat dissipation and ventilation are poor, driving comfort of the driver is not improved, and driving experience of the driver is affected.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide a motorcycle, and the saddle assembly of the motorcycle has good ventilation effect.

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

a motorcycle, comprising: a frame; the walking assembly comprises a front wheel and a rear wheel which are connected to the frame; the power system is connected to the walking assembly in a transmission way; a saddle assembly at least partially disposed on the frame; the saddle assembly comprises a cushion bottom plate and a cushion body, wherein the cushion body is at least partially arranged on the cushion bottom plate, an air inlet mechanism is arranged on the lower side of the cushion bottom plate, an air guide surface and a first air inlet with a forward opening are arranged on the air inlet mechanism, a first air outlet is arranged on the cushion body, the first air inlet is communicated with the first air outlet, and air flowing into the first air inlet is conveyed to the first air outlet along the air guide surface.

Further, on a projection plane perpendicular to the front-rear direction of the motorcycle, the projection of the first air inlet on the projection plane along the front-rear direction is set as a first projection plane, the projection of the air inlet mechanism on the projection plane along the front-rear direction is set as a second projection plane, and the ratio of the area of the first projection plane to the area of the second projection plane is greater than or equal to 0.42 and less than or equal to 0.78.

Further, the air inlet mechanism comprises at least one first air inlet mechanism and at least one second air inlet mechanism arranged at the rear side of the first air inlet mechanism, and the length of the first air inlet mechanism in the up-down direction of the motorcycle is smaller than that of the second air inlet mechanism in the up-down direction.

Further, the saddle assembly also includes a vent cover at least partially disposed between the seat cushion pan and the seat cushion body.

Further, the ventilation cover is connected with the cushion bottom plate and is provided with a ventilation cavity, the first air inlet is communicated with the ventilation cavity, the ventilation cover is provided with a second air outlet communicated with the ventilation cavity, and the second air outlet is communicated with the first air outlet.

Further, on a horizontal plane perpendicular to the up-down direction of the motorcycle, the projection of the first air outlet on the horizontal plane along the up-down direction is a third projection plane, the projection of the second air outlet on the horizontal plane along the up-down direction is a fourth projection plane, and the ratio of the area of the fourth projection plane to the area of the third projection plane is greater than or equal to 0.05 and less than or equal to 0.1.

Further, the first air outlet is arranged at the rear part of the cushion body, and the second air outlet is arranged at the front part of the ventilation cover.

Further, the front side of the ventilation cover and the front side of the cushion bottom plate are wound to form a second air inlet which is communicated with the ventilation cavity.

Further, the saddle assembly further comprises a filtering mechanism at least partially arranged between the ventilation cover and the seat cushion body, and the filtering mechanism is arranged on the second air outlet in a covering mode.

Further, the part of the cushion bottom plate, which is positioned at the rear side of the air inlet mechanism, extends upwards and is provided with a wind shielding bulge, the wind shielding bulge divides the ventilation cavity into a front cavity and a rear cavity positioned at the rear side of the front cavity, and the first air inlet, the second air inlet and the second air outlet are all communicated with the front cavity.

The motorcycle provided by the utility model can convey air from the cushion body to the contact part of the driver and the saddle assembly through the air inlet mechanism when the driver drives the motorcycle, so that the ventilation effect of the saddle assembly is improved, and the comfort of the motorcycle is further improved.

Drawings

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

Fig. 2 is a schematic side view of the motorcycle of the present utility model.

Fig. 3 is a schematic structural view of a frame of a motorcycle according to the present utility model.

Fig. 4 is a schematic view of another angle structure of the frame of the motorcycle of the present utility model.

Fig. 5 is a schematic view of a part of the structure of a frame of a motorcycle according to the present utility model.

Fig. 6 is a side view of a part of the structure of the motorcycle of the present utility model.

Fig. 7 is an enlarged view of a portion of fig. 6 a in accordance with the present utility model.

Fig. 8 is an exploded view of the main frame and the bottom beam frame of the motorcycle of the present utility model.

Fig. 9 is a schematic view showing an assembled structure of a main frame and a bottom frame of the motorcycle of the present utility model.

Fig. 10 is a schematic view of the structure of the bottom frame of the motorcycle of the present utility model.

Fig. 11 is a schematic view showing a structure of a side plate of a bottom frame of a motorcycle according to the present utility model.

Fig. 12 is a plan view showing a structure of a main frame portion of the motorcycle of the present utility model.

Fig. 13 is an exploded view of a frame, a body panel and a power battery of the motorcycle of the present utility model.

Fig. 14 is a schematic view showing the structure of a lower guard plate of the motorcycle of the present utility model.

Fig. 15 is a cross-sectional view of the lower guard plate, power battery and sound generating device of the motorcycle of the present utility model.

Fig. 16 is an exploded view of a frame, a driving motor and a motor cover of the motorcycle of the present utility model.

Fig. 17 is a schematic structural view of a stationary cover of the motorcycle of the present utility model.

Fig. 18 is a schematic view showing the position of the instrument panel of the motorcycle of the present utility model.

Fig. 19 is an exploded view of the instrument panel, the upper panel and the main frame of the motorcycle of the present utility model.

Fig. 20 is an exploded view of the saddle assembly for motorcycles according to the present utility model.

Fig. 21 is a partial structural cross-sectional view of the saddle assembly for motorcycles in accordance with the present utility model.

Fig. 22 is a top view of the saddle assembly for motorcycles in accordance with the present utility model.

Detailed Description

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

As shown in fig. 1 and 2, a motorcycle 100 includes a frame 11, a travel assembly 12, a suspension assembly 13, a power system 14, a saddle assembly 15, a steering system 16, and a body panel 19. The frame 11 serves as a basic frame of the motorcycle 100 for carrying components of the motorcycle 100. The walking assembly 12 is connected to the frame 11 through a suspension assembly 13, and the walking assembly 12 is also in transmission connection with the power system 14, so that the power system 14 drives the walking assembly 12 to move. The power system 14 and saddle assembly 15 are each at least partially disposed on the frame 11. Saddle block assembly 15 is adapted to be ridden by a rider. A steering system 16 is rotatably coupled to the frame 11, the steering system 16 being used to control the direction of travel of the motorcycle 100. The body panel 19 is at least partially disposed on the frame 11 for co-protecting the internal components of the motorcycle 100 after connection with the frame 11. For clarity of explanation of the solution of the present utility model, the front, rear, left, right, upper and lower sides of the motorcycle 100 shown in fig. 1 are also defined.

Specifically, the travel assembly 12 includes front wheels 121 and rear wheels 122, and the suspension assembly 13 includes front suspensions 131 and rear suspensions 132, with the front wheels 121 being coupled to the frame 11 via the front suspensions 131 and the rear wheels 122 being coupled to the frame 11 via the rear suspensions 132. Wherein the front suspension 131 includes a link assembly 1311 and a front shock absorber 1312, the link assembly 1311 being connected to the front shock absorber 1312, the front shock absorber 1312 also being connected to the front wheel 121. The steering system 16 includes a steering handle 161 and a steering column 162, the steering handle 161 being fixedly coupled to the steering column 162 by a coupling assembly 1311, the steering column 162 being rotatably coupled to the frame 11 such that the direction of movement of the motorcycle 100 can be controlled by the steering handle 161.

As shown in fig. 3 and 4, the frame 11 includes a main frame 111 and a sub-frame 112. The main frame 111 is provided on the front side of the sub-frame 112 in the front-rear direction of the frame 11. Wherein the main frame 111 and the sub-frame 112 are fixedly connected or integrally formed. As one implementation, the main frame 111 and the sub-frame 112 may be fixedly connected by fasteners such as bolts. Specifically, the main frame 111 includes a front fork 1111, a first front frame 1112, and a second front frame 1113. The first and second front frames 1112 and 1113 are disposed substantially symmetrically on both sides of the motorcycle 100, and the front sides of the first and second front frames 1112 and 1113 are fixedly connected to the front fork tube 1111. The front fork tube 1111 is rotatably coupled to the steering system 16 to facilitate control of the direction of movement of the motorcycle 100 by the steering system 16.

As one implementation, subframe 112 includes a first rear frame 1121 and a second rear frame 1122, with the first rear frame 1121 and the second rear frame 1122 being disposed substantially symmetrically about motorcycle 100. The front end of the first rear frame 1121 is fixedly connected to the first front frame 1112, the front end of the second rear frame 1122 is fixedly connected to the second front frame 1113, and the rear end of the first rear frame 1121 is fixedly connected to the rear end of the second rear frame 1122. The first rear frame 1121 and the second rear frame 1122 are connected to each other to have a substantially "U" shape when viewed from the vertical direction of the motorcycle 100.

By integrally designing the main frame 111 and the sub-frame 112, the welding process of the frame 11 can be reduced, the dimensional accuracy of the frame 11 can be improved, and the development cost can be reduced.

As shown in fig. 3 to 5, as one implementation, a mounting point 113 for mounting components of the motorcycle 100 is provided on the frame 11. The mounting point 113 is integrally formed with the frame 11. Among other things, mounting points 113 include a suspension mounting point 1131 for connecting suspension assembly 13, a power mounting point 1132 for connecting power system 14, a saddle mounting point 1133 for connecting saddle assembly 15, and the like. Through the arrangement, the mounting points 113 are integrally arranged on the frame 11, so that the structure of the mounting points 113 is simplified, additional mounting points 113 can be reduced, the structure of the motorcycle 100 is further simplified, the integrated design of the motorcycle 100 is realized, and the structural compactness of the motorcycle 100 is improved.

As shown in fig. 6, 7 and 8, as one implementation, the motorcycle 100 includes the power battery 25 and the electrical system 17, i.e., the motorcycle 100 may be provided as an electric motorcycle. The front portion of the frame 11 is formed with a receiving space 103 around, and the power battery 25 is at least partially disposed in the receiving space 103. An electrical system 17 is at least partially disposed on the frame 11, the electrical system 17 including a motor controller 171 or the like for controlling the subsystem 14. Wherein power system 14 further includes a drive motor 142, drive motor 142 coupled to power cell 25, drive motor 142 coupled to at least one of front wheels 121 or rear wheels 122 to drive traveling assembly 12. The motor controller 171 is connected to the driving motor 142 to control the power output of the driving motor 142.

In the present embodiment, the motor controller 171, the drive motor 142, and the power battery 25 at least partially overlap as viewed from the up-down direction of the motorcycle 100. More specifically, the power battery 25 is disposed at least partially on the upper side of the driving motor 142 and at least partially on the front side of the driving motor 142 in the up-down direction and the front-rear direction of the motorcycle 100, and the motor controller 171 is disposed at least partially on the upper side of the driving motor 142 and at least partially on the rear side of the power battery 25. Through the arrangement, the distance between the power battery 25 and the driving motor 142 can be reduced, and the distance between the motor controller 171 and the driving motor 142 can be reduced, so that the arrangement of the flat cable between the power battery 25 and the driving motor 142 and between the driving motor 142 and the motor controller 171 is facilitated, and meanwhile, the structures of the power battery 25, the motor controller 171 and the driving motor 142 can be more compact, and the structural compactness of the motorcycle 100 is further improved.

As one implementation, frame 11 includes a lower bracket 114 and a bottom rail frame 116. The main frame 111 and the floor frame 116 are connected to each other to form an accommodation space 103. The power cell 25 is at least partially disposed on the sill frame 116. The motor controller 171 is at least partially disposed on the main frame 111. The lower bracket 114 is provided at the lower side of the main frame 111, and the driving motor 142 is provided on the lower bracket 114. Specifically, the main frame 111 includes a lateral bracket 111a extending substantially rearward from the front fork tube 1111 and a vertical bracket 1119 extending substantially downward from the lateral bracket. The motor controller 171 is disposed at an upper portion of the vertical bracket 1119, and the lower bracket 114 is connected to a lower portion of the vertical bracket 1119. More specifically, mounting points 113 include electrical mounting points 1134 disposed on main frame 111, and motor controller 171 is connected to vertical support 1119 via electrical mounting points 1134. Wherein the extending direction of the motor controller 171 and the extending direction of the vertical bracket 1119 are substantially identical, and the motor controller 171 and the vertical bracket 1119 overlap as viewed from the left-right direction of the motorcycle 100, thereby contributing to an improvement in the structural compactness of the frame 11 and the motor controller 171.

As shown in fig. 8 and 9, as one implementation, both ends of the bottom beam frame 116 are connected to the main frame 111, and when one end of the bottom beam frame 116 is separated from the main frame 111, the other end of the bottom beam frame 116 is rotatably connected to the main frame 111. By the above arrangement, the sill frame 116 provided with the power battery 25 can be rotated around the end of the sill frame 116 connected to the main frame 111 with the connection of one end of the sill frame 116 and the main frame 111 disconnected, thereby facilitating the installation or removal of the power battery 25, and further the assemblability of the power battery 25 and the improvement of the assemblability of the frame 11.

As one implementation, the main frame 111 is provided with a first mounting point 1114 and a second mounting point 1115, the first mounting point 1114 and the second mounting point 1115 forming at least part of the power mounting point 1132. The first mounting point 1114 is coupled to one end of the sill frame 116 by a first pivot 1116 and the second mounting point 1115 is coupled to the sill frame 116 by a second pivot 1117. Specifically, the first mounting point 1114 and the second mounting point 1115 are disposed in a back-and-forth distribution.

As shown in fig. 10, as one implementation, the sill 116 includes a first tube 1163 and a second tube 1164. The first and second tubes 1163, 1164 are disposed on both left and right sides of the motorcycle 100. The power cell 25 is at least partially disposed between the first and second tubes 1163, 1164 such that the first and second tubes 1163, 1164 are capable of supporting and securing the power cell 25. The distances of the foremost end of the first tube 1163 and the foremost end of the second tube 1164 in the left-right direction are the minimum distances, the distances of the rearmost end of the first tube 1163 and the rearmost end of the second tube 1164 in the left-right direction are the maximum distances, and the minimum distances are smaller than the maximum distances. I.e., in the front-to-rear and left-to-right directions of the motorcycle 100, the distance of the first and second tube 1163, 1164 in the left-to-right direction gradually increases from front to back. With the above arrangement, the impact resistance of the first and second pipe 1163 and 1164 can be enhanced when the front fork 1111 receives an impact force, thereby improving the stability of the frame 11.

As one implementation, the sill frame 116 further includes a stopper 1165, the stopper 1165 being at least partially disposed between the first and second tubes 1163 and 1164, the stopper 1165 being further disposed on upper sides of the first and second tubes 1163 and 1164 and fixedly connected to the first and second tubes 1163 and 1164. Wherein, power battery 25 joint is in locating part 1165 to improve power battery 25's installation stability.

As shown in fig. 11, as an alternative implementation, the limiting member 1165 includes a side plate 1165c and a main plate 1165d, the main plate 1165d is fixedly connected to the first pipe 1163 and the second pipe 1164, and the side plate 1165c is disposed on one side of the main plate 1165d and is fixedly connected to the main plate 1165d. The side plate 1165c may be disposed on the front side, the left side, the right side, and/or the rear side of the main plate 1165d, and may be specifically adjusted according to actual situations; the side plate 1165c and the main plate 1165d may be fixed by bolts.

As shown in fig. 9, as an implementation, the bottom beam 116 further includes a first buffer 1166, where the first buffer 1166 is clamped to the limiting member 1165. After the power cell 25 is mounted to the sill frame 116, a first buffer 1166 is at least partially disposed between the stopper 1165 and the power cell 25. The first buffer 1166 may be made of an elastic material such as rubber. Through the arrangement, the first buffer piece 1166 can provide buffer for the limiting piece 1165 and the power battery 25, and damage caused by collision between the power battery 25 and the limiting piece 1165 is avoided.

As shown in fig. 10 and 11, as one implementation, the motorcycle 100 further includes a sound generator 22 (refer to fig. 15). The base frame 116 further includes a fixing bracket 1167 for fixing the sound generating device 22, the fixing bracket 1167 is at least partially disposed between the first and second tubes 1163 and 1164, and the fixing bracket 1167 is further disposed on the lower sides of the first and second tubes 1163 and 1164. The sound generating device 22 may be a horn, a buzzer, or the like. Through the above-mentioned setting, can set up the mounting point of sound generating mechanism 22 on the roof beam frame 116 to reduce the mounting point of extra sound generating mechanism 22, improve the compact structure of frame 11, in addition, can also avoid sound generating mechanism 22's mounting point to expose, improve the guard action of frame 11 to sound generating mechanism 22, and then improve sound generating mechanism 22's life and job stabilization nature.

As shown in fig. 8, as an implementation, an abutment assembly 1118 is provided on the main frame 111, the abutment assembly 1118 is fixedly connected to the main frame 111, and the abutment assembly 1118 is also abutted to the upper side of the power battery 25. The abutting component 1118 is used for buffering the main frame 111 and the power battery 25, so that damage caused by collision between the power battery 25 and the main frame 111 is avoided, and the service lives of the main frame 111 and the power battery 25 are prolonged.

Specifically, the abutting assembly 1118 includes a fixing member 1118a and a second buffer member 1118b, the fixing member 1118a is connected to the main frame 111, the second buffer member 1118b is clamped to the fixing member 1118a, and the second buffer member 1118b abuts against the upper side of the power battery 25. The second cushion 1118b may be made of an elastic material such as rubber.

In the present embodiment, the frame 11 is formed with a mounting groove 119. Specifically, the bottom frame 116 and the main frame 111 are connected to each other to form a mounting groove 119. Wherein the mounting groove 119 extends in the left-right direction of the motorcycle 100. More specifically, the power battery 25 is mounted or dismounted from the side of the sill 116 where the side plates 1165c are provided, so that the power battery 25 can be fitted into the mounting groove 119 in the left-right direction.

As another implementation, the mounting groove 119 extends in the up-down direction of the motorcycle 100. Specifically, one end of the bottom beam frame 116 is separated from the main frame 111, and the other end of the bottom beam frame 116 is rotatably connected to the main frame 111, so that the mounting groove 119 can rotate around the end of the bottom beam frame 116 rotatably connected to the main frame 111, and further, a mounting groove 119 extending in the up-down direction of the motorcycle 100 is formed, so that the power battery 25 is fitted into the mounting groove 119 in the up-down direction of the motorcycle 100. Wherein the mounting groove 119 is formed by the engagement of the bottom frame 116 and the main frame 111. It is to be understood that the mounting groove 119 is not limited to the above-described embodiment, and the mounting groove 119 may be formed by a columnar structure extending in the up-down direction of the motorcycle 100 and having a hollow interior. A fixing structure for fixing the power battery 25 is provided at the bottom of the mounting groove 119. Wherein, fixed knot structure can set up to buckle structure, spout structure etc..

As shown in fig. 7, the power battery 25 extends substantially along a preset straight line 251, and on a horizontal plane 101 perpendicular to the up-down direction of the motorcycle 100, an acute angle α formed by the preset straight line 251 and the horizontal plane 101 is set to 15 ° or more and 35 ° or less; wherein the acute angle alpha formed by the preset straight line 251 and the horizontal plane 101 is open toward the front side of the motorcycle 100. Specifically, the acute angle α formed by the preset straight line 251 and the horizontal plane 101 is set to 20 ° or more and 30 ° or less. More specifically, the acute angle α formed by the preset straight line 251 and the horizontal plane 101 is set to 29 °. Through the arrangement, the space of the power battery 25 in the vertical direction of the motorcycle 100 can be prevented from being increased due to the overlarge acute angle alpha, and the space of the power battery 25 in the front-rear direction of the motorcycle 100 can be prevented from being increased due to the overlarge acute angle alpha, so that the space occupation rate of the power battery 25 can be reduced, the space utilization rate of the motorcycle 100 can be further improved, interference between the power battery 25 and the steering system 16 can be avoided, and the working stability of the motorcycle 100 can be improved.

In the present embodiment, the power battery 25 may be provided as a modularized battery, which may match the shape of the accommodation space 103, thereby improving the space utilization of the accommodation space 103, to improve the power of the power battery 25, thereby improving the cruising ability and space utilization of the motorcycle 100.

As one implementation, the distance between the foremost end of the power battery 25 and the axis of the front wheel 121 in the front-rear direction of the motorcycle 100 is set to a first distance L5, the distance between the rearmost end of the power battery 25 and the axis of the rear wheel 122 in the front-rear direction is set to a second distance L6, and the ratio of the first distance L5 to the second distance L6 is set to 0.41 or more and 0.78 or less. Specifically, the ratio of the first distance L5 and the second distance L6 is set to 0.5 or more and 0.68 or less. More specifically, the ratio of the first distance L5 and the second distance L6 is set to 0.59. Through the arrangement, the power battery 25 can be prevented from interfering with the normal operation of the suspension assembly 13, the steering system 16 and the walking assembly 12, and meanwhile, the compactness of the power battery 25 on the motorcycle 100 can be improved, so that the space utilization rate of the motorcycle 100 is further improved, and the normal operation of the motorcycle 100 is facilitated.

As one implementation, the distance between the axis of the front wheel 121 and the axis of the rear wheel 122 in the front-rear direction of the motorcycle 100 is the wheel axle distance L7, the distance between the lowermost end of the power battery 25 and the axis of the rear wheel 122 in the up-down direction is set to a third height H3, and the ratio between the third height H3 and the wheel axle distance L7 is set to 0.1 or more and 0.2 or less. Specifically, the ratio between the third height H3 and the wheelbase L3 is set to 0.13 or more and 0.17 or less. More specifically, the ratio between the third height H3 and the wheelbase L7 may also be set to 0.15.

In the present embodiment, the distance between the uppermost end of the power battery 25 and the axis of the rear wheel 122 in the up-down direction is set to the fourth height H4, and the ratio between the fourth height H4 and the wheel-axle distance L7 is set to 0.25 or more and 0.47 or less. Specifically, the ratio between the fourth height H4 and the wheelbase L7 is set to 0.3 or more and 0.42 or less. More specifically, the ratio between the fourth height H4 and the wheelbase L7 may also be set to 0.36.

By the above arrangement, the power battery 25 can be prevented from being excessively high in the up-down direction of the motorcycle 100, thereby facilitating the lowering of the center of gravity of the motorcycle 100 and further facilitating the improvement of the stability of the motorcycle 100. At the same time, it is also possible to prevent the power battery 25 from interfering with the normal operation of the steering system 16, the traveling assembly 12, and the like, due to the excessively low height of the power battery 25 in the up-down direction of the motorcycle 100, thereby improving the layout rationality of the power battery 25. In addition, by the above arrangement, it is also advantageous to improve the structural compactness and space utilization of the motorcycle 100.

As shown in fig. 12, as one implementation, the power battery 25 and the main frame 111 at least partially overlap as viewed from the up-down direction of the motorcycle 100. Specifically, the main frame 111 is disposed at least partially around the power battery 25. Through the arrangement, when the motorcycle 100 falls down accidentally, the main frame 111 can avoid the damage of the power battery 25 caused by direct impact, so that the protection effect of the main frame 111 on the power battery 25 can be improved, and the service life of the power battery 25 can be prolonged.

In the present embodiment, the width of the power battery 25 in the left-right direction of the motorcycle 100 is set to the battery width W1, and the maximum width of the main frame 111 in the left-right direction of the motorcycle 100 is set to the frame width W2. The ratio of the battery width W1 to the frame 11 width W2 is set to 0.7 or more and 0.9 or less. Specifically, the ratio of the battery width W1 to the frame width W2 is set to 0.75 or more and 0.85 or less. More specifically, the ratio of the battery width W1 to the frame width W2 may also be set to 0.84 or more. With the above arrangement, the frame width W2 can be prevented from being increased due to the excessive battery width W1, thereby improving the structural compactness of the motorcycle 100; it is also possible to avoid the reduction in the volume of the power battery 25 due to the excessively small battery width W1, thereby contributing to improvement in the cruising performance of the motorcycle 100. In addition, through the arrangement, the space range between the main frame 111 and the power battery 25 is reduced due to the overlarge battery width W1, so that the difficulty of wire arrangement between the power battery 25 and the driving motor 142 and other parts is reduced, and the structural compactness of the motorcycle 100 is improved.

As shown in fig. 13, as one implementation, the body cover 19 includes battery guards 191, and the battery guards 191 are provided on the left and right sides of the accommodation space 103 in the left-right direction of the motorcycle 100. On a symmetry plane 102 (refer to fig. 2) perpendicular to the left-right direction of the motorcycle 100, the projection of the battery protector 191 onto the symmetry plane 102 in the left-right direction is a first projection plane, the projection of the power battery 25 onto the symmetry plane 102 in the left-right direction is a second projection plane, and the portion of the second projection plane lying on the first projection plane is set as an overlapping plane.

Wherein the ratio of the area of the overlapping surface to the area of the second projection surface is set to 0.45 or more and 0.65 or less. Specifically, the ratio of the area of the overlapping surface to the area of the second projection surface is set to 0.5 or more and 0.6 or less. More specifically, the ratio of the area of the overlapping surface and the area of the second projection surface may also be set to 0.55. Through the arrangement, the battery protection plates 191 on two sides can be arranged to be of a structure which partly surrounds the power battery 25, and the exposed area of the power battery 25 is increased while the protection of the battery protection plates 191 on the power battery 25 is met, so that the use area of the battery protection plates 191 is effectively saved, the manufacturing cost of the battery protection plates 191 is reduced, the heat dissipation effect of the power battery 25 is improved, and the stable operation of the power battery 25 is facilitated.

The overlapping surface is partially disposed in front of the second projection surface in the front-rear direction and the up-down direction of the motorcycle 100, and the overlapping surface is also at least partially disposed in the lower part of the second projection surface, so that the battery guard 191 can protect at least the front side and the lower side of the power battery 25, that is, the exposed portion of the power battery 25 is on the rear side and the upper side of the power battery 25. As the motorcycle 100 is traveling, splashed silt, stones typically strike the power cell 25 from the front and/or underside of the motorcycle 100. Therefore, by the above arrangement, the heat radiation effect of the power battery 25 can be improved while the battery guard 191 better protects the power battery 25, thereby improving the operation stability and safety of the power battery 25.

As one implementation, the battery guard 191 is a transparent material. Through the arrangement, the visibility of the power battery 25 is improved, so that a driver can better observe the electric quantity of the power battery 25, the indication mark, whether the bulge exists or not and other adverse phenomena, and take corresponding measures in time, thereby prolonging the service life and improving the safety of the power battery 25.

Specifically, the battery guard 191 is at least partially connected to the main frame 111, thereby improving the reliability of the battery guard 191, so that the battery guard 191 better protects the power battery 25.

As an implementation manner, a clamping point 1911 is arranged at the front part of the battery protection plate 191, the clamping point 1911 is clamped with the main frame 111, a mounting point 1912 is arranged at the upper part of the battery protection plate 191, and the mounting point 1912 is fixedly connected with the main frame 111. With the above arrangement, the battery protector plate 191 can be firmly attached to the main frame 111, thereby realizing the installation of the battery protector plate 191.

As one implementation, the body panel 19 includes a lower panel 192, and the lower panel 192 is connected to the main frame 111, thereby improving the stability of the lower panel 192. Specifically, the lower guard 192 is at least partially disposed under the battery guard 191 in the up-down direction of the motorcycle 100, so that damage to the bottom of the power battery 25 by road stones or the like can be prevented, thereby improving the service life of the power battery 25.

In the present embodiment, a plurality of first connection points 1913 are provided on the lower side of the battery protection plate 191 in the up-down direction of the motorcycle 100, a plurality of second connection points 1921 are provided on the side of the lower protection plate 192 close to the battery protection plate 191, and the first connection points 1913 and the second connection points 1921 are fixedly connected. Wherein the number of the first connection points 1913 and the number of the second connection points 1921 are identical, so that the lower cover 192 can be firmly coupled to the battery cover 191.

More specifically, the lower guard plate 192 is further provided with a third connection point 1922, the third connection point 1922 is located at the rear portion of the lower guard plate 192, and the third connection point 1922 is fixedly connected with the main frame 111, so that the lower guard plate 192 can be firmly connected to the main frame 111, and connection stability of the lower guard plate 192 is improved.

It will be appreciated that the battery guard 191, the frame 11, and the lower guard 192 are connected to each other, and that the reliability of the connection between the battery guard 191 and the lower guard 192 can be improved, so that the battery guard 191 and the lower guard 192 better protect the power battery 25.

As shown in fig. 14 and 15, as one implementation, the lower guard 192 is connected to the frame 11 and forms a receiving space 103 that receives at least part of the power battery 25, i.e., the lower guard 192 protects the power battery 25. Furthermore, the motorcycle 100 further includes a sound generating device 22 provided on the frame 11, the sound generating device 22 being at least partially disposed in the accommodation space 103. Specifically, the lower guard plate 192 is provided with a plurality of sound emitting holes 1923, and the sound emitting holes 1923 are at least partially located at the lower side of the sound emitting device 22, so that sound generated by the sound emitting device 22 can be effectively transmitted to the outside of the receiving space 103 to improve the safety of the motorcycle 100. Specifically, on a horizontal plane 101 (refer to fig. 2) perpendicular to the up-down direction of the motorcycle 100, the projection of the sound emitting hole 1923 on the horizontal plane 101 in the up-down direction is set to a first projection plane, the projection of the sound emitting device 22 on the horizontal plane 101 in the up-down direction is set to a second projection plane, and the ratio of the area of the first projection plane to the area of the second projection plane is set to 0.3 or more and 0.45 or less. More specifically, the ratio of the area of the first projection surface to the area of the second projection surface is set to 0.35 or more and 0.4 or less. As an alternative embodiment, the ratio of the area of the first projection surface to the area of the second projection surface may also be set to 0.38. Through the arrangement, the penetrability of sound emitted by the sound emitting device 22 is improved under the condition that the requirement of the intensity of the sound emitting hole 1923 is met, so that the warning effect is better played, and the running safety of the motorcycle 100 is further improved. Wherein, the sound holes 1923 are uniformly distributed on the lower guard plate 192 to improve the sound quality of the sound device 22 after passing through the sound holes 1923.

As one implementation, the main frame 111 is connected to the floor frame 116 in the front-rear direction of the motorcycle 100, and the lower fender 192 is disposed at least partially on the underside of the floor frame 116. Wherein the sound emitting device 22 is disposed on the sill frame 116. Through the arrangement, the main frame 111, the bottom beam frame 116 and the lower guard plate 192 can better protect the sound generating device 22, thereby prolonging the service life of the sound generating device 22.

Specifically, the underside of the sill frame 116 is provided with a fixed bracket 1167, and the sound emitting device 22 is connected to the fixed bracket 1167. The connection mode between the sound generating device 22 and the fixing bracket 1167 is a bolt connection, so that the connection stability of the sound generating device 22 is improved.

As one implementation, the minimum distance L8 between the sound emitting device 22 and the lower guard 192 is set to 10mm or more and 20mm or less. Specifically, the minimum distance L8 between the sound emitting device 22 and the lower guard 192 is set to 12mm or more and 18mm or less. More specifically, the minimum distance L8 between the sound emitting device 22 and the lower guard 192 may also be set to 14mm or more and 16mm or less. With the arrangement, resonance of the sound generator 22 caused by too small distance between the sound generator 22 and the lower guard plate 192 during running can be avoided, so that sound generating quality of the sound generator 22 is improved; and can also avoid the too big and the penetrability that leads to the sound that sound generating apparatus 22 sent between sound generating apparatus 22 and lower backplate 192 to make sound generating apparatus 22 send to accommodation space 103 outside effectively, in order to play the warning effect, and then improved the travelling safety of motorcycle 100.

As one implementation, the minimum interval G5 between sound emitting holes 1923 is set to 3mm or more and 5mm or less. Specifically, the minimum interval G5 between sound emitting holes 1923 may also be set equal to 4mm. By the arrangement, the strength of the lower guard plate 192 can be prevented from being reduced due to the fact that the interval between the sound emitting holes 1923 is too small; and also, it is possible to prevent the sound emission from the sound emission device 22 from being deteriorated due to an excessively large interval between the sound emission holes 1923, thereby improving the running safety of the motorcycle 100.

In the present embodiment, the sound emitting holes 1923 may be provided as bar-shaped holes to facilitate the processing of the sound emitting holes 1923, thereby reducing the manufacturing cost of the sound emitting holes 1923; and also reduces damage to the sound emitting device 22 after foreign objects such as stones pass through the sound emitting holes 1923.

As shown in fig. 16 and 17, as one implementation, the body panel 19 includes a motor cover 193, the motor cover 193 being disposed at least partially around the drive motor 142, the motor cover 193 being disposed at least partially on the front side of the drive motor 142 in the front-rear direction of the motorcycle 100, thereby improving the protection of the drive motor 142. Specifically, the motor cover 193 is provided with the heat dissipation holes 1931, so that air can cool and dissipate heat of the driving motor 142 through the heat dissipation holes 1931 during the running process of the motorcycle 100, thereby improving the heat dissipation effect of the driving motor 142 and avoiding the influence on the normal operation of the driving motor 142 due to the overhigh surface temperature of the driving motor 142. On a projection plane 104 (refer to fig. 2) perpendicular to the front-rear direction of the motorcycle 100, the projection of the heat radiation hole 1931 on the projection plane 104 in the front-rear direction is a first projection plane, the projection of the motor cover 193 on the projection plane 104 in the front-rear direction is a second projection plane, and the ratio of the area of the first projection plane to the area of the second projection plane is set to 0.08 or more and 0.16 or less. Specifically, the ratio of the area of the first projection surface to the area of the second projection surface is set to 0.1 or more and 0.14 or less. Further, the ratio of the area of the first projection surface to the area of the second projection surface was set to 0.12. Through the arrangement, the structure strength of the motor shield 193 can be reduced due to the fact that the area of the radiating hole 1931 is too large, the damage of the driving motor 142 caused by the entering of foreign matters such as sediment, stones or liquid through the radiating hole 1931 can be prevented, the radiating effect of the driving motor 142 can be prevented from being reduced due to the fact that the area of the radiating hole 1931 is too small, and accordingly the structure strength of the motor shield 193 is met, the radiating effect of the motor shield 193 on the driving motor 142 is improved, and the normal operation of the driving motor 142 is facilitated.

In the present embodiment, the projection of the driving motor 142 onto the projection plane 104 in the front-rear direction of the motorcycle 100 is a third projection plane, and the ratio of the area of the second projection plane to the area of the third projection plane is set to 0.43 or more and 0.81 or less. Specifically, the ratio of the area of the second projection surface to the area of the third projection surface is set to 0.52 or more and 0.72 or less. More specifically, the ratio of the area of the second projection surface to the area of the third projection surface may also be set to 0.62. Through the arrangement, the motor shield 193 can be prevented from covering the excessive area of the driving motor 142 to reduce the heat dissipation effect of the driving motor 142, and the motor shield 193 can be prevented from covering the excessive area of the driving motor 142 to reduce the protection effect of the motor shield 193 on the driving motor 142, so that the heat dissipation effect of the driving motor 142 can be improved while the driving motor 142 is protected.

As an implementation manner, the lower side of the motor cover 193 extends along the rear lower side of the motorcycle 100 and is formed with a mud guard 1932, so that during the operation of the motorcycle 100, foreign matters such as silt, stones or liquid can be prevented from contacting or striking the driving motor 142, thereby facilitating the normal operation of the driving motor 142.

As one implementation, the vehicle body panel 19 further includes a first side cover 194 and a second side cover 195, where the first side cover 194 and the second side cover 195 are respectively connected to the left and right sides of the driving motor 142, so that the protection effect of the left and right sides of the driving motor 142 can be improved, thereby being beneficial to improving the service life of the driving motor 142.

Specifically, the drive motor 142 includes a drive portion 1422 and a transmission portion 1423, the first side cover 194 is disposed about the transmission portion 1423, and the second side cover 195 is disposed at least partially about the drive portion 1422. Here, the description will be given taking an example in which the transmission part 1423 is provided on the left side of the driving motor 142 and the driving part 1422 is provided on the right side of the driving motor 142.

More specifically, the first side cover 194 includes a fixed cover 1941 and a clamping cover 1942, and the fixed cover 1941 is fixedly connected to the left side surface of the driving motor 142, that is, the fixed cover 1941 is used to protect the transmission portion 1423, and the fixed cover 1941 is clamped with the clamping cover 1942. With the above arrangement, the assembling property of the first side cover 194 is advantageously improved, and at the same time, since the transmission portion 1423 does not need excessive cooling, the first side cover 194 is arranged around the transmission portion 1423 to better protect the transmission portion 1423, thereby improving the working efficiency and stability of the transmission portion 1423. In the present embodiment, the stationary cover 1941 is provided with an annular groove 1941a, a plurality of clamping holes 1941b and a plurality of mounting holes 1941c are provided in the annular groove 1941a, the clamping cover 1942 is at least partially provided in the annular groove 1941a and clamped with the clamping holes 1941b, and the mounting holes 1941c are connected to the driving motor 142 by fasteners.

More specifically, the second side cover 195 includes an annular cover 1951 and a circular cover 1952, the annular cover 1951 and the driving motor 142 being snapped, and the circular cover 1952 and the driving motor 142 being snapped and adhered, thereby facilitating an improvement in connection stability of the second side cover 195 and the driving motor 142. In the present embodiment, a heat dissipation gap is formed between the annular cover 1951 and the circular cover 1952, so that during running of the motorcycle 100, air cooling and heat dissipation can be performed on the driving portion 1422, and further unstable operation of the driving motor 142 due to excessive temperature of the driving motor 142 can be avoided.

As an alternative embodiment, on a symmetry plane 102 (refer to fig. 2) perpendicular to the left-right direction of the motorcycle 100, the projection of the heat radiation interval on the symmetry plane 102 in the left-right direction is an interval projection plane, the projection of the driving motor 142 on the symmetry plane 102 in the left-right direction is a motor-side projection plane, and the ratio of the area of the interval projection plane to the area of the motor-side projection plane is set to 0.21 or more and 0.41 or less. Specifically, the ratio of the area of the interval projection surface to the area of the motor-side projection surface is set to 0.25 or more and 0.36 or less. More specifically, the ratio of the area of the interval projection surface to the area of the motor-side projection surface may also be set to 0.31. With the above arrangement, the heat radiation effect of the second side cover 195 on the driving motor 142 can be improved while the protection effect of the second side cover 195 on the driving motor 142 is improved.

As shown in fig. 18 and 19, the motorcycle 100 further includes a display assembly 21 as one implementation. Wherein the frame 11 and the body cover 19 together constitute a body of the motorcycle 100, i.e., the body includes the frame 11 and the body cover 19, and a front portion of the body surrounds an accommodation space 103 formed to accommodate the power battery 25. The display assembly 21 is at least partially disposed on the vehicle body for displaying vehicle information of the motorcycle 100. Specifically, the display assembly 21 includes an instrument panel 211. The instrument panel 211 is at least partially disposed above the power battery 25, and the instrument panel 211 is disposed on the vehicle body, so that a driver can observe the instrument panel 211 conveniently, and the position of the instrument panel 211 on the steering handle 161 can be vacated, so that the instrument panel 211 can be prevented from influencing the rotation of the steering handle 161. In addition, by the above arrangement, damage to the instrument panel 211 when the motorcycle 100 falls can be avoided, thereby improving the service life of the instrument panel 211. In the present embodiment, the uppermost end of the instrument panel 211 is located below the uppermost end of the main frame 111 in the up-down direction of the motorcycle 100. Specifically, the instrument panel 211 is at least partially disposed between the first front frame 1112 and the second front frame 1113. Through the arrangement, the instrument panel 211 can be at least partially positioned in the main frame 111, namely, the instrument panel 211 can be positioned in the protection range of the first front frame 1112 and the second front frame 1113, so that the main frame 111 can protect the instrument panel 211 after the motorcycle 100 falls down, and the service life of the instrument panel 211 can be prolonged.

As one implementation, the vehicle body panel 19 includes an upper battery panel 196 on an upper side of the power battery 25, left and right sides of the upper battery panel 196 are connected to a first front frame 1112 and a second front frame 1113, respectively, and an instrument panel 211 is provided on the upper battery panel 196. Specifically, the left side of the upper battery plate 196 is fixedly connected to the first front frame 1112, and the right side of the upper battery plate 196 is fixedly connected to the second front frame 1113. With the above arrangement, the arrangement space on the steering handle 161 can be saved, and the attachment and detachment of the instrument panel 211 can be facilitated.

More specifically, the upper battery plate 196 is provided with a mounting hole 1961 and a mounting point 1962 provided around the mounting hole 1961, and the instrument panel 211 is at least partially provided in the mounting hole 1961, and the instrument panel 211 is also connected to the mounting point 1962, thereby improving the connection stability of the instrument panel 211 and the upper battery plate 196.

In the present embodiment, the instrument panel 211 and the battery upper plate 196 are fixedly connected by a fastener. Wherein, the fastener can be set up as the spare part that is used for fixed connection such as bolt, buckle. With the above arrangement, the instrument panel 211 can be easily assembled and disassembled, which is beneficial to improving the maintainability of the instrument panel 211.

As one implementation, the motorcycle 100 further includes a securing device 18 for securing the portable device. The fixture 18 is disposed on the connection assembly 1311. The fixing means 18 is at least partially arranged on the upper side of the steering handle 161. It will be appreciated that the space utilization on the motorcycle 100 can be improved by providing the dashboard 211 on the battery upper plate 196 such that the connection assembly 1311 reserves enough space to provide the securing device 18.

As one implementation, the display area of the dashboard 211 extends substantially along a predetermined plane 212, and an angle ζ formed between the predetermined plane 212 and the horizontal plane 101 is set to be equal to or greater than 0 ° and equal to or less than 15 ° on a horizontal plane 101 perpendicular to the up-down direction of the motorcycle 100. Specifically, an included angle ζ formed by the preset plane 212 and the horizontal plane 101 is set to be 3 ° or more and 10 ° or less. More specifically, the angle ζ between the preset plane 212 and the horizontal plane 101 may be set to 4.3 °. The display area of the dashboard 211 is an area for displaying images and information on the dashboard 211, and is a generally rectangular planar area. Through the above arrangement, the requirement of observing the instrument panel 211 when the driver is riding standing can be met, so that the driving interestingness of the motorcycle 100 is improved, meanwhile, the situation that the driver is difficult to observe the instrument panel 211 when riding standing can be avoided, and the safety accident caused by adjusting the sight or body angle of the driver for observing the instrument panel 211 is avoided, so that the safety of the motorcycle 100 is improved.

As one implementation, in the up-down direction of the motorcycle 100, the lowermost ends of the front wheels 121 and the rear wheels 122 are both located on the horizontal plane 101, and the distance H5 between the lowermost end of the instrument panel 211 and the horizontal plane 101 is set to 760mm or more and 870mm or less. Specifically, a distance H5 between the lowermost end of the instrument panel 211 and the horizontal plane 101 is set to 780mm or more and 840mm or less. More specifically, the distance H5 between the lowermost end of the instrument panel 211 and the horizontal plane 101 may also be set to 810mm. Through the above arrangement, it is possible to facilitate different drivers to observe the dashboard 211, thereby improving the versatility and man-machine interaction of the dashboard 211.

As shown in fig. 20, 21 and 22, as one implementation, the saddle assembly 15 includes a cushion pan 151 and a cushion body 152, the cushion body 152 being at least partially disposed on the cushion pan 151, and an air intake mechanism 153 being provided on the underside of the cushion pan 151 in the up-down direction of the motorcycle 100. Specifically, along the front-rear direction of the motorcycle 100, the air inlet mechanism 153 is provided with a first air inlet 1531 that is open forward, and the cushion body 152 is provided with a first air outlet 1521, and the first air inlet 1531 is communicated with the first air outlet 1521. Through the above arrangement, air is conveyed from the seat cushion body 152 to the contact portion between the rider and the saddle assembly 15 through the air inlet mechanism 153, thereby improving the ventilation effect of the saddle assembly 15 and further improving the comfort of the motorcycle 100.

On a projection plane 104 (refer to fig. 2) perpendicular to the front-rear direction of the motorcycle 100, the projection of the first air inlet 1531 on the projection plane 104 in the front-rear direction is set to be a first projection plane, the projection of the air inlet 153 on the projection plane 104 in the front-rear direction is set to be a second projection plane, and the ratio of the area of the first projection plane to the area of the second projection plane is set to be 0.42 or more and 0.78 or less. Wherein the ratio of the area of the first projection surface to the area of the second projection surface is set to 0.51 or more and 0.69 or less. More specifically, the ratio of the area of the first projection surface to the area of the second projection surface may also be set to 0.6. Through the above-mentioned setting, can avoid first air intake 1531 too big and reduce saddle subassembly 15 structural strength, can also avoid first air intake 1531 too little and lead to saddle subassembly 15 ventilation effect to descend to under the condition that satisfies saddle subassembly 15 structural strength, improve saddle subassembly 15 ventilation effect.

Specifically, the air inlet mechanism 153 is further provided with an air guiding surface 1532, and the air flowing into the first air inlet 1531 is conveyed to the first air outlet 1521 along the air guiding surface 1532. Through the above arrangement, the air guiding surface 1532 guides the air entering the first air inlet 1531, so that the air in the first air inlet 1531 flows into the first air outlet 1521, and the air transmission efficiency is improved.

As an implementation manner, the air intake mechanism 153 includes at least one first air intake mechanism 1533 and at least one second air intake mechanism 1534 disposed at a rear side of the first air intake mechanism 1533 along a front-rear direction of the motorcycle 100, and a length of the first air intake mechanism 1533 in the up-down direction of the motorcycle 100 is smaller than a length of the second air intake mechanism 1534 in the up-down direction. By the above arrangement, the first air intake mechanism 1533 can be prevented from affecting the air intake of the second air intake mechanism 1534, thereby improving the air intake efficiency of the air intake mechanism 153.

As one implementation, saddle assembly 15 further includes a ventilation cover 154, ventilation cover 154 being at least partially disposed between seat cushion pan 151 and seat cushion body 152, ventilation cover 154 being connected to seat cushion pan 151 and defining a ventilation cavity 155, and first air inlet 1531 being in communication with ventilation cavity 155. The ventilation cover 154 is provided with a second air outlet 1541 in communication with the ventilation cavity 155, and the second air outlet 1541 is also in communication with the first air outlet 1521. Through the above arrangement, the structural strength of the saddle block 15 can be improved, and the provision of the ventilation cover 154 is also advantageous in preventing muddy water or the like from entering the saddle block 15.

Specifically, on a horizontal plane 101 perpendicular to the up-down direction of the motorcycle 100, the projection of the first air outlet 1521 on the horizontal plane 101 in the up-down direction is a third projection plane, the projection of the second air outlet 1541 on the horizontal plane 101 in the up-down direction is a fourth projection plane, and the ratio of the area of the fourth projection plane to the area of the third projection plane is set to 0.05 or more and 0.1 or less. More specifically, the ratio of the area of the fourth projection surface to the area of the third projection surface is set to 0.06 or more and 0.09 or less. Further, the ratio of the area of the fourth projection surface to the area of the third projection surface may be set to 0.07. Through the above arrangement, the structural strength of the ventilation cover 154 can be reduced by avoiding the overlarge area of the second air outlet 1541, muddy water and the like entering the saddle assembly 15 due to the overlarge area of the second air outlet 1541 can be avoided, and less air output to the first air outlet 1521 due to the overlarge area of the second air outlet 1541 can be avoided, so that the ventilation effect of the ventilation cover 154 is improved under the condition of meeting the structural strength of the ventilation cover 154.

Further, the first air outlet 1521 is disposed at the rear of the seat cushion body 152, and the second air outlet 1541 is disposed at the front of the ventilation hood 154, so that the air flowing in from the air inlet mechanism 153 flows through the second air outlet 1541 from the first air outlet 1521 and is delivered to the contact portion between the rider and the saddle assembly 15.

As an implementation manner, the second air inlet 156 is formed on the front side of the ventilation cover 154 and the front side of the cushion bottom plate 151, and the second air inlet 156 is communicated with the ventilation cavity 155, so that in the running process of the motorcycle 100, the second air inlet 156 can convey air to the ventilation cavity 155, thereby improving the ventilation effect of the saddle assembly 15 and further improving the comfort of the motorcycle 100.

As one implementation, the saddle assembly 15 further includes a filtering mechanism 157, the filtering mechanism 157 being at least partially disposed between the vent cover 154 and the seat cushion body 152, the filtering mechanism 157 being disposed over the second air outlet 1541. The filtering mechanism 157 may be configured as a filter screen structure such as a silk screen or other structures for filtering. Through the above arrangement, in the running process of the motorcycle 100, sediment, stones or liquid and the like can be prevented from entering the saddle assembly 15 and contacting the driver, so that air can be smoothly conveyed to the first air outlet 1521, and the ventilation effect of the saddle assembly 15 is improved.

As an implementation manner, the portion of the cushion bottom plate 151 located at the rear side of the air intake mechanism 153 extends upward and is formed with a wind shielding protrusion 1511, the wind shielding protrusion 1511 divides the ventilation cavity 155 into a front cavity 1551 and a rear cavity 1552 located at the rear side of the front cavity 1551 along the front-rear direction of the motorcycle 100, and the first air intake 1531, the second air intake 156 and the second air outlet 1541 are all communicated with the front cavity 1551. Through the above-mentioned setting, can prevent that air from directly flowing out from back cavity 1552, and then improve the air output of second air outlet 1541, be favorable to improving the ventilation effect of cushion body 152, make ventilation cavity 155 be used for carrying the volume reduction of air simultaneously to improve ventilation cavity 155's air inlet efficiency.

Claims (10)

1. A motorcycle, comprising:

a frame;

a walking assembly comprising front and rear wheels connected to the frame;

a power system drivingly connected to the travel assembly;

a saddle assembly at least partially disposed on the frame;

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

the saddle assembly comprises a cushion bottom plate and a cushion body, wherein at least part of the cushion body is arranged on the cushion bottom plate, an air inlet mechanism is arranged on the lower side of the cushion bottom plate, an air guide surface and a first air inlet with a forward opening are arranged on the air inlet mechanism, a first air outlet is arranged on the cushion body, the first air inlet is communicated with the first air outlet, and air flowing into the first air inlet is conveyed to the first air outlet along the air guide surface.

2. The motorcycle according to claim 1, wherein on a projection plane perpendicular to a front-rear direction of the motorcycle, a projection of the first air intake port on the projection plane in the front-rear direction is set as a first projection plane, a projection of the air intake mechanism on the projection plane in the front-rear direction is set as a second projection plane, and a ratio of an area of the first projection plane to an area of the second projection plane is 0.42 or more and 0.78 or less.

3. The motorcycle of claim 1, wherein the air intake mechanism includes at least one first air intake mechanism and at least one second air intake mechanism provided on a rear side of the first air intake mechanism, a length of the first air intake mechanism in a vertical direction of the motorcycle being smaller than a length of the second air intake mechanism in the vertical direction.

4. The motorcycle of claim 1, wherein the saddle assembly further comprises a vent cover disposed at least partially between the seat pan and the seat cushion body.

5. The motorcycle of claim 4, wherein the ventilation cover and the seat cushion floor are connected and formed with a ventilation cavity, the first air inlet is communicated with the ventilation cavity, a second air outlet communicated with the ventilation cavity is arranged on the ventilation cover, and the second air outlet is also communicated with the first air outlet.

6. The motorcycle according to claim 5, wherein a projection of the first air outlet on a horizontal plane perpendicular to an up-down direction of the motorcycle is a third projection plane, a projection of the second air outlet on the horizontal plane in the up-down direction is a fourth projection plane, and a ratio of an area of the fourth projection plane to an area of the third projection plane is 0.05 or more and 0.1 or less.

7. The motorcycle of claim 5, wherein the first air outlet is provided at a rear portion of the seat cushion body, and the second air outlet is provided at a front portion of the ventilation hood.

8. The motorcycle of claim 5, wherein a second air inlet is formed in a front side of the ventilation cover and a front side of the seat cushion floor, the second air inlet communicating with the ventilation cavity.

9. The motorcycle of claim 5, wherein the saddle assembly further comprises a filter mechanism disposed at least partially between the vent cover and the seat cushion body, the filter mechanism being disposed over the second air outlet.

10. The motorcycle of claim 8, wherein a portion of the cushion pan located at the rear side of the air intake mechanism extends upward and is formed with a wind shielding protrusion that divides the ventilation cavity into a front cavity and a rear cavity located at the rear side of the front cavity, and the first air intake, the second air intake, and the second air outlet are all communicated with the front cavity.