CN220518482U

CN220518482U - Motorcycle

Info

Publication number: CN220518482U
Application number: CN202322001974.9U
Authority: CN
Inventors: 韦坤; 王凯达; 甘玉龙; 刘星海
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2023-07-27
Filing date: 2023-07-27
Publication date: 2024-02-23
Anticipated expiration: 2033-07-27

Abstract

The utility model discloses a motorcycle, which comprises: a frame, a walking assembly and a power system; the frame comprises a main frame arranged at the front end and an auxiliary frame arranged at the rear end of the main frame, and the main frame is fixedly connected with the auxiliary frame; the walking assembly is connected with the frame; the power system is at least partially arranged on the main frame; the frame still includes additional frame, and additional frame sets up to detachable connection with the main frame, and additional frame sets up in the below of main frame, and is provided with repacking piece mounting point and backplate mounting point on the additional frame, still integrates at least one in crossbeam mounting point, decorative board mounting point and the radiator mounting point on the additional frame. Through the arrangement, the integration degree of the frame is improved, and the appearance part is convenient to assemble and disassemble, so that the refittability of the vehicle is higher.

Description

Motorcycle

Technical Field

The utility model relates to the field of vehicle engineering, in particular to a motorcycle.

Background

The motorcycle is driven by the gasoline engine, and the two-wheel or tricycle with the front wheel steered by the handle is portable, flexible and fast to run, and is widely used for patrol, passenger and cargo transportation and the like, and also used as sports equipment. In the large direction, motorcycles are classified into street vehicles, road racing motorcycles, dirtbike, cruise vehicles, recreational vehicles, and the like.

In particular, dirtbikes, cruisers and recreational vehicles, are generally equipped with various retrofittable components at the front of the vehicle, such as retrofit, fenders, trim panels, etc., and existing frames do not facilitate the removal and replacement of the aforementioned components. Especially, the front end parts of the frame are more, the space available for the operation of a user is smaller, and if the user needs to refit the vehicle, the difficulty of disassembling the parts is higher.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide a motorcycle, wherein a plurality of mounting points are integrated on an engine guard bar of the motorcycle, so that the difficulty in disassembling parts to be modified in the vehicle modification process is reduced.

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

a motorcycle, comprising: a frame, a walking assembly and a power system; the frame comprises a main frame arranged at the front end and an auxiliary frame arranged at the rear end of the main frame, and the main frame is fixedly connected with the auxiliary frame; the walking assembly is connected with the frame; the power system is at least partially arranged on the main frame; the frame still includes additional frame, and additional frame sets up to detachable connection with the main frame, and additional frame sets up in the below of main frame, and is provided with repacking piece mounting point and backplate mounting point on the additional frame, still integrates at least one in crossbeam mounting point, decorative board mounting point and the radiator mounting point on the additional frame.

Further, the additional frame includes a first additional mount and a second additional mount, the first additional mount and the second additional mount being configured for fixed connection.

Further, the retrofit mounting point and the radiator mounting point are provided on the first additional mount, and the cross beam mounting point, the fender mounting point and the decorative board mounting point are provided on the second additional mount.

Further, the first additional mount is configured as a forging, the first additional mount being capable of being at least partially disposed in a chimeric fashion within the second additional mount.

Further, the first additional mounting member is configured as a tube member, the first additional mounting member is formed by extrusion, and the extruded first additional mounting member can be at least partially disposed in the second additional mounting member in a fitting manner.

Further, the additional frame further includes a cross member extending in the width direction, the cross member being detachably connected to the second additional mounting member through a cross member mounting point, the cross member being disposed in the middle of the second additional mounting member.

Further, the frame comprises a mounting assembly arranged at the lower end of the main frame, and the additional frame is detachably connected with the mounting assembly through a second additional mounting piece.

Further, the mounting assembly includes an additional mounting portion that is configured as a through hole or recess, and the additional frame is detachably connected to the main frame through the additional mounting portion.

Further, the main frame further includes a lower main pipe extending in a height direction of the motorcycle, and the additional frame is detachably connected with the lower main pipe of the main frame through a first additional mounting member.

Further, the refitted piece mounting point and the radiator mounting point are set to the through hole, and the backplate mounting point, the crossbeam mounting point and the decorative board mounting point are all set to the panel beating of being connected with the additional installed part of second.

The motorcycle uses the additional frame as a part of the frame, not only can the engine lower guard plate and the decorative cover be assembled, but also the frame strength can be increased, and the radiator and the cross beam can be assembled.

Drawings

FIG. 1 is a schematic view of a motorcycle in an embodiment of the present application;

FIG. 2 is a schematic view of a vehicle frame according to an embodiment of the present application;

FIG. 3 is a side view of a frame in an embodiment of the present application;

FIG. 4 is a top view of a frame in an embodiment of the present application;

FIG. 5 is a schematic view of a first mounting assembly according to an embodiment of the present application;

FIG. 6 is an enlarged view at A of FIG. 5 in an embodiment of the present application;

FIG. 7 is a schematic view of a first connection of a mounting assembly according to an embodiment of the present application;

FIG. 8 is a schematic view of a second connection of a mounting assembly according to an embodiment of the present application;

FIG. 9 is a schematic view of a second mounting assembly according to an embodiment of the present application;

FIG. 10 is a schematic view of a second mounting assembly according to an embodiment of the present application in a first perspective view coupled to a center support;

FIG. 11 is a second view of a second mounting assembly coupled to a center support according to an embodiment of the present application;

FIG. 12 is a schematic diagram illustrating the connection of an exhaust mechanism according to an embodiment of the present application;

FIG. 13 is a schematic illustration of the attachment of a shock absorbing assembly in an embodiment of the present application;

FIG. 14 is a schematic view of a triangular rocker arm in an embodiment of the present application;

FIG. 15 is a schematic view of an additional frame in an embodiment of the present application;

FIG. 16 is an exploded view of a footrest assembly in accordance with embodiments of the present application;

FIG. 17 is a cross-sectional view of a footrest assembly in accordance with embodiments of the present application;

FIG. 18 is an exploded view of a braking system according to an embodiment of the present application;

fig. 19 is an exploded view of the shift system in the embodiment of the present application.

Detailed Description

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

In the description of the present application, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or an implicit indication of the number of technical features being indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature.

The present application provides a motorcycle 100 as shown in fig. 1, including a frame 11, a body panel 12, a suspension assembly 13, a travel assembly 14, and a power system 15. The body panel 12 is at least partially disposed on the frame 11. Suspension assembly 13 is connected to frame 11, and travel assembly 14 is connected to frame 11 through suspension assembly 13. The power system 15 is at least partially disposed on the frame 11, and the power system 15 is in driving connection with the traveling assembly 14. The running gear 14 comprises a front wheel 141 arranged at the front end of the motorcycle 100 and a rear wheel 142 arranged at the rear end of the motorcycle 100, in particular the power system 15 is arranged at least partially in driving connection with the rear wheel 142. Also defined are front, rear, left, right, upper, lower sides as shown in fig. 1 as front, rear, left, right, upper, lower sides of the motorcycle.

As shown in fig. 2, as one implementation, the frame 11 is provided as a substantially symmetrical left-right tubular frame, and the frame 11 includes a main frame 111, a sub-frame 112, and an additional frame 113. The main frame 111 is provided on the front side of the sub-frame 112 and is fixedly connected to the sub-frame 112. The additional frame 113 is at least partially arranged on the underside of the main frame 111, and a detachable connection is provided between the additional frame 113 and the main frame 111.

Specifically, the main frame 111 includes a head pipe 1111, an upper main pipe 1112 and a riser 1113, the head pipe 1111 is at least partially connected to the suspension assembly 13, the upper main pipe 1112 is disposed between the head pipe 1111 and the riser 1113, one end of the upper main pipe 1112 is fixedly connected to the head pipe 1111, and the other end of the upper main pipe 1112 is fixedly connected to the riser 1113. The upper main pipe 1112 is provided so as to extend substantially from the head pipe 1111 to the rear lower side of the motorcycle 100, and the riser pipe 1113 is provided so as to extend substantially in the height direction of the motorcycle 100. An upper lateral pipe 1114 is provided between the upper main pipe 1112 and the riser pipe 1113, and the upper lateral pipe 1114 is provided to extend in the width direction. Wherein the upper main pipe 1112, the upper transverse pipe 1114 and the vertical pipe 1113 are fixedly connected, and the manners of fixedly connecting the three include, but are not limited to, welding and integral molding.

As shown in fig. 1 and 2, more specifically, the main frame 111 includes a bed inner plate 1115 fixedly coupled to a riser 1113, the main frame 111 further includes a center cross tube 1116 at least partially disposed between the pair of left and right bed inner plates 1115, and the center cross tube 1116 is disposed to extend substantially in the width direction. The suspension assembly 13 further includes a rear bottom fork 131, one end of the rear bottom fork 131 being rotatably coupled to the center cross tube 1116 and the other end of the rear bottom fork 131 being rotatably coupled to the rear wheel 142. By providing the base inner plate 1115 to strengthen the structural strength of the riser 1113, the impact of torsion generated by the shake of the rear wheels 142 on the main frame 111 is reduced, and deformation of the riser 1113 caused by torsion applied by the rear bottom fork 131 is avoided.

As shown in fig. 1 and 3, as one implementation, the subframe 112 includes an upper bracket 1121 and a lower bracket 1122 that are substantially distributed in a height direction, defining a longitudinal plane 101 that is perpendicular to a width direction of the motorcycle 100, and the motorcycle 100 is substantially bilaterally symmetrical with respect to the longitudinal plane 101. A first line 102 and a second line 103 are also defined. The projection of the upper main pipe 1112 on the longitudinal plane 101 in the width direction of the motorcycle 100 is arranged to extend substantially along the first straight line 102, and the projection of the upper bracket 1121 on the longitudinal plane 101 in the width direction of the motorcycle 100 is arranged to extend substantially along the second straight line 103. As an alternative embodiment, the angle α between the first straight line 102 and the second straight line 103 may be set to be 100 ° or more and 150 ° or less. Specifically, the angle α between the first straight line 102 and the second straight line 103 is set to 112 ° or more and 138 ° or less. More preferably, the angle α between the first straight line 102 and the second straight line 103 may be set to 125 °. The body panel 12 further includes a seat cushion 121, which allows a certain difference to be formed between the highest point of the body of the motorcycle 100 and the lowest point of the seat cushion 121, so that the height of the seat cushion 121 is reduced without lowering the body height of the motorcycle 100. In the case where the highest point of the body of the motorcycle 100 is unchanged, if the included angle α is too large, the difference between the highest point of the body of the motorcycle 100 and the lowest point of the seat cushion 121 is small, which is disadvantageous for the driver to support the motorcycle 100 when parking. If the included angle α is too small, the driver's riding comfort is reduced, although it is more advantageous for the driver to support the motorcycle 100.

In summary, by setting the included angle α between the upper main pipe 1112 and the upper bracket 1121, the driving requirements of drivers with different heights on the travel motorcycle are satisfied under the premise of ensuring the comfort of the driver riding the motorcycle 100. Because the motorcycle 100 proposed in this application is about 60% driving scene to be cross-country, under this scene of riding, the driver need adjust the posture of riding in order to guarantee that the vehicle passes through this driving scene better, and the driver needs to be ridden in standing and the position of sitting and is ridden back and forth between, and above-mentioned setting is more favorable to the driver to change the posture of riding in the in-process of riding.

As shown in fig. 3, one end of an upper bracket 1121 is fixedly connected with an upper main pipe 1112 through an upper connection point 1121a, and the other end of the upper bracket 1121 is fixedly connected with a lower bracket 1122; while one end of lower mount 1122 is fixedly coupled to upper mount 1121, the other end of lower mount 1122 is fixedly coupled to riser 1113 via lower connection point 1122 a. The projection of the axis of the head tube 1111 in the width direction on the longitudinal plane 101 is defined as a first projection line 104. The projection of the upper connection point 1121a onto the longitudinal plane 101 in the width direction is defined as a first projection point, and the projection of the lower connection point 1122a onto the longitudinal plane 101 in the width direction is defined as a second projection point. As an alternative embodiment, the upper and lower connection points 1121a and 1122a may be provided as through holes, and the upper and lower brackets 1121 and 1122 may be provided as fixed connections with the upper main pipe 1112 and the riser pipe 1113, respectively, by bolts. Specifically, when the upper connection point 1121a and the lower connection point 1122a are provided as circular through holes, the first projection point and the second projection point are defined as projections of the center of the through hole or the center of the circle in the width direction on the longitudinal plane 101, respectively, and when the upper connection point 1121a and the lower connection point 1122a are provided as other irregularly shaped connection means, the first projection point and the second projection point are defined as projections of the center of gravity point of the connection point or the intersection point between the axis of the subframe 112 and the axis of the upper main tube 1112 in the width direction on the longitudinal plane 101, respectively.

As shown in fig. 3, the interval between the first projection point and the second projection point is defined as a first mounting interval L1 of the sub-frame 112, and the interval between the second projection point and the first projection line 104 is defined as a second mounting interval L2 of the sub-frame 112. As an alternative embodiment, the ratio between the first mounting interval L1 and the second mounting interval L2 is set to 0.16 or more and 0.24 or less. Specifically, the ratio between the first mounting interval L1 and the second mounting interval L2 may also be set to 0.18 or more and 0.22 or less. More preferably, the ratio between the first mounting interval L1 and the second mounting interval L2 is set equal to 0.2. If the ratio between the first mounting interval L1 and the second mounting interval L2 is too large, this will cause the connection of the lower bracket 1122 and the riser 1113 to shift downward of the motorcycle 100, causing the subframe 112 to have an effect on the arrangement of the rear fork 131 and/or the rear wheel 142 in a space where the motorcycle 100 is otherwise compact. In addition, since about 60% of the driving scenes of the motorcycle 100 proposed in the present application are off-road, the vibration amplitude of the motorcycle 100 is larger than that of the on-road motorcycle, so that the subframe 112 needs to bear a larger pressure in the height direction, thereby avoiding the subframe 112 from being damaged. If the ratio between the first mounting interval L1 and the second mounting interval L2 is too small, the distance between the connection between the upper bracket 1121 and the main frame 111 and the connection between the lower bracket 1122 and the main frame 111 in the height direction will be smaller, and the connection strength between the sub-frame 112 and the main frame 111 cannot be ensured.

The arrangement ensures the compactness of the motorcycle 100 and simultaneously gives consideration to the connection strength between the auxiliary frame 112 and the main frame 111, thereby improving the wild and safety of the motorcycle 100 in the driving process.

As shown in fig. 4, further, a riding portion 1121b which is tightened in the direction of the longitudinal plane 101 is provided on the side of the upper bracket 1121 close to the main frame 111. The width between the upper bracket 1121 and the two upper connection points 1121a of the upper main pipe 1112 is defined as a first width L3. Specifically, the upper bracket 1121 is disposed in surface contact with the upper main pipe 1112, and the first width L3 is specifically defined herein as a distance between two contact surfaces between the upper bracket 1121 and the upper main pipe 1112. The width of the riding portion 1121b distributed in the width direction is defined as a second width L4, and specifically, the second width L4 is set as the shortest distance of the upper bracket 1121 distributed in the width direction. As an alternative embodiment, the ratio between the second width L4 and the first width L3 may be set to 0.7 or more and 1 or less. Specifically, the ratio between the second width L4 and the first width L3 may also be set to 0.75 or more and 0.95 or less. More preferably, the ratio between the second width L4 and the first width L3 is defined to be equal to 0.85. If the ratio between the second width L4 and the first width L3 is too large, the width of the riding portion 1121b will increase. Particularly in the motorcycle 100 type having a large body height, the seat cushion 121 or the sub-frame 112 interferes with the legs of the driver in the width direction, which is disadvantageous for the driver to support the motorcycle 100 in a stationary state of the vehicle; when the driver rides standing, the riding span 1121b which is narrower in the width direction has less influence on the legs of the driver, improving the comfort of the driver. In addition, since the width of the seat cushion 121 in the width direction is substantially identical to the width of the subframe 112 in the width direction, it is ensured that the subframe 112 has sufficient support for the seat cushion 121, and if the ratio between the second width L4 and the first width L3 is too small, the width of the riding portion 1121b is reduced, and thus the contact surface between the seat cushion 121 and the driver is reduced, so that the riding comfort of the driver cannot be satisfied.

It can be appreciated that the above arrangement also ensures driver riding comfort in situations where different driving scenarios are met for the driver.

As shown in fig. 3, the subframe 112 further includes a reinforcing rod 1123, the reinforcing rod 1123 is disposed between the upper bracket 1121 and the lower bracket 1122, and the reinforcing rods 1123 are symmetrically distributed on both left and right sides of the subframe 112 with respect to the longitudinal plane 101. One end of the reinforcing rod 1123 is fixedly connected to the riding portion 1121b of the upper bracket 1121, and the other end of the reinforcing rod 1123 is fixedly connected to the lower bracket 1122. So as to have a high structural strength after the riding portion 1121b of the upper bracket 1121 makes a change of tightening to one side of the longitudinal plane 101. Specifically, the reinforcing rod 1123 is provided as a hollow tubular frame, and the width of the reinforcing rod 1123 in the width direction is reduced by extrusion. Alternatively, the cross section of the reinforcing rod 1123 passing through the extrusion is substantially rectangular or elliptical in a direction perpendicular to the height direction. It should be noted that, since the motorcycle 100 further includes the battery 105 at least partially disposed on the sub-frame 112, the above-mentioned riding portion 1121b is tightened in the width direction, and in order to avoid interference between the battery 105 and the sub-frame 112, the above-mentioned arrangement is to provide more space between the left and right reinforcing bars 1123 by pressing the reinforcing bars 1123 to dispose the battery 105 of the motorcycle 100, thereby improving the compactness of the motorcycle 100.

To enhance the aesthetic appearance of the motorcycle 100, the body panel 12 is at least partially disposed between the upper bracket 1121 and the lower bracket 1122 so as to avoid the tube body of the frame 11 from being exposed. As can be seen from the foregoing, the motorcycle 100 proposed in the present application enables the driver to support the vehicle in a stationary state of the vehicle, and in order to ensure the comfort of the driver riding standing, the body panel 12 between the upper bracket 1121 and the lower bracket 1122 is also provided at least partially inside the reinforcement bar 1123. Thereby avoiding interference of the vehicle body panel 12 with the legs of the driver. Specifically, the upper bracket 1121, the lower bracket 1122, and the body panel 12 are disposed so as to at least partially overlap, as viewed in the height direction of the motorcycle 100.

As shown in fig. 5, as an implementation, the frame 11 further includes a mounting assembly 114 disposed at a lower portion of the main frame 111, and the mounting assemblies 114 are sequentially arranged in a left-to-right direction and are respectively defined as a first mounting member 1141, a second mounting member 1142, a third mounting member 1143, and a fourth mounting member 1144. Wherein, the first mounting member 1141 is fixedly connected with the second mounting member 1142, the third mounting member 1143 is fixedly connected with the fourth mounting member 1144, and the second mounting member 1142 is fixedly connected with the third mounting member 1143 through a lower transverse tube 1145 extending in the width direction.

As shown in FIG. 6, both the second mount 1142 and the third mount 1143 are fixedly connected to the riser 1113. Preferably, the second mount 1142 is connected to the riser 1113 by welding, and the third mount 1143 is also connected to the riser 1113 by welding. The end of the second mount 1142 adjacent to the riser 1113 is provided with a locating portion 1146 which is extendable into the riser 1113. The outer contour of the locating portion 1146 is configured to substantially conform to the inner contour of the riser 1113 such that the locating portion 1146 of the second mount 1142 is embedded within the riser 1113. By welding around the outer perimeter of the connection of riser 1113 to second mount 1142, errors in the welding process are reduced. In addition, the strength of the connection of the second mount 1142 and riser 1113 is increased by providing a detent 1146 embedded into riser 1113. Because the connection between the third mounting member 1143 and the riser 1113 is substantially identical to the connection between the second mounting member 1142 and the riser 1113, i.e., the third mounting member 1143 is also provided with a positioning portion 1146 that can be embedded in the riser 1113, which will not be described in detail herein.

As shown in fig. 7, as one implementation, the second and third mounting members 1142, 1143 are forgings that are substantially side-to-side symmetric about the longitudinal plane 101. The second 1142 and third 1143 mounting members are each provided with a lower cross tube mounting portion 1147; wherein, the lower cross tube mounting portion 1147 can be configured as a through hole or a recessed structure. Both ends of the lower cross pipe 1145 are disposed in the lower cross pipe mounting portions 1147 of the second mounting member 1142 and the third mounting member 1143, respectively, and a length L5 of the lower cross pipe 1145 extending in the width direction is set smaller than a maximum distance L6 of the second mounting member 1142 and the third mounting member 1143 distributed in the width direction. Both ends of the lower cross tube 1145 are welded to the second and third mounting members 1142 and 1143, respectively.

Further, the first mounting member 1141 is at least partially embedded within the lower cross tube mounting portion 1147 of the second mounting member 1142 and welded to the second mounting member 1142. The fourth mounting member 1144 is at least partially embedded within the lower cross tube mounting portion 1147 of the third mounting member 1143 and welded to the third mounting member 1143.

The above arrangement can satisfy the positioning of the first mounting member 1141 and the fourth mounting member 1144 in the width direction, so that the error is smaller when the first mounting member 1141 and the fourth mounting member 1144 are connected, the stability of the motorcycle 100 is improved, and the difficulty in the assembly process is lower.

The present application also provides another manner of assembly with respect to the mounting assembly 114 as shown in FIG. 8, with both the second mounting member 1142 and the third mounting member 1143 being provided with a lower cross tube mounting portion 1147; wherein the lower cross tube mounting portion 1147 is configured as a through hole. Both ends of the lower cross pipe 1145 pass through lower cross pipe mounting portions 1147 of the second and third mounting pieces 1142 and 1143, respectively, and a length L7 of the lower cross pipe 1145 extending in the width direction is set to be greater than a maximum distance L6 of the second and third mounting pieces 1142 and 1143 distributed in the width direction. The lower cross tube 1145 is welded to the second and third mounting members 1142, 1143, respectively.

Further, the first mounting member 1141 can be sleeved on one end of the lower cross tube 1145, and the first mounting member 1141 is fixedly connected to the second mounting member 1142 by welding at a connection between the first mounting member 1141 and the second mounting member 1142. The fourth mounting member 1144 can be sleeved on the other end of the lower cross tube 1145, and the fourth mounting member 1144 is fixedly connected to the third mounting member 1143 by welding at the connection between the fourth mounting member 1144 and the third mounting member 1143 in a circumferential manner.

As shown in fig. 5 and 6, as one implementation, the second mounting member 1142 and the third mounting member 1143 are each provided with an engine mounting portion 1148, a damper mounting portion 1149, and a center support mounting portion 1151. Specifically, the engine mount 1148 is at least partially disposed in the accommodation space formed around the main frame 111 and the additional frame 113. The powertrain 15 includes an engine (not shown) for driving the travel assembly 14, which is fixedly coupled to the main frame 111 via an engine mount 1148.

Further, a shock absorber mounting portion 1149 is provided rearward of the lower cross tube mounting portion 1147, and the suspension assembly 13 further includes a shock absorber assembly 132, the shock absorber mounting portion 1149 being adapted to connect the shock absorber assembly 132 of the motorcycle 100. In addition to being coupled to shock absorber mount 1149, shock absorber assembly 132 is rotatably coupled to upper cross tube 1114 and rear bottom fork 131, respectively. Since the shock absorber mounting portion 1149 is disposed between the center stay mounting portion 1151 and the lower cross tube 1145, the distance between the shock absorber mounting portion 1149 and the lower cross tube 1145 is shorter, so that the moment between the shock absorbing assembly 132 and the main frame 111 is smaller when in operation, the pressing force that the second mounting member 1142 and the third mounting member 1143 can withstand is greater, and deformation under the pressure of the shock absorbing assembly 132 is less likely. The service life of the second 1142 and third 1143 mounts is extended.

As one implementation, the center stay mounting portion 1151 is disposed rearward and below the shock absorber mounting portion 1149, and the frame 11 includes a center stay 116 for supporting the motorcycle 100, the center stay 116 being connected to the main frame 111 through the center stay mounting portion 1151. The center stay 116 is at least partially disposed within the center stay mounting portion 1151 and is capable of rotating about an axis of the center stay mounting portion 1151. Thereby avoiding interference of the center strut 116 with the shock absorbing assembly 132 during rotation.

It should be noted that the engine mounting portion 1148, the damper mounting portion 1149, and the center strut mounting portion 1151 can each be provided as a through hole to facilitate connection of the engine, the center strut 116, and the damper assembly 132 to the mounting assembly 114.

When the motorcycle 100 is erected on the ground by the center stay 116, as shown in fig. 6, the center stay 116 is forced to return in order to avoid the elastic force of the spring connected to the center stay 116. The second or third mounting member 1142 or 1143 is provided with a center stay stopper 1152, and the center stay stopper 1152 protrudes outward of the motorcycle 100. When the motorcycle 100 is erected on the ground by the center stay 116, at least part of the center stay 116 abuts against the center stay stopper 1152.

To sum up, the engine mount 1148, the lower cross tube mount 1147, the shock absorber mount 1149, and the center strut mount 1151 are integrally provided on the second mount 1142 and the third mount 1143, respectively. The welding process when fixing the center stay 116, the damper assembly 132 and the engine is reduced, and fewer welding processes can reduce the accumulated tolerance of the center stay 116, the damper assembly 132 and the engine in the assembly process, thereby enabling the motorcycle 100 to have better stability.

As shown in fig. 9 and 10, the present application also provides another embodiment of the mounting assembly 114, including the same first, second, third and fourth mounting members 1141, 1142, 1143, 1144 as in the above embodiment and distributed in the width direction in sequence. The mounting assembly 114 includes a first sheet metal member 1154 and a second sheet metal member 1155, the first sheet metal member 1154 and the second sheet metal member 1155 being distributed along the width direction of the motorcycle 100. One end of the first sheet metal part 1154 is detachably connected with the mounting assembly 114, and the other end of the first sheet metal part 1154 is rotatably connected with the middle support 116; one end of the second sheet metal member 1155 is detachably connected to the mounting assembly 114, and the other end of the second sheet metal member 1155 is rotatably connected to the center support 116. Through the integrated setting of first sheet metal component 1154, second sheet metal component 1155 and well propping 116, in the assembly process of well propping 116 and main frame 111, can accomplish the sub-group assembly of well propping 116 and relevant part in advance, then with well propping 166 and relevant part and main frame 111 connection to the installation degree of difficulty of well propping 116 has been reduced.

Specifically, the second mounting member 1142 and the third mounting member 1143 are each integrally provided with an engine mounting portion 1148, a lower cross tube mounting portion 1147, and a damper mounting portion 1149. The second mounting member 1142 is preset with a corresponding mounting portion for connecting the first sheet metal member 1154, and the second mounting member 1142 is detachably connected with the first sheet metal member 1154; the fourth mounting member 1144 is also provided with a corresponding mounting portion for connecting the second sheet metal member 1155, and the fourth mounting member 1144 is detachably connected to the second sheet metal member 1155.

Further, the first sheet metal member 1154 is disposed on the outer side of the second mounting member 1142, and the second sheet metal member 1155 is disposed on the outer side of the fourth mounting member 1144, thereby improving the convenience of retrofitting the middle support 116. It should be noted that the outer sides of the second mounting member 1142 and the fourth mounting member 1144 are both sides away from the longitudinal plane 101.

Through the arrangement, the middle support 116 is more convenient in the disassembling process, and the improvement and maintenance difficulty of the middle support 116 is reduced.

As shown in fig. 11, as an implementation manner, a middle support rotating member 1161 is provided between the middle support 116 and the first sheet metal member 1154, and the middle support rotating member 1161 can be integrally provided on the middle support 116 or the first sheet metal member 1154, and the middle support rotating member 1161 is substantially in an "i" shape when viewed from a perspective perpendicular to the width direction of the motorcycle 100. Taking the middle support rotating member 1161 as an example, the first sheet metal member 1154 is sleeved on the middle support rotating member 1161, and the first sheet metal member 1154 can rotate around the axis of the middle support rotating member 1161, so that the middle support 116 can be switched between the storage state and the open state. Further, a shaft sleeve 1161a is further arranged between the first sheet metal part 1154 and the middle support rotating part 1161, the shaft sleeve 1161a is sleeved on the middle support rotating part 1161, abrasion between the middle support rotating part 1161 and the first sheet metal part 1154 is reduced through the shaft sleeve 1161a, and meanwhile smoothness of the middle support 116 in the rotating process is improved. It can be appreciated that a corresponding middle support rotating member 1161 is also disposed between the second sheet metal member 1155 and the middle support 116, which will not be described herein.

Specifically, the middle support limit portion 1152 is disposed on the first sheet metal member 1154 and/or the second sheet metal member 1155. An elastic piece 1156 is arranged between the middle support 116 and the first sheet metal part 1154, one end of the elastic piece 1156 is fixedly connected with the middle support 116, and the other end of the elastic piece 1156 is fixedly connected with the first sheet metal part 1154. An elastic piece 1156 is also arranged between the middle support 116 and the second sheet metal part 1155, one end of the elastic piece 1156 is fixedly connected with the middle support 116, and the other end of the elastic piece 1156 is fixedly connected with the second sheet metal part 1155.

With the above arrangement, the center support 116 and its associated components are assembled by way of a team assembly to connect with the mounting component 114. It will be appreciated that the above arrangement reduces the complexity of the connection of the center support 116 to the mounting assembly 114 due to the greater number of center support 116 and its associated components and the relatively complex assembly, thereby improving the efficiency of assembly of the center support 116 and its associated components.

As shown in fig. 12, as one implementation, the power system 15 further includes an exhaust mechanism 151 extending substantially along the length of the motorcycle 100, the exhaust mechanism 151 being at least partially disposed on the fourth mount 1144, and the exhaust mechanism 151 also being at least partially disposed between the first sheet metal member 1154 and the second sheet metal member 1155.

Specifically, a reference plane 106 perpendicular to the height direction of the motorcycle 100 is defined, and the projection of the frame 11 in the height direction onto the reference plane 106 and the projection of the exhaust mechanism 16 in the height direction onto the reference plane 106 are arranged to substantially overlap. Therefore, the exhaust mechanism 16 is arranged at a position closer to the inner side of the frame 11, damage to a driver caused by overhigh temperature of a pipeline of the exhaust mechanism 16 is avoided, and the safety of the motorcycle 100 is improved. Further, the exhaust mechanism 16 positioned further toward the inside of the frame 11 can make the entire structure of the motorcycle 100 more compact.

As shown in fig. 13 and 14, as one implementation, the shock assembly 132 includes a rear shock 1321, a triangular rocker 1322, and a link 1323. The damper assembly 132 is rotatably coupled to the second and third mounting members 1142, 1143, respectively, via a link 1323. The triangular rocker arm 1322 includes a link connecting portion 1322a, a bottom fork connecting portion 1322b, and a shock absorbing connecting portion 1322c, the triangular rocker arm 1322 is rotationally connected with the link 1323 through the link connecting portion 1322a, the triangular rocker arm 1322 is rotationally connected with the rear bottom fork 131 through the bottom fork connecting portion 1322b, and the triangular rocker arm 1322 is also rotationally connected with the rear shock absorber 1321 through the shock absorbing connecting portion 1322 c. Wherein, the connecting rod connecting part 1322a, the bottom fork connecting part 1322b and the shock absorbing connecting part 1322c are all provided as through holes.

Specifically, the shock absorbing connection 1322c includes adjacent first and second mounting points 1322d and 1322e, and the rear shock absorber 1321 can be rotatably connected to the triangular rocker arm 1322 through any one of the first and second mounting points 1322d and 1322 e. When the rear shock absorber 1321 is connected to the first mounting point 1322d, the seat cushion 121 has a first height; when the rear shock absorber 1321 is connected to the second mounting point 1322e, the seat cushion 121 is at the second height. Through the above arrangement, the height adjustment of the seat cushion 121 is realized, thereby meeting the use demands of different drivers and improving the driving experience of the drivers. It will be appreciated that in order to effect a change in the location of the connection of rear shock absorber 1321, rear shock absorber 1321 is provided in releasable connection with both first mounting point 1322d and second mounting point 1322 e.

Note that, a line connecting the axis of the front wheel 141 and the axis of the rear wheel 142 is defined as a wheel axis of the motorcycle 100; wherein the axes of the two represent the respective rotation centers. The height of the seat cushion 121 refers to the distance that the lowest point of the seat cushion 121 extends to the wheel axis in the height direction of the motorcycle 100.

Specifically, when the triangular rocker 1322 is in the mounted state with the rear bottom fork 131, the link 1323, and the rear shock absorber 1321, the first mounting point 1322d is provided at the upper end of the second mounting point 1322e, and the first mounting point 1322d is provided rearward of the second mounting point 1322 e.

As shown in fig. 14, as an alternative implementation, the hole spacing L8 between the first mounting point 1322d and the second mounting point 1322e is set to 12mm or more and 18mm or less. Specifically, the hole spacing L8 between the first mounting point 1322d and the second mounting point 1322e is set to 14mm or more and 16mm or less. More preferably, the hole spacing L8 between the first mounting point 1322d and the second mounting point 1322e is set to 15mm or more. With the above arrangement, the excessive hole spacing between the first mounting point 1322d and the second mounting point 1322e is prevented from causing the seat cushion 121 to interfere with the rear fender of the motorcycle 100 during height adjustment. In addition, the effect of avoiding the too small hole spacing between the first mounting point 1322d and the second mounting point 1322e from causing the height adjustment of the seat cushion 121 is not sufficiently remarkable.

Alternatively, one end of the link 1323 is detachably connected to the link connecting portion 1322 a. Because the connecting rods 1323 are distributed on the left side and the right side of the triangular rocker 1322, the detachable connecting rods 1323 are arranged, so that the convenience of adjusting the connection position of the rear shock absorber 1321 is improved, and the connecting rods 1323 are prevented from interfering the rear shock absorber 1321 when the connection position of the rear shock absorber 1321 and the triangular rocker 1322 is adjusted.

As shown in fig. 15, in the present embodiment, the mounting assembly 114 further includes additional mounting portions 1153, the additional mounting portions 1153 being provided in a pair and being provided on the first mounting member 1141 and the fourth mounting member 1144, respectively; wherein the additional mount 1153 can be configured as a through hole or recessed structure. The additional frame 113 is detachably connected to the mounting assembly 114 by an additional mounting portion 1153. The mounting assembly 114 and the riser 1113 are fixedly coupled to allow for disassembly between the additional frame 113 and the main frame 111. With the arrangement, during the modification of the motorcycle 100, the influence of the disassembly of the additional frame 113 on the main frame 111 is reduced, thereby improving the stability of the motorcycle 100.

To promote retrofitting of the motorcycle 100 and to reduce the impact on the engine and the main frame 111 during retrofitting of the motorcycle 100. The present application provides an additional frame 113 that is easily removable, as shown in fig. 11, the additional frame 113 being removably connected to the main frame 111 by fasteners. Thereby ensuring stability of the motorcycle 100 after the retrofitting process.

As shown in fig. 15, as one implementation, the main frame 111 further includes a lower main pipe 1117 extending downward from the head pipe 1111. The lowermost end of the lower main pipe 1117 is provided with an engine mounting point 1117a, and the engine is fixedly connected with the main frame 111 through the engine mounting point 1117 a. Wherein the engine mounting point 1117a can be provided as a through hole. Because the additional frame 113 needs to meet the modification requirement of a driver, the additional frame 113 is likely to be frequently disassembled and assembled, and the above arrangement can avoid interference to the engine in the disassembly process of the additional frame 113, so that the motorcycle 100 can complete modification of the additional frame 113 without disassembling the engine, and the stability of the whole structure of the motorcycle 100 is ensured.

Specifically, a retrofit mounting point 1131 and a fender mounting point 1132 are provided on the additional frame 113, and at least one of a radiator mounting point 1133, a decorative board mounting point 1134, and a cross member mounting point 1135 can also be integrated on the additional frame 113. Wherein, the mode of setting up of above-mentioned mounting point can be through the mode of punching, and the mode of setting up of above-mentioned mounting point also can be the panel beating that sets up and be used for connecting corresponding component.

As shown in FIG. 15, as one implementation, the additional frame 113 includes a first additional mount 1136 and a second additional mount 1137, the additional frame 113 being removably coupled to the lower main tube 1117 of the main frame 111 by the first additional mount 1136, and the additional frame 113 being removably coupled to the mounting assembly 114 by the second additional mount 1137. The first additional mount 1136 and the second additional mount 1137 are fixedly coupled. Wherein the first additional mount 1136 is provided as a forging. Since the second additional mounting member 1137 is a tubular frame having a substantially annular cross section, the first additional mounting member 1136 can be disposed in the second additional mounting member 1137 in a fitting manner, and the first additional mounting member 1136 and the second additional mounting member 1137 can be fixedly connected by welding them in a circumferential manner at the connection of the two members. The above arrangement improves the connection strength between the first additional mounting member 1136 and the second additional mounting member 1137, and the structural strength of the first additional mounting member 1136, which is configured as a forging, is higher, so that the deformation of the connection part between the additional frame 113 and the main frame 111 after the additional frame 113 is assembled and disassembled for many times is avoided.

As another alternative implementation, the first additional mounting member 1136 is configured as a tube, and the first additional mounting member 1136 is extruded and the extruded first additional mounting member 1136 is connected to the second additional mounting member 1137 in an embedded manner. And the first additional mounting piece 1136 and the second additional mounting piece 1137 are fixedly connected in a circumferential welding mode. Thereby reducing the manufacturing difficulty and design cost of the additional frame 113.

As shown in fig. 15, in particular, the first additional mount 1136 is provided with a retrofit mounting point 1131, and a bumper (not shown) of the motorcycle 100 is connected to the additional frame 113 through the retrofit mounting point 1131. The retrofit mounting point 1131 is provided as a through hole, and the axis of the retrofit mounting point 1131 extends substantially in the width direction. Since the bumper of the motorcycle 100 has various specifications in terms of style and shape, in order to meet the use demands of different drivers, it is more convenient to mount and demount the bumper by providing the retrofit mounting point 1131 with an axis extending in the width direction.

Further, in addition to the retrofit mounting point 1131, a radiator mounting point 1133 is further provided on the first additional mounting member 1136, and the radiator mounting point 1133 is provided as a through hole. The powertrain 15 includes a radiator 152 disposed on the front side of the engine, the radiator 152 being detachably connected to the additional frame 113 through a radiator mounting point 1133. The radiator 152 is at least partially disposed on the main frame 111, and the radiator 152 is rotatably connected to the main frame 111. The lower part of the radiator 152 is connected to the additional frame 113 through a radiator mounting point 1133, and the connection strength between the main frame 111 and the additional frame 113 is reinforced through the radiator 152 while the radiator 152 is restrained.

More specifically, in order to avoid the radiator 152 and the bumper interfering with each other during installation, when the radiator mounting point 1133 is provided as a through hole, the axis of the radiator mounting point 1133 extends substantially in the length direction.

As shown in fig. 15, as one implementation, the apron mounting point 1132, the trim mounting point 1134, and the cross beam mounting point 1135 are integrally provided on the second additional mount 1137, and all of them are provided as a sheet metal connected to the second additional mount 1137. The second attachment mounting member 1137 has at least one apron attachment point 1132 disposed thereon. The body panel 12 includes a lower fender 122 disposed on the underside of the engine, the lower fender 122 being removably connected to a second attachment member 1137 by a fender mounting point 1132.

Specifically, the second attachment mounting member 1137 has at least one trim board mounting point 1134 disposed thereon. The body panel 12 includes trim panels (not shown) disposed on the left and right sides of the motorcycle 100 that are detachably connected to the second attachment member 1137 by trim panel mounting points 1134.

Further, the additional frame 113 further includes a cross member 1138 extending in a substantially widthwise direction, and a cross member mounting point 1135 is provided in a middle portion of the second additional mounting member 1137. The second additional mounting members 1137 are arranged as paired and symmetrically distributed tubular frames, the cross member 1138 is detachably connected with the second additional mounting members 1137 through cross member mounting points 1135, and the cross member 1138 is arranged between the paired second additional mounting members 1137, thereby increasing the overall structural strength of the additional frame 113. Through the arrangement, since the left and right pair of additional frames 113 are connected through the cross beam 1138, the space occupied by the additional frames 113 can be reduced by detaching the cross beam 1138 in the loading process of the additional frames 113, so that the additional frames 113 are more convenient in the loading process, and the utilization rate of the loading space can be improved when the additional frames 113 are packaged.

As an alternative implementation, the second additional mount 1137 is integrated with the fender mounting point 1132 and the trim panel mounting point 1134, and the weight of the motorcycle 100 can be reduced by eliminating the cross member 1138 and the cross member mounting point 1135 while meeting the retrofitting requirements of the motorcycle 100 and the structural strength of the additional frame 113 itself.

To sum up, by providing a detachable additional frame 113, and integrating retrofit mounting points 1131, fender mounting points 1132, radiator mounting points 1133, trim board mounting points 1134, and/or cross beam mounting points 1135 on the additional frame 113. On the premise of meeting the stability of the whole motorcycle 100, the repairability of the motorcycle 100 is improved, so that a driver has better use experience.

As shown in fig. 16, as one implementation, the motorcycle 100 further includes a pedal assembly 17 for a driver to tread, and the pedal assembly 17 is at least partially disposed on the main frame 111. The pedal assemblies 17 are disposed on the left and right sides of the motorcycle 100, respectively, i.e., the pedal assemblies 17 are fixedly coupled to the first and fourth mounting members 1141 and 1144, respectively. The foot assembly 17 includes a foot support 171 and a foot support gel 172 at least partially disposed on the foot support 171. The pedal rubber 172 is inserted into the pedal seat 171 in the height direction of the motorcycle 100 and is engaged with the pedal seat 171.

As shown in fig. 16 and 17, specifically, a pedal limiting hole 1711 penetrating the pedal seat 171 is provided on the bottom surface of the pedal seat 171, and the pedal rubber 172 includes a rubber extension 1721 extending along the axial direction of the pedal limiting hole 1711, and the rubber extension 1721 is at least partially penetrating the pedal limiting hole 1711. The length of the rubber extension 1721 extending axially along the pedal limiting hole 1711 is defined as L9, and the thickness of the pedal limiting hole 1711 extending axially along itself is defined as L10. The length L9 of the rubber extension 1721 is set to be greater than the thickness L10 of the pedal limit hole 1711. The above arrangement limits the displacement of the pedal rubber 172 along any direction perpendicular to the axis of the pedal limiting hole 1711, reduces the number of parts for positioning and fixing the pedal rubber 172, thereby reducing the loading and unloading difficulty of the pedal rubber 172 and lowering the cost of the pedal assembly 17.

As shown in fig. 16, a rubber stopper 1722 is formed around the outer edge of the rubber extension 1721 to abut against the pedal seat 171. The contour of the rubber stopper 1722 is substantially circular, the length of the rubber stopper 1722 along the radial direction thereof is defined as L11, and the length of the pedal stopper hole 1711 along the radial direction thereof is defined as L12. The length L11 of the rubber stopper 1722 is greater than the length L12 of the pedal stopper hole 1711. Through the arrangement, the pedal rubber 172 is clamped with the pedal seat 171, so that the mounting difficulty of the pedal rubber 172 is reduced, and the pedal rubber 172 is convenient to detach.

It will be appreciated that since the pedal rubber 172 is provided as a rubber material, the pedal rubber 172 has a certain ductility. In the process of disassembling the pedal rubber 172, the rubber limiting portion 1722 is deformed by pressing the rubber limiting portion 1722, that is, the deformed rubber limiting portion 1722 at least can pass through the pedal limiting hole 1711. Further, since the contour of the rubber stopper 1722 is substantially circular, the rubber stopper 1722 can obtain a substantially uniform force enough to pass through the pedal stopper hole 1711 in any direction, so that the pedal rubber 172 can be removed more conveniently.

As shown in fig. 16, more specifically, the rubber stopper 1722 is provided to be flat toward one side end surface of the pedal seat 171, so that the connection between the pedal rubber 172 and the pedal seat 171 is more stable when the pedal rubber 172 is engaged with the pedal seat 171. The lateral end surface of the rubber stopper 1722, which is far away from the pedal seat 171, is provided with an arc surface, so that the pedal rubber 172 and the pedal seat 171 are more conveniently installed in the installation process of the pedal rubber 172.

Because the motorcycle 100 that this application proposed is about 60% driving scene is cross-country, under this scene of riding, the driver often does not carry supporting extracting tool, and above-mentioned setting has been promoted the convenience that pedal rubber 172 was dismantled in order to make pedal rubber 172 realize the possibility that no instrument was dismantled.

As shown in fig. 16, as an implementation manner, a pedal limiting portion 1712 is provided on a sidewall of the pedal seat 171 away from the limiting hole, and a rubber limiting hole 1723 into which the pedal limiting portion 1712 is inserted is provided on the pedal rubber 172. When the pedal rubber 172 is connected with the pedal seat 171, the pedal limiting portion 1712 is inserted into the rubber limiting hole 1723, and the pedal rubber 172 is limited by the cooperation of the pedal limiting portion 1712 and the rubber limiting hole 1723. Then, the rubber extension portion 1721 is inserted into the pedal limiting hole 1711 and abuts against the pedal seat 171 through the rubber limiting portion 1722. The above-mentioned mounting means realizes the location and the installation of pedal rubber 172 through pedal rubber 172 self ductility, has reduced the required fastener's of fixed pedal rubber 172 quantity, reduces the assembly difficulty of pedal rubber 172, and the required fastener quantity is less reaches the purpose that reduces pedal assembly 17 cost.

Specifically, when the pedal assembly 17 is in the open state, the pedal seat 171 extends substantially in the width direction of the motorcycle 100, and the pedal limiting portions 1712 and the pedal limiting holes 1711 are distributed substantially at both ends of the pedal seat 171 in the width direction, so as to prevent uneven force distribution when the driver steps on the pedal assembly 17 from causing one side of the pedal rubber 172 to lift up, thereby making the pedal rubber 172 more stable when connected to the pedal seat 171. The open state of the pedal assembly 17 refers to a state in which the driver can step on the pedal assembly, and the corresponding pedal assembly also has a folded-in storage state. In addition, in order to enhance the limiting effect of the pedal rubber 172, the number of pedal limiting holes 1711 is set to at least one, and the number of rubber extensions 1721 is defined to be equal to or less than the number of pedal limiting holes 1711.

In the present embodiment, the pedal assembly 17 includes a left pedal 173 and a right pedal 174 provided on the left and right sides of the motorcycle 100, respectively, and the structures of the left pedal 173 and the right pedal 174 are substantially identical. So that the left pedal 173 and the right pedal 174 can be replaced with each other. It will be appreciated that the above arrangement reduces the number of dies that need to be opened to produce the footrest assembly 17, thereby reducing the cost of producing the footrest assembly 17.

It can be appreciated that the above arrangement reduces the number of fasteners required to secure the pedal rubber 172, and the pedal rubber 172 does not need to use a corresponding tool during the loading and unloading process, thereby improving the convenience of loading and unloading the pedal rubber 172.

As shown in fig. 18, as one implementation, the motorcycle 100 further includes a brake system 18, and the brake system 18 includes a brake pedal lever 181 and a pedal bracket 182 that can be stepped on by a driver, and the brake pedal lever 181 is rotatably connected to the pedal bracket 182. The driver depresses the pedal bracket 182 to cause the pedal bracket 182 to rotate the brake pedal lever 181, thereby effecting a braking operation of the motorcycle 100.

Specifically, the brake pedal lever 181 extends substantially in the longitudinal direction of the motorcycle 100, and a pedal lever attachment portion 1811 for attaching the pedal bracket 182 is provided on the brake pedal lever 181. One end of the pedal bracket 182 is provided with a pedal connecting portion 1821 for connecting the brake pedal lever 181. When the pedal bracket 182 is connected to the brake pedal lever 181, the pedal lever mounting portion 1811 is at least partially disposed in a space formed around the pedal connecting portion 1821. The fastener 183 is sequentially provided through the pedal connecting portion 1821 and the pedal lever mounting portion 1811, and the axis of the fastener 183 extends in the height direction. The pedal bracket 182 is rotatable relative to the brake pedal lever 181 about the axis of the fastener 183 as a rotation axis.

Further, a pedal lever elastic member 184 is disposed at the connection between the pedal lever mounting portion 1811 and the pedal connecting portion 1821, and the pedal lever elastic member 184 is sleeved on the fastener 183; wherein the pedal lever elastic member 184 can be provided as a torsion spring or a compression spring. One end of the pedal lever elastic member 184 abuts against the pedal connecting portion 1821, and the other end of the pedal lever elastic member 184 abuts against the pedal lever mounting portion 1811. When the pedal bracket 182 is rotated about the axis of the fastener 183, the pedal lever elastic member 184 abutting the pedal connecting portion 1821 is deformed by force. At this time, the pedal bracket 182 is in a folded state. The pedal bracket 182 can be forced to return by the elastic force of the pedal lever elastic member 184 after the pedal bracket 182 rotates, thereby changing the pedal bracket 182 from the folded state to the unfolded state.

More specifically, the rear portion of the brake pedal lever 181 is further provided with a pedal lever stopper portion 1812, and the pedal lever stopper portion 1812 is provided rearward of the pedal lever mounting portion 1811. When the pedal bracket 182 is in the unfolded state, the pedal bracket 182 abuts against the pedal lever stopper 1812. When the elastic force of the pedal lever elastic member 184 drives the pedal bracket 182 to return, the pedal bracket 182 is restricted from rotating around the axis of the fastener 183 by the pedal lever stopper 1812, and damage during return of the pedal bracket 182 and the pedal lever elastic member 184 is avoided.

With the above arrangement, when the motorcycle 100 is turned on its side, the pedal bracket 182 can be folded under the pressing force from the ground, avoiding the damage of the pedal bracket 182. By providing the pedal lever elastic member 184 so that the pedal bracket 182 has an automatic return function in the case where the pressing force is removed, the service life of the brake pedal lever 181 is prolonged.

As shown in fig. 19, as one implementation, the motorcycle 100 further includes a gear shift system 19, the gear shift system 19 being at least partially disposed forward of the pedal assembly 17. The gear shift system 19 includes a gear shift lever 191 and a gear shift link 192 that can be stepped on by a driver, and a rotational connection is provided between the gear shift lever 191 and the gear shift link 192.

Specifically, a reset member 193 is provided at the joint between the shift pedal lever 191 and the shift link 192, one end of the reset member 193 is in contact with the shift link 192, and the other end of the reset member 193 is in contact with the shift pedal lever 191; wherein the return member 193 is provided as at least one of a torsion spring and a compression spring. The gear step lever 191 and the gear link 192 are riveted by a fastener 194, and the fastener 194 is inserted into the return member 193. When the shift pedal lever 191 is connected to the shift link 192, the shift pedal lever 191 can rotate about the axis of the fastener 194. So that gear shifting lever 191 can be rotated about the axis of fastener 194 to a retracted position under the influence of the applied pressure as motorcycle 100 is tipped over. At this time, the return member 193 is deformed by the rotation of the shift pedal lever 191, and the shift pedal lever 191 is forced to return to the open position when the pressure is lost by the elastic potential energy collected by the return member 193.

Through the above arrangement, the gear shifting pedal lever 191 is more flexible, and automatic contraction can be realized when the motorcycle 100 is dumped, so that the damage to the gear shifting system 19 is avoided.

In the description of the present application, it is to be understood that the description "one component is located inside the other component" means that one component is located on the side of the other component remote from the body panel or from the outer surface of the motorcycle.

In the description of the present application, it is to be understood that the term "longitudinal direction" refers to a direction parallel to the front-rear direction of the vehicle in the driving state of the motorcycle driver, the term "width direction" refers to a direction parallel to the left-right direction of the vehicle in the driving state of the motorcycle driver, and the term "height direction" refers to a direction parallel to the up-down direction of the vehicle in the driving state of the motorcycle driver.

It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

Claims

1. A motorcycle, comprising:

the vehicle frame comprises a main frame arranged at the front end and an auxiliary frame arranged at the rear end of the main frame, and the main frame is fixedly connected with the auxiliary frame;

The walking assembly is arranged below the frame;

a power system at least partially disposed on the main frame;

the automobile frame is characterized by further comprising an additional frame, wherein the additional frame is detachably connected with the main frame, the additional frame is arranged below the main frame, a refitted piece mounting point and a guard plate mounting point are arranged on the additional frame, and at least one of a crossbeam mounting point, a decorative plate mounting point and a radiator mounting point is further integrated on the additional frame.

2. A motorcycle according to claim 1, wherein,

the additional frame comprises a first additional mounting piece and a second additional mounting piece, and the first additional mounting piece is fixedly connected with the second additional mounting piece.

3. A motorcycle according to claim 2, wherein,

the retrofit mounting point and the radiator mounting point are disposed on the first additional mount, and the cross beam mounting point, the fender mounting point and the decorative board mounting point are disposed on the second additional mount.

4. A motorcycle according to claim 2, wherein,

The first additional mount is configured as a forging, which can be arranged at least partially in a fitting manner in the second additional mount.

5. A motorcycle according to claim 2, wherein,

the first additional mounting piece is arranged as a pipe fitting, the first additional mounting piece is formed by extrusion, and the extruded first additional mounting piece can be at least partially arranged in the second additional mounting piece in a jogged mode.

6. A motorcycle according to claim 2, wherein,

the additional frame further comprises a cross beam extending in the width direction, the cross beam is detachably connected with the second additional mounting piece through a cross beam mounting point, and the cross beam is arranged in the middle of the second additional mounting piece.

7. A motorcycle according to claim 2, wherein,

the frame comprises a mounting assembly arranged at the lower end of the main frame, and the additional frame is detachably connected with the mounting assembly through a second additional mounting piece.

8. A motorcycle according to claim 7, wherein,

the mounting assembly comprises an additional mounting part which can be arranged into a through hole or a concave structure, and the additional frame is detachably connected with the main frame through the additional mounting part.

9. A motorcycle according to claim 2, wherein,

the main frame further comprises a lower main pipe extending along the height direction of the motorcycle, and the additional frame is detachably connected with the lower main pipe of the main frame through the first additional mounting piece.

10. A motorcycle according to claim 2, wherein,

the repacking piece mounting point with the radiator mounting point sets up to the through-hole, backplate mounting point the crossbeam mounting point with the decorative board mounting point all set up to with the panel beating that the additional installed part of second is connected.