CN220743247U

CN220743247U - Motorcycle

Info

Publication number: CN220743247U
Application number: CN202322358630.3U
Authority: CN
Inventors: 王朝阳; 潘及智
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2023-05-19
Filing date: 2023-08-30
Publication date: 2024-04-09
Anticipated expiration: 2033-08-30
Also published as: CN220577434U; CN220616052U; CN220577432U; CN220577436U; CN220577433U; CN220577431U; CN220595095U; CN220721285U; CN220721286U; CN220720730U; CN220577435U; CN220577410U; CN220616051U; CN220743248U

Abstract

The application discloses a motorcycle comprising a frame, a power system, a walking assembly and a body panel, wherein the power system is at least partially supported by the frame; the body panel is at least partially disposed on the frame; the pedal mechanism is used for placing the legs of the driver; the frame also comprises lower brackets arranged below the main frame, and the lower brackets are distributed along the width direction of the motorcycle; the pedal mechanism is detachably connected with the lower brackets distributed along the width direction of the motorcycle, and the motorcycle further comprises a braking component and a gear shifting component which are at least partially arranged between the pedal components; the shift assembly and the brake assembly are disposed at least partially overlapping the pedal mechanism as viewed in a width direction of the motorcycle. The arrangement mode can enable the installation of the pedal mechanism to be more compact, the installation integration level is higher, and the brake assembly or the pedal assembly is reduced from being exposed.

Description

Motorcycle

Technical Field

The present utility model relates to a vehicle, and more particularly, 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 to a cruising motorcycle, compared with a racing motorcycle and an off-road motorcycle, the cruising motorcycle is provided with a pedal assembly which is positioned at the front, so that a driver can keep a straight posture when riding, and the riding posture is more comfortable.

The riding posture of the cruising vehicle is such that the pedal mechanism of the cruising vehicle is generally arranged in a relatively forward position, in particular, the pedal mechanism is arranged substantially below the power assembly, and the pedal mechanism further comprises a brake assembly and a gear shifting assembly fixedly connected with the pedal mechanism, but the space of the lower frame tube member of the power assembly is limited, the fixed position is insufficient, and the pedal assembly and the parts connected with the pedal assembly are difficult to reasonably arrange.

Disclosure of Invention

In order to solve the defects in the prior art, the utility model aims to provide a motorcycle with a compact pedal mechanism.

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

a motorcycle comprises a frame, wherein the frame comprises a main frame and an auxiliary frame arranged at the rear end of the main frame; a power system at least partially supported by the frame; the traveling assembly comprises a front traveling wheel arranged at the front end of the motorcycle and a rear traveling wheel arranged at the rear end of the motorcycle; a body panel at least partially disposed on the frame; the pedal mechanism is used for placing the legs of the driver; the frame also comprises lower brackets arranged below the main frame, and the lower brackets are distributed along the width direction of the motorcycle; the pedal mechanism is detachably connected with the lower brackets distributed along the width direction of the motorcycle, and the motorcycle further comprises a braking component and a gear shifting component which are at least partially arranged between the pedal components; the shift assembly and the brake assembly are disposed at least partially overlapping the pedal mechanism as viewed in a width direction of the motorcycle.

Further, the pedal mechanism comprises a first pedal assembly, and the first pedal assembly and the gear shifting mechanism are detachably connected with the lower bracket through a front mounting point; the shift mechanism is at least partially disposed between the lower bracket and the first pedal assembly.

Further, the gear shifting assembly comprises a gear shifting pedal rod and a connecting rod, wherein the connecting rod is rotatably connected with the gear shifting pedal rod, and the gear shifting pedal rod is fixedly connected with the lower bracket through a front mounting point.

Further, the footrest mechanism further includes a second footrest assembly fixedly coupled to the lower bracket via a front mounting point and a rear mounting point, respectively.

Further, a brake assembly is at least partially disposed between the second pedal assembly and the lower bracket, the brake assembly being at least partially disposed in fixed connection with the lower bracket via the front mounting point.

Further, the motorcycle further comprises a brake assembly, the brake assembly comprises a brake pedal and a brake pump, the brake pedal and the brake pump are fixedly connected, and the brake pedal is fixedly connected with the lower bracket through a front mounting point.

Further, the pedal mechanism comprises a mounting portion and pedals, wherein one side, facing the power system, of the mounting portion is fixedly connected with the lower bracket through a front mounting point and a rear mounting point, and one side, far away from the power assembly, of the mounting portion is rotatably connected with the pedals.

Further, at least a part of the body cover is provided on the first pedal assembly, and the body cover and the link are provided so as to at least partially overlap as viewed in the width direction of the motorcycle.

Further, the pedal mechanism further comprises an auxiliary pedal assembly, the frame further comprises an additional frame arranged at the rear end of the auxiliary frame, the additional frame is detachably connected with the auxiliary frame, and the auxiliary pedal assembly is at least partially arranged on the additional frame.

Further, the first pedal assembly is disposed on the left side of the motorcycle and the second pedal assembly is disposed on the right side of the motorcycle.

Through setting up pedal subassembly on the lower bracket, further, will set up to the concurrent installation with pedal mechanism fixed connection's brake subassembly and pedal mechanism, will set up to fixed connection with pedal mechanism fixed connection's gearshift and pedal mechanism, this kind of setting up mode can make pedal mechanism's installation compacter, and the installation integrated level is higher, reduces brake subassembly or pedal subassembly's exposure.

Drawings

FIG. 1 is a perspective view of a motorcycle;

FIG. 2 is a side view of a frame of a motorcycle;

FIG. 3 is a perspective view of a frame of the motorcycle and a partially enlarged view of the structure;

FIG. 4 is a perspective view of a pedal assembly of the motorcycle;

FIG. 5 is a perspective view and partial enlarged view of an additional frame of the motorcycle;

FIG. 6 is an exploded view of a mud-guard assembly for a motorcycle;

fig. 7 is a side view and a partial enlarged view of a rear suspension assembly of a motorcycle.

Detailed Description

In order to clearly illustrate the embodiments of the present utility model or the technical solutions of the prior art, the drawings that are required to be used in the description of the embodiments or the prior art are briefly described below, and it is obvious that the description below is only one embodiment of the present utility model, and all other embodiments obtained without the inventive effort by those skilled in the art are included in the protection scope of the present utility model.

As shown in fig. 1, the present application provides a motorcycle 100, the motorcycle 100 comprising a frame 11, a body cover 12, a power system 13, and a running gear 14, the power system 13 being at least partially disposed on the frame 11 and supported by the frame 11, the body cover 12 also being at least partially disposed on the frame 11, and the body cover 12 at least partially covering the power system 13 for providing protection to the power system 13. The traveling assembly 14 includes a front traveling wheel 141 disposed in front of the motorcycle 100 and a rear traveling wheel 142 disposed behind the motorcycle 100, and the front traveling wheel 141 and the rear traveling wheel 142 are disposed in rotational connection with the frame 11, respectively, further, the motorcycle 100 further includes a front suspension assembly 15 and a rear suspension assembly 16, the front suspension assembly 15 being for connecting the front traveling wheel 141 to the frame 11, and the rear suspension assembly 16 being for connecting the rear traveling wheel 142 to the frame 11. For convenience of description of the technical solution in the present application, front, rear, left, right, up and down directions as shown in fig. 1 are also defined. The front-rear direction refers to the longitudinal direction of the motorcycle 100, the left-right direction refers to the width direction of the motorcycle 100, and the up-down direction refers to the height direction of the motorcycle 100.

As shown in fig. 1 to 3, the frame 11 includes a main frame 111, an auxiliary frame 112, and a lower bracket 113, the auxiliary frame 112 being at least partially disposed at a rear end of the main frame 111 and being detachably connected to the main frame 111, the lower bracket 113 being at least partially disposed below the main frame 111 and being detachably connected to the main frame 111, an accommodating space being formed around the lower bracket 113 and the main frame 111, and the power system 13 being at least partially disposed in the accommodating space. Specifically, the main frame 111 includes a main pipe 1111 extending substantially in the length direction of the motorcycle 100, and a vertical pipe 1112 disposed at least partially below the main pipe 1111 and extending substantially in the height direction of the motorcycle 100, and the main frame 111 further includes a head pipe 1113 disposed at the front end of the main pipe 1111. The main pipe 1111 and the stand pipe 1112 are configured to be composed of stand pipes distributed in the width direction of the motorcycle 100, and the stand pipe 1112 and the main pipe 1111 distributed in the width direction of the motorcycle 100 are respectively connected, specifically, one end of the main pipe 1111 is fixedly connected with the stand pipe 1112, and the other end of the main pipe 1111 is fixedly connected with the head pipe 1113. The upper end of the vertical pipe 1112 is fixedly connected with the main pipe 1111, and the lower end of the vertical pipe 1112 is detachably connected with the lower bracket 113. Alternatively, the stand pipes of the main pipe 1111 distributed in the width direction of the motorcycle 100 are gradually tightened from the rear to the front and finally fixedly connected with the head pipe 1113, i.e., the width of the main pipe 1111 distributed in the width direction is gradually reduced.

As an alternative embodiment, the main pipe 1111 is basically provided as a pipe member, and the main pipe 1111 is provided with welded connections to the head pipe 1113 and the riser 1112, respectively. The riser 1112 is provided as a forging, in particular, the riser 1112 is a forged steel piece. An upper cross pipe 1112a is also provided between the risers 1112 distributed in the left-right direction, and the upper cross pipe 1112a extends substantially in the width direction of the motorcycle 100. The sub frame 112 includes two first sub frames 1123 and second sub frames 1124 distributed in the width direction of the motorcycle 100, defining a plane perpendicular to the width direction of the motorcycle 100 and penetrating the center of the width of the motorcycle 100 as a longitudinal plane S1 of the motorcycle 100. As an alternative embodiment, the first subframe 1123 and the second subframe 1124 are substantially symmetrical about the longitudinal plane S1 when the first subframe 1123 and the second subframe 1124 are in a connected state with the main frame 111, respectively.

As shown in fig. 3, as an alternative embodiment, the subframe 112 includes a first connection portion 1121 and a second connection portion 1122, and the subframe 112 is detachably connected to the main frame 111 via the first connection portion 1121 and the second connection portion 1122, respectively. As an alternative embodiment, the subframe 112 and the riser 1112 are detachably connected, specifically, the first connection portion 1121 is connected to an upper portion of the upper cross tube 1112a, and the second connection portion 1122 is connected to a lower portion of the upper cross tube 1112 a. This way of connection can effectively prevent the subframe 112 from rotating around the connection point with respect to the main frame 111, facilitating a secure connection between the subframe 112 and the main frame 111. It will be appreciated that the first and second connection portions 1121, 1122 may also be provided at any region of the main frame 111, as long as a secure connection between the subframe 112 and the main frame 111 is achieved. Further, the auxiliary frame 112 and the main frame 111 are fixedly connected through the connecting piece, and the axis and the installation direction of the connecting piece are both set to the width direction of the motorcycle 100, so that the arrangement mode can effectively ensure the stability of connection between the auxiliary frame 112 and the main frame 111, avoid the installation direction of the fastening piece to be consistent or similar to the stress direction, cause loosening of the fastening piece, and influence the integral strength of the frame 11. The subframe 112 further includes a main body 1125, the main body 1125 is substantially a tube, the first connecting portion 1121 and the second connecting portion 1122 are both formed as forgings, and welding is performed between the first connecting portion 1121 and the second connecting portion 1122 and between the main body 1125 and the second connecting portion 1122, respectively. More specifically, the first connecting portion 1121 and the second connecting portion 1122 are welded with the main body 1125 in a circumferential manner, so that the connection between the main body 1125 and the first connecting portion 1121 and the second connecting portion 1122 is more stable, and the overall strength of the frame 11 can be effectively ensured. Unlike the pipe fitting, the shape of the connecting portion can be effectively controlled by providing the connecting portion as a forging, and this arrangement can make the first connecting portion 1121 and the second connecting portion 1122 in surface contact with the main frame 111, respectively, so that the connection is more stable. Specifically, in this application, first and second connection portions 1121 and 1122 are provided as forged steel pieces.

In order to make the connection of the auxiliary frame 112 in the width direction more tight, a connecting bracket 1126 is further provided between the first auxiliary frame 1123 and the second auxiliary frame 1124, one end of the connecting bracket 1126 is fixedly connected with the first auxiliary frame 1123, and the other end of the connecting bracket 1126 is fixedly connected with the second auxiliary frame 1124. It is appreciated that the attachment brackets 1126 may be provided as welded, integrally formed, or fastened attachments to the subframe 112. When welding or integrated forming is adopted between the connecting bracket 1126 and the auxiliary frame 112, the connecting strength of the auxiliary frame 112 can be effectively ensured; when the connection bracket 1126 is provided with a fastener connection with the subframe 112, assembly and transportation of the subframe 112 during assembly can be facilitated. And, the number of the connection brackets 1126 may be set to one, two, or more.

As shown in fig. 3, the lower bracket 113 is basically provided as a pipe member including a pipe member that is distributed in the width direction of the basic motorcycle 100 and extends in the length direction of the basic motorcycle 100. The lower bracket 113 includes a first connection end 1131 and a second connection end 1132, the main frame 111 further includes a standpipe 1114 disposed at a front end, the standpipe 1114 is disposed to extend substantially along a height direction of the motorcycle 100, and an upper end of the standpipe 1114 is disposed in fixed connection with the main pipe 1111. Specifically, the lower bracket 113 is connected to the standpipe 1114 by a first connection end 1131, the lower bracket 113 is also connected to the standpipe 1112 by a second connection end 1132, and the lower bracket 113 is detachably connected to the standpipe 1114 and the standpipe 1112, respectively. A third connection end 1114a is also provided below the standpipe 1114 that mates with the first connection end 1131. As an alternative embodiment, the standpipe 1114 and the lower bracket 113 are substantially configured as tubular members, but the first, second, and third connecting ends 1131, 1132, 1114a are configured as forgings, the first, second, and third connecting ends 1131, 1132 being fixedly coupled to the lower bracket 113, and the third connecting end 1114a being fixedly coupled to the standpipe 1114. Based on the above arrangement, the first connection end 1131 and the third connection end 1114a are in surface contact and fixedly connected by a fastener. In this application, two fasteners have been set up between first link 1131 and the third link 1114a and have been realized fastening connection, and the fastener between along standpipe 1114 and lower bracket 113, the fastener between lower bracket 113 and the standpipe 1112 all set up to realize the installation assembly along the width direction of motorcycle 100, and this kind of setting up mode can effectually prevent to take place relative torsion under effort between lower bracket 113 and the standpipe 1114 to increase joint strength. In this application, the first and second connection ends 1131 and 1132 are welded to the bottom bracket 113, and the third connection end 1114a is welded to the standpipe 1114.

The main frame 111 further includes a lower cross tube 1112b, the power system 13 is at least partially supported by the lower cross tube 1112b, the lower cross tube 1112b is at least partially disposed between the risers 1112 distributed along the width direction of the motorcycle 100, and both ends of the lower cross tube 1112b are fixedly connected with the risers 1112, respectively. As an alternative embodiment, the second connection ends 1132 are fixedly connected to both sides of the lower cross tube 1112b along the width direction of the motorcycle 100, respectively, and detachably connected by fasteners. The fastening member is inserted through the second connection end 1132, is at least partially disposed inside the lower cross tube 1112b, and is configured to fasten the lower bracket 113 to the lower cross tube 1112b by means of threads or a snap fit. In this application, the first connection end 1131 is disposed on the outer side of the motorcycle 100 with respect to the third connection end 1114a, and the second connection end 1132 is disposed on the outer side of the motorcycle 100 with respect to the lower cross tube 1112b, so that the installation direction of the lower bracket 113 can be from bottom to top, from left to right, or from right to left, and the installation process is simplified. It will be appreciated that in some embodiments, the first connection end 1131 may also be disposed outside of the third connection end 1114a.

As shown in fig. 4, an accommodating space is formed between the lower bracket 113 and the main pipe 1111, and the power system 13 is at least partially disposed in the accommodating space, and in this application, the power system 13 is also at least partially disposed below the lower bracket 113. The motorcycle 100 provided by the application further comprises a pedal mechanism 17 for a driver to put his/her feet and to engage gears and brake, wherein the pedal mechanism 17 is provided on the lower bracket 113 and is fixedly connected with the lower bracket 113. Specifically, the pedal mechanism 17 is provided on a side of the lower bracket 113 remote from the power system 13, and the pedal mechanism 17 and the power system 13 are provided so as to at least partially overlap, as viewed in the width direction of the motorcycle 100. Specifically, the pedal mechanism 17 is fixedly connected to the lower bracket 113 through two or more mounting points, and the pedal mechanism 17 includes a front mounting point 171 and a rear mounting point 172 located rearward of the front mounting point 171. The pedal mechanisms 17 distributed in the width direction are defined as a first pedal assembly 173 and a second pedal assembly 174, respectively. The power system 13 further comprises a gear shifting assembly 131, the gear shifting assembly 131 comprises a transmission rod 1311 and a gear shifting pedal rod 1312, one end of the transmission rod 1311 is rotatably connected with the gear shifting pedal rod 1312, and the other end of the transmission rod 1311 is in transmission connection with the power system 13. That is, the driver can instruct the power system 13 via the transmission rod 1311 to perform a shift operation on the power system 13. The pedal mechanism 17 includes a mounting portion 175 and a pedal 176, the side of the mounting portion 175 facing the power system 13 is fixedly connected to the lower bracket 113 through a front mounting point 171 and a rear mounting point 172, and the side of the mounting portion 175 facing away from the power system 13 is rotatably connected to the pedal 176.

As an alternative embodiment, shift pedal lever 1312 is coupled to lower bracket 113 via front mounting point 171, i.e., fasteners are provided at least partially through mounting portion 175 of first pedal assembly 173, shift assembly 131 and lower bracket 113, thereby co-point mounting first pedal assembly 173 and shift assembly 131 to lower bracket 113, with drive rod 1311 and shift pedal lever 1312 at least partially disposed between first pedal assembly 173 and lower bracket 113. This arrangement enables the driver to perform a shift operation on the shift unit 131 on the first pedal assembly 173, and also effectively reduces the mounting points of the related components on the lower bracket 113, so that the structure is simpler, the mounting is convenient, and the structural strength of the lower bracket 113 can be effectively ensured. It will be appreciated that in other embodiments, the shift pedal lever 1312 could also be configured to be coupled to the lower bracket 113 via the rear mounting point 172 of the first pedal assembly 173. Optionally, the first pedal assembly 173 further includes an upper mounting point, and a body cover 12 may be disposed on the upper mounting point, where the body cover 12 at least partially covers the transmission rod 1311, for protecting the transmission rod 1311 from erroneous contact caused by the foot of the driver to the transmission of the transmission rod 1311.

As shown in fig. 4, the motorcycle 100 in the present application further includes a brake assembly 18, the brake assembly 18 includes a brake pedal 181 and a brake oil pump 182, the brake assembly 18 further includes a brake disc (not shown) provided on the running assembly 14, one end of the brake oil pump 182 is connected to the brake pedal 181, the other end of the brake oil pump 182 is connected to the brake disc through an oil pipe, and a driver controls the brake oil pump 182 by operating the brake pedal 181 to further give a brake command to the brake disc, so that the motorcycle 100 is switched from a running state to a stationary state. As an alternative embodiment, the brake pedal lever 181 and the brake oil pump 182 are provided in fixed connection with the lower bracket 113, and the brake pedal lever 181 and the brake pump 182 are provided at least partially inside the first pedal assembly 173, i.e., the first pedal assembly 173, the brake pedal lever 181 and the brake pump 182 are provided so as to at least partially overlap as viewed in the width direction of the motorcycle 100. Specifically, the brake pedal is coupled to the lower bracket 113 through the forward mounting point 171 of the second pedal assembly 174, i.e., the fastener is at least partially threaded through the second pedal assembly 174, the brake pedal lever 181, and the lower bracket 113 such that the brake pedal lever 181 and the second pedal assembly 174 are co-point mounted on the lower bracket 113. Accordingly, the brake oil pump 182 is also provided with a mounting portion, and the fastener is at least partially threaded through the mounting portion of the brake oil pump 182, the second pedal assembly 174 and the lower bracket 113, such that the brake oil pump 182 and the second pedal assembly 174 are co-point mounted on the lower bracket 113.

As an alternative embodiment, as shown in fig. 5, the frame 11 may further include an additional frame 114, the additional frame 114 being disposed at a rear end of the motorcycle 100, and the additional frame 114 being detachably connected to the sub-frame 112. The additional frame 114 is disposed to extend substantially along the longitudinal plane S1, and the additional frame 114 includes an outer surface that is substantially planar with the longitudinal plane S1. The subframe 112 further includes a third connecting portion 1127 for connecting with the additional frame 114, the third connecting portion 1127 being disposed substantially at the rear end of the subframe 112, and in particular, the third connecting portion 1127 being formed as a forged steel member so that the third connecting portion 1127 can form a connecting plane for connecting with the additional frame 114. Optionally, the additional frame 114 is also provided as a forging. In the present application, the additional frame 114 is formed as a forged aluminum part, which is effective in ensuring the overall strength of the frame 11 and further reducing the weight of the entire vehicle. The additional frame 114 is in surface contact with the sub-frame 112, and the additional frame 114 is connected to the third connecting portion 1127 by a fastener. Optionally, two or more fasteners are disposed between the additional frame 114 and the third connecting portion 1127, and the installation direction of the fasteners is substantially identical to the installation direction of the fasteners between the auxiliary frame 112 and the main frame 111, which can effectively prevent the additional frame 114 from twisting relative to the auxiliary frame 112 when bearing a load.

As shown in fig. 5 to 7, as an alternative embodiment, the additional frame 114 is provided as a circular arc-shaped frame 11 having a center substantially coincident with the center of rotation of the rear road wheels 142, the additional frame 114 is provided substantially above the rear road wheels 142, and the additional frame 114 is provided in a shape substantially coincident with the outer contour of the rear road wheels 142 as viewed in the width direction of the motorcycle 100, specifically, the additional frame 114 is provided as a substantially equally wide arc-shape having inner and outer edges substantially identical to the rear road wheels 142. The body panel 12 includes a saddle assembly 121, and optionally, the saddle assembly 121 includes a main seat cushion 1211, with the main seat cushion 1211 being at least partially disposed on the main frame 111 or sub-frame 112 for riding by a driver. As an alternative embodiment, the saddle assembly 121 further includes a sub-seat cushion 1212, and when the motorcycle 100 is provided with the additional frame 114, the sub-seat cushion 1212 may also be provided on the sub-frame 112 for accommodating a passenger. When the auxiliary cushion 1212 for the passenger is provided on the additional frame 114, the motorcycle 100 further includes an auxiliary pedal assembly 177, and the auxiliary pedal assembly 177 is fixedly coupled to the additional frame 114. Specifically, the auxiliary pedal assembly 177 is detachably connected to the fixing portion 1142 of the additional frame 114 by two tubes and fasteners, and the fasteners at least partially penetrate the tubes and the additional frame 114, so that the legs of the rider can be properly positioned when the motorcycle is provided with the auxiliary frame 112 and the rider's seat.

As shown in fig. 6, the body panel 12 further includes a mud-guard assembly 122. Optionally, when the motorcycle 100 is provided with the additional frame 114, the mud-guard assembly 122 is fixedly coupled to the additional frame 114 to block mud and sand that the rear road wheels 142 agitate during movement. The mud flap assembly 122 includes an upper cover plate 1221 and a lower support plate 1222. The lower support plate 1222 is disposed substantially below the upper cover plate 1221, and the upper cover plate 1221 at least partially covers the lower support plate 1222, and the lower support plate 1222 is also at least partially disposed between the additional frames 114 and fixedly coupled to the additional frames 114 by fasteners. The fender assembly 122 includes a first connector 1223 and a second connector 1224, and the lower support plate 1222 and the additional frame 114 are fixedly coupled by the first connector 1223, and in particular, the lower support plate 1222 is coupled to a plane of the additional frame 114 that is substantially perpendicular to the width direction, such that the first connector 1223 is mounted and extends substantially parallel to the width direction of the motorcycle 100. Further, the upper cover plate 1221 may be fixedly connected to the additional frames 114 distributed in the left-right direction, or may be fixedly connected to the lower support plate 1222. In this application, the upper cover plate 1221 is fixedly coupled to the additional frame 114 by a first connector 1223 that is assembled substantially in the width direction, and the upper cover plate 1221 is also fixedly coupled to the lower support plate 1222 by a second connector 1224 that is assembled substantially in the height direction of the motorcycle 100. This way of connection can make the connection between the upper cover plate 1221 and the frame 11 more stable, ensure the stability of the connection, and also can cover the first connecting piece 1223 through the upper cover plate 1221, avoiding the exposure of the first connecting piece 1223. It will be appreciated that a secure connection of the upper cover plate 1221, the lower support plate 1222 and the additional frame 114 may also be achieved by arranging the first connection member 1223 to be threaded through both. Specifically, the sub cushion 1212 is provided on the upper cover plate 1221 and is provided in fixed connection with the upper cover plate 1221. As an alternative embodiment, the lower support plate 1222 is a metallic material selected to provide sufficient strength to the overall mud flap assembly 122 and the seat cushion 1212, and in particular, the lower support plate 1222 may be provided as an iron or steel piece in a manner that effectively transfers the support force of the additional frame 114 to the seat cushion 1212 and the upper cover plate 1221. The material of the upper cladding plate 1221 is also provided as a metal piece, which may be an iron piece or a steel piece. It will be appreciated that the materials of the upper cover plate 1221 and the lower support plate 1222 may be the same or different. Alternatively, the lower support plate 1222 may also be used to provide a brake light and license light feature.

As shown in fig. 5 and 6, the additional frame 114 includes a supporting portion 1141 and a fixing portion 1142, the additional frame 114 is fixedly connected to the third connecting portion 1127 of the subframe 112 via the fixing portion 1142, and the auxiliary pedal assembly 177 is also fixedly connected to the fixing portion 1142. Optionally, the connecting portion and the supporting portion 1141 are integrally formed, and a transition area 1143 is formed between the supporting portion 1141 and the fixing portion 1142, and the transition area 1143 includes an abutment surface facing the fixing portion 1142. The thickness of the abutment surface is set to be substantially uniform with the thickness of the upper cover plate 1221, the upper cover plate 1221 is disposed on the fixed portion 1142 and covers the fixed portion 1142, and further, the upper cover plate 1221 is also in abutting contact with the abutment surface. By the arrangement mode, after the upper cover plate 1221 is fixedly connected with the additional frame 114, the upper cover plate 1221 still forms a smooth appearance surface with the extension plane of the fixing part 1142, so that the connection between the additional frame 114 and the upper cover plate 1221 is more stable and has a more excellent appearance. The support portion 1141 and the lower support plate 1222 are substantially covered by the upper cover plate 1221 as viewed from the width direction and the height direction of the motorcycle 100, and the rear road wheels 142 are disposed so as to substantially overlap with the upper cover plate 1221 as viewed from above and below the motorcycle 100. That is, the additional frame 114 is disposed substantially between the upper cover plate 1221 and the lower support plate 1222, which not only effectively reinforces the strength of the additional frame 114 but also ensures the aesthetic appearance of the additional frame 114. It will be appreciated that the lower support plate 1222 may also be disposed above the additional frame 114, and then the upper cladding plate 1221 may be further disposed above the lower support plate 1222, i.e., the lower support plate 1222 is disposed between the upper cladding plate 1221 and the additional frame 114. Compared with the common rear mudguard, the mud guard assembly 122 in the application has larger structural strength and more comprehensive packaging property, and can play a role in better silt prevention performance.

As an alternative embodiment, a connecting plate 1144 may be disposed between the additional frames 114, and the upper cover plate 1221 and the lower support plate 1222 may be fixedly connected by the connecting plate 1144, and the auxiliary cushion 1212 is at least partially disposed on the upper cover plate 1221, and when the connecting plate 1144 is disposed between the additional frames 114, the auxiliary cushion 1212 may be fixedly connected with the connecting plate 1144, which may further enhance the connection strength of the rear end of the vehicle. Both ends of the connection plate 1144 are respectively connected with the additional frames 114 distributed in the width direction, and the connection plate 1144 and the additional frames 114 may be fixedly connected or integrally formed. This arrangement, in addition to effectively increasing the strength of the additional frame 114 itself, provides sufficient mounting points for the connection between the additional frame 114 and the sub-cushion 1212.

As shown in fig. 5 and 7, the rear suspension assembly 16 of the present application includes a rear shock absorber 161 and a rear bottom fork 162, and a middle cross tube 1112c is further disposed between the risers 1112, the middle cross tube 1112c being located between the upper cross tube 1112a and the lower cross tube 1112 b. One end of the rear bottom fork 162 is rotatably connected to the rear traveling wheel 142, and the other end of the rear bottom fork 162 is rotatably connected to the middle cross tube 1112 c. Further, the rear suspension assembly 16 also includes a link 163 and a triangular rocker 164. The vertical pipe 1112 is further provided with a connection cross pipe 1112d, the connection cross pipe 1112d extending substantially along the width direction of the motorcycle 100, and the link 163 is rotatably connected to the connection cross pipe 1112 d. Further, the vertical pipe 1112, the connecting rod 163 and the rear bottom fork 162 are sequentially rotatably connected, that is, the triangular rocker 164 is at least partially disposed between the rear bottom fork 162 and the connecting rod 163 and is rotatably connected with the rear bottom fork 162 and the connecting rod 163, respectively, and the triangular rocker 164 is also at least partially disposed between the rear shock absorber 161 and the rear bottom fork 162 and is rotatably connected with the rear shock absorber 161 and the rear bottom fork 162, respectively. Specifically, one end of the rear shock absorber 161 is rotatably connected to the triangular rocker arm 164, and the other end of the rear shock absorber 161 is rotatably connected to the upper cross tube 1112 a. The triangular rocker arm 164 is disposed substantially below the rear bottom fork 162, i.e., the rear shock absorber 161 is also disposed at least partially below the rear bottom fork 162. As an alternative embodiment, the rear shock absorber 161 is disposed substantially penetrating the longitudinal plane S1, or the rear shock absorber 161 is bilaterally symmetrical with respect to the longitudinal plane S1 along the width direction of the motorcycle 100. This arrangement allows the rear shock absorber 161 to be connected to the main frame 111, effectively reducing the shock absorbing stroke without the need to connect the rear shock absorber 161 to the additional frame 114 from the left and right sides of the motorcycle 100, i.e., it allows the motorcycle 100 disclosed in the present application to be provided without the additional frame 114 and without affecting the versatility of other components of the motorcycle 100. The shock absorbing connection 1611 between the rear shock absorber 161 and the upper cross tube 1112a is at least partially disposed between the first subframe 1123 and the second subframe 1124. Specifically, the shock absorbing attachment point 1611 is located substantially between the first attachment portion 1121 and the second attachment portion 1122, as viewed in the width direction of the motorcycle 100. This arrangement effectively ensures the stability of the connection between the rear shock absorber 161 and the frame 11, and as described above, the saddle assembly 121 is at least partially disposed on the subframe 112, the shock-absorbing connection point 1611 is disposed inside the subframe 112, and the shock-absorbing connection point 1611 can be covered with a cover such as the saddle assembly 121, so that the exposure of the mounting point can be reduced, and the appearance can be improved.

The motorcycle 100 in the present application is a cruiser, and it is understood that this type of motorcycle 100 is characterized by a large wheel axle distance, and in the present application, the distance between the rotation center of the front road wheel 141 and the rotation center of the rear road wheel 142 is set to 1470mm or more and 1500mm or less, and in order to fit the sitting posture of the motorcycle 100 of this type, the seat cushion height H2 of the motorcycle 100 is further set accordingly on the premise that the footrest mechanism 17 is provided on the lower bracket 113. An axle line L1 is defined, and the length of the wheel axis L1 is defined as an axle length H1, the axle line L1 being connected to and perpendicular to the rotation axis of the front road wheel 141 and the rotation axis of the rear road wheel 142, respectively. The distance between the lowest position of the outer surface of the main seat 1211 and the wheel axis L1 is defined as the seat cushion height H2 of the motorcycle 100 of the present application. It is understood that the ratio of the cushion height H2 to the axle length H1 of the cruise vehicle disclosed in the present application is substantially equal to or greater than 0.22 and equal to or less than 0.26 in the art. It should be explained that the outer surface of the main seat cushion 1211 refers to the surface of the main seat cushion 1211 that contacts the driver.

As shown in fig. 7, a first straight line L2 is defined, and the rear shock absorber 161 extends substantially along the first straight line L2; further, a second straight line L3 and a third straight line L4 are defined, the second straight line L3 passing through or connecting the rotation center of the front road wheel 141 and the center of the shock-absorbing connection point 1611, and the third straight line L4 passing through or connecting the rotation center of the rear road wheel 142 and the center of the shock-absorbing connection point 1611. The included angle between the first straight line L2 and the second straight line L3 is alpha 1, and the included angle between the first straight line L2 and the third straight line L4 is alpha 2. As an alternative embodiment, the ratio between α1 and α2 is set to 4 or more and 5 or less, which can make the layout of the rear suspension assembly 16 on the whole vehicle more compact and reduce the exposure of the shock absorber to improve the appearance. Avoiding using traditional double shock absorption, not need to set up in the both sides of motorcycle 100, can effectually reduce motorcycle 100 left and right direction's width, further lengthen the wheelbase simultaneously.

In the description of the present application, a certain component is located "inside" another component, and if a certain component has a central axis, the "inside" of the component means that the component is located on the side of the central axis of the component; the "outside" of the part refers to the side of the part that is remote from the central axis of the part. If a certain component is "inside" the motorcycle with respect to another component, it means that the component is located on the side of the other component that is closer to the central axis of the motorcycle, and if a certain component is "outside" the motorcycle with respect to another component, it means that the component is located on the side of the other component that is farther from the central axis of the motorcycle.

The fastener mentioned in the application is not limited in particular any way, and may be a bolt, a clamping piece or other connecting pieces.

The longitudinal direction mentioned in the description of the present application refers to the front-rear direction when the driver is in the driving state, the width direction refers to the left-right direction when the driver is in the driving state, and correspondingly, the height direction refers to the up-down direction when the driver is in the driving state.

The foregoing has shown and described the basic principles, principal features and advantages of the utility model. It will be appreciated by persons skilled in the art that the above embodiments are not intended to limit the utility model in any way, and that all technical solutions obtained by means of equivalent substitutions or equivalent transformations fall within the scope of the utility model.

Claims

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

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

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

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

a body panel disposed at least partially on the frame;

the pedal mechanism can be used for a driver to tread;

the motorcycle is characterized in that the frame also comprises a lower bracket arranged below the main frame, and the lower bracket is arranged to be distributed along the width direction of the motorcycle; the pedal mechanism is detachably connected with the lower brackets distributed along the width direction of the motorcycle, and the motorcycle further comprises a braking component and a gear shifting component, wherein the braking component and the gear shifting component are at least partially arranged between the pedal mechanism; the shift assembly and the brake assembly are disposed at least partially overlapping the pedal mechanism as viewed in a width direction of the motorcycle.

2. The motorcycle of claim 1 wherein the pedal mechanism includes a first pedal assembly, the first pedal assembly and the shift assembly being configured for removable connection with the lower bracket via a front mounting point; the shift assembly is at least partially disposed between the lower bracket and the first pedal assembly.

3. A motorcycle as claimed in claim 2 wherein the shift assembly comprises a shift pedal lever and a connecting rod, the connecting rod being arranged in rotational connection with the shift pedal lever, the shift pedal lever being arranged in fixed connection with the lower bracket by the front mounting point.

4. A motorcycle according to claim 3, wherein the first pedal assembly is further provided with at least a part of a body cover member, the body cover member being disposed so as to at least partially overlap with the link rod as viewed in a width direction of the motorcycle.

5. The motorcycle of claim 2, wherein the pedal mechanism further comprises a second pedal assembly fixedly coupled to the lower bracket via a front mounting point and a rear mounting point, respectively.

6. The motorcycle of claim 5 wherein a first pedal assembly is disposed on a left side of the motorcycle and a second pedal assembly is disposed on a right side of the motorcycle.

7. The motorcycle of claim 5, wherein the brake assembly is at least partially disposed between the second pedal assembly and the lower bracket, the brake assembly being disposed in fixed connection with the lower bracket at least partially through the front mounting point.

8. The motorcycle of claim 2 further comprising a brake assembly comprising a brake pedal and a brake pump, the brake pedal being disposed in fixed connection with the lower bracket through the front mounting point.

9. The motorcycle of claim 1, wherein the pedal mechanism includes a mounting portion and a pedal, the side of the mounting portion facing the power system is fixedly connected to the lower bracket through a front mounting point and a rear mounting point, and the side of the mounting portion facing away from the power system is rotatably connected to the pedal.

10. The motorcycle of claim 1 wherein the pedal mechanism further comprises an auxiliary pedal assembly, the frame further comprising an additional frame disposed at a rear end of the subframe, the additional frame being configured for removable connection with the subframe, the auxiliary pedal assembly being at least partially disposed on the additional frame.