CN221316526U - Motorcycle - Google Patents

Abstract

The utility model discloses a motorcycle, which comprises a frame, a body panel, a walking assembly, a power assembly and a container assembly, wherein the frame comprises a main frame and an auxiliary frame arranged at the rear of the main frame; the cargo box assembly is at least partially disposed on the frame. The vehicle body panel also comprises a mud guard which is fixedly connected with the auxiliary frame; the frame also comprises a cargo box bracket arranged at the rear of the auxiliary frame, and the cargo box bracket is fixedly connected with the auxiliary frame; the mud guard and the cargo box bracket are at least partially overlapped when being observed along the length direction of the motorcycle, and the mud guard and the cargo box bracket are fixedly connected through a fastener. Through the arrangement, abnormal sound generated by collision of the container bracket and the mudguard due to relative vibration can be avoided, and breakage of the license plate of the motorcycle due to relative vibration of the container bracket and the mudguard can be avoided, so that connection stability of the mudguard and service life of the license plate of the motorcycle can be improved.

Description

Motorcycle

Technical Field

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

Background

Motorcycles are generally provided with a front fender and a rear fender, wherein the rear fender is connected to a frame by only one end, and the rear fender is easily vibrated and impacted when the motorcycle is under severe working conditions during running of the motorcycle, or is easily broken because only one end is connected when the motorcycle is dropped, thereby causing damage to the rear fender. The fender is particularly important for a motorcycle with a field driving condition, and the replacement cost is high after the fender is damaged, so that the fender needs high connection stability.

Disclosure of utility model

In order to solve the defects of the prior art, the utility model aims to provide a motorcycle with higher connection stability of a mudguard.

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

A motorcycle comprises a frame, a body panel, a traveling assembly, a power assembly and a container assembly, wherein the frame comprises a main frame and an auxiliary frame arranged behind the main frame; the body panel is at least partially disposed on the frame; the walking assembly comprises a front wheel and a rear wheel which are arranged below the frame; the power assembly is in transmission connection with one of the front wheel or the rear wheel; the cargo box assembly is at least partially disposed on the frame. The vehicle body panel also comprises a mud guard which is fixedly connected with the auxiliary frame; the frame also comprises a cargo box bracket arranged at the rear of the auxiliary frame, and the cargo box bracket is fixedly connected with the auxiliary frame; the mud guard and the cargo box bracket are at least partially overlapped when being observed along the length direction of the motorcycle, and the mud guard and the cargo box bracket are fixedly connected through a fastener.

Further, the cargo box bracket comprises a first cargo box bracket arranged on one side of the motorcycle and a second cargo box bracket arranged on the other side of the motorcycle, the cargo box bracket further comprises a bracket connecting rod positioned at the rear of the motorcycle, and the first cargo box bracket is connected with the second cargo box bracket through the bracket connecting rod.

Further, along the length direction of the motorcycle, the bracket connecting rod is at least partially positioned at the front side of the mudguard.

Further, a fixed mounting point is arranged on the mudguard, and the bracket connecting rod is fixedly connected with the mudguard through the fixed mounting point; the license plate mounting part is arranged on the fender and at least partially positioned above the fixed mounting point, and when the license plate of the motorcycle is mounted on the license plate mounting part, the license plate of the motorcycle covers the fixed mounting point when being observed along the length direction of the motorcycle.

Further, the packing box subassembly sets up at sub vehicle frame rear portion at least partially, and the packing box subassembly includes first packing box and the second packing box that distributes along motorcycle width direction, first packing box and first packing box support fixed connection, second packing box and second packing box support fixed connection.

Further, the frame further comprises a tail box support arranged at the rear of the motorcycle, the tail box support is fixedly connected with the auxiliary frame, the cargo box assembly further comprises a rear tail box, and the rear tail box and the tail box support are detachably connected through a connecting piece.

Further, an adjusting groove is formed in the tail box support, the adjusting groove basically extends along the preset linear direction, the connecting piece at least partially penetrates through the adjusting groove, and the connecting piece has a moving degree of freedom along the preset linear direction relative to the adjusting groove.

Further, the adjusting grooves comprise a first adjusting groove, a second adjusting groove and a third adjusting groove; the first regulating groove and the second regulating groove are at least partially positioned at the front side of the third regulating groove along the length direction of the motorcycle; the third regulating groove is located between the first regulating groove and the second regulating groove along the width direction of the motorcycle.

Further, an included angle is formed between the bottom surface of the rear boot and the upper surface of the boot support, and the maximum adjustable angle between the bottom surface of the rear boot and the upper surface of the boot support is 10 degrees.

Further, the frame also comprises a pedal bracket arranged at the rear of the motorcycle, the fastener penetrates through the pedal bracket and the container bracket to be fixedly connected with the auxiliary frame, the motorcycle also comprises a rear pedal, the pedal bracket is provided with a pedal mounting hole, the rear pedal is detachably connected with the pedal bracket through the pedal mounting hole, and the axial direction of the pedal mounting hole is basically consistent with the width direction of the motorcycle.

Above-mentioned motorcycle is through taking place relative vibration with support connecting rod and fender fixed connection to can avoid support connecting rod and fender, in order to avoid packing box support and fender to produce abnormal sound because of the collision takes place for relative vibration, also can avoid the license plate of motorcycle to lead to the fracture because of the relative vibration of packing box support and fender, thereby can improve the connection stability of fender and the life of the license plate of motorcycle.

Drawings

FIG. 1 is a schematic view of a motorcycle according to the present utility model;

FIG. 2 is a top plan view of the motorcycle of the present utility model;

FIG. 3 is a top plan view of the frame of the motorcycle of the present utility model and a partial enlarged view thereof;

FIG. 4 is a side view of the motorcycle of the present utility model;

FIG. 5 is a rear elevational view of the motorcycle of the present utility model;

FIG. 6 is an exploded schematic view of the tail box bracket and the rear tail box of the motorcycle of the present utility model;

FIG. 7 is a top view of the boot support of the motorcycle of the present utility model;

fig. 8 is a partial side view of the motorcycle of the present utility model.

Detailed Description

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

As shown in fig. 1 and 2, a motorcycle 100 is shown, the motorcycle 100 including a frame 11, a body panel 12, a running gear 13, a powertrain 14, and a suspension assembly 15. The frame 11 forms the basic frame of the motorcycle 100, and the frame 11 is used to carry other components of the motorcycle 100. The body panel 12 is at least partially disposed on the frame 11, and the body panel 12 serves to protect the internal parts of the motorcycle 100. The running gear 13 is at least partially disposed on the frame 11, the running gear 13 including front wheels 131 and rear wheels 132 disposed at least partially below the frame 11. A powertrain 14 is at least partially disposed on the frame 11, the powertrain 14 being drivingly connected to one of the front wheels 131 and the rear wheels 132, the powertrain 14 being configured to provide driving force for the motorcycle 100. The suspension assembly 15 is at least partially disposed on the frame 11, and the front wheel 131 and the rear wheel 132 are connected to the frame 11 by the suspension assembly 15. For clarity of explanation of the technical solution of the present utility model, the front side, the rear side, the left side, the right side, the upper side and the lower side are also defined as shown in fig. 1. It will be understood that the longitudinal direction in the embodiment of the present utility model refers to the front-rear direction of the motorcycle 100, the width direction refers to the left-right direction of the motorcycle 100, and the height direction refers to the up-down direction of the motorcycle 100.

As shown in fig. 3 and 4, the frame 11 includes a main frame 111 and an auxiliary frame 112 disposed at a rear end of the main frame 111, the auxiliary frame 112 is fixedly connected to the main frame 111, a rear wheel 132 is at least partially disposed at a lower end of the auxiliary frame 112, and the rear wheel 132 is rotatably connected to the main frame 111 through a suspension assembly 15. The motorcycle 100 further includes a saddle assembly 16, the subframe 112 includes a recess 1121 that is tightened inward in a width direction of the motorcycle 100, the saddle assembly 16 is at least partially disposed above the recess 1121, the saddle assembly 16 and the subframe 112 are disposed in fixed connection, and the saddle assembly 16 is adapted for riding by a rider to facilitate the rider's handling of the motorcycle 100. The subframe 112 includes a first bracket 1122 and a second bracket 1123 distributed along the width direction of the motorcycle 100, the first bracket 1122 and the second bracket 1123 are substantially located at the recess 1121, the first bracket 1122 and the second bracket 1123 provide a supporting function for the saddle assembly 16, the first bracket 1122 and the second bracket 1123 are fixedly connected with the saddle assembly 16, and the saddle assembly 16 covers the first bracket 1122 and the second bracket 1123 when viewed along the height direction and the width direction of the motorcycle 100, i.e., the first bracket 1122 and the second bracket 1123 are substantially located below the saddle assembly 16 at the maximum distance in the width direction of the motorcycle 100.

Specifically, the motorcycle 100 further includes an electrical component 17, the electrical component 17 is at least partially disposed on the subframe 112 and is fixedly connected to the subframe 112, the motorcycle 100 includes a battery 171, the battery 171 is disposed below the saddle assembly 16, the battery 171 is fixedly connected to the subframe 112, and the battery 171 is at least partially disposed between the first bracket 1122 and the second bracket 1123. The suspension assembly 15 includes a rear fork 151 located rearward of the frame 11 and a rear shock absorber 152 coupled to the rear fork 151, the rear wheel 132 being rotatably coupled to the rear fork 151, the rear shock absorber 152 being at least partially rear coupled to the main frame 111 by the subframe 112.

As one implementation, the rear shock absorber 152 is disposed on one side of the subframe 112, the rear shock absorber 152 is disposed at least partially between the first and second brackets 1122, 1123, and the rear shock absorber 152 is disposed proximate to the second bracket 1123. The rear shock absorber 152 and the second bracket 1123 at least partially overlap as viewed in the height direction of the motorcycle 100. The first bracket 1122, the battery 171, the rear shock absorber 152, and the second bracket 1123 are disposed to at least partially overlap, as viewed in the width direction of the motorcycle 100, with a mounting gap formed between the rear shock absorber 152 and the battery 171 and the second bracket 1123, respectively, the rear shock absorber 152 being located on a side of the battery 171 adjacent to the second bracket 1123, with a mounting gap formed between the rear shock absorber 152 and the battery 171. With the above arrangement, in the prior art, the offset rear shock absorber 152 is generally disposed at the outer side of the second bracket 1123, so that the sub-frame 112 occupies the arrangement space of the battery 171, making the arrangement space of the battery 171 very compact, and not facilitating the disassembly and maintenance of the battery 171. In the present application, by changing the arrangement of the sub-frame 112 such that the rear shock absorber 152 is disposed between the first bracket 1122 and the second bracket 1123 and is disposed close to the second bracket 1123, the arrangement space of the battery 171 can be increased, the disassembly and assembly of the battery 171 can be facilitated, and at the same time, the battery 171 can also be disposed close to the middle portions of the first bracket 1122 and the second bracket 1123, so that the sub-frame 112 can be narrowed in the width direction of the motorcycle 100, the sub-frame 112 can be narrowed such that the saddle assembly 16 can be adjusted downward in the height direction of the motorcycle 100, and the height of the saddle assembly 16 can be reduced such that the height of the saddle assembly 16 can satisfy the driver in a larger height section.

As shown in fig. 3, as one implementation, a longitudinal plane 101 is defined that is perpendicular to the width direction of the motorcycle 100 and passes through the width center of the motorcycle 100, and the first bracket 1122 and the second bracket 1123 are disposed substantially symmetrically about the longitudinal plane 101. Through the arrangement, the first bracket 1122 and the second bracket 1123 are symmetrically arranged, so that the structural strength of the frame 11 can be improved, and the welding deformation amount in the processing process of the frame 11 can be reduced, so that the production efficiency of the frame 11 can be improved. Further, an installation gap is formed between the battery 171 and the first bracket 1122 in the width direction of the motorcycle 100 to facilitate the installation of the battery 171. In the prior art, since the first mount 1122 and the second mount 1123 are asymmetrically disposed and the rear shock absorber 152 is biased such that the position of the battery 171 is disposed closely to the first mount 1122, a lack of mounting clearance between the battery 171 and the first mount 1122 results, thereby inconvenient installation of the battery 171. In the present application, the first bracket 1122 and the second bracket 1123 are symmetrically disposed such that the battery 171 can be moved to one side of the second bracket 1123 in the width direction of the motorcycle 100, such that an installation gap is formed between the battery 171 and the first bracket 1122, thereby facilitating the operation of a worker during the assembly and disassembly of the battery 171, and further improving the assembly and disassembly efficiency of the battery 171.

Specifically, the ratio of the maximum distance D1 and the minimum distance D2 of the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 1.35 or more and 1.65 or less. Specifically, the ratio of the maximum distance D1 and the minimum distance D2 of the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 1.4 or more and 1.6 or less. Further, the ratio of the maximum distance D1 and the minimum distance D2 of the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 1.5. And, where the distance between the first and second brackets 1122 and 1123 is smallest, is located substantially above where the distance between the first and second brackets 1122 and 1123 is largest. Through the arrangement, the auxiliary frame 112 gradually tightens up from bottom to top along the height direction of the motorcycle 100, and in this arrangement mode, a slope is formed at the leg placement position of the driver by the plastic part arranged outside the auxiliary frame 112, so that the riding comfort of the driver can be increased while sufficient arrangement space is reserved for the components such as the power assembly 14, the rear shock absorber 152 and the electric appliance component 17, the occupied space of the legs of the driver in the width direction is reduced, the height required by the legs of the driver for touching the ground is further reduced, and the operability of the large-displacement motorcycle 100 can be effectively improved. For the large-displacement dirtbike 100 described in the present application, reducing the height required for the driver to touch the ground can satisfy the riding demands of the driver in a region of greater height, and thus can increase the applicable population of the large-displacement dirtbike 100.

As an alternative embodiment, in the present application, the minimum distance D2 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 185mm, wherein the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is substantially identical to the minimum width of the recess 1121, specifically, the foregoing "substantially identical" is specifically interpreted that the difference between the minimum distance between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 and the minimum width of the recess 1121 is 10mm or less, and the maximum distance D1 between the first bracket 1122 and the second bracket 1123 in the width direction of the motorcycle 100 is 310mm. Through the above arrangement, compared with the prior art, the minimum distance D2 is reduced to be beneficial to tightening of the frame 11, so that the height of the saddle assembly 16 can be reduced, the height of the saddle assembly 16 can meet the requirements of drivers in a larger height interval, the maximum distance D1 is increased to facilitate arrangement of the electric appliance assemblies 17, the height of the saddle assembly 16 is reduced, the arrangement requirements of the electric appliance assemblies 17 can be met, and the structural compactness of the motorcycle 100 is improved.

As shown in fig. 4, the saddle assembly 16 includes a seat cushion 161, the seat cushion 161 includes a riding portion 1611 and a clamping portion 1612 located in front of the riding portion 1611, the riding portion 1611 can provide a supporting function for buttocks of a driver to improve stability and comfort of riding of the driver, and the clamping portion 1612 is designed to rely on legs of the driver to enable the legs of the driver to clamp the seat cushion 161, so that riding of the driver is more stable and riding experience of the driver can be improved. The plane in which the riding portion 1611 extends is substantially perpendicular to the height direction of the motorcycle 100, and the plane in which the clip portion 1612 extends is substantially perpendicular to the width direction of the motorcycle 100. The riding portion 1611 is located above the first bracket 1122 and the second bracket 1123 as viewed in the height direction of the motorcycle 100. As an implementation, a reference plane 102 perpendicular to the height direction of the motorcycle 100 is defined, and the lowermost end of the running gear 13 is located on the reference plane 102. The minimum distance between the projection of the riding portion 1611 on the longitudinal plane 101 along the width direction of the motorcycle 100 and the reference plane 102 is defined as the saddle height H1 of the motorcycle. The motorcycle of the present application is a large displacement travel motorcycle, and those skilled in the art can understand that the saddle height H1 of the large displacement motorcycle 100 is generally higher than that of other vehicles, and as the displacement of the motorcycle 100 increases within a certain range, a larger power assembly 14 is required to provide power, so that the saddle height H1 also increases, and thus, the large displacement motorcycle 100 has higher requirements on the height of the driver. In the present application, by lowering the height of subframe 11 and tightening first mount 1122 and second mount 1123, saddle height H1 can be set to less than 840mm, but still maintain the displacement of motorcycle 100 up to 700 cc. Specifically, the ratio between the saddle height H1 of the motorcycle and the displacement of the power assembly 14 in the present application ranges from 1mm/ml or more to 1.2mm/ml or less. Further, the ratio between the saddle height H1 and the displacement of the powertrain 14 ranges from 1.05mm/ml or more to 1.15mm/ml or less. In this embodiment, the ratio between saddle height H1 and displacement of the powertrain 14 is 1.1mm/ml. Through the above-mentioned setting, under the condition that does not reduce the discharge capacity, can also realize saddle height H1's reduction for saddle height H1 can satisfy the driver in the interval of bigger height, thereby the lower driver of height also can drive big discharge capacity motorcycle 100, and then can increase the application crowd scope of big discharge capacity motorcycle 100. In addition, the narrowing of subframe 112 may also reduce the position of grip 1612, which may improve the driving experience of the driver.

The passing height H2 of the motorcycle 100 refers to the minimum distance between the reference plane 102 and other components of the motorcycle 100 excluding the suspension assembly 15 and the running assembly 13. In the prior art, the saddle height H1 is generally lowered at the expense of the passing height H2 of the motorcycle, i.e. the position of the frame 11 and of the power assembly 14, the electrical components 17 and the body panel 12 fixed to the frame 11 is correspondingly moved downwards, so that the passing height H2 of the motorcycle is lowered, thus lowering the saddle height H1. In the application, the saddle assembly 16 is arranged on the frame 11 in a tightening way, so that the installation height of the saddle assembly 16 on the frame 11 is reduced, and the saddle height H1 is reduced, thereby reducing the descending range of the frame 11 and avoiding influencing the passing height H2 of the motorcycle. The mounting height of the saddle block 16 refers to the minimum distance between the reference plane 102 and the point where the saddle block 16 is fixedly connected to the frame 11. In the present embodiment, by reducing the installation clearance between the suspension assembly 15, the electric assembly 17, and the power assembly 14 below the saddle assembly 16 while the subframe 11 is lowered, the passing height H2 of the motorcycle can be increased even after the height of the subframe 112 is lowered. Specifically, the powertrain 14 in the present embodiment is located at the lowermost end of the frame 11, wherein the powertrain 14 includes an exhaust mechanism 141 located at the bottom of the powertrain 14, and the exhaust mechanism 141 is used to exhaust the exhaust gas generated by the operation of the powertrain 14, and the minimum distance between the exhaust mechanism 141 and the reference plane 102 is the passing height H2 of the motorcycle 100 in the present embodiment, and even if the saddle height H1 is set between 800mm and 840mm in the present embodiment, the passing height H2 of the motorcycle 100 can still reach 220mm. Optionally, a ratio between a saddle height H1 and a passing height H2 of the motorcycle in the present application is 3.5 or more and 4.2 or less. More specifically, the ratio between saddle height H1 and passing height H2 is 3.6 or more and 4 or less. Further, the ratio between saddle height H1 and passing height H2 is 3.7. Through the arrangement, the motorcycle 100 reduces the saddle height H1 so as to meet the driving requirement of people with larger height intervals, and meanwhile, the passing height H2 of the motorcycle 100 is not reduced, and the power assembly 14 at the lowest end is prevented from colliding with obstacles in the driving process, so that the passing performance and driving safety of the motorcycle 100 can be improved.

As an alternative embodiment, saddle height H1 can be set to 800mm, through height H2 can be set to 220mm to both can make saddle subassembly 16 highly can satisfy the driver in the interval of bigger height, thereby can improve driver's driving travelling comfort and human-computer interaction experience, can also improve motorcycle 100's whole car trafficability characteristic, thereby can improve motorcycle 100's commonality.

As shown in fig. 5, as described above, the motorcycle 100 of the present application is a large displacement motorcycle 100 suitable for long distance riding, and has a larger storage requirement than other types of motorcycles 100, so that a plurality of storage spaces are provided. As one implementation, the motorcycle 100 further includes a cargo box assembly 18 disposed rearward of the frame 11, the cargo box assembly 18 being configured to provide storage space for the motorcycle 100 for storage of items by a driver. The cargo box assembly 18 includes a first cargo box 181 and a second cargo box 182 that are distributed along the width of the motorcycle 100, and the body panel 12 further includes a fender 121, the fender 121 being at least partially positioned rearward of the subframe 112, the fender 121 being fixedly coupled to the subframe 112. The frame 11 further includes a cargo box bracket 113 (refer to fig. 3) disposed behind the sub-frame 112, the cargo box bracket 113 being disposed at least partially around the rear end of the sub-frame 112, i.e., the cargo box bracket 113 is also disposed at least partially on both sides in the width direction of the sub-frame 112 for mounting the first cargo box 181 and the second cargo box 182, the cargo box bracket 113 including a bracket link 1131 disposed behind the sub-frame 112, the bracket link 1131 being for connecting portions of the cargo box bracket 113 distributed on both sides in the width direction of the sub-frame 112. The cargo box bracket 113 and the sub-frame 112 are provided in fixed connection, and the cargo box bracket 113 and the sub-frame 112 are fixedly connected through the partial cargo box brackets 113 distributed at both sides of the sub-frame 112 in the width direction, so as to improve the connection stability of the first cargo box 181 and the second cargo box 182 with the cargo box bracket 113. When the first container 181 and the second container 182 are in the assembled state, the first container 181 and the second container 182 form a fixed connection with the container bracket 113, and when the first container 181 and the second container 182 are in the off-road working condition or are not needed to be used, the first container 181 and the second container 182 can be in the disassembled state with the container bracket 113, so that the motorcycle is more diversified in use. In the present application, the height of the sub-frame 112 of the motorcycle 100 is lowered by lowering the saddle height H1 of the motorcycle 100, and the fender 121 connected to the sub-frame 112 is lowered. In view of the man-machine height of the cargo box assembly 18, the fender 121 is at least partially overlapped with the bracket link 1131 as viewed in the longitudinal direction of the motorcycle 100 in order to avoid interference with the exhaust mechanism of the motorcycle 100 or thermal damage due to too small a gap after lowering the cargo box assembly 18, and also in order to avoid interference with the rear fork 151 after lowering the cargo box assembly 18, so that the height of the cargo box bracket 113 is not lowered. In the present embodiment, the fender 121 and the bracket connection rod 1131 are provided as a fixed connection by a fastener. In the prior art, the bracket connection rod 1131 is located at the lower side of the license plate of the motorcycle 100, and the fender 121 and the packing case bracket 113 are easily vibrated relatively during the running of the motorcycle 100, so that the license plate of the motorcycle 100 collides with the packing case bracket 113 to break the license plate of the motorcycle 100 or the fender 121 collides with the packing case bracket 113 to generate abnormal sound. Through the above arrangement, the bracket connection rod 1131 and the mudguard 121 can be prevented from vibrating relatively, so that abnormal sound generated by collision of the cargo box bracket 113 and the mudguard 121 due to the relative vibration can be avoided, and breakage of the license plate of the motorcycle 100 due to the relative vibration of the cargo box bracket 113 and the mudguard 121 can be avoided, so that the connection stability of the mudguard 121 and the service life of the license plate of the motorcycle 100 can be improved.

Specifically, the cargo bracket 113 includes a first cargo bracket 1132 provided on one side of the motorcycle 100 and a second cargo bracket 1133 provided on the other side of the motorcycle 100, the first and second cargo brackets 1132 and 1133 being connected by a bracket connecting rod 1131. The rear side of the mudguard 121 is provided with a fixed mounting point 1211, and the mudguard 121 is fixedly connected with the bracket connecting rod 1131 through the fixed mounting point 1211, so that the connection strength of the mudguard 121 and the bracket connecting rod 1131 can be improved, and the vibration of the mudguard 121 in the running process of the motorcycle 100 can be reduced. In addition, a license plate mounting portion 1212 is provided at the rear of the fender 121, the license plate mounting portion 1212 is used for mounting a license plate of the motorcycle 100, the license plate mounting portion 1212 is located at the upper side of the fixed mounting point 1211, and when the license plate of the motorcycle 100 is mounted on the license plate mounting portion 1212, the license plate of the motorcycle 100 can cover the fixed mounting point 1211, thereby providing a protection effect for the fixed mounting point 1211. Optionally, a fixed mounting point 1211 may also be provided above license plate mounting portion 1212 to facilitate disassembly and assembly of bracket connecting rod 1131 and fender 121.

Further, along the length of the motorcycle 100, the bracket attachment bar 1131 is located at least partially on the front side of the fender 121. When the bracket connection rod 1131 is located at the rear side of the fender 121, the bracket connection rod 1131 occupies the installation space of the license plate of the motorcycle 100, so that the license plate of the motorcycle 100 is in a suspended state after being installed, and the license plate of the motorcycle 100 is easy to deform or break. Through the arrangement, on the basis of the fixed connection between the bracket connecting rod 1131 and the mudguard 121, the bracket connecting rod 1131 can be prevented from interfering with the installation space of the license plate of the motorcycle 100, so that the connection stability of the license plate of the motorcycle 100 and the mudguard 121 can be improved.

As shown in fig. 6 and 7, the frame 11 further includes a trunk bracket 114 disposed at a rear end of the subframe 112, the cargo box assembly 18 further includes a rear trunk 183 disposed at a rear of the motorcycle 100, the rear trunk 183 providing both storage space and back support for rear occupants to enhance seating comfort of the rear occupants, the trunk bracket 114 being disposed at a rear of the subframe 112, the rear trunk 183 being further at least partially disposed above the subframe 112, the rear trunk 183 and the trunk bracket 114 being configured as a detachable connection by a connector 1141, the connector 1141 typically being configured as a bolt, the rear trunk 183 including a first limit position and a second limit position on the trunk bracket 114, the rear trunk 183 being translatable between the first limit position and the second limit position by operating the connector 1141, and enabling the rear trunk 183 to form a secure connection at any position in a translation path between the first limit position and the second limit position. Through the above arrangement, the installation position of the back box 183 can be adjusted, so that riding of the rear passengers can be facilitated, and riding comfort of the rear passengers can be improved. Further, an adjusting slot 1142 is disposed on the boot bracket 114, the adjusting slot 1142 is substantially extended along the preset straight line 103, the connecting member 1141 at least partially penetrates the adjusting slot 1142, and the position of the connecting member 1141 in the adjusting slot 1142 can be moved along the preset straight line 103. Alternatively, the extending direction of the preset straight line 103 may be set to be substantially identical to the length direction of the motorcycle 100, and the extending direction of the preset straight line 103 may also be set to extend in other directions, so that the trunk 183 may have a degree of freedom to move in other directions. With the above arrangement, the trunk 183 is allowed to have a degree of freedom of movement in the longitudinal direction of the motorcycle 100, so that the riding space for the rear seat occupant can be enlarged.

Specifically, the distance that the back box 183 translates from the first limit position to the second limit position is the adjustment travel L of the back box 183. The adjustment stroke L is set to 0mm or more and 100mm or less. Further, the adjustment stroke L is set to 25mm or more and 75mm or less. In the present embodiment, the adjustment stroke L is set to 50mm. Through the arrangement, the situation that the balance of the motorcycle 100 is influenced due to the fact that the position of the back tail box 183 is too far back due to the fact that the adjusting stroke L is too large can be avoided, and the situation that riding space of rear-row riders is smaller due to the fact that the adjusting stroke L is too small can also be avoided, so that the motorcycle 100 can be conveniently controlled, and riding comfort of the rear-row riders can be improved. Alternatively, the position of the connector 1141 may be adjusted according to the needs of the driver, so that the adjustment stroke L of the back box 183 may be changed.

In the embodiment of the present application, the adjustment slot 1142 includes a first adjustment slot 1142a, a second adjustment slot 1142b, and a third adjustment slot 1142c, the connection member 1141 includes a start position and an end position in the adjustment slot 1142, the connection member 1141 is in an initial position in the adjustment slot 1142 when the rear trunk 183 is in the first limit position, and the connection member 1141 is in an end position in the adjustment slot 1142 when the rear trunk 183 is in the second limit position. Accordingly, when the connecting member 1141 in the adjusting slot 1142 is at the initial position or the end position, the positions of the centers of the connecting members 1141 in the first adjusting slot 1142a, the second adjusting slot 1142b, and the third adjusting slot 1142c are not collinear. Through the arrangement, the circle centers of the three connecting pieces 1141 respectively positioned in the three adjusting grooves 1142 are basically distributed in a triangle shape, so that the connection stability of the back tail box 183 and the tail box bracket 114 can be improved, and the potential safety hazard caused by shaking of the back tail box 183 due to unstable connection in the running process of the motorcycle 100 can be avoided. It should be noted that, in the present application, the connecting element 1141 is basically configured as a cylindrical connecting element such as a bolt, so that the "center of the connecting element 1141" in the description of the present application means that on a projection plane perpendicular to the axis direction of the connecting element 1141, the projection of the connecting element 1141 on the projection plane along the axis direction is a circular plane, the center of the circular plane is the center of the connecting element 1141, and the centers of the three connecting elements 1141 respectively located in the three adjusting grooves 1142 in the present application are all on the same projection plane.

In the present embodiment, the first adjustment groove 1142a and the second adjustment groove 1142b are located at least partially on the front side of the third adjustment groove 1142c in the length direction of the motorcycle 100; the third adjustment groove 1142c is located between the first adjustment groove 1142a and the second adjustment groove 1142b in the width direction of the motorcycle 100, and the first adjustment groove 1142a and the second adjustment groove 1142b are distributed in the width direction of the motorcycle 100. As an alternative embodiment, the initial position and the final position of the connecting member 1141 respectively located in the first adjusting slot 1142a and the second adjusting slot 1142b are the same, and along the length direction of the motorcycle 100, the initial positions of the connecting member 1141 in the first adjusting slot 1142a and the second adjusting slot 1142b are all disposed at the forefront ends of the first adjusting slot 1142a and the second adjusting slot 1142b and are abutted to the adjusting slot 1142, and the initial position of the connecting member 1141 in the third adjusting slot 1142c is at the middle of the third adjusting slot 1142 c; the end positions of the connecting pieces 1141 in the first adjusting groove 1142a and the second adjusting groove 1142b are respectively in the middle positions of the first adjusting groove 1142a and the second adjusting groove 1142b, the end position of the connecting piece 1141 in the third adjusting groove 1142c is at the rearmost end of the third adjusting groove 1142c and is abutted against the adjusting groove 1142, and this arrangement can avoid the position of the back box 183 being too far forward or backward. Alternatively, the starting position and the ending position of the back box 183 may be adjusted according to the needs of the driver to conform to the riding habits of the driver. In the prior art, the number of the adjusting slots 1142 is usually four, and an excessive number of the adjusting slots 1142 is easy to reduce the strength of the trunk bracket 114, so that the connection strength between the back trunk 183 and the trunk bracket 114 is reduced, and compared with the three adjusting slots 1142 in the present application, a larger arrangement space is required, so that the adjusting stroke is smaller. Through the above arrangement, under the condition that the strength of the trunk support 114 meets the requirement, the arrangement space occupied by the adjusting groove 1142 can be reduced, and the length of the adjusting groove 1142 can be increased, so that the adjusting stroke of the rear trunk 183 is improved, the adjusting requirement of more rear-row passengers can be met by adjusting the rear trunk 183, and the man-machine interaction coordination of the motorcycle 100 can be improved.

A bushing 1143 is further disposed between the back box 183 and the tail box bracket 114, and the connecting member 1141 is at least partially inserted through the adjusting slot 1142 and the bushing 1143, and then fixedly connected to the back box 183, so that the back box 183 can be inclined in different directions by changing the heights of the bushing 1143 on different adjusting slots 1142. In this embodiment, when the back box 183 is in the first limit position, the line connecting the centers of the connecting pieces 1141 in the first and second adjustment grooves 1142a and 1142b is substantially perpendicular to the longitudinal plane 101, and this arrangement enables the back box 183 to be turned back when the heights of the bushings 1143 in the first and second adjustment grooves 1142a and 1142b are synchronously increased, and conversely, enables the back box 183 to be turned forward when the heights of the bushings 1143 in the third adjustment groove 1142c are increased. To ensure the stability of the flip angle of the back box 183, the heights of the bushings 1143 on the first and second adjustment grooves 1142a and 1142b are generally substantially uniform. Specifically, the first adjusting groove 1142a is provided with a first bushing 1143a, the second adjusting groove 1142b is provided with a second bushing 1143b, and the third adjusting groove 1142c is provided with a third bushing 1143c, when only the first bushing 1143a and the second bushing 1143b are provided, and the third bushing 1143c3 is not provided, or when the heights of the first bushing 1143a and the second bushing 1143b are greater than the height of the third bushing 1143c, the rear box 183 may be inclined rearward along the length direction of the motorcycle 100, so that the riding space of the rear-row occupant may be enlarged, and support may be provided for the rear-row occupant, and further the riding experience of the rear-row occupant may be improved. Alternatively, when only the third bushing 1143c is provided, the first and second bushings 1143a and 1143b are not provided, or the height of the first and second bushings 1143a and 1143b is smaller than the height of the third bushing 1143c, the tail box 183 may be inclined forward in the length direction of the motorcycle 100 so that the tail box 183 cooperates with the first and second cargo boxes 181 and 182 to prevent the rear-row loaded articles from slipping down when the motorcycle 100 is rear-row loaded. It will be appreciated that angular adjustment of the other direction may also be achieved by providing only the first and third bushings 1143a, 1143c, without providing the second bushing 1143b, or by providing the height of the first and third bushings 1143a, 1143c to be greater than the height of the second bushing 1143 b. As another alternative embodiment, the angular adjustment of the third direction may also be achieved by providing only the second and third bushings 1143b and 1143c, not providing the first bushing 1143a, or setting the height of the second and third bushings 1143b and 1143c to be greater than the height of the first bushing 1143 a.

Specifically, as shown in fig. 8, when the rear case 183 is tilted forward or backward, an angle is formed between the bottom surface of the rear case 183 and the upper surface of the rear case bracket 114, and an adjustable maximum angle between the bottom surface of the rear case 183 and the upper surface of the rear case bracket 114 is defined as an adjustment angle α, alternatively, the adjustment angle α is set to 10 °. It is understood that the adjustment angle α may be any angle from 0 ° to 10 °, so that the adjustment angle α may be changed according to the needs of the driver, thereby improving the versatility and adaptability of the motorcycle 100. Through the arrangement, the adjustment angle alpha can be prevented from being too small to play a role in adjustment, and the requirement of the adjustment angle alpha can be prevented from being too large to meet the connection strength between the rear trunk 183 and the trunk support 114, so that the riding experience of rear passengers can be improved under the requirement of meeting the connection strength between the rear trunk 183 and the trunk support 114, and the man-machine interaction coordination of the motorcycle 100 can be improved.

As shown in fig. 8, the frame 11 further includes a pedal bracket 115 and a fastener 116 disposed at the rear of the motorcycle 100, the motorcycle 100 further includes a rear pedal 19, the rear pedal 19 is for carrying the feet of a rear seat occupant of the motorcycle 100 to improve the seating comfort of the rear seat occupant, the pedal bracket 115 is fixedly coupled to the sub-frame 112, and the pedal bracket 115 is for mounting the rear pedal 19. Pedal support 115 is provided with pedal mounting holes 1151, and fasteners 116 extend at least partially through pedal mounting holes 1151 and are fixedly coupled to rear pedal 19. Wherein pedal mounting bore 1151 may be configured as a cylindrical bore and fastener 116 may be configured as a bolt or screw. In the prior art, the axial direction of the pedal mounting hole 1151 is generally substantially identical to the height direction of the motorcycle 100, and this mounting manner makes the assembly space of the rear pedal 19 of the motorcycle 100 insufficient in the process of mounting and dismounting, so that the dismounting tool easily interferes with the rear bottom fork 151 in the process of use, and the rear bottom fork 151 needs to be dismounted in advance to dismount the rear pedal 19, thereby leading to a relatively complicated dismounting process of the rear pedal 19. In the present application, the axial direction of the pedal attachment hole 1151 substantially coincides with the width direction of the motorcycle 100, so that the rear pedal 19 does not interfere with the rear fork 151 during the attachment and detachment of the rear pedal. Through the arrangement, the assembly space of the rear pedal 19 is increased, and the interference between the assembly and disassembly tools of the rear pedal 19 and the rear bottom fork 151 in the assembly and disassembly processes is avoided, so that the assembly and disassembly process of the rear pedal 19 is optimized, and the assembly efficiency of the motorcycle 100 is improved. In addition, the fastening piece 116 at least partially penetrates the pedal bracket 115 and the container bracket 113, so that the pedal bracket 115 and the container bracket 113 are fixedly connected, the pedal bracket 115 and the container bracket 113 can share the same mounting point, the number of the mounting points on the auxiliary frame 112 is reduced, and meanwhile, the structural compactness of the pedal bracket 115 and the container bracket 113 can be improved.

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 (10)

1. A motorcycle, comprising:

The vehicle comprises a vehicle frame, a vehicle seat and a vehicle seat, wherein the vehicle frame comprises a main vehicle frame and a sub vehicle frame arranged at the rear of the main vehicle frame;

A body panel disposed at least partially on the frame;

The walking assembly comprises a front wheel and a rear wheel which are arranged below the frame;

A powertrain drivingly connected to one of the front or rear wheels;

a cargo box assembly at least partially disposed on the frame;

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

The vehicle body panel further comprises a fender fixedly connected with the subframe; the frame also comprises a cargo box bracket arranged at the rear of the auxiliary frame, and the cargo box bracket is fixedly connected with the auxiliary frame; the motorcycle is characterized in that the fender and the cargo box bracket are at least partially overlapped when being observed along the length direction of the motorcycle, and the fender and the cargo box bracket are fixedly connected through a fastener.

2. The motorcycle of claim 1 wherein the cargo box bracket includes a first cargo box bracket disposed on one side of the motorcycle and a second cargo box bracket disposed on the other side of the motorcycle, the cargo box bracket further including a bracket attachment bar located at a rear of the motorcycle, the first cargo box bracket and the second cargo box bracket being attached by the bracket attachment bar.

3. A motorcycle according to claim 2, wherein the bracket connecting rod is located at least partially on the front side of the fender along the length of the motorcycle.

4. The motorcycle of claim 2, wherein the fender is provided with a fixed mounting point, and the bracket connecting rod is fixedly connected with the fender through the fixed mounting point; the motorcycle license plate is characterized in that a license plate installation part is further arranged on the fender, the license plate installation part is at least partially located above the fixed installation point, when the motorcycle license plate is installed on the license plate installation part, the motorcycle license plate is observed along the length direction of the motorcycle, and the motorcycle license plate covers the fixed installation point.

5. The motorcycle of claim 1 wherein the cargo box assembly is at least partially disposed at a rear portion of the subframe, the cargo box assembly including first and second cargo boxes distributed along a width direction of the motorcycle, the first cargo box and the first cargo box bracket being fixedly connected, the second cargo box and the second cargo box bracket being fixedly connected.

6. The motorcycle of claim 1, wherein the frame further comprises a trunk support disposed rearward of the motorcycle, the trunk support and the subframe are fixedly connected, the cargo box assembly further comprises a rear trunk, and the rear trunk and the trunk support are configured for detachable connection via a connector.

7. The motorcycle of claim 6, wherein the trunk support is provided with an adjustment groove extending substantially in a predetermined straight direction, and the connection member is at least partially provided through the adjustment groove, and the connection member has a degree of freedom of movement in the predetermined straight direction with respect to the adjustment groove.

8. The motorcycle of claim 7, wherein the adjustment slots include a first adjustment slot, a second adjustment slot, and a third adjustment slot; the first regulating groove and the second regulating groove are at least partially positioned at the front side of the third regulating groove along the length direction of the motorcycle; the third regulating groove is located between the first regulating groove and the second regulating groove along the width direction of the motorcycle.

9. The motorcycle of claim 8, wherein an angle is formed between a bottom surface of the rear trunk and an upper surface of the trunk support, and a maximum adjustable angle between the bottom surface of the rear trunk and the upper surface of the trunk support is 10 °.

10. The motorcycle of claim 1, wherein the frame further comprises a pedal bracket disposed at a rear of the motorcycle, the fastener is fixedly connected to the subframe after penetrating through the pedal bracket and the cargo box bracket, the motorcycle further comprises a rear pedal, the pedal bracket is provided with a pedal mounting hole, the rear pedal is detachably connected to the pedal bracket through the pedal mounting hole, and an axial direction of the pedal mounting hole is substantially identical to a width direction of the motorcycle.