WO2023087178A1

WO2023087178A1 - Motorcycle

Info

Publication number: WO2023087178A1
Application number: PCT/CN2021/131224
Authority: WO
Inventors: 陈豫; 陈云蛟; 国帅; 江璐璐
Original assignee: 浙江春风动力股份有限公司
Priority date: 2021-11-17
Filing date: 2021-11-17
Publication date: 2023-05-25
Also published as: CN220616082U

Abstract

A motorcycle (100), comprising a frame assembly (20), a power source (30), a connecting structure (23), a first connecting frame (21) and a second connecting frame (22), wherein the front end of the power source (30) is provided with a first mounting position (31) and a second mounting position (32); the connecting structure (23) is arranged on the frame assembly (20); the first connecting frame (21) and the second connecting frame (22) are located at the front end of the power source (30), one end of the first connecting frame (21) being connected to the first mounting position (31), and the other end thereof being connected to the connecting structure (23); and one end of the second connecting frame (22) is connected to the second mounting position (32), and the other end thereof is connected to the connecting structure (23).

Description

motorcycle

technical field

The present application relates to the technical field of vehicles, in particular to a motorcycle.

Background technique

At present, there are two common ways to arrange motorcycle engines; the first way is to install the engine directly on the frame without setting up an independent engine installation structure. Method 2, by setting a mounting bracket, one end of the mounting bracket is connected to the upper end or the lower end of the engine, and the other end of the mounting bracket is connected to the vehicle frame, so as to realize the fixed installation of the engine.

However, if the engine is installed in the existing way, when the engine operates to generate vibration, in the first mode, the vibration of the engine will be directly transmitted to the vehicle frame, thereby causing a strong vibration of the vehicle. In the second method, the vibration of the engine will be transmitted to the mounting bracket, and will be transmitted to the frame through the mounting bracket, which will also cause the vibration of the frame to be too large, which will cause the vibration of the whole vehicle to affect the riding comfort. .

Contents of the invention

Based on this, the present application provides a motorcycle for the above-mentioned technical problems, and the technical scheme is as follows:

A motorcycle, comprising: a frame assembly; a power source, at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first mounting position and a second mounting position; a suspension The assembly is installed on the vehicle frame assembly; the wheel assembly includes a front wheel and a rear wheel, the front wheel is installed on the front end of the suspension assembly, the rear wheel is installed on the rear end of the suspension assembly, and the rear wheel includes a rear axle; the brake assembly , installed on the rear wheel axle for braking the rear wheels; the rear mudguard assembly is at least partially connected to the frame assembly, the rear mudguard assembly includes the rear fender; the rear turn signal is installed on the rear mudguard assembly; The motorcycle also includes: a connecting structure arranged on the frame assembly and relatively located at the front end of the power source; a first connecting frame located at the front end of the power source, and one end of the first connecting frame is connected to the first installation position, and the first The other end of the connecting frame is connected to the connecting structure; the second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure; the adapter plate, Installed on the side of the rear fender close to the wheel assembly; the shock absorber assembly is passed through the rear fender and the adapter plate, and connects the adapter plate with the rear fender, and the shock absorber assembly is partly located on the rear fender Between the adapter plate and the adapter plate; among them, the rear turn signal is installed on the adapter plate; the adjustment assembly is installed on the rear wheel shaft, and can drive the rear wheel to move relative to the front wheel to adjust the distance between the rear wheel and the front wheel ; Wherein, one end of the rear fender assembly is installed on the brake assembly, and the other end can cover at least part of the rear wheel.

A motorcycle, comprising: a frame assembly; a power source, at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first installation position and a second installation position; the motorcycle It also includes: a connecting structure arranged on the frame assembly and relatively located at the front end of the power source; a first connecting frame located at the front end of the power source, and one end of the first connecting frame is connected to the first installation position, and the first connecting frame The other end of the second connecting frame is connected to the connecting structure; the second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure.

A motorcycle, comprising: a frame assembly; a power source, at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first installation position and a second installation position; a wheel assembly , at least partially connected to the frame assembly; brake assembly, installed on the wheel assembly; rear mudguard assembly, at least partially connected to the frame assembly, the rear mudguard assembly includes a rear fender; rear turn signal, installed on the rear on the mudguard assembly; the motorcycle also includes: a connection structure arranged on the frame assembly and relatively located at the front end of the power source; the first connecting frame is located at the front end of the power source, and one end of the first connecting frame is connected to the first installation The other end of the first connecting frame is connected to the connecting structure; the second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure ; The adapter plate is installed on the side of the rear fender close to the wheel assembly; the shock absorber assembly is passed through the rear fender and the adapter plate, and the adapter plate is connected with the rear fender, and the shock absorber assembly Part is located between the rear fender and the adapter plate; wherein, the rear turn signal is installed on the adapter plate.

Compared with the prior art, in the motorcycle provided by the present application, the front end of the power source is connected to the frame assembly in a two-point connection, that is, the first installation position and the second installation position of the power source are connected to the frame assembly connection structure. When the power source vibrates, due to the different resonance frequencies and waveforms of the vibration transmitted from the first installation position and the second installation position, the vibration transmitted from the first installation position and the second installation position can be partially offset at the connection structure , to reduce the vibration transmitted from the power source to the frame assembly, which is beneficial to reduce the vibration of the whole vehicle, thereby improving the riding comfort of the vehicle.

Description of drawings

Fig. 1 is the structural representation of the motorcycle that the application provides;

Fig. 2 is a partial structural schematic diagram of the power source and frame assembly provided by the present application;

Fig. 3 is an exploded view of the connection structure in Fig. 2;

Fig. 4 is the experimental data variation curve chart that the application provides at the motorcycle handlebar test;

Fig. 5 is the curve chart of the experimental data tested at the front mounting seat of the vehicle frame provided by the present application;

Fig. 6 is a schematic structural view of the wire hook and frame assembly provided by the present application;

Fig. 7 is the structural representation of the wire hook provided by the present application;

Figure 8 is a schematic structural view of the radiator provided by the present application;

Fig. 9 is a partial enlarged view of place A in Fig. 8;

Fig. 10 is the left side view of the radiator provided by the present application;

Figure 11 is a schematic structural view of the radiator, guard plate assembly and vehicle frame assembly provided by the present application;

Fig. 12 is a schematic structural view of the shield assembly provided by the present application;

Figure 13 is an exploded view of Figure 12;

Fig. 14 is an exploded view of another perspective of Fig. 12;

Fig. 15 is a partial structural schematic diagram of the motorcycle provided by the present application;

Fig. 16 is a partial enlarged view of place B in Fig. 15;

Fig. 17 is a partial structural schematic diagram of the motorcycle provided by the present application;

Fig. 18 is a partial enlarged view of place C in Fig. 17;

Fig. 19 is a partial structural schematic diagram of the rear fender assembly, rear turn signal lamp and vehicle frame assembly provided by the present application;

Figure 20 is an exploded view of Figure 19;

Figure 21 is a schematic structural view of the rear fender assembly, rear turn signal lamp and license plate provided by the present application;

Figure 22 is an exploded view of Figure 21;

Fig. 23 is a partial structural schematic diagram of the motorcycle provided by the present application;

Figure 24 is an exploded view of Figure 23;

Fig. 25 is a schematic structural view of the fuel tank, heat shield, frame assembly and power source provided by the present application;

Figure 26 is an exploded view of Figure 25;

Fig. 27 is a partial structural schematic diagram of the heat shield and the vehicle frame assembly;

Figure 28 is an exploded view of a seat cushion, a rear floor assembly and a shield;

Fig. 29 is a schematic structural view of the shield provided by the present application.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the application with reference to the accompanying drawings in the embodiments of the application. Apparently, the described embodiments are only part of the embodiments of the application, not all of them. Based on the implementations in this application, all other implementations obtained by persons of ordinary skill in the art without creative work fall within the protection scope of this application.

Referring to FIG. 1 , the present application provides a motorcycle 100 , which includes a body cover 10 , a frame assembly 20 , a power source 30 , a suspension assembly 50 , and a wheel assembly 60 . Wherein, the body cover 10 is connected to the frame assembly 20 . The wheel assembly 60 is connected to the frame assembly 20 through the suspension assembly 50 . A power source 30 is at least partially connected to the frame assembly 20 .

In order to clearly illustrate the technical solution of the present application, front side, rear side, left side, right side, upper side and lower side as shown in FIG. 1 are also defined.

Please refer to FIG. 2 , the motorcycle 100 further includes a first connecting frame 21 , a second connecting frame 22 and a connecting structure 23 . The power source 30 includes a front end and a rear end. The front end of the power source 30 is provided with a first mounting position 31 and a second mounting position 32 . The connection structure 23 is disposed on the frame assembly 20 and relatively located at the front end of the power source 30 . The first connecting frame 21 is located at the front end of the power source 30 , and one end of the first connecting frame 21 is connected to the first mounting position 31 , and the other end of the first connecting frame 21 is connected to the connecting structure 23 . The second connecting frame 22 is located at the front end of the power source 30 , one end of the second connecting frame 22 is connected to the second mounting position 32 , and the other end of the second connecting frame 22 is connected to the connecting structure 23 .

When the power source 30 operates to generate vibration, the vibration of the power source 30 can be transmitted to the connection structure 23 of the frame assembly 20 through the first connecting frame 21, and the vibration of the power source 30 can also be transmitted to the frame assembly through the second connecting frame 22. 20 connection structures 23 . Moreover, the vibration transmitted by the first connecting frame 21 and the vibration transmitted through the second connecting frame 22 can offset part of the vibration at the connecting structure 23, so as to reduce the vibration transmitted from the power source 30 to the frame assembly 20, which is beneficial to reduce the vibration of the whole vehicle. Vibration, thereby improving the ride comfort of the vehicle.

The front end of the existing power source is connected to the vehicle frame assembly through a single-point connection, that is, one end of the connecting frame is connected to a mounting position at the front end of the engine, and the other end is connected to the vehicle frame assembly. With this connection method, when the power source operates to generate vibration, the vibration of the power source will be completely transmitted to the frame assembly through the connecting frame connected to the installation position, resulting in a large vibration amplitude of the frame assembly, resulting in large ride vibration and affecting the vehicle. riding comfort.

In this application, the front end of the power source 30 is connected to the frame assembly 20 in a two-point connection, that is, the first mounting position 31 and the second mounting position 32 of the power source 30 are connected to the connecting structure 23 of the frame assembly 20 . When the power source 30 vibrates, since the vibrations transmitted from the first mounting position 31 and the second mounting position 32 have different resonance frequencies and waveforms, the vibrations transmitted from the first mounting position 31 and the second mounting position 32 can be The connection structure 23 partially offsets, thereby reducing the vibration transmitted from the power source 30 to the frame assembly 20 .

This application is based on the motorcycle 100 of the same model for experiments. The connection mode between the power source 30 and the frame assembly 20 in Experimental Scheme 1 is a single-point connection mode, and the connection mode between the power source 30 and the vehicle frame assembly 20 in Experimental Scheme 2 is the two-point connection mode of the present application. The power source 30 in this application is mainly an engine.

Under the condition of the same change of engine speed, test the vibration acceleration at the same position, the smaller the vibration acceleration at this place, the smaller the vibration intensity. The frame assembly 20 includes a frame 25 , and the test locations of the present application are the steering handle 101 of the motorcycle 100 and the front mounting seat of the frame 25 . Among them, the change curve Y1 is the test result of the first experimental scheme, and the change curve Y2 is the test result of the second experimental scheme.

Please refer to Figure 4 and Figure 5 for specific experimental results. The horizontal axis in the figure is the engine speed, and the vertical axis is the vibration acceleration.

Please refer to Fig. 4, experiment is carried out at 101 places of the direction of the motorcycle 100: the change curve Y1 and the change curve Y2 all represent the variation of the vibration acceleration at the direction 101 as the engine speed increases. It can be seen from FIG. 4 that the change curve Y2 is more gradual than the change curve Y1. That is, the higher the engine speed is, the vibration acceleration reflected in the change curve Y2 is gradually smaller than the vibration acceleration reflected in the change curve Y1. That is, when the two-point connection method is used, the vibration intensity at the direction bar 101 is smaller than that when the single-point connection method is used.

Specifically, when the engine speed is 10100 rpm, the change curve Y1: the value of the vibration acceleration in the X direction is 17, the value in the Y direction is 6, and the value in the Z direction is 4. Wherein, 17 represents the vibration acceleration of the X-axis direction at the 101 place of the direction bar, 6 represents the vibration acceleration of the Y-axis direction of the 101 place of the direction bar, and 4 represents the vibration acceleration of the Z-axis direction of the 101 place of the direction bar.

Variation curve Y2: The value of the vibration acceleration in the X direction is 7, the value in the Y direction is 3, and the value in the Z direction is 1. Wherein, 7 represents the vibration acceleration of the X-axis direction at the 101 place of the direction bar, 3 represents the vibration acceleration of the Y-axis direction of the 101 place of the direction bar, and 1 represents the vibration acceleration of the Z-axis direction of the 101 place of the direction bar.

It can be seen that, compared with the existing single-point connection, the connection method of two-point connection has an obvious shock-absorbing effect on the vibration of 101 places in the direction.

Please refer to FIG. 5 , the experiment is carried out at the front mounting seat of the vehicle frame 25 : the change curve Y1 and the change curve Y2 both represent the variation of the vibration acceleration at the front mounting seat of the vehicle frame 25 as the engine speed increases. It can be seen from FIG. 5 that the change curve Y2 changes more gently than the change curve Y1. That is, the higher the engine speed is, the vibration acceleration reflected in the change curve Y2 is gradually smaller than the vibration acceleration reflected in the change curve Y1. That is, when the two-point connection is adopted, the vibration intensity at the front mounting seat of the vehicle frame 25 is smaller than that when the single-point connection is adopted.

Specifically, when the engine speed is 10100 rpm, the change curve Y1: the value of the vibration acceleration in the X direction is 13, the value in the Y direction is 17, and the value in the Z direction is 11. Wherein, 13 represents the vibration acceleration size of the X-axis direction at the front mounting seat place of the vehicle frame 25, 17 represents the vibration acceleration size of the Y-axis direction at the vehicle frame 25 front mounting seat place, and 11 represents the Z axis at the vehicle frame 25 front mounting seat place The magnitude of the vibration acceleration in the direction.

Variation curve Y2: The value of the vibration acceleration in the X direction is 9, the value in the Y direction is 15, and the value in the Z direction is 7. Wherein, 9 represents the vibration acceleration size of the X-axis direction at the front mounting seat place of the vehicle frame 25, 15 represents the vibration acceleration size of the Y-axis direction at the vehicle frame 25 front mounting seat place, and 7 represents the Z axis at the vehicle frame 25 front mounting seat place The magnitude of the vibration acceleration in the direction.

It can be seen that, compared with the existing single-point connection, the connection method of the two-point connection has an obvious shock-absorbing effect on the vibration at the front mounting seat of the vehicle frame 25 .

To sum up, the smaller the vibration acceleration, the smaller the vibration intensity. Therefore, it can be concluded from the experimental results that the two-point connection method in the present application has an obvious damping effect on the vibration of the whole vehicle compared with the existing single-point connection method.

Moreover, the first mounting position 31 and the second mounting position 32 are respectively connected to the vehicle frame assembly 20 through the first connecting frame 21 and the second connecting frame 22, which can make the assembly of the power source 30 and the vehicle frame assembly 20 more reliable, and the structure More stable, thereby improving the installation stability of the vehicle.

Of course, optionally, according to actual needs, the rear end of the power source 30 can also be connected to the frame assembly 20 in the same two-point connection, so as to reduce the vibration transmitted from the power source 30 to the frame assembly 20 , improve the ride comfort of the vehicle.

Due to the needs of the structural design of the power source 30 itself, there are multiple installation positions, so the selection of the first installation position 31 and the second installation position 32 can also be other positions, as long as the same effect as in this application can be achieved .

2 and 3, the connecting structure 23 includes a first fastener 231 and a buffer assembly 232, the first fastener 231 passes through the frame assembly 20 and the second connecting frame 22, and connects the frame assembly 20 with the buffer assembly 232. The second connecting frame 22 is connected. The buffer assembly 232 is sleeved on the first fastener 231 , and the end of the first connecting frame 21 away from the power source 30 is connected to the buffer assembly 232 .

The vibration of the power source 30 can be transmitted to the buffer assembly 232 through the first connecting frame 21, partly blocked by the buffer assembly 232, and then transmitted to the frame assembly 20, thereby further reducing the vibration transmitted from the power source 30 to the frame assembly 20 .

The buffer assembly 232 includes a sleeve 233 and a buffer unit 234 , the sleeve 233 is sleeved on the first fastener 231 , and the end of the first connecting frame 21 away from the power source 30 is connected to the sleeve 233 . The buffer unit 234 is sleeved on the first fastener 231 and at least partially located in the sleeve 233 . Moreover, the sleeve 233 and the first connecting frame 21 are made of steel, which has high strength, good overall rigidity and strong resistance to deformation, which can improve the structural strength.

The buffer unit 234 includes a bushing 2341 , a first shock pad 2342 and a second shock pad 2344 . The bushing 2341 is located in the sleeve 233 and sleeved on the first fastener 231 . The first shock absorbing pad 2342 protrudes into the sleeve 233 from one end of the sleeve 233 , and is sleeved on at least part of the sleeve 2341 . The second shock-absorbing pad 2344 extends into the sleeve 233 from an end of the sleeve 233 away from the first shock-absorbing pad 2342 , and is sleeved on at least part of the bushing 2341 .

In this way, the vibration of the power source 30 can be transmitted to the sleeve 233 through the first connecting frame 21, transmitted to the first shock pad 2342 and the second shock pad 2344 through the sleeve 233, and then from the first shock pad 2342 to the second shock pad. The second shock absorber 2344 is transferred to the bushing 2341 , then transferred from the bushing 2341 to the first fastener 231 , and finally transferred from the first fastener 231 to the frame assembly 20 . A first shock absorbing pad 2342 and a second shock absorbing pad 2344 are arranged outside the bushing 2341 to strengthen the shock absorbing effect and reduce the vibration transmitted from the sleeve 233 to the first fastener 231, thereby further weakening the transmission of the power source 30 to the first fastener 231. The vibration of the vehicle frame assembly 20 improves the riding comfort of the vehicle.

Wherein, a first step 2343 is formed at one end of the first shock absorbing pad 2342 , the end of the first shock absorbing pad 2342 away from the first step 2343 extends into the sleeve 233 , and the first step 2343 abuts against one end of the sleeve 233 . One end of the second shock absorbing pad 2344 is formed with a second step 2345 , the end of the second shock absorbing pad 2344 away from the second step 2345 extends into the sleeve 233 , and the second step 2345 abuts against the other end of the sleeve 233 .

The arrangement of the first shock pad 2342, on the one hand, enables one end of the first shock pad 2342 to abut against the end of the sleeve 233, which is convenient for installation. On the other hand, it can prevent the sleeve 233 from directly transmitting the vibration to the second connecting frame 22 , further reducing the vibration transmission.

The first shock absorbing pad 2342 is made of rubber, which has good shock absorbing effect and great elasticity. Of course, optionally, the first shock absorbing pad 2342 of different materials can also be used according to actual needs, as long as the same effect can be achieved, such as silicone material. Meanwhile, the first shock absorbing pad 2342 can also be in other shapes, as long as the same shock absorbing effect can be achieved.

As an implementation manner, the shape, function and material of the second shock absorbing pad 2344 and the first shock absorbing pad 2342 are the same. It can be understood that the structural settings of the second shock absorbing pad 2344 and the first shock absorbing pad 2342 may also be different, as long as the shock absorbing effect can be satisfied, and details will not be repeated here.

The buffer unit 234 further includes a first washer 2346 and a second washer 2347 . The first washer 2346 is sheathed outside the bushing 2341 and abuts against the first shock-absorbing pad 2342 and the second connecting frame 22 respectively. The second washer 2347 is sheathed on the bushing 2341 and abuts against the second shock pad 2344 and the second connecting frame 22 respectively. The arrangement of the first spacer 2346 and the second spacer 2347 can enhance the shock absorption effect and reduce the vibration transmitted to the second connecting frame 22 , thereby further reducing the vibration transmitted from the power source 30 to the vehicle frame assembly 20 .

Please refer to FIG. 2 , the second installation position 32 includes a first installation point 321 and a second installation point 322 . The second connecting frame 22 includes a first frame body 221 and a second frame body 222 ; one end of the first frame body 221 is connected to the first installation point 321 , and the other end is connected to the first fastener 231 . One end of the second frame body 222 is connected to the second installation point 322 , and the other end is connected to the first fastener 231 . Wherein, the buffer assembly 232 is located between the first frame body 221 and the second frame body 222 .

Since the first frame body 221 and the second frame body 222 are respectively disposed at two ends of the buffer assembly 232 , the first connecting frame 21 is connected to the buffer assembly 232 . In this way, when the power source 30 vibrates, part of the vibration will be transmitted to the buffer assembly 232 through the first frame body 221 and the second frame body 222 , and part of the vibration will be transmitted to both ends of the buffer assembly 232 through the first connecting frame 21 . Since the vibrations transmitted from the first mounting position 31 and the second mounting position 32 have different resonant frequencies and waveforms, the vibrations transmitted from the first connecting frame 21 and the second mounting frame can be partially offset at the buffer assembly 232, thereby The vibration transmitted from the power source 30 to the frame assembly 20 is reduced.

The existing power source will be provided with a rubber piece at each installation position to play a shock absorption effect. However, on the one hand, since the rubber parts are directly arranged at the installation position, the distance between the rubber parts and the power source is too close, and the temperature of the power source is high, which will cause the rubber parts to easily age, thereby reducing the service life of the rubber parts. On the other hand, due to the need to arrange rubber parts, the space required for the installation position of the power source is relatively high, and the space occupied is large and the cost is high.

However, the setting of the present application can reduce the space requirements for the installation position of the power source 30, and the distance between the position of the buffer assembly 232 and the power source 30 is large, and it is not directly in contact with the power source 30; therefore, it is affected by the temperature of the power source 30 Small, so that the service life can be improved and the cost can be greatly reduced.

Please refer to Fig. 6, the motorcycle 100 also includes a wire hook 24 and a wire-like member 243. Item 243. It should be noted that the linear member 243 is a brake handle, an electric wire and other components.

At present, the two ends of the wire hook are directly welded to the frame assembly. Usually, the brake handle and wires need to pass through. Assembly efficiency.

And because the wire hook 24 of the present application is detachably connected with the vehicle frame assembly 20, when assembling, first pass the brake handle etc. through the vehicle frame assembly 20 and install it, and then the wire hook 24 is installed on the vehicle frame assembly 20 , to limit it. In this way, there will be no impact on the assembly of the components.

Referring to FIG. 7 , one end of the wire hook 24 is mounted on the frame assembly 20 through the second locking member 245 . The second locking member 245 is a bolt, of course, it can also be other components with locking function.

The wire hook 24 includes a first limiting portion 241 and a second limiting portion 242 . The first limiting portion 241 is detachably mounted on the frame assembly 20 . The second limiting portion 242 is connected to the first limiting portion 241 , and at least part of the second limiting portion 242 is spaced apart from the first limiting portion 241 . Wherein, the linear member 243 passes through the first limiting portion 241 and the second limiting portion 242 sequentially.

As an implementation, the first limiting part 241 and the second limiting part 242 are formed integrally by bending the wire hook 24, and the first limiting part 241 and the second limiting part 242 are basically in the shape of a "Xiang", so , can enhance the structural strength and rigidity of itself, and prevent the wire hook 24 from being squeezed by wires, cables, etc., so that the wire hook 24 is deformed. The wire hook 24 of the present application only needs to be detachably installed on the frame assembly 20 at one end, thereby reducing the use of the first fastener 231 , reducing the occupied space, and making the installation more convenient.

Please refer to FIG. 8 , the motorcycle 100 further includes a radiator 40 , and the radiator 40 cools down the temperature of the power source 30 through a heat exchange function. The power source 30 of the motorcycle 100 will generate high heat during operation, so it is necessary to cool the power source 30 so that the power source 30 will not become overheated and fail.

The heat dissipation of the power source 30 of the motorcycle 100, on the one hand, depends on the air volume of the vehicle itself to cool the power source 30. The higher the speed of the motorcycle 100, the greater the air volume. However, the power source 30 of the motorcycle 100 with a large displacement is difficult to meet the heat dissipation requirements only by cooling the air volume, and needs to be radiated by the radiator 40 .

The radiator 40 is at least partially mounted on the frame assembly 20 . The radiator 40 is at least partly in communication with the power source 30 , and the cooling fluid circulates between the radiator 40 and the power source 30 , and continuously exchanges heat with the power source 30 to dissipate heat for the power source 30 . The leeward side of the radiator 40 is provided with a fan, and the fan plays a suction role. The fan makes the airflow outside the radiator 40 pass through the radiator 40 and then is drawn into the fan through the fan, so that the hot water exchanged with the inside of the power source 30 is passed through. After cooling down, the wind circulates to the power source 30 to realize heat dissipation of the power source 30 .

Radiator 40 comprises fin group 41, first collector 42 and second collector 43, and first collector 42 and second collector 43 are respectively arranged on the both sides of radiator group 41, and power The source 30 is in communication for heat exchange with the power source 30 .

The radiator 40 further includes a frame 44 and a baffle 45 , the frame 44 is mounted on the frame assembly 20 and located between the first collector 42 and the second collector 43 . The heat sink set 41 is installed on the frame body 44 . The baffle 45 is disposed on a side of the frame body 44 away from the frame assembly 20 and between the power source 30 and the wheel assembly 60 . The baffle plate 45 can prevent sediment, stones, branches, etc. from intruding into the radiator 40 fan and wiring harness of the motorcycle 100, further enhance the blocking effect, and improve the driving safety of the motorcycle 100.

The frame body 44 includes an upper side plate 441 and a lower side plate 442 , and the upper side plate 441 is connected to the frame assembly 20 . The lower side plate 442 is located on a side of the upper side plate 441 away from the vehicle frame assembly 20 , and the cooling fin set 41 is installed between the upper side plate 441 and the lower side plate 442 . Wherein, the baffle plate 45 is installed on the lower side plate 442, which can prevent silt and stones on the road surface from invading the vehicle body, thereby protecting the vehicle body.

When the motorcycle 100 is running on a mountain road or a sandy ground and other places with poor road conditions, the wheels will throw stones or sand on the road when they turn, which may hit the fan of the radiator 40, the wiring harness in the vehicle body, and the like. If the blades of the fan are hit by stones, etc., it is easy to cause the blades to be stuck, which will greatly reduce the service life of the radiator 40 . If the wiring harness in the vehicle body is hit, the joint may be loosened after a long time, causing the motorcycle 100 to stop running, which may cause safety problems in severe cases.

And the motorcycle 100 body is limited by the appearance, and the mud and rocks of the front wheel 61 are completely stopped by the front fender 75 . However, the mudguard effect of the front fender 75 of the motorcycle 100 is limited, and it is easy to cause road silt, stones, etc. to invade the radiator 40 and the vehicle body. Therefore, the blocking effect is further enhanced by setting the baffle 45 to prevent sediment, stones, etc. from intruding into the radiator 40 fan and wiring harness of the motorcycle 100 , thereby improving the driving safety of the motorcycle 100 .

Optionally, the side of the lower side plate 442 away from the heat sink set 41 is folded to form the baffle 45 . The structure is simple, which is convenient for forming the baffle plate 45 .

Optionally, the side of the lower side plate 442 away from the heat sink set 41 is folded to form a flange 443 , and the baffle 45 is connected to the flange 443 . The flange 443 can play a role of reinforcement and enhance the structural strength of the lower side plate 442 . Moreover, the direct folding to form the flange 443 can reduce the welding seam, avoiding the problem of lower structural strength due to weld seam existing in existing welding plates to strengthen the structural strength.

Wherein, the baffle plate 45 is integrally formed with the lower side plate 442 . It is easy to process, and can be molded directly through mold opening, with simple operation and low cost.

Please refer to Fig. 9, both ends of the first header 42 and both ends of the second header 43 are provided with load bearings 431, and both ends of the upper side plate 441 and the lower side plate 442 can be plugged into the corresponding The upper side plate 441 and the lower side plate 442 are welded in the carrying member 431 .

The bearing member 431 is in the shape of a hook and has an insertion gap 432 formed therein. Both ends of the upper side plate 441 and the lower side plate 442 are protrudingly provided with inserting portions 4421 , and the inserting portions 4421 are inserted into the inserting gap 432 . Through the cooperation of the bearing part 431 and the socket part 4421, the welding contact area between the upper side plate 441 and the lower side plate 442 and the first header 42 and the second header 43 can be increased to improve the welding strength. Therefore, the firmness of the overall structure of the radiator 40 is enhanced.

Referring to FIG. 10 , optionally, the included angle between the baffle plate 45 and the lower side plate 442 is M, where M is greater than or equal to 90 degrees and less than or equal to 180 degrees. In this way, to ensure that the hitting area of sand and stones can be covered in a large area. It can further prevent components such as the fan of the radiator 40 and the wiring harness in the vehicle body from being hit, thereby improving the driving safety of the motorcycle 100 .

Optionally, the included angle M can also be set to a different angle according to actual requirements and the positional relationship of the various components in the vehicle body. For example, the included angle M is set to: M is greater than or equal to 100 degrees and less than or equal to 145 degrees; or, M is greater than or equal to 100 degrees and less than or equal to 120 degrees, so as to achieve the best resistance effect and ensure the arrangement of the components in the car body The location does not interfere.

Depending on the arrangement of peripheral parts of the baffle 45 , the length of the baffle 45 may be set to be equal to or greater than 30 mm and equal to or less than 50 mm. Of course, optionally, in order to achieve the best resistance effect, the length of the baffle plate 45 can be set to be greater than or equal to 35 mm and less than or equal to 40 mm.

Please refer to FIG. 11 , the motorcycle 100 also includes a shield assembly 11 , which is installed on the frame assembly 20 and can play the role of protection, heat dissipation and decoration.

Please refer to FIG. 12 to FIG. 13 , the guard plate assembly 11 includes a guard plate 111 , a ventilation net 12 and a mounting plate 13 . Guard plate 111 is provided with air inlet 1112, and ventilation net 12 is arranged at air inlet 1112, and installation plate 13 is set on ventilation net 12, and is connected with guard plate 111, so that ventilation net 12 is tightly installed at air inlet 1112.

Please refer to FIG. 13 and FIG. 14 , wherein, the ventilation net 12 is provided with folded edges 121 , and the ventilation net 12 is placed on the air inlet 1112 through the folded edges 121 , and the structure is simple, so that the subsequent installation of the ventilation net 12 is facilitated.

The shape of the mounting plate 13 is compatible with the guard plate 111 , and the process is simple, so that the ventilation net 12 can be closely attached to the guard plate 111 to improve the fitting degree.

An accommodating groove 131 is formed on the mounting plate 13 , a convex portion 1111 is formed on the guard plate 111 , and an air inlet 1112 is defined on the convex portion 1111 . The accommodating groove 131 can snap fit with the protrusion 1111 , so as to facilitate the subsequent installation of the mounting plate 13 and the guard plate 111 . Moreover, through the engagement of the receiving groove 131 and the protrusion 1111 , the ventilation net 12 can be tightly installed at the air inlet 1112 , thereby improving the fitting degree.

The mounting plate 13 and the guard plate 111 are fixed by screws to enhance the stability of the installation of the mounting plate 13 and the guard plate 111 .

The mounting plate 13 is made of plastic, which is easy to process and shape, and the plastic mounting plate 13 is light in weight, and is easy to install on the guard plate 111 .

In this way, the maintenance and replacement of the ventilation net 12 is convenient. Since the ventilation net 12 is an iron net, it is relatively difficult to install the screws and the guard plate 111 directly on the ventilation net 12 . By setting the installation plate 13, the installation plate 13 can be snapped and matched with the convex part 1111 by pressing during use, so that the preliminary installation of the installation plate 13 and the guard plate 111 can be realized, and the iron net can be pressed and fitted to the air inlet 1112 . Then the mounting plate 13 and the guard plate 111 are locked by screws. There is no need to pass screws on the ventilation net 12 made of iron to fix it with the guard plate 111, so that the installation is more convenient.

Please continue to refer to FIG. 13 , the side of the mounting plate 13 away from the ventilation net 12 is provided with an adapter slot 132, and the motorcycle 100 also includes an adapter (not shown), and one end of the adapter extends into the adapter slot 132, And connected with the mounting plate 13 , the other end of the adapter is connected with the vehicle frame assembly 20 to install the fender assembly 11 on the vehicle frame assembly 20 .

The setting of the mounting plate 13 can provide a mounting point for the entire guard plate assembly 11. The setting of the mounting point, such as the transfer groove 132 provided on the above-mentioned mounting plate 13, can facilitate the installation of the entire guard plate assembly 11 on the vehicle frame assembly 20. The structure of the guard plate assembly 11 is optimized to make the installation of the guard plate assembly 11 more convenient.

The wheel assembly 60 includes a front wheel 61 and a rear wheel 62 , the front wheel 61 is installed on the front end of the suspension assembly 50 , the rear wheel 62 is installed on the rear end of the suspension assembly 50 , and the rear wheel 62 includes a rear axle 621 . The motorcycle 100 also includes a brake assembly 251 , which is rotatably mounted on the rear wheel shaft 621 and used for braking the rear wheel 62 .

Please refer to FIG. 15 and FIG. 16 , the motorcycle 100 also includes a rear fender assembly 70 and an adjustment assembly 76 , one end of the rear fender assembly 70 is installed on the brake assembly 251 , and the other end can cover at least part of the rear wheel 62 . The adjustment assembly 76 is mounted on the rear wheel shaft 621 and can drive the rear wheel 62 to move relative to the front wheel 61 to adjust the distance between the rear wheel 62 and the front wheel 61 .

Adjusting the adjustment assembly 76 can drive the rear axle 621 to move, and the rear axle 621 can drive the brake assembly 251 to move synchronously with the rear mudguard assembly 70 to maintain the relative position between the rear mudguard assembly 70 and the rear wheel 62 . Ensure that the gap between the rear mudguard assembly 70 and the rear wheel 62 is always in the optimum working range. Avoid installing the rear fender on the rear fork in the prior art. When adjusting the wheelbase of the motorcycle, the rear wheel of the motorcycle will move toward or away from the rear fender, thereby changing the The distance between the rear wheel and the rear fender will cause the rear wheel to wear the rear fender. Simultaneously, rear fender also can not bring into play the best effect of protecting vehicle body.

The frame assembly 20 includes a frame 25 and a rear fork 26 , one end of the rear fork 26 is connected to the frame 25 , and an adjustment hole 261 is defined at the other end. The adjustment hole 261 extends along the front-rear direction of the motorcycle 100 , and the rear wheel shaft 621 passes through the adjustment hole 261 . Wherein, the adjustment assembly 76 is located on the side of the rear chain fork 26 away from the brake assembly 251, and one end of the adjustment assembly 76 is connected to the rear wheel shaft 621, and the other end of the adjustment assembly 76 abuts on the rear chain fork 26, and can drive the rear wheel shaft 621. The axle 621 moves in the adjustment hole 261 .

The rear axle 621 drives the brake assembly 251 to move synchronously, and the brake assembly 251 drives the rear mudguard assembly 70 to move synchronously, so as to maintain the relative position between the rear wheel 62 and the rear mudguard assembly 70 . The setting of the adjustment hole 261 can play a guiding role, and the rear wheel shaft 621 can move in the adjustment hole 261 along the length direction of the adjustment hole 261 , thereby facilitating the adjustment of the wheelbase of the motorcycle 100 .

Wherein, the adjustment hole 261 is a waist-shaped hole. The waist hole facilitates moving the axle into place and facilitates machining.

The end of the rear fork 26 away from the vehicle frame 25 is provided with a mounting groove 262 , and the adjusting hole 261 is opened on the bottom wall of the mounting groove 262 . The adjustment assembly 76 is located in the installation groove 262, and one end of the adjustment assembly 76 is sleeved on the rear axle 621, and the other end abuts against the side wall of the installation groove 262 to limit the adjustment amount of the adjustment assembly 76 to the rear axle 621, thereby The distance between the front wheel 61 and the rear wheel 62 of the motorcycle 100 is fixed.

Please refer to FIG. 16 and FIG. 18 , a communication hole 2621 is opened on the side wall of the installation groove 262 , and the adjustment assembly 76 includes an adjustment seat 761 , a connecting rod 762 and a locking member 763 . The adjusting seat 761 is sheathed on the rear axle 621 . One end of the connecting rod 762 abuts against the adjusting seat 761 , and the other end extends into the communication hole 2621 and is connected with the communication hole 2621 . The locking member 763 is installed on the connecting rod 762 , and one end thereof abuts against the side wall of the installation groove 262 for limiting the connecting rod 762 .

Please refer to Fig. 15 and Fig. 16, the motorcycle 100 also includes a chain 27, when the chain 27 is too loose and needs to be adjusted, first loosen the locking member 763, and then adjust the connecting rod 762, so that the connecting rod 762 faces away from the communication hole 2621 When the rear axle 621 moves to a suitable position, lock the locking member 763 to fix the position of the connecting rod 762, thereby fixing the track of the rear wheel 62 and the front wheel 61.

The connecting rod 762 includes an abutting portion 7621 and a connecting portion 7622 , the abutting portion 7621 is located at one end of the connecting rod 762 and abuts against the adjusting seat 761 . One end of the connecting portion 7622 is connected to the abutting portion 7621 , and the other end extends into the communication hole 2621 , and the locking member 763 is installed on the connecting portion 7622 . Wherein, the connecting portion 7622 is threadedly connected with the communicating hole 2621 , and the locking member 763 is threadedly connected with the connecting portion 7622 . In this way, the adjustment method is simple, saves time and effort, and the adjustment of the wheelbase can be realized only by rotating the connecting rod 762 and the locking member 763 .

The motorcycle 100 also includes a fourth fastener 764, the fourth fastener 764 is installed on the rear wheel shaft 621, and is located on the side of the adjustment seat 761 away from the brake assembly 251, so as to lock the adjustment seat 761 and the rear fork 26 And brake assembly 251.

As shown in Figure 15, Figure 16 and Figure 20, the rear fender assembly 70 includes a mounting bracket 71 and a rear fender 72, the mounting bracket 71 is connected to the brake assembly 251, and the rear fender 72 is installed on the mounting bracket 71 away from One end of the brake assembly 251.

As shown in Figures 17 to 18, the installation bracket 71 is provided with a first connection point 711, a second connection point 712 and a third connection point 713, and the installation bracket 71 passes through the first connection point 711, the second connection point 712 and the second connection point 713. Three connection points 713 are connected to the brake assembly 251 .

Among them, the first connection point 711, the second connection point 712 and the third connection point 713 are arranged in a triangle shape, and the triangle has the characteristics of stability, which can make the installation of the installation bracket 71 more stable, firm and pressure-resistant, thereby strengthening the firmness of the connection sex.

Of course, other number of connection points can also be set on the mounting bracket 71 to connect the rear mudguard assembly 70 with the brake assembly 251 .

Please refer to FIG. 19 , the motorcycle 100 also includes a rear turn signal lamp 80 . The existing rear turn signal lamp 80 is directly installed on the rear fender 72 . When the motorcycle 100 is running, the rear wheel 62 will bounce along with the road conditions. At this time, the rear fender 72 will bounce together with the rear wheel 62, thereby driving the rear turn signal 80 to pulsate. In this way, the vibration brought by the rear wheel 62 to the rear turn signal 80 is extremely large, and the problem that the rear turn signal 80 is prone to breakage occurs.

Please refer to FIG. 20 , the rear fender assembly 70 further includes an adapter plate 73 and a shock absorber assembly 74 , and the rear turn signal lamp 80 is installed on the adapter plate 73 . The adapter plate 73 is mounted on a side of the rear fender 72 close to the wheel assembly 60 . The shock absorbing assembly 74 is installed on the rear fender 72 and the adapter plate 73, and the adapter plate 73 is connected to the rear fender 72, and the shock absorbing assembly 74 is at least partly located between the rear fender 72 and the adapter plate 73. between.

Install the rear turn signal lamp 80 on the adapter plate 73, and through the damping effect of the shock absorber assembly 74, the vibration transmitted from the rear fender 72 to the adapter plate 73 can be greatly reduced, thereby reducing the vibration transmitted to the rear turn signal lamp 80. Vibration to improve the stability of the installation of the rear turn signal lamp 80.

Wherein, the adapter plate 73 includes a side plate 731 on which the turn signal is installed.

Please refer to FIG. 20 , the shock absorber assembly 74 includes a shock absorber 741 and a third locking member 744, and the third locking member 744 is passed through the adapter plate 73 and the rear fender 72 to install the adapter plate 73 on On the rear fender 72. The vibration isolator 741 passes through the adapter plate 73, and is sheathed outside the third locking member 744, and is at least partially located between the adapter plate 73 and the rear fender 72, so that the adapter plate 73 and the rear fender Spaces are formed between the mud plates 72 . Therefore, the vibration transmitted from the rear fender 72 to the adapter plate 73 is reduced.

The vibration isolator 741 includes a vibration isolation block 742 and a vibration isolation sleeve 743. The vibration isolation sleeve 743 is set outside at least part of the third locking member 744, and one end of the vibration isolation sleeve 743 is against the third locking member 744, and the other One end rests on the rear fender 72 . The vibration isolation block 742 is sheathed outside the vibration isolation sleeve 743 , and one end of the vibration isolation block 742 leans against the vibration isolation sleeve 743 , and the other end leans against the rear fender 72 . The arrangement of the shock-isolating block 742 and the shock-isolating sleeve 743 can reduce the vibration transmitted from the rear fender 72 to the adapter plate 73 and the vibration transmitted from the third locking member 744 to the adapter plate 73 .

The vibration isolation block 742 is provided with a first buffer portion 7421 and a second buffer portion 7422. The first buffer portion 7421 is formed at the end of the vibration isolation block 742 away from the rear fender 72, and is located between the vibration isolation sleeve 743 and the adapter plate 73. between. The second buffer portion 7422 is formed at an end of the shock-isolating block 742 close to the rear fender 72 and is located between the adapter plate 73 and the rear fender 72 .

The second buffer portion 7422 is located between the rear fender 72 and the adapter plate 73 , and can prevent the vibration of the rear fender 72 from being directly transmitted to the adapter plate 73 . The end of the third locking member 744 away from the rear fender 72 abuts against the vibration isolation sleeve 743 , which can prevent the vibration of the rear fender 72 from being transmitted to the adapter plate 73 through the third locking member 744 . Thereby, the transmission of vibration is effectively weakened, and the stability of the installation of the turn signal is ensured.

Wherein, the adapter plate 73 is partially inserted between the first buffer portion 7421 and the second buffer portion 7422 to achieve a stable connection between the adapter plate 73 and the shock-isolating member 741 and enhance the shock-isolation effect.

The vibration isolator 741 is made of rubber material, which has good shock absorption effect and high elasticity, and has obvious vibration isolation effect on the adapter plate 73 . Of course, the vibration isolator 741 can also be made of other materials, as long as the same shock absorption effect can be achieved, such as silicone material.

Optionally, the number of shock absorbing assemblies 74 is four, and the four shock absorbing assemblies 74 are arranged in a trapezoidal shape. In this way, the shock absorption effect can be further improved, and the transmission of vibration to the adapter plate 73 can be reduced, thereby reducing the vibration transmitted to the rear turn signal lamp 80 and avoiding damage to the rear turn signal lamp 80 . At the same time, the installation between the adapter plate 73 and the rear fender 72 can be made more stable and firm.

Of course, the number of shock absorbing assemblies 74 can also be other numbers, such as two, three, five or more. Moreover, it can be installed according to actual needs, as long as the same effect can be achieved.

The shape of the adapter plate 73 is adapted to the shape of the rear fender 72 , thereby facilitating the installation between the adapter plate 73 and the rear fender 72 . The material of the adapter plate 73 is plastic material, which is convenient for processing and forming, and the adapter plate 73 of plastic material is light in weight, and is convenient to be installed on the rear fender 72 .

Please refer to FIG. 21 and FIG. 22 , the motorcycle 100 further includes a license plate 81 , and the license plate 81 is installed on the side of the rear fender 72 away from the wheel assembly 60 . The license plate 81 includes at least two installation points 811 , at least one of the installation points 811 is arranged close to the upper side of the license plate 81 , and at least one of the installation points 811 is arranged near the lower side of the license plate 81 .

In the prior art, only the top of the license plate is fixed, so that the bottom of the license plate is suspended. When the rear fender vibrates too much, it will cause the license plate to break. The arrangement of the present application can prevent the lower part of the license plate 81 from being suspended, and improve the stability of the license plate 81 .

The motorcycle 100 also includes a bumper 821 located between the license plate 81 and the rear fender 72 and mounted at a mounting point 811 near the underside of the license plate 81 . The buffer member 821 can reduce the shock transmitted from the rear fender 72 to the license plate 81 and prevent the license plate 81 from breaking.

Wherein, the buffer member 821 is bonded to the rear fender 72 and the license plate 81 respectively, so as to facilitate the installation of the license plate 81 . Just press the buffer 821 on the rear fender 72, and then press the license plate 81 on the buffer 821, the license plate 81 can be installed on the rear fender 72, the installation is simple and the fit is high .

The buffer member 821 is a mushroom buckle, because the mushroom buckle is mainly composed of polyolefin, which is soft and has shock-absorbing properties, thereby effectively reducing vibration transmission. At the same time, due to the specific double-sided adhesive characteristics of the mushroom buckle itself, it can be quickly installed and disassembled, so that the installation of the license plate 81 is more convenient. Moreover, the mushroom buckle can be reused, thereby reducing costs. Of course, optionally, the buffer member 821 can also be set as other components, as long as the same effect can be achieved.

Optionally, the upper side of the license plate 81 is mounted on the rear fender 72 through two third fasteners 822 . The lower side of the license plate 81 is attached to the rear fender 72 via a buffer member 821 .

Wherein, the two third fastening members 822 and the buffer member 821 are arranged in a triangle, so as to enhance the firmness of the installation of the license plate 81 .

Of course, optionally, the positions and quantities of the third fastening member 822 and the buffer member 821 can be set according to actual needs, as long as the same functions of avoiding suspension and shock absorption can be achieved.

As shown in FIG. 1 , FIG. 23 and FIG. 28 , the motorcycle 100 further includes a seat cushion 831 and a rear floor assembly 832 , the rear floor assembly 832 is at least partially connected to the frame 25 and is used to carry the seat cushion 831 .

Please continue to refer to FIG. 23 , the motorcycle 100 also includes a protective box 851 and a shock-absorbing cover 852 , the protective box 851 is used to accommodate electrical components, and relays, fuse boxes, etc. are integrated in the protective box 851 . The protection box 851 is generally mounted on the rear chassis assembly 832 . The shock-absorbing cover 852 is sleeved around the protective box 851 and attached to the protective box 851 . Wherein, the shock absorbing cover 852 can be connected with the rear floor assembly 832 to install the protection box 851 on the rear floor assembly 832 .

Currently, the protection box is installed on the rear floor assembly through the installation point of the protection box itself. However, since the mounting points on the protective box are fixed, many car models are difficult to assemble, and there is no suitable structure to adapt to the installation of the protective box. Moreover, the vibration of the car body will also have a negative impact on the components in the protection box, and problems such as fuse failure may occur.

The present application sets the shock absorbing cover 852, and the transfer function of the shock absorbing cover 852 makes the motorcycle 100 need not be adapted to the mounting point on the protective box 851, so that the protective box 851 can be installed on the motorcycle 100, so that the protective box 851 installation. Moreover, the space utilization rate is high, and the protective box 851 can be installed on the place where it needs to be installed on the motorcycle 100 , not only on the rear floor assembly 832 , so that the installation methods are more diversified. At the same time, the shock absorbing cover 852 can also play a shock absorbing role, reducing the vibration transmitted from the vehicle body to the protection box 851 .

The shock-absorbing cover 852 is made of soft rubber material, and because the soft rubber material has elastic characteristics, it is sleeved behind the protective box 851 and can be closely attached to the protective box 851 . Moreover, the installation is convenient, the shock absorbing cover 852 is stretched by external force, and the shock absorbing cover 852 is closely matched with the protection box 851 by the elastic force of the shock absorbing cover 852 itself. At the same time, it can play a shock-absorbing effect.

Of course, the shock absorbing cover 852 can also be made of other materials, as long as the same effect can be achieved. For example, the shock absorbing cover 852 is made of rubber or silicone.

The shape of the shock-absorbing cover 852 is adapted to the shape of the protection box 851 , which is convenient for tight fit, so that the protection box 851 is stably installed on the motorcycle 100 .

Please refer to FIG. 24 , the shock-absorbing cover 852 and the rear bottom plate assembly 832 are in snap-fit connection. Wherein, the shock-absorbing cover 852 is provided with a card slot 8521 , and the rear floor assembly 832 is provided with a connector 84 . The plug connector 84 can be inserted into the card slot 8521 and fixedly connected with the card slot 8521, so that the protection box 851 is installed on the rear floor assembly 832, and the installation is convenient.

By opening the card slot 8521 on the shock absorbing cover 852 and cooperating with the connector 84 on the car body, the protective box 851 can be installed on the motorcycle 100 where it needs to be installed, so that the installation method is more diverse and the space utilization rate is improved. high.

The connector 84 is provided with an anti-off portion 841 and a support portion 842 . The support portion 842 is located at one end of the connector 84 close to the rear floor assembly 832 . The shock-absorbing cover 852 is located between the anti-off portion 841 and the support portion 842 , and one end of the shock-absorbing cover 852 abuts against the anti-off portion 841 , and the other end abuts against the support portion 842 . Thereby avoiding the situation that the shock absorbing cover 852 moves or falls out due to vibration, so that the installation of the shock absorbing cover 852 is more stable, thereby improving the firmness of the installation of the protection box 851 .

During the installation process, the shock-absorbing cover 852 is first set on the outside of the protective box 851, and is closely attached to the protective box 851, and then the integrally connected protective box 851 and the shock-absorbing cover 852 are clamped with the connector 84 Cooperate, so as to realize the installation of the protection box 851.

Please refer to FIG. 25 and FIG. 26 , the motorcycle 100 further includes a fuel tank 861 and a heat shield 862 , the fuel tank 861 is mounted on the frame assembly 20 and at least partly located above the power source 30 . The heat shield 862 is at least partly located between the fuel tank 861 and the frame assembly 20 , can carry the fuel tank 861 , and is connected to the fuel tank 861 and the frame assembly 20 respectively.

By setting the heat shield 862, on the one hand, the power source 30 will generate a large amount of heat during operation, and the heat shield 862 can play a role of heat insulation, preventing the heat generated by the power source 30 from being directly transferred to the fuel tank 861, and avoiding the temperature of the fuel tank 861. too high. On the other hand, since the fuel tank 861 is made of iron, it is difficult to process the installation point 811 on the fuel tank 861 and then connect it with the exterior trim 869 . By setting the heat shield 862 , the heat shield 862 itself can provide a mounting point, and it is easier to connect with the exterior trim 869 , avoiding processing the mounting point on the fuel tank 861 , thereby improving the convenience of assembly. Wherein, the exterior decoration part 869 is a fuel tank guard plate and other components.

The material of the heat shield 862 is plastic, which is convenient for processing and molding, and the heat shield 862 made of plastic is light in weight, and is convenient to be installed on the vehicle frame assembly 20 . The shape of the heat shield 862 is adapted to the fuel tank 861 to ensure that the bottom of the fuel tank 861 can be covered in a large area and effectively insulated.

Please refer to FIG. 25 and FIG. 26 , a plurality of through holes 8621 are provided on the heat shield 862 to avoid components such as the oil pump port of the fuel tank and the sensor. A reinforcing rib 8623 is formed at the through hole 8621, which can improve the structural strength.

Please refer to FIG. 27 , the motorcycle 100 further includes a plurality of first connecting pieces 863 located between the fuel tank 861 and the heat shield 862 and connected to the fuel tank 861 and the heat shield 862 respectively.

The first connecting piece 863 is formed with a first connecting section 8631, a second connecting section 8632 and a raised section 8633. The raised section 8633 is located between the first connecting section 8631 and the second connecting section 8632, and is respectively connected to the first connecting section 8631 and the second connecting section 8632 are connected. The oil tank 861 is connected to the first connection section 8631 and the second connection section 8632 respectively. The first connecting piece 863 protrudes away from the oil tank 861 to form a raised section 8633 , and the raised section 8633 is connected to the heat shield 862 to realize the installation of the oil tank 861 and the heat shield 862 .

Please continue to refer to FIG. 27 , the heat shield 862 includes a main board 864 and a connecting rib 865 , and the main board 864 is at least partially located between the fuel tank 861 and the frame assembly 20 . The connecting ribs 865 are installed on the main board 864 and located on both sides of the fuel tank 861 , and are respectively connected with the fuel tank 861 and the exterior decoration 869 .

The motorcycle 100 also includes a plurality of second connecting pieces 866 , which are respectively located between the fuel tank 861 and the connecting rib 865 , and connected to the fuel tank 861 and the connecting rib 865 respectively.

The heat shield 862 includes stiffeners 867, and the stiffeners 867 are respectively connected with the main board 864 and the connecting ribs 865 to strengthen the structural strength of the connecting ribs 865, thereby improving the structural strength of the entire heat shield 862.

Please refer to FIG. 26 and FIG. 27 , the connecting rib 865 is provided with a first connecting hole 8651 and a second connecting hole 8652 , and the motorcycle 100 also includes a plurality of fourth locking members 868 . The fourth locking member 868 is correspondingly passed through the first connection hole 8651 and the second connection piece 866 to connect the heat shield 862 to the oil tank 861 . The fourth locking member 868 passes through the exterior trim 869 and the second connection hole 8652 correspondingly, so as to install the exterior trim 869 on the heat shield 862 .

A horizontal frame 28 is installed on the frame assembly 20, and a third connection hole 8622 is provided at the end of the heat shield 862 away from the connecting rib 865. The motorcycle 100 also includes a sixth locking member 871, which corresponds to Pass through the third connection hole 8622 and the cross frame 28 to connect the heat shield 862 to the frame assembly 20 .

The fuel tank 861 is provided with a plurality of fourth connection holes 8611 at one end close to the cross frame 28 . The motorcycle 100 also includes a fifth locking member 870 . , to connect the fuel tank 861 with the frame assembly 20 .

Please refer to FIG. 28 , the motorcycle 100 also includes a shield 881 and a tail light 883 . The rear bottom plate assembly 832 accommodates components such as a protection box 851 . The rear floor assembly 832 is at least partially connected to the frame assembly 20 , and the tail light 883 is mounted on the rear floor assembly 832 . The seat cushion 831 covers part of the rear floor assembly 832 and the tail light 883 , and a gap 89 is formed between the seat cushion 831 and the tail light 883 . The shield 881 is installed on the frame assembly 20 , the shield 881 is located between the seat cushion 831 and the rear floor assembly 832 , and can cover the gap 89 between the seat cushion 831 and the tail light 883 .

When the motorcycle is cleaned or it is raining, since there is a gap 89 between the seat cushion 831 and the tail light 883, water and dust will enter and the electrical components will be wetted, resulting in failure. And the setting of protective cover 881 can cover the gap 89 between seat cushion 831 and tail light 883, plays the effect of waterproof and dustproof. At the same time, it can cover messy cables, etc., thereby improving the aesthetics. Furthermore, by reducing the gap 89 between the seat cushion 831 and the tail light 883, the shaking of the tail light 883 can be reduced, and the stability of installation can be improved.

The protective cover 881 is made of rubber material. Since the rubber material is elastic, it can produce large deformation under a small external force, and the rubber material is relatively soft. In this way, the cover 881 installed between the seat cushion 831 and the rear floor assembly 832 can fill the covering gap 89 , so that the cover 881 and the tail light 883 can be more tightly fitted, and the shaking of the tail light 883 can be greatly reduced.

Moreover, the rubber has the characteristic of shock absorption, which can reduce the transmission of vibration, thereby improving the experience of the driver. Of course, the shield 881 can also be made of other materials, as long as the same effect can be achieved. For example, the shield 881 is made of soft rubber or silicone.

Please refer to FIG. 28 and FIG. 29 , the shield 881 is protruded with an engaging portion 8811 , and the frame assembly 20 is provided with a connecting groove 29 , and the engaging portion 8811 can be inserted into the connecting groove 29 to realize the installation of the shield 881 .

The shroud 881 is provided with a plurality of bridging pieces 882 , one end of the bridging piece 882 is connected to the shroud 881 , and the other end is clamped on the frame assembly 20 to facilitate the fixing of the shroud 881 . The bridging member 882 forms a limiting groove 8822, the shape of the limiting groove 8822 is adapted to the frame assembly 20, when installing, the limiting groove 8822 is snapped into the frame assembly 20, so that the shield 881 can be quickly Installed on the frame assembly 20, saving installation time.

The bridging piece 882 includes three bridging pieces 8821 , and the three bridging pieces 8821 are arranged at intervals and connected in sequence, so that the structural strength of the bridging piece 882 can be enhanced. Of course, other numbers of bridging pieces 8821 can also be used, for example, one bridging piece 882 is provided with two, four or five bridging pieces 8821 .

The disassembly and installation of the protective cover 881 is very convenient. When installing the protective cover 881, the position of the protective cover 881 is fixed through the setting of the bridge piece 882, and the clamping part 8811 is snapped into the connecting groove 29 by pressing the protective cover 881 , so that the shield 881 is installed on the frame assembly 20 . When it needs to be disassembled, just pull out the shield 881 from the frame assembly 20 .

The end of the shield 881 close to the taillight 883 is formed with a fitting flange 8823, and the fitting flange 8823 covers the gap 89, so that the shield 881 and the taillight 883 fit closely, greatly reducing the shaking of the taillight 883.

The shield 881 is provided with a plurality of through slots 8824, which can reduce the weight of the shield 881 and facilitate the installation of the shield 881.

The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features of the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be It is considered to be within the range described in this specification.

Those of ordinary skill in the art should recognize that the above embodiments are only used to illustrate the present application, and are not used as a limitation to the present application. As long as they are within the scope of the essence of the present application, appropriate changes are made to the above embodiments and changes all fall within the scope of protection claimed by the application.

Claims

A motorcycle comprising:

Frame components;

A power source is at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first installation position and a second installation position;

a suspension assembly mounted on the frame assembly;

The wheel assembly includes a front wheel and a rear wheel, the front wheel is mounted on the front end of the suspension assembly, the rear wheel is mounted on the rear end of the suspension assembly, and the rear wheel includes a rear axle;

a brake assembly, mounted on the rear wheel shaft, for braking the rear wheel;

a rear fender assembly at least partially connected to the frame assembly, the rear fender assembly including a rear fender;

The rear turn signal is installed on the rear mudguard assembly;

It is characterized in that the motorcycle also includes:

a connecting structure arranged on the frame assembly and relatively located at the front end of the power source;

The first connecting frame is located at the front end of the power source, and one end of the first connecting frame is connected to the first installation position, and the other end of the first connecting frame is connected to the connecting structure;

The second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure;

An adapter plate installed on the side of the rear fender close to the wheel assembly;

The shock absorbing assembly is installed on the rear fender and the adapter plate, and connects the adapter plate to the rear fender, and the shock absorbing assembly is partly located on the rear fender between the adapter plate;

The rear turn signal is mounted on the adapter plate;

An adjusting assembly is installed on the rear wheel shaft and can drive the rear wheel to move relative to the front wheel to adjust the distance between the rear wheel and the front wheel;

One end of the rear mudguard assembly is mounted on the brake assembly, and the other end can cover at least part of the rear wheel.
The motorcycle according to claim 1, wherein said connecting structure comprises:

The first fastener is passed through the frame assembly and the second connecting frame, and connects the frame assembly and the second connecting frame;

The buffer assembly is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the buffer assembly.
The motorcycle according to claim 2, wherein said cushioning assembly comprises:

A sleeve is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the sleeve;

The buffer unit is sleeved on the first fastener and at least partly located in the sleeve.
The motorcycle according to claim 3, wherein the buffer unit comprises:

a bushing located in the sleeve and sleeved on the first fastener;

a first shock absorber, extending into the sleeve from one end of the sleeve, and sleeved at least part of the bushing;

The second shock-absorbing pad extends into the sleeve from the end of the sleeve away from the first shock-absorbing pad, and is sheathed on at least part of the bushing.
The motorcycle according to claim 4, wherein a first step is formed at one end of the first shock absorbing pad, and the end of the first shock absorbing pad away from the first step extends into the sleeve, The first step abuts against one end of the sleeve;

One end of the second shock absorbing pad is formed with a second step, and the end of the second shock absorbing pad away from the second step extends into the sleeve, and the second step abuts against the sleeve the other end of the
The motorcycle according to claim 4, wherein the buffer unit further comprises:

a first gasket, which is sleeved outside the bushing, and abuts against the first shock pad and the second connecting frame respectively;

The second spacer is sheathed on the outside of the bushing, and abuts against the second shock pad and the second connecting frame respectively.
The motorcycle according to claim 2, wherein the second installation position includes a first installation point and a second installation point; the second connecting frame includes:

a first frame body, one end is connected to the first installation point, and the other end is connected to the first fastener;

a second frame body, one end is connected to the second installation point, and the other end is connected to the first fastener;

Wherein, the buffer assembly is located between the first frame body and the second frame body.
The motorcycle according to claim 4, wherein both the first shock absorbing pad and the second shock absorbing pad are made of rubber.
The motorcycle according to claim 1, wherein said motorcycle further comprises:

The wire hook is located at the front end of the power source, and is detachably installed on the vehicle frame assembly, and is used for threading and limiting the wire-like member.
The motorcycle according to claim 9, wherein said line hook comprises:

the first limiting part is detachably mounted on the frame assembly;

The second limiting part is connected to the first limiting part, and at least part of the second limiting part is spaced apart from the first limiting part;

The linear element passes through the first limiting portion and the second limiting portion sequentially.
The motorcycle according to claim 1, wherein said shock absorbing assembly comprises:

The third locking member is installed on the adapter plate and the rear fender;

The vibration isolator is passed through the adapter plate, is sheathed outside the third locking member, and is at least partially located between the adapter plate and the rear fender, so that the adapter plate A gap is formed between the connecting plate and the rear fender.
The motorcycle according to claim 11, wherein said shock absorber comprises:

The shock-absorbing sleeve is sleeved on at least part of the third locking member, and one end of the shock-isolating sleeve is against the third locking member, and the other end is against the rear fender;

The vibration isolation block is sheathed outside the vibration isolation sleeve, and one end of the vibration isolation block leans against the vibration isolation sleeve, and the other end of the vibration isolation block leans against the rear fender.
The motorcycle according to claim 12, wherein said vibration isolation block comprises:

The first buffer part is formed at an end of the shock-absorbing block away from the rear fender, and is located between the shock-absorbing sleeve and the adapter plate;

The second buffer part is formed at an end of the shock-absorbing block close to the rear fender, and is located between the adapter plate and the rear fender.
The motorcycle according to claim 1, wherein the motorcycle further comprises a seat cushion and a rear floor assembly, the rear floor assembly is at least partially connected to the frame for carrying the seat cushion; the motorcycle further comprises:

A protective box for accommodating electrical components;

The shock absorbing cover is sleeved on the circumference of the protective box and attached to the protective box;

Wherein, the shock absorbing cover can be connected with the rear floor assembly, so as to install the protective box on the rear floor assembly.
The motorcycle according to claim 14, wherein a card slot is opened on the shock absorbing cover, and a plug-in piece is provided on the rear floor assembly, and the plug-in piece can be inserted into the slot and connected with The card slot is connected.
The motorcycle according to claim 15, wherein said connector comprises:

a support part, located at one end of the connector close to the rear floor assembly;

The anti-drop part is located at the end of the connector away from the rear floor assembly;

Wherein, the shock-absorbing cover is located between the anti-off part and the support part, and one end of the shock-absorbing cover abuts against the support part, and the other end abuts against the anti-off part.
The motorcycle according to claim 1, wherein the motorcycle further comprises a license plate, and the license plate is installed on the side of the rear fender away from the wheel assembly; the license plate includes at least Two installation points, at least one of the installation points is arranged close to the upper side of the license plate, and at least one of the installation points is arranged near the lower side of the license plate.
The motorcycle according to claim 17, wherein said motorcycle further comprises:

The buffer is located between the license plate and the rear fender, and is installed on the installation point.
The motorcycle according to claim 18, wherein the buffer member is bonded to the rear fender and the license plate, respectively.
The motorcycle of claim 1, wherein said frame assembly comprises:

frame;

A rear chainstay, one end of which is connected to the vehicle frame, and an adjustment hole is opened at the other end, the adjustment hole extends along the front-rear direction of the motorcycle, and the rear wheel shaft passes through the adjustment hole;

Wherein, the adjustment assembly is located on the side of the rear fork away from the brake assembly, and one end of the adjustment assembly is connected to the rear axle, and the other end of the adjustment assembly abuts against the rear axle. on the fork, and can drive the rear axle to move in the adjustment hole.
The motorcycle according to claim 20, wherein the adjustment hole is a waist hole.
The motorcycle according to claim 20, wherein an installation groove is provided at the end of the rear fork away from the vehicle frame, the adjustment hole is opened on the bottom wall of the installation groove, and the adjustment assembly is located at the bottom wall of the installation groove. One end of the adjustment assembly is sleeved on the wheel shaft, and the other end abuts against the side wall of the installation groove.
The motorcycle according to claim 22, wherein a connection hole is opened on the side wall of the installation groove;

The adjustment components include:

The adjustment seat is sleeved on the rear wheel shaft;

A connecting rod, one end of which abuts against the adjusting seat, and the other end extends into the connecting hole and is connected with the connecting hole;

The locking piece is installed on the connecting rod, and one end abuts against the side wall of the installation groove, and is used for limiting the connecting rod.
The motorcycle of claim 23, wherein said connecting rod comprises:

an abutment part, which is located at one end of the connecting rod and abuts against the adjustment seat;

One end of the connecting portion is connected to the abutting portion, and the other end extends into the connecting hole, and the locking piece is installed on the connecting portion.
The motorcycle according to claim 24, wherein the connecting part is screwed to the connecting hole, and the locking piece is screwed to the connecting part.
The motorcycle according to claim 22, wherein said motorcycle further comprises:

The fourth fastener is installed on the wheel shaft and is located on a side of the adjustment seat away from the brake assembly, so as to lock the adjustment seat, the rear chain fork and the brake assembly.
The motorcycle according to claim 1, wherein said rear fender assembly comprises:

a mounting bracket connected to the brake assembly;

The rear fender is installed on the end of the mounting bracket away from the brake assembly.
The motorcycle according to claim 27, wherein said mounting bracket comprises a first connection point, a second connection point and a third connection point; and said mounting bracket passes through said first connection point, said second connection point point and the third connection point are connected to the brake assembly;

Wherein, the first connection point, the second connection point and the third connection point are arranged in a triangle.
The motorcycle according to claim 1, wherein the motorcycle further comprises a radiator at least partially connected to the frame assembly, and the radiator includes a fin set, a first header and a second header, the first header and the second header are respectively arranged on both sides of the heat sink group, and communicate with the power source to exchange heat with the power source exchange;

The radiator also includes:

a frame, installed on the frame assembly, and located between the first header and the second header, and the cooling fin group is installed on the frame;

The baffle is arranged on the side of the frame away from the frame assembly, and is located between the power source and the wheel assembly.
The motorcycle according to claim 29, wherein said frame comprises:

an upper side panel connected to the frame assembly;

The lower side plate is located on the side of the upper side plate away from the vehicle frame assembly, and the cooling fin group is installed between the upper side plate and the lower side plate;

Wherein, the baffle is installed on the lower side plate.
The motorcycle according to claim 30, wherein the side of the lower side plate away from the heat sink group is folded to form the baffle.
The motorcycle according to claim 30, wherein the side of the lower side panel away from the cooling fin group is turned over to form a flange, and the baffle is connected to the flange.
The motorcycle according to claim 32, wherein said fender is integrally formed with said lower side panel.
The motorcycle according to claim 30, wherein the angle between the baffle and the lower side plate is M, wherein M is greater than or equal to 90 degrees and less than or equal to 180 degrees.
The motorcycle according to claim 34, wherein the angle between the baffle and the lower side plate is M, wherein M is greater than or equal to 100 degrees and less than or equal to 145 degrees.
The motorcycle according to claim 35, wherein the angle between the baffle and the lower side plate is M, wherein M is greater than or equal to 100 degrees and less than or equal to 120 degrees.
The motorcycle according to claim 29, wherein said motorcycle further comprises a fender assembly partially connected to said frame assembly; said fender assembly comprising:

Guard plate with air inlet;

Ventilation net installed at the air inlet;

The installation plate is covered on the ventilation net and connected with the guard plate.
The motorcycle according to claim 37, wherein a convex portion is formed on the guard plate, and the air inlet is opened on the convex portion; a receiving groove is formed on the mounting plate, and the receiving groove is connected to the The convex part is clipped and fitted.
A motorcycle comprising:

Frame components;

A power source is at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first installation position and a second installation position;

It is characterized in that the motorcycle also includes:

a connecting structure arranged on the frame assembly and relatively located at the front end of the power source;

The first connecting frame is located at the front end of the power source, and one end of the first connecting frame is connected to the first installation position, and the other end of the first connecting frame is connected to the connecting structure;

The second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure.
The motorcycle according to claim 39, wherein said connecting structure comprises:

The first fastener is passed through the frame assembly and the second connecting frame, and connects the frame assembly and the second connecting frame;

The buffer assembly is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the buffer assembly.
The motorcycle of claim 40, wherein said cushioning assembly comprises:

A sleeve is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the sleeve;

The buffer unit is sleeved on the first fastener and at least partly located in the sleeve.
The motorcycle according to claim 41, wherein said cushioning unit comprises:

a bushing located in the sleeve and sleeved on the first fastener;

a first shock absorber, extending into the sleeve from one end of the sleeve, and sleeved at least part of the bushing;

The second shock-absorbing pad extends into the sleeve from the end of the sleeve away from the first shock-absorbing pad, and is sheathed on at least part of the bushing.
The motorcycle according to claim 42, wherein one end of the first shock absorbing pad is formed with a first step, and the end of the first shock absorbing pad away from the first step extends into the sleeve, The first step abuts against one end of the sleeve;

One end of the second shock absorbing pad is formed with a second step, and the end of the second shock absorbing pad away from the second step extends into the sleeve, and the second step abuts against the sleeve the other end.
The motorcycle according to claim 42, wherein said buffer unit further comprises:

a first gasket, which is sleeved outside the bushing, and abuts against the first shock pad and the second connecting frame respectively;

The second spacer is sheathed on the outside of the bushing, and abuts against the second shock pad and the second connecting frame respectively.
The motorcycle according to claim 40, wherein the second installation position includes a first installation point and a second installation point; the second connecting frame includes:

a first frame body, one end is connected to the first installation point, and the other end is connected to the first fastener;

a second frame body, one end is connected to the second installation point, and the other end is connected to the first fastener;

Wherein, the buffer assembly is located between the first frame body and the second frame body.
The motorcycle according to claim 42, wherein both the first shock absorbing pad and the second shock absorbing pad are made of rubber.
The motorcycle of claim 39, wherein said motorcycle further comprises:

The wire hook is located at the front end of the power source, and is detachably installed on the vehicle frame assembly, and is used for threading and limiting the wire-like member.
The motorcycle of claim 47, wherein said line hook comprises:

the first limiting part is detachably installed on the frame assembly;

The second limiting part is connected to the first limiting part, and at least part of the second limiting part is spaced apart from the first limiting part;

The linear element passes through the first limiting portion and the second limiting portion sequentially.
A motorcycle comprising:

Frame components;

A power source is at least partially connected to the frame assembly, and the power source includes a front end and a rear end, and the front end of the power source is provided with a first installation position and a second installation position;

a wheel assembly at least partially connected to said frame assembly;

a brake assembly mounted on the wheel assembly;

a rear fender assembly at least partially connected to the frame assembly, the rear fender assembly including a rear fender;

The rear turn signal is installed on the rear mudguard assembly;

It is characterized in that the motorcycle also includes:

a connecting structure arranged on the frame assembly and relatively located at the front end of the power source;

The first connecting frame is located at the front end of the power source, and one end of the first connecting frame is connected to the first installation position, and the other end of the first connecting frame is connected to the connecting structure;

The second connecting frame is located at the front end of the power source, one end of the second connecting frame is connected to the second installation position, and the other end of the second connecting frame is connected to the connecting structure;

An adapter plate installed on the side of the rear fender close to the wheel assembly;

The shock absorbing assembly is installed on the rear fender and the adapter plate, and connects the adapter plate to the rear fender, and the shock absorbing assembly is partly located on the rear fender between the adapter plate;

The rear turn signal lamp is mounted on the adapter plate.
The motorcycle according to claim 49, wherein said connecting structure comprises:

The first fastener is passed through the frame assembly and the second connecting frame, and connects the frame assembly and the second connecting frame;

The buffer assembly is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the buffer assembly.
The motorcycle of claim 50, wherein said cushioning assembly comprises:

A sleeve is sleeved on the first fastener, and the end of the first connecting frame away from the power source is connected to the sleeve;

The buffer unit is sleeved on the first fastener and at least partly located in the sleeve.
The motorcycle according to claim 51, wherein said cushioning unit comprises:

a bushing located in the sleeve and sleeved on the first fastener;

a first shock absorber, extending into the sleeve from one end of the sleeve, and sleeved at least part of the bushing;

The second shock-absorbing pad extends into the sleeve from the end of the sleeve away from the first shock-absorbing pad, and is sheathed on at least part of the bushing.
The motorcycle according to claim 52, wherein one end of the first shock absorbing pad is formed with a first step, and the end of the first shock absorbing pad away from the first step extends into the sleeve, The first step abuts against one end of the sleeve;

One end of the second shock absorbing pad is formed with a second step, and the end of the second shock absorbing pad away from the second step extends into the sleeve, and the second step abuts against the sleeve the other end.
The motorcycle according to claim 52, wherein said buffer unit further comprises:

a first gasket, which is sleeved outside the bushing, and abuts against the first shock pad and the second connecting frame respectively;

The second spacer is sheathed on the outside of the bushing, and abuts against the second shock pad and the second connecting frame respectively.
The motorcycle according to claim 50, wherein, the second installation position includes a first installation point and a second installation point; the second connecting frame includes:

a first frame body, one end is connected to the first installation point, and the other end is connected to the first fastener;

a second frame body, one end is connected to the second installation point, and the other end is connected to the first fastener;

Wherein, the buffer assembly is located between the first frame body and the second frame body.
The motorcycle according to claim 52, wherein both the first shock absorbing pad and the second shock absorbing pad are made of rubber.
The motorcycle of claim 50, wherein said motorcycle further comprises:

The wire hook is located at the front end of the power source, and is detachably installed on the vehicle frame assembly, and is used for threading and limiting the wire-like member.
The motorcycle of claim 57, wherein said line hook comprises:

the first limiting part is detachably installed on the frame assembly;

The second limiting part is connected to the first limiting part, and at least part of the second limiting part is spaced apart from the first limiting part;

The linear element passes through the first limiting portion and the second limiting portion sequentially.
The motorcycle of claim 49, wherein said shock absorbing assembly comprises:

The third locking member is installed on the adapter plate and the rear fender;

The vibration isolator is passed through the adapter plate, is sheathed outside the third locking member, and is at least partially located between the adapter plate and the rear fender, so that the adapter plate A gap is formed between the connecting plate and the rear fender.
The motorcycle of claim 59, wherein said vibration isolating member comprises:

The shock-absorbing sleeve is sleeved on at least part of the third locking member, and one end of the shock-isolating sleeve is against the third locking member, and the other end is against the rear fender;

The vibration isolation block is sheathed outside the vibration isolation sleeve, and one end of the vibration isolation block leans against the vibration isolation sleeve, and the other end of the vibration isolation block leans against the rear fender.
The motorcycle according to claim 60, wherein said vibration isolation mass comprises:

The first buffer part is formed at an end of the shock-absorbing block away from the rear fender, and is located between the shock-absorbing sleeve and the adapter plate;

The second buffer part is formed at an end of the shock-absorbing block close to the rear fender, and is located between the adapter plate and the rear fender.
The motorcycle according to claim 58, wherein the motorcycle further comprises a seat cushion and a rear floor assembly, the rear floor assembly is at least partially connected to the frame for carrying the seat cushion; the motorcycle further comprises:

A protective box for accommodating electrical components;

The shock absorbing cover is sleeved on the circumference of the protective box and attached to the protective box;

Wherein, the shock absorbing cover can be connected with the rear floor assembly, so as to install the protective box on the rear floor assembly.
The motorcycle according to claim 62, wherein the shock absorbing cover is provided with a card slot, and the rear floor assembly is provided with a plug-in piece, and the plug-in piece can be inserted into the card slot, and is connected with the The card slot is connected.
The motorcycle of claim 63, wherein said connector comprises:

a support part, located at one end of the connector close to the rear floor assembly;

The anti-drop part is located at the end of the connector away from the rear floor assembly;

Wherein, the shock-absorbing cover is located between the anti-off part and the support part, and one end of the shock-absorbing cover abuts against the support part, and the other end abuts against the anti-off part.
The motorcycle according to claim 59, wherein the motorcycle further comprises a license plate mounted on the side of the rear fender away from the wheel assembly; the license plate includes at least Two installation points, at least one of the installation points is arranged close to the upper side of the license plate, and at least one of the installation points is arranged near the lower side of the license plate.
The motorcycle of claim 65, wherein said motorcycle further comprises:

The buffer is located between the license plate and the rear fender, and is installed on the installation point.
The motorcycle according to claim 66, wherein the buffer member is bonded to the rear fender and the license plate, respectively.
The motorcycle of claim 49, wherein said motorcycle further comprises:

an oil tank installed on the frame assembly and located above the power source;

The heat shield is at least partly located between the fuel tank and the frame assembly, capable of carrying the fuel tank, and connected to the fuel tank and the frame assembly respectively.
The motorcycle according to claim 68, wherein the heat shield is made of plastic.
The motorcycle according to claim 68, wherein a plurality of through holes are opened on the heat shield, and reinforcing ribs are formed at the through holes.
The motorcycle according to claim 68, wherein the motorcycle further comprises a plurality of first connecting pieces, the plurality of first connecting pieces are located between the fuel tank and the heat shield, and are respectively connected to the The fuel tank and the heat shield are connected.
The motorcycle according to claim 71, wherein the first connecting piece is formed with a first connecting section, a second connecting section and a protruding section, and the protruding section is located between the first connecting section and the second connecting section. Between the two connecting sections, and respectively connecting with the first connecting section and the second connecting section;

The oil tank is connected to the first connecting section and the second connecting section; the raised section protrudes away from the oil tank, and the heat shield is connected to the raised section.
The motorcycle of claim 68, wherein said motorcycle further comprises an exterior trim, said heat shield comprising:

a main board positioned at least partially between the fuel tank and the frame assembly;

The connecting ribs are installed on the main board, are located on both sides of the fuel tank, and are respectively connected with the fuel tank and the exterior decoration.
The motorcycle according to claim 73, wherein the motorcycle further comprises a plurality of second connecting pieces, the plurality of second connecting pieces are respectively located between the fuel tank and the connecting ribs, and are respectively connected to The fuel tank is connected to the connecting ribs.
The motorcycle of claim 73, wherein said motorcycle further comprises:

a rear floor assembly at least partially connected to the frame assembly;

taillights mounted on said rear floor assembly;

a seat cushion covering part of the rear floor assembly and the tail light, and a gap is formed between the seat cushion and the tail light;

The protective cover is installed between the seat cushion and the rear floor assembly, and can cover the gap between the seat cushion and the tail light.
The motorcycle according to claim 75, wherein a fitting flange is formed at an end of the shield near the tail light, and the fitting flange covers the gap.
The motorcycle according to claim 75, wherein a plurality of bridging pieces are provided on the cover, one end of the bridging piece is connected to the cover, and the other end is clamped on the frame assembly .