CN223031172U - motorcycle - Google Patents

Abstract

The utility model discloses a motorcycle, which includes: a frame, a suspension assembly, a running assembly, a power system and a front shield assembly, wherein the front shield assembly includes a front windshield and a front windshield bracket, and the front windshield is connected to the front part of the frame through the front windshield bracket. The front shield assembly also includes a frame connecting member, a front shield connecting rod and a front shield adjustment handle, wherein the frame connecting member is fixedly connected to the frame, and the front windshield bracket can be moved along the height direction of the motorcycle through the frame connecting member; the front shield connecting rod is penetrated through the frame connecting member, and the front shield connecting rod is rotatably connected to the frame connecting member, and a rotating matching portion is also provided on the front windshield bracket, which is meshed with the front shield connecting rod and can move along the height direction of the motorcycle relative to the front shield connecting rod, and a front shield fixing pin is provided on the frame connecting member, and the front shield fixing pin abuts against the rotating matching portion. Through the above arrangement, the difficulty of adjusting the front windshield is reduced.

Description

Motorcycle

Technical Field

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

Background

The motorcycle is driven by a gasoline engine or a motor, and is light, flexible and rapid to run by a handle to control two or three wheels of which the front wheels are turned, and is widely used for patrol, passenger and cargo transportation and the like and also used as sports equipment.

In prior art, when adjusting the height of front windshield, need unscrew left side control handle after, unscrew right side control handle again, later adjust the height of front windshield through removing front windshield, later screw up the control handle of both sides and fix front windshield, and then lead to the high adjustment process of front windshield comparatively loaded down with trivial details, user's use experience is felt relatively poor.

Disclosure of utility model

In order to solve the defects in the prior art, the utility model aims to provide a motorcycle, and the height of a front windshield of the motorcycle is easy to adjust.

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

The motorcycle comprises a frame, a suspension assembly, a traveling assembly, a power system and a front baffle assembly, wherein the suspension assembly is connected with the frame, the traveling assembly is connected with the frame through the suspension assembly, the power system is at least partially arranged on the frame, the power system provides power for driving the traveling assembly, the front baffle assembly comprises a front windshield and a front windshield support, and the front windshield is connected with the front part of the frame through the front windshield support.

The front baffle assembly further comprises a frame connecting piece, a front baffle connecting rod and a front baffle adjusting handle fixedly connected to the front baffle connecting rod, wherein the frame connecting piece is positioned at the rear of the front windshield support, the frame connecting piece is fixedly connected with the frame, the front windshield support can move along the height direction of the motorcycle through the frame connecting piece, the front baffle connecting rod penetrates through the frame connecting piece along the width direction of the motorcycle, the front baffle connecting rod is rotationally connected with the frame connecting piece, the front windshield support is further provided with a rotating fit part, the rotating fit part is meshed with the front baffle connecting rod and can move along the height direction of the motorcycle relative to the front baffle connecting rod, the frame connecting piece is provided with a front baffle fixing pin, and the front baffle fixing pin abuts against the rotating fit part.

Further, one side of the rotating fit part facing the front baffle connecting rod is provided with at least two locking points, and the front baffle fixing pin is embedded in any locking point and is propped against the rotating fit part along the length direction of the motorcycle.

Further, the locking points are arranged along the extending direction of the rotating fit portion, and the distance between any two adjacent locking points is kept basically consistent.

Further, the front stop fixing pin comprises an outer shell, a front stop reset spring and a spherical fixing part, the outer shell surrounds the cavity, the spherical fixing part is at least partially arranged in the cavity, the spherical fixing part is at least partially propped against the locking point, the front stop reset spring is arranged in the cavity, and the front stop reset spring is propped against the spherical fixing part and applies pressure extending along the axial direction of the front stop fixing pin to the spherical fixing part.

Further, a sliding groove extending along the height direction of the motorcycle is formed in the front windshield support, a sliding column extending along the width direction of the motorcycle is fixed on the frame connecting piece, and the sliding column at least partially penetrates through the sliding groove and is in clearance fit with the sliding groove.

Further, the number of the sliding grooves is set to be more than or equal to two, and the sliding grooves are respectively positioned at the left side and the right side of the rotating fit part.

Further, the sliding column includes a first sliding column and a second sliding column distributed along a height direction of the motorcycle, and a distance between the first sliding column and the second sliding column distributed along the height direction of the motorcycle is equal to or less than a length of the running fit portion extending along the height direction of the motorcycle, so as to limit a maximum displacement amount of the running fit portion in the height direction of the motorcycle.

Further, the front baffle connecting rod comprises a front baffle shaft and a shaft sleeve, the left end and the right end of the front baffle shaft are fixedly connected to the front baffle adjusting handle, the shaft sleeve is sleeved on the front baffle shaft and is in spline connection with the front baffle shaft, and a gear meshed with the rotating matching part is arranged on the shaft sleeve.

Further, the front baffle connecting rod further comprises a gasket, the gasket is sleeved on the front baffle shaft, and the gasket is positioned between the shaft sleeve and the frame connecting piece.

Further, the front stop connecting rod further comprises a front stop limiting spring, the front stop limiting spring is sleeved on the front stop shaft, and two ends of the front stop limiting spring are respectively abutted against the shaft sleeve and the gasket.

The front baffle component of the motorcycle is provided with a frame connecting piece, a front baffle connecting rod and a front baffle adjusting handle fixedly connected to the front baffle connecting rod, and the height of the front windshield can be adjusted by rotating the front baffle adjusting handle, so that the step of adjusting the front windshield by a rider is reduced, and the height adjustment of the front windshield is simpler.

Drawings

FIG. 1 is a schematic view of the overall structure of a motorcycle in the mode of the application;

FIG. 2 is a schematic view of a frame, an integrated frame and an instrument assembly of a motorcycle in accordance with the present application;

FIG. 3 is an exploded view of a body panel, an integrated shelf, a front windshield and a meter assembly of a motorcycle in accordance with the mode of the present application;

FIG. 4 is a top plan view of a motorcycle front fender assembly in accordance with the mode of the application;

FIG. 5 is a right side view of a front fender assembly of a motorcycle in accordance with the mode of the application;

FIG. 6 is a cross-sectional view of a motorcycle front fender assembly in accordance with the mode of the application;

FIG. 7 is a schematic view of a meter assembly of a motorcycle in accordance with the present application;

FIG. 8 is a schematic view of the structure of a fender of a motorcycle in the mode of the application;

FIG. 9 is a schematic view of a first instrument restraint portion of a motorcycle in the form of the present application when the first instrument restraint portion is positioned on a fender;

FIG. 10 is a schematic view of a first instrument retainer of a motorcycle in the form of the present application in a first instrument adjustment;

FIG. 11 is a schematic view of a motorcycle caliper mounting bracket in accordance with the present application;

Fig. 12 is a schematic structural view of an oil pipe fixing member of a motorcycle in the mode of the present application.

Detailed Description

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

The present application provides a motorcycle 100 as shown in fig. 1, the motorcycle 100 comprising a frame 11, a body panel 12, a suspension assembly 13, a running assembly 14 and a power system 15. The body panel 12 is at least partially disposed on the frame 11. Suspension assembly 13 is connected to frame 11, and travel assembly 14 is connected to frame 11 through suspension assembly 13. The power system 15 is at least partially disposed on the frame 11, and the power system 15 is in driving connection with the traveling assembly 14. The running gear 14 comprises a front wheel 141 arranged at the front end of the motorcycle 100 and a rear wheel 142 arranged at the rear end of the motorcycle 100, in particular the power system 15 is at least partially in driving connection with the rear wheel 142. For clarity of description of the technical solution of the application, front, rear, left, right, up and down are also defined as shown in fig. 1. In the present application, the longitudinal direction of the motorcycle 100 refers to the front-rear direction, the width direction of the motorcycle 100 refers to the left-right direction, and the height direction of the motorcycle 100 refers to the up-down direction.

As shown in fig. 1 to 3, as an implementation, the motorcycle 100 further includes a front fender assembly 27, and the front fender assembly 27 is at least partially connected to the frame 11, wherein the frame 11 includes an integrated frame 118 located on a front side of the motorcycle 100, the motorcycle 100 further includes an electrical system 23, the electrical system 23 includes a charging structure 233 and a meter assembly 234, and the front fender assembly 27 includes a front windshield 271, and the charging structure 233, the meter assembly 234, and the front windshield 271 are all detachably connected to the integrated frame 118. Specifically, the charging structure 233, the meter assembly 234 and the front windshield 271 are respectively located at different positions of the integrated shelf 118, and the charging structure 233, the meter assembly 234 and the front windshield 271 do not interfere with each other. Through the arrangement, the charging structure 233, the meter assembly 234 and the front windshield 271 can be detached from the integrated frame 118 alone, so that the assembling performance of the charging structure 233, the meter assembly 234, the front windshield 271 and the integrated frame 118 can be improved, and at the same time, the charging structure 233, the meter assembly 234, the front windshield 271 and the integrated frame 118 are at least partially overlapped when viewed along the length direction of the motorcycle 100, so that the structures of the charging structure 233, the meter assembly 234, the front windshield 271 and the integrated frame 118 are more compact, and the structural compactness of the charging structure 233, the meter assembly 234, the front windshield 271 and the integrated frame 118 can be improved.

As one implementation, a reference plane 102 perpendicular to the height direction of the motorcycle 100 is defined, the projection of the integration rack 118 on the reference plane 102 along the height direction of the motorcycle 100 is set to a first projection plane, the projection of the charging structure 233, the meter assembly 234, the front windshield 271 and the integration rack 118 on the reference plane 102 along the height direction of the motorcycle 100 is set to a second projection plane, and the ratio of the first projection plane to the second projection plane is set to 0.7 or more and 0.9 or less. Specifically, the ratio of the first projection surface to the second projection surface is set to 0.75 or more and 0.85 or less. More specifically, the ratio of the first projection surface and the second projection surface is set to 0.8. Through the arrangement, the volume of the integration frame 118 can be prevented from being too large due to the fact that the ratio of the first projection surface to the second projection surface is too large, so that the integration frame 118 is prevented from occupying a large space, the space utilization rate of the motorcycle 100 can be improved, the volume of the charging structure 233, the meter assembly 234 or the front windshield 271 can be prevented from being too large due to the fact that the ratio of the first projection surface to the second projection surface is too small, interference among the charging structure 233, the meter assembly 234 and the front windshield 271 can be prevented, and the assembly performance of the motorcycle 100 can be improved.

As one implementation, the frame 11 includes a front frame 119, the integrated frame 118 includes a bracket plate 1181, the bracket plate 1181 is detachably connected to the front frame 119, and the charging structure 233, the meter assembly 234, and the front windshield 271 are all connected to the front frame 119 through the bracket plate 1181. Specifically, the front frame 119 is located at the lower side of the support plate 1181, the front frame 119 and the support plate 1181 are fixedly connected through fasteners, the support plate 1181 is used as a main support frame of the integrated frame 118 and used for supporting the structures such as the charging structure 233, the instrument assembly 234 and the front windshield 271, and when the structures such as the charging structure 233, the instrument assembly 234 and the front windshield 271 need to be installed or maintained, the support plate 1181 can be directly detached from the front frame 119. By the above arrangement, the connection structure between the integration frame 118 and the front frame 119 is simplified, thereby facilitating improvement of the assembling performance of the front frame 119 and the integration frame 118.

As an implementation manner, the integrated rack 118 further includes a wind shielding bracket 1182 detachably connected to the front side of the support plate 1181, and an adjusting shaft 1183 penetrating through the wind shielding bracket 1182, where the wind shielding bracket 1182 and the adjusting shaft 1183 are further penetrating through the support plate 1181, the adjusting shaft 1183 is connected to the support plate 1181, the front wind shield 271 is located on the front side of the wind shielding bracket 1182, and the front wind shield 271 is detachably connected to the wind shielding bracket 1182, and the wind shielding bracket 1182 can move on the adjusting shaft 1183, so that the front wind shield 271 moves along with the wind shielding bracket 1182. Specifically, the front windshield 271 is detachably connected to the support plate 1181 through a windshield support 1182, and an adjusting shaft 1183 is rotatably connected to the windshield support 1182, and the adjusting shaft 1183 can control the windshield support 1182 to move up and down along the motorcycle 100 so that the front windshield 271 can move up and down. Through the arrangement, the height of the front windshield 271 is adjusted according to the needs of a rider, when the motorcycle 100 is in a high-speed running state, the height of the front windshield 271 can be reduced to reduce air resistance, so that the running speed of the motorcycle 100 is improved, when the motorcycle 100 is in a rainy day running state, the height of the front windshield 271 can be improved, so that the front windshield 271 can resist partial rainwater, the instrument assembly 234 is prevented from being damaged due to the impact of the rainwater, and the service life of the instrument assembly 234 is prolonged. It should be noted that, the wind shielding bracket 1182 is provided with an adjusting groove 1182a through which the adjusting shaft 1183 passes, an adjusting rack 1182b extending at least partially along the height direction of the motorcycle 100 is provided in the adjusting groove 1182a, a gear 1183a meshed with the adjusting rack 1182b is provided on the adjusting shaft 1183, and the adjusting shaft 1183 and the wind shielding bracket 1182 are connected through the adjusting rack 1182b and the gear 1183a, so that a rider can adjust the front wind shielding 271 according to actual needs.

As one implementation, the integrated shelf 118 further includes a meter bracket 1184, the meter bracket 1184 is located at a rear side of the bracket plate 1181, the meter bracket 1184 is detachably connected to the bracket plate 1181, the meter assembly 234 is located at a rear side of the meter bracket 1184, and the meter assembly 234 is connected to the meter bracket 1184. Specifically, the meter assembly 234 is detachably connected to the support plate 1181 through the meter support 1184, and when the meter assembly 234 needs to be replaced, the meter assembly 234 can be detached from the vehicle-mounted support by the support, so that the assembly property of the meter assembly 234 can be improved. In addition, meter assembly 234 is rotatably coupled to meter bracket 1184 such that a rider may adjust the angle of meter assembly 234 as desired, thereby facilitating improved adjustability of meter assembly 234. It will be appreciated that the meter bracket 1184 and the windshield bracket 1182 are both connected to the front frame 119 by a bracket plate 1181.

As one implementation, the integrated shelf 118 further includes a damping assembly 1185, the damping assembly 1185 being located between the meter bracket 1184 and the meter assembly 234, the meter assembly 234 being rotatably connected to the meter bracket 1184 by the damping assembly 1185. Specifically, the damping assembly 1185 includes a damping mounting bracket 1185a, a damping member 1185b, a damping mounting cover plate 1185c and a meter connecting plate 1185d, wherein a mounting groove 1185e is formed after the damping mounting cover plate 1185c and the damping mounting bracket 1185a are connected, the damping member 1185b is positioned in the mounting groove 1185e, the damping mounting bracket 1185a is connected with the meter bracket 1184, and the meter connecting plate 1185d is connected to the damping mounting bracket 1185a through the damping member 1185b and the damping mounting cover plate 1185c so that the meter connecting plate 1185d can rotate relative to the meter bracket 1184, and the meter assembly 234 is fixedly connected with the meter connecting plate 1185d so that the meter assembly 234 is connected to the meter bracket 1184. Specifically, the damping mounting bracket 1185a has a rotation function, one end of the damping mounting bracket 1185a is connected to the damping member 1185b and the damping mounting cover plate 1185c, and the other end of the damping mounting bracket 1185a is connected to the meter connecting plate 1185d, so that the meter connecting plate 1185d can be rotationally connected to the damping member 1185b and the damping mounting cover plate 1185c through the damping mounting bracket 1185a, and further, the meter assembly 234 is fixedly connected with the meter connecting plate 1185d, so that the meter assembly 234 is rotationally connected with the meter bracket 1184. Through the arrangement, the meter assembly 234 can rotate forward or backward with the width direction of the motorcycle 100 as an axis, so that a rider can adjust the meter assembly according to the needs of the rider, and the driving experience of the motorcycle 100 can be improved.

As one implementation, the body panel 12 further includes a protective panel 128, with the protective panel 128 having a mounting hole 1283 disposed therein, and the charging structure 233 being at least partially positioned within the mounting hole 1283 such that the charging structure 233 is coupled to the protective panel 128. The guard plate 128 includes left guard plate 1281 and right guard plate 1282, left guard plate 1281 is located the left side of integration frame 118 and is connected with integration frame 118, right guard plate 1282 is located the right side of integration frame 118 and is connected with integration frame 118, left guard plate 1281 and right guard plate 1282 still all are connected to the support 1182 that keeps out the wind, specifically, charging structure 233 can provide the power for external electrical apparatus, so that motorcycle 100 possesses the function of charging, with charging structure 233 integration to motorcycle 100's front portion, can be convenient for the driver also can charge external electrical apparatus at driving the in-process, do not influence the operation of driver simultaneously. Through the above arrangement, the functional comprehensiveness of the motorcycle 100 can be improved, and the charging structure 233 and the integration rack 118 are compact, so that the structural compactness of the charging structure 233 and the integration rack 118 can be improved. The external electric appliance can be an electric appliance such as a mobile phone.

As one implementation, the vehicle body panel 12 further includes a lower guard plate 129, a through hole 1291 is provided in the lower guard plate 129, and the integration frame 118 at least partially penetrates the through hole 1291, and the guard plate 128 is clamped with the lower guard plate 129. Specifically, the front frame 119 is located substantially below the lower guard 129, the integrated frame 118 is located substantially above the lower guard 129, and the front frame 119 is at least partially detachably connected to the integrated frame 118 through a through hole 1291 by fastening means. Through the arrangement, the lower guard plate 129 can protect the lower side of the integrated frame 118, so that the use of the integrated frame 118 is prevented from being influenced due to the fact that particles such as sediment enter the integrated frame 118, and the service life of the integrated frame 118 is prolonged.

As one implementation, electrical system 23 further includes a signal transmitter 2345, signal transmitter 2345 being located within integrated shelf 118, signal transmitter 2345 being fixedly connected to integrated shelf 118, signal transmitter 2345 being electrically connected to meter assembly 234. Specifically, the signal transmitter 2345 is capable of providing a signal to the meter assembly 234 to cause the meter assembly 234 to display accurate information, thereby facilitating the rider to obtain accurate information and further improving the driving safety of the motorcycle 100. Through the above arrangement, the signal transmitter 2345 is disposed inside the integrated rack 118, so that the integrated rack 118 can protect the signal transmitter 2345, and meanwhile, the signal transmitter 2345 can be disposed close to the meter assembly 234, so that the wire harness length between the signal transmitter 2345 and the meter assembly 234 is further beneficial to improving the structural compactness of the motorcycle 100.

As shown in fig. 4-6, as one implementation, the front fender assembly 27 includes a front windshield bracket 272. The front windshield 271 is located in front of the front windshield bracket 272 and the front windshield 271 is fixedly connected with the front windshield bracket 272, the front windshield 271 is connected to the frame 11 through the front windshield bracket 272, the front windshield bracket 272 is used for supporting the front windshield 271, and meanwhile the front windshield bracket 272 can also drive the front windshield 271 to move, so that the height of the front windshield 271 is adjusted.

Further, the front fender assembly 27 further includes a frame connecting member 273, a front fender link 274, and two front fender adjustment handles 275, the frame connecting member 273 is located behind the front fender bracket 272, and the frame connecting member 273 is fixedly connected with the frame 11. The front windshield bracket 272 has a degree of freedom of movement in the height direction of the motorcycle 100 with respect to the frame joint 273, so that the front windshield bracket 272 can be moved in the height direction of the motorcycle 100 by the frame joint 273. The front link 274 is provided through the frame connecting member 273 in the width direction of the motorcycle 100, and the front link 274 is clearance-fitted with the frame connecting member 273 so that the front link 274 can rotate about its own axis relative to the frame connecting member 273. In addition, the front link 274 can be rotatably coupled to the frame connecting member 273 via a rotation shaft 2343 c. The front gear adjusting handles 275 are respectively arranged at the left end and the right end of the front gear connecting rod 274, the front gear adjusting handles 275 are fixedly connected with the front gear connecting rod 274, and the front gear connecting rod 274 can be driven to rotate by controlling the rotation of the front gear adjusting handles 275. The front windshield support 272 is further provided with a running fit portion 2721, the running fit portion 2721 extends substantially along the height direction of the motorcycle 100, and the running fit portion 2721 is fixedly connected with the front windshield support 272, wherein the running fit portion 2721 is a rack. In addition, the rotation engagement portion 2721 is further engaged with the front windshield link 274, and thus during rotation of the front windshield link 274, the front windshield link 274 can drive the front windshield bracket 272 to move in the height direction of the motorcycle 100 through the rotation engagement portion 2721 to drive the front windshield 271 to move in the height direction of the motorcycle 100, thereby achieving height adjustment of the front windshield 271.

Further, a front stopper fixing pin 2731 is further provided on the frame connecting member 273, the front stopper fixing pin 2731 extends substantially along the length direction of the motorcycle 100, and the front stopper fixing pin 2731 is fixedly connected with the frame connecting member 273. The front rail fixing pin 2731 abuts against the rotation engagement portion 2721 in the longitudinal direction of the motorcycle 100, thereby restricting the movement of the front rail bracket 272. Compared with the prior art that a rider needs to control two front-gear adjusting handles 275 to realize the height adjustment of the front windshield 271, the method and the device can realize the movement and the fixation of the front windshield 271 by controlling any front-gear adjusting handle 275, so that steps of the rider in the adjusting process are reduced, the use experience of the rider is improved, and the man-machine interaction coordination is improved.

As one implementation manner, a lock point 2721a recessed along the length direction of the motorcycle 100 is provided on the rotation fitting portion 2721, and the lock point 2721a abuts against the front stop fixing pin 2731. It can be appreciated that, in the process of fixing the front windshield 271, the abutment of the front stop fixing pin 2731 and the recessed locking point 2721a can prevent the front stop fixing pin 2731 from sliding on the rotation matching portion 2721, thereby improving the stability of the front windshield 271 during fixing.

Further, the number of the locking points 2721a is at least two, the locking points 2721a are arranged on the rotating fit portion 2721 along the extending direction of the rotating fit portion 2721, and the space between any two adjacent locking points 2721a is kept basically consistent, so that the adjusting angle of the front windshield 271 is basically consistent when a driver adjusts the front windshield 271.

As one implementation, the front stop fixing pin 2731 includes an outer housing 2731a, a front stop return spring 2731b, and a spherical fixing portion 2731c. The outer case 2731a surrounds the cavity 2731d, and the spherical fixing portion 2731c is at least partially disposed in the cavity 2731d, and the spherical fixing portion 2731c also at least partially abuts against the lock point 2721a in the longitudinal direction of the motorcycle 100, thereby restricting movement of the front windshield 271. The front stop return spring 2731b is provided in the cavity 2731d, and the front stop return spring 2731b abuts against the spherical fixing portion 2731c in the longitudinal direction of the motorcycle 100 and applies pressure to the spherical fixing portion 2731c extending in the axial direction of the front stop fixing pin 2731. Alternatively, the spherical fixing portion 2731c can be provided in a cylindrical shape or the like, which is not limited herein.

When the rider manipulates the front-guard adjusting knob 275 to adjust the height of the front windshield 271, the spherical fixing portion 2731c can be separated from the lock point 2721a and push the front-guard return spring 2731b to compress, thereby achieving the height adjustment of the front windshield 271. When the spherical fixing portion 2731c abuts against the lock point 2721a, the front-stop return spring 2731b can apply pressure to the spherical fixing portion 2731c extending along the axial direction of the front-stop fixing pin 2731, so that the connection strength between the spherical fixing portion 2731c and the lock point 2721a is improved, and the fixing strength of the front windshield 271 is improved.

As one implementation, the front windshield support 272 is provided with a sliding groove 2722 extending in the height direction of the motorcycle 100, the frame connecting member 273 is provided with a sliding column 2732 extending in the width direction of the motorcycle 100, and the sliding column 2732 is fixedly connected with the frame connecting member 273. The sliding post 2732 is at least partially disposed through the sliding slot 2722, and the sliding post 2732 is in clearance fit with the sliding slot 2722, such that the sliding post 2732 is capable of sliding within the sliding slot 2722. By the above arrangement, the front windshield bracket 272 can be moved relative to the frame connecting member 273 while the front windshield bracket 272 can be prevented from being detached from the frame connecting member 273, thereby improving the connection strength between the front windshield 271 and the frame 11.

Specifically, the number of the sliding grooves 2722 is set to be greater than or equal to two, and the sliding grooves 2722 are respectively located at the left side and the right side of the rotating fit portion 2721, so that stability when the front windshield 271 is driven by the front windshield bracket 272 to move on the frame connecting member 273 is improved.

Further, the sliding column 2732 includes a first sliding column 2732a and a second sliding column 2732b that are distributed in the height direction of the motorcycle 100 as viewed from the width direction of the motorcycle 100, and the interval between the first sliding column 2732a and the second sliding column 2732b that is distributed in the height direction of the motorcycle 100 is equal to or less than the length of the rotation engagement portion 2721 that extends in the height direction of the motorcycle 100 to limit the maximum displacement amount of the rotation engagement portion 2721 in the height direction of the motorcycle 100. By the above arrangement, the front link 274 can be prevented from being separated from the rotation engagement portion 2721 during the height adjustment of the front windshield 271, thereby improving the stability during the adjustment of the front windshield 271.

As one implementation, the front link 274 includes a front blocking shaft 2741, a shaft sleeve 2742, and a gasket 2743, and both left and right ends of the front blocking shaft 2741 are fixedly connected to the front blocking adjustment knob 275, thereby enabling the front blocking shaft 2741 to transmit a rotational force between the front blocking adjustment knob 275 on both sides. The shaft sleeve 2742 is sleeved on the front blocking shaft 2741 and is in spline connection with the front blocking shaft 2741, so that the front blocking shaft 2741 can drive the shaft sleeve 2742 to rotate, and a gear 2744 meshed with the rotating matching part 2721 is arranged on the shaft sleeve 2742. The washer 2743 is sleeved on the front blocking shaft 2741, and the washer 2743 is located between the shaft sleeve 2742 and the frame connecting member 273. With the above arrangement, the rider can drive the rotation engagement portion 2721 to move by manipulating any one of the front-gear adjusting handles 275 to rotate, and further drive the front windshield 271 to move. In addition, by providing the spacer 2743 between the boss 2742 and the frame connecting member 273, it is possible to prevent foreign matters such as stones from entering the gap between the front fender shaft 2741 and the frame connecting member 273, thereby improving the stability of the front fender shaft 2741 when it is rotated.

Further, the front stop link 274 further includes a front stop limit spring 2745, the front stop limit spring 2745 is sleeved on the front stop shaft 2741, and two ends of the front stop limit spring 2745 respectively abut against the shaft sleeve 2742 and the gasket 2743, so as to limit the movement of the shaft sleeve 2742 in the width direction of the motorcycle 100. With the above arrangement, the gear 2744 on the boss 2742 can be restrained from moving in the width direction of the motorcycle 100 with respect to the rotation engagement portion 2721, thereby improving the connection stability between the gear 2744 and the rotation engagement portion 2721.

As shown in fig. 7 to 10, as one implementation, the meter assembly 234 includes a meter main body 2341, a first meter adjuster 2342, a second meter adjuster 2343, and a first meter stopper 2344 provided on the first meter adjuster 2342 or the shielding plate 128. The meter main body 2341 is provided on the frame 11 and is rotatable about the width direction of the motorcycle 100, and the first meter regulator 2342 is rotatably connected to the meter main body 2341. The meter main body 2341 includes a locked state and an unlocked state, the meter main body 2341 is in the locked state when the second meter adjuster 2343 is connected to the first meter stopper 2344, the second meter adjuster 2343 restricts the movement of the first meter adjuster 2342 in the height direction of the motorcycle 100, and the meter main body 234 is in the unlocked state when the second meter adjuster 2343 is separated from the first meter stopper 2344, and the first meter adjuster 2342 is movable in the height direction of the motorcycle 100. Compared with the prior art that the angle of the instrument main body 2341 is fixed by the damping gel block, the embodiment of the application fixes the angle of the instrument main body 2341 by a simple mechanical structure, thereby improving the stability of the instrument main body 2341 during fixing.

As an alternative implementation manner, the second meter adjusting member 2343 is rotatably disposed on the guard plate 128 and is penetrated through the guard plate 128 along the width direction of the motorcycle 100, the second meter adjusting member 2343 is provided with a second meter limiting portion 2343a, the first meter limiting portions 2344 are disposed on the guard plate 128, the number of the first meter limiting portions 2344 is at least two, the first meter limiting portions 2344 are distributed around the circumference of the second meter adjusting member 2343, and the second meter adjusting member 2343 is connected with any one of the first meter limiting portions 2344 through the second meter limiting portion 2343a so that the meter main body 2341 is in a locking state, wherein the second meter limiting portion 2343a is disposed penetrating through any one of the first meter limiting portions 2344 to fix the angle of the meter main body 2341. Through the above arrangement, the second meter limiting portion 2343a can realize the angle adjustment of the adjusting meter main body 2341 by penetrating through different first meter limiting portions 2344.

Specifically, the second meter adjusting member 2343 further includes a rotation adjusting handle 2343b, a rotation shaft 2343c and a rotation connecting portion 2343d, the rotation connecting portion 2343d is fixedly disposed on the rotation shaft 2343c and is rotationally connected with the first meter adjusting member 2342, the rotation shaft 2343c is disposed through the protection plate 128, and the rotation shaft 2343c is fixedly connected with the adjusting handle, so as to drive the rotation connecting portion 2343d to rotate synchronously with the adjusting handle. The second meter limiting portion 2343a is fixedly provided to the rotation adjustment handle 2343b, and the second meter limiting portion 2343a is provided to pass through the first meter limiting portion 2344 in the width direction of the motorcycle 100. Through the arrangement, a driver controls the rotation adjusting handle 2343b to rotate, so that the second meter limiting part 2343a can be controlled to penetrate through any one of the first meter limiting parts 2344, and then the angle of the meter main body 2341 is changed, so that the angle adjustment of the meter main body 2341 is realized.

Further, the second meter adjusting member 2343 further includes a rotation return spring 2343e, the rotation return spring 2343e is sleeved on the rotation shaft 2343c, one end of the rotation return spring 2343e abuts against the protection plate 128, and a protrusion for abutting against the other end of the rotation return spring 2343e is further provided on one end of the rotation shaft 2343c away from the rotation adjusting handle 2343 b. Through the above arrangement, the rotating return spring 2343e can provide an acting force for moving the second meter limiting portion 2343a toward the first meter limiting portion 2344, so as to push the second meter limiting portion 2343a to penetrate through the first meter limiting portion 2344 or push the second meter limiting portion 2343a to be embedded in the first meter limiting portion 2344, thereby realizing the angle fixation of the meter main body 2341.

Further, the second meter adjusting member 2343 further includes a spacer 2343f sleeved on the rotating shaft 2343c, and the spacer 2343f is located between the rotating return spring 2343e and the protection plate 128. Because when controlling rotation adjustment handle 2343b and rotating, axis of rotation 2343c can drive rotation reset spring 2343e and rotate for guard plate 128, through setting up gasket 2343f between rotation reset spring 2343e and guard plate 128, can reduce the frictional force between rotation reset spring 2343e and the guard plate 128 to can reduce the dynamics of controlling of driver, improve the user experience of driver.

As an alternative implementation, the first meter limiting portion 2344 is disposed on the first meter adjusting member 2342, and the second meter adjusting member 2343 is movably disposed on the shielding plate 128 and penetrates the first meter limiting portion 2344 to place the meter main body 2341 in the locked state. Compared with the prior art that the angle of the instrument main body 2341 is fixed by the damping gel block, the embodiment of the application fixes the angle of the instrument main body 2341 by a simple mechanical structure, thereby improving the stability of the instrument main body 2341 during fixing.

Specifically, the number of the first meter limiting portions 2344 is at least two, the first meter limiting portions 2344 are arranged along the extending direction of the first meter adjusting member 2342, and the second meter adjusting member 2343 is arranged through any one of the first meter limiting portions 2344 so that the meter main body 2341 is in a locking state. Alternatively, the second meter adjuster 2343 can be provided to be fitted to any one of the first meter stopper portions 2344 to fix the angle of the meter main body 2341. Through the above arrangement, the second meter adjusting member 2343 can adjust the angle of the meter main body 2341 by penetrating the different first meter limiting portions 2344.

Further, the second meter adjuster 2343 includes a manipulation handle 2343g, a limiting shaft 2343h fixedly connected to the manipulation handle 2343g, and an angle limiting spring 2343j, and the limiting shaft 2343h is provided through the first meter limiting portion 2344 in a longitudinal direction of the motorcycle 100. One end of the angle limiting spring 2343j abuts against the protection plate 128, one end of the limiting shaft 2343h away from the control handle 2343g is provided with a protrusion for the one end of the angle limiting spring 2343j to abut against, and therefore the angle limiting spring 2343j can provide acting force for enabling the second instrument adjusting piece 2343 to move towards the first instrument limiting portion 2344. With the above arrangement, the occupant can adjust the angle of the meter main body 2341 by controlling the separation of the manipulation knob 2343g from the first meter stopper 2344. In addition, when the rider control handle 2343g is engaged with any one of the first meter limiting portions 2344, the angle limiting spring 2343j can push the second meter adjusting member 2343 to move toward the first meter limiting portion 2344, so that the second meter adjusting member 2343 can be inserted into any one of the first meter limiting portions 2344, or the second meter adjusting member 2343 can be engaged with any one of the first meter limiting portions 2344, thereby realizing the angle fixation of the meter main body 2341.

As shown in fig. 11, as one implementation, the suspension assembly 13 includes a shock absorbing outer tube 136 and a shock absorbing link 133 connected to the shock absorbing outer tube 136, and the travel assembly 14 includes a front wheel 141 and a front wheel axle 143 at the front of the motorcycle 100, with the front wheel 141 being connected to the suspension assembly 13 through the front wheel axle 143. The motorcycle 100 further includes a brake system 19, the brake system 19 including a brake disc 193 and a brake caliper 194 disposed at least partially on the brake disc 193. The suspension assembly 13 further includes caliper mounting brackets 134, the caliper mounting brackets 134 being mounted on the left and right sides of the front wheel 141, and the caliper mounting brackets 134 clamping the shock absorbing link 133 in the width direction of the motorcycle 100, and the brake caliper 194 being connected to the shock absorbing link 133 through the caliper mounting brackets 134. Wherein the caliper mounting bracket 134 is fixedly coupled to the brake caliper 194 by a threaded connection.

It should be noted that, in the prior art, the brake caliper 194 is generally connected to the direct shock absorbing connector 133, so that during the adjustment of the forward extension of the front wheel 141, the relative position of the shock absorbing connector 133 and the brake disc 193 changes, so as to drive the contact area between the brake caliper 194 and the brake disc 193 to change, which results in affecting the braking force of the front wheel 141, and further reduces the operability of the motorcycle 100. According to the embodiment of the application, the independent caliper mounting bracket 134 is arranged, so that the brake caliper 194 is connected to the shock absorption connecting piece 133 through the caliper mounting bracket 134, and further, in the process of adjusting the forward extension distance of the front wheel 141, the contact area between the brake caliper 194 and the brake disc 193 cannot be changed along with the movement of the shock absorption connecting piece 133, so that the operability of the motorcycle 100 is improved.

Further, the suspension assembly 13 further includes an eccentric bushing 135, the eccentric bushing 135 being disposed within the shock absorbing link 133, and a front wheel axle 143 passing through the caliper mounting bracket 134, the front wheel 141 and the eccentric bushing 135 in the width direction of the motorcycle 100. The caliper mounting bracket 134 is provided with a mounting bracket fixing hole 1341, and an eccentric mounting hole (not shown) of the eccentric bushing 135 is at least partially overlapped with the mounting bracket fixing hole 1341 in the width direction of the motorcycle 100, and the front wheel shaft 143 is penetrated through the mounting bracket fixing hole 1341 and the eccentric mounting hole of the eccentric bushing 135, wherein the eccentric bushing 135 is spline-coupled with the shock absorbing link 133. The forward extension of the front wheel 141 can be adjusted by changing the eccentric position of the eccentric bushing 135, so that the motorcycle 100 can meet the control demands of drivers in different environments, thereby improving the coordination of human-computer interaction.

As one implementation, the caliper mounting bracket 134 is provided with a first fixing portion 1342 extending in the width direction of the motorcycle 100, the eccentric bushing 135 is provided with a second fixing portion 1351 cooperating with the first fixing portion 1342, wherein the first fixing portion 1342 and the second fixing portion 1351 are each provided with a through hole, and a fastener is provided through the first fixing portion 1342 and the second fixing portion 1351, so as to limit the circumferential displacement of the brake caliper 194 along the brake disc 193.

Alternatively, the first and second fixing portions 1342 and 1351 can also be provided as protrusions and grooves, respectively, that are engaged with each other, thereby restricting the circumferential displacement of the brake caliper 194 in the brake disc 193.

It should be noted that, since the motorcycle 100 often vibrates during running, the loosening between the caliper mounting bracket 134 and the eccentric bushing 135 is easy to occur, and the brake caliper 194 is offset along the circumferential direction of the brake disc 193, so as to cause a change in the handling of the motorcycle 100. Through the above arrangement, when the caliper mounting bracket 134 and the eccentric bushing 135 are loose, the brake caliper 194 can be prevented from being offset in the circumferential direction of the brake disc 193, thereby improving the use stability of the brake caliper 194.

As one implementation, the travel assembly 14 further includes a wheel speed sensor 144, the wheel speed sensor 144 being fixedly disposed on the caliper mounting bracket 134. The running assembly 14 further includes a ring gear 145 for detecting the rotational speed of the front wheel 141, and the caliper mounting bracket 134 includes a sensor mounting portion 1343, the sensor mounting portion 1343 extending at least partially in the direction of the ring gear 145, and the wheel speed sensor 144 is provided on the sensor mounting portion 1343. Since the caliper mounting brackets 134 are located on the left and right sides of the damper connecting piece 133, the caliper mounting brackets 134 are further away from the ring gear 145 in the width direction of the motorcycle 100. By providing the sensor mounting portion 1343 extending toward the ring gear 145, the distance between the wheel speed sensor 144 and the ring gear 145 is reduced, thereby improving accuracy in measuring the speed of the wheel speed sensor 144.

Alternatively, a longitudinal plane 101 perpendicular to the width direction of the motorcycle 100 is defined, and the caliper mounting brackets 134 are symmetrically disposed with respect to the longitudinal plane 101 to facilitate the manufacture and assembly of the caliper mounting brackets 134, thereby reducing the difficulty in assembling the components on the left and right sides of the front wheel 141.

As shown in fig. 12, as one implementation, suspension assembly 13 includes a tubing mount 137, with tubing mount 137 at least partially disposed on shock absorbing outer tube 136. The brake system 19 includes a brake oil pipe 195, the brake oil pipe 195 being held relatively fixed to the shock absorbing outer pipe 136 by an oil pipe fixing 137. The shock absorbing outer tube 136 comprises at least a first fixed tube section 1361 and a second fixed tube section 1362, the second fixed tube section 1362 is at least partially located below the first fixed tube section 1361, the oil tube fixing member 137 is disposed on the first fixed tube section 1361, and the tube diameter of the second fixed tube section 1362 is larger than the tube diameter of the first fixed tube section 1361. Since the shock absorbing outer tube 136 is required to be continuously moved up and down during the running of the motorcycle 100, the oil tube fixing member 137 is caused to move down on the shock absorbing outer tube 136, thereby causing the brake oil tube 195 to move down and interfere with the front wheel 141, thereby affecting the safety of the brake oil tube 195. With the above arrangement, the oil pipe fixing 137 can be restricted from moving downward on the shock absorbing outer pipe 136, thereby improving the safety of the brake oil pipe 195.

Specifically, the shock absorbing outer tube 136 has an outer tube wall that is arcuate in shape, as viewed in the width direction of the motorcycle 100, with the first fixed tube segment 1361 being located at the arced top of the outer tube wall. The oil pipe fixing member 137 is disposed at the arc top position of the outer pipe wall, so that the oil pipe fixing member 137 can be prevented from moving up and down on the shock absorbing outer pipe 136, and the connection stability of the oil pipe fixing member 137 and the shock absorbing outer pipe 136 is improved.

Optionally, the shock absorbing outer tube 136 is sleeved with a first fixing structure 1363 integrally formed with the shock absorbing outer tube 136 to limit the oil tube fixing member 137 in the axial direction of the shock absorbing outer tube 136, and a region where the first fixing structure 1363 is located is a second fixing tube section 1362. Wherein the first fixing structure 1363 can be provided as a protrusion extending in a radial direction of the shock absorbing outer tube 136, and the oil tube fixing member 137 is located above and abuts against the protrusion, thereby restricting the rack fixing portion from moving downward on the shock absorbing outer tube 136, thereby improving the safety of the brake oil tube 195.

Further, the shock absorbing outer tube 136 is sleeved with a second fixing structure 1364 integrally formed with the shock absorbing outer tube 136, and the first fixing structure 1363 and the second fixing structure 1364 are respectively arranged on the upper side and the lower side of the first fixing tube section 1361 so as to clamp the oil tube fixing member 137. The upper and lower sides of the oil pipe fixing member 137 are respectively abutted against the first fixing structure 1363 and the second fixing structure 1364, so as to limit the oil pipe fixing member 137 from moving up and down on the shock absorbing outer tube 136.

As one implementation, the distance between the lowermost end of the oil pipe fixing member 137 and the lowermost end of the shock absorbing outer pipe 136 in the height direction of the motorcycle 100 is a first spacing distance L1, the distance between the lowermost end of the oil pipe fixing member 137 and the wheel axle of the front wheel 141 in the height direction of the motorcycle 100 is a second spacing distance L2, and the ratio of the first spacing distance L1 to the second spacing distance L2 is 0.4 or more and 0.6 or less. Further, the ratio of the first spacing distance L1 to the second spacing distance L2 is 0.45 or more and 0.65 or less. More preferably, the ratio of the first spacing distance L1 to the second spacing distance L2 is equal to 0.5. If the ratio of the first spacing distance L1 to the second spacing distance L2 is too large, the distance between the oil pipe fixing member 137 and the wheel axle of the front wheel 141 is too long, which results in a longer brake oil pipe 195 between the oil pipe fixing member 137 and the wheel axle of the front wheel 141, and when the shock absorbing outer pipe 136 moves downward, the brake oil pipe 195 is bent, which results in a longer distance that the brake oil pipe 195 moves in the front-rear direction of the motorcycle 100, which results in the brake oil pipe 195 easily interfering with the frame, and affects the safety of the brake oil pipe 195. If the ratio of the first spacing distance L1 to the second spacing distance L2 is too small, the bending angle of the brake oil pipe 195 is large when the damper outer pipe 136 moves downward, thereby resulting in a low flow rate of brake oil in the brake oil pipe 195, which affects the braking performance of the brake caliper. Through the arrangement, the brake performance of the brake calipers is ensured, meanwhile, the interference between the brake oil pipe 195 and the frame can be avoided, and the safety of the brake oil pipe 195 is improved.

As an alternative implementation, the first fixed pipe segment 1361 is a groove disposed along a circumferential direction of the shock absorbing outer pipe 136, the groove is recessed along a radial direction of the shock absorbing outer pipe 136, the oil pipe fixing member 137 is at least partially disposed in the groove, and the suspension assembly 13 further includes a shock absorbing inner pipe 138 penetrating through the shock absorbing outer pipe 136, and a radial length of the groove is greater than or equal to a radial length of the shock absorbing inner pipe 138. Through the above arrangement, the restriction oil pipe fixing member 137 can also be made to avoid interference with the shock absorbing inner pipe 138 when the shock absorbing outer pipe 136 moves while moving on the shock absorbing outer pipe 136, improving the use stability of the shock absorbing outer pipe 136.

As an alternative implementation, the second fixed tubular segment 1362 of the shock absorbing outer tube 136 has a roughened outer surface to limit movement of the tubing mount 137 over the shock absorbing outer tube 136. The movement of the oil pipe fixing member 137 can be restricted by simple processing of the second fixed pipe section 1362, thereby reducing the processing difficulty of the shock-absorbing outer pipe 136 and reducing the production cost of the shock-absorbing outer pipe 136.

As one implementation, the length of the first fixed pipe segment 1361 extending in the axial direction of the shock-absorbing outer pipe 136 is equal to or greater than the length of the oil pipe fixing 137 extending in the axial direction of the shock-absorbing outer pipe 136. Since the oil pipe fixing member 137 needs to be fitted over the first fixed pipe section 1361 of the shock-absorbing outer pipe 136 at the time of installation, if the length of the first fixed pipe section 1361 extending in the axial direction of the shock-absorbing outer pipe 136 is small, it is difficult to fix to the first fixed pipe section 1361 at the time of installation of the shock-absorbing outer pipe 136. With the above arrangement, the difficulty in assembling the oil pipe fixing member 137 is reduced.

Further, the intersection position of the first fixed pipe section 1361 and the second fixed pipe section 1362 is provided with a mark 1365 for determining the installation position of the oil pipe fixing member 137, so that the position of the first fixed pipe section 1361 on the shock-absorbing outer pipe 136 can be rapidly determined in the assembly process of the oil pipe fixing member 137, thereby improving the assembly efficiency of the oil pipe fixing member 137 and the shock-absorbing outer pipe 136.

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

Claims (10)

1. A motorcycle, comprising:

A frame;

a suspension assembly connected to the frame;

The walking assembly is connected with the frame through the suspension assembly;

the power system is at least partially arranged on the frame and provides power for driving the walking assembly;

The front windshield is connected to the front part of the frame through the front windshield bracket;

The front gear assembly is characterized by further comprising a frame connecting piece, a front gear connecting rod and a front gear adjusting handle fixedly connected to the front gear connecting rod, wherein the frame connecting piece is positioned at the rear of the front gear bracket, the frame connecting piece is fixedly connected with the frame, and the front gear bracket can move along the height direction of the motorcycle through the frame connecting piece;

The front baffle connecting rod penetrates through the frame connecting piece in the width direction of the motorcycle, the front baffle connecting rod is connected with the frame connecting piece in a rotating mode, a rotating fit portion is further arranged on the front windshield support, the rotating fit portion is meshed with the front baffle connecting rod and can move relative to the front baffle connecting rod in the height direction of the motorcycle, a front baffle fixing pin is arranged on the frame connecting piece, and the front baffle fixing pin abuts against the rotating fit portion.

2. A motorcycle according to claim 1, wherein,

The front gear fixing pin is embedded in any locking point and is abutted to the rotating fit part along the length direction of the motorcycle.

3. A motorcycle according to claim 2, wherein,

The locking points are arranged along the extending direction of the rotating fit part, and the distance between any two adjacent locking points is basically consistent.

4. A motorcycle according to claim 2, wherein,

The front stop fixing pin comprises an outer shell, a front stop reset spring and a spherical fixing part, wherein the outer shell surrounds a cavity, the spherical fixing part is at least partially arranged in the cavity, the spherical fixing part is at least partially propped against the locking point, the front stop reset spring is arranged in the cavity, and the front stop reset spring is propped against the spherical fixing part and applies pressure extending along the axial direction of the front stop fixing pin to the spherical fixing part.

5. A motorcycle according to claim 1, wherein,

The front windshield support is provided with a sliding groove extending along the height direction of the motorcycle, the frame connecting piece is fixedly provided with a sliding column extending along the width direction of the motorcycle, and the sliding column at least partially penetrates through the sliding groove and is in clearance fit with the sliding groove.

6. A motorcycle according to claim 5, wherein,

The number of the sliding grooves is more than or equal to two, and the sliding grooves are respectively positioned on the left side and the right side of the rotating fit part.

7. A motorcycle according to claim 5, wherein,

Viewed from the width direction of the motorcycle, the sliding column comprises a first sliding column and a second sliding column which are distributed along the height direction of the motorcycle, and the interval between the first sliding column and the second sliding column which are distributed along the height direction of the motorcycle is smaller than or equal to the length of the running fit part which extends along the height direction of the motorcycle, so that the maximum displacement of the running fit part in the height direction of the motorcycle is limited.

8. A motorcycle according to claim 1, wherein,

The front baffle connecting rod comprises a front baffle shaft and a shaft sleeve, the left end and the right end of the front baffle shaft are fixedly connected to the front baffle adjusting handle, the shaft sleeve is sleeved on the front baffle shaft and is in spline connection with the front baffle shaft, and a gear meshed with the rotating matching part is arranged on the shaft sleeve.

9. A motorcycle according to claim 8, wherein,

The front baffle connecting rod further comprises a gasket, the gasket is sleeved on the front baffle shaft, and the gasket is located between the shaft sleeve and the frame connecting piece.

10. A motorcycle according to claim 9, wherein,

The front stop connecting rod further comprises a front stop limiting spring, the front stop limiting spring is sleeved on the front stop shaft, and two ends of the front stop limiting spring are respectively abutted to the shaft sleeve and the gasket.