CN115871852A

CN115871852A - Electric pedal motorcycle

Info

Publication number: CN115871852A
Application number: CN202111156332.5A
Authority: CN
Inventors: 伍国辉; 江昊; 赵瑞祺; 谢洪刚
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2021-09-29
Filing date: 2021-09-29
Publication date: 2023-03-31

Abstract

The invention belongs to the technical field of vehicles. The invention discloses an electric pedal motorcycle, which comprises a frame; a running assembly at least partially connected to the frame; the driving assembly comprises a power output end, and at least part of the power output end is connected with the walking assembly and is used for driving the walking assembly; the driving assembly comprises a driving motor for providing power, a driving control unit for controlling the driving motor, a speed reduction device for reducing the speed and increasing the torque of the power output by the driving motor and a shell, the driving motor, the driving control unit and the speed reduction device are fixedly arranged in the shell, the driving motor and the driving control unit are electrically connected, and the driving motor and the speed reduction device are mutually connected and transmit the power. The electric pedal motorcycle has a more compact driving assembly, and can reduce the weight of the motorcycle and save the installation space.

Description

Electric pedal motorcycle

Technical Field

The invention relates to the vehicle technology, in particular to an electric pedal motorcycle.

Background

The pedal motorcycle is deeply loved by users due to the fact that the pedal motorcycle is provided with a pedal structure capable of bearing articles and abundant storage spaces; meanwhile, with the idea of environmental protection and the like, the electric pedal motorcycle is gradually developed and makes certain progress.

However, in the development process of the electric pedal motorcycle, various problems inevitably exist, which restrict the further development of the electric pedal motorcycle and bring certain troubles to people.

The driving assembly is the most important part of the electric pedal motorcycle and is responsible for providing power for the electric pedal motorcycle so that the electric pedal motorcycle can advance; but the drive assembly structure of electric pedal motorcycle car disperses down, and the integrated level is lower, also makes the partial structure of whole drive assembly complicated simultaneously, occupation space is great and weight has increased the weight of whole car greatly, has increased some degrees of difficulties for user's use.

Disclosure of Invention

In view of this, the invention provides an electric pedal motorcycle, the driving component of which has a compact structure and occupies a small space, and can realize high-efficiency driving.

In order to achieve the purpose, the technical scheme adopted by the invention is as follows:

an electric scooter, extending substantially in a first direction, comprising: a frame; a steering assembly at least partially connected to the frame and including a steering column; a body cover at least partially connected to the frame; the vehicle control unit is at least partially connected to the frame; the locking assembly is at least partially connected to the frame and used for locking or unlocking the electric pedal motorcycle; a seating pad assembly at least partially connected to the frame and adapted for seating; a running assembly at least partially connected to the frame and including a front wheel and a rear wheel; the driving assembly comprises a power output end, and at least part of the power output end is connected with the walking assembly and is used for driving the walking assembly; the power battery is used for providing electric energy for the driving assembly; the lighting assembly is at least partially connected to the vehicle control unit and controlled by the vehicle control unit; the drive assembly includes: the driving motor is used for providing power; a drive control unit for controlling the drive motor; the speed reducing device is at least partially connected to the driving motor and used for reducing the speed and increasing the torque of the power output by the driving motor, and the speed reducing ratio of the speed reducing device is more than or equal to 9 and less than or equal to 12; the driving assembly is arranged in the accommodating space and extends along a first direction, and the ratio of the length of the driving assembly extending along the first direction to the length of the electric pedal motorcycle extending along the first direction is more than or equal to 0.22 and less than or equal to 0.33; the driving motor is electrically connected with the driving control unit, and the driving motor and the speed reducing device are mutually connected and transmit power.

Further, the shell comprises a first cavity used for placing the driving control unit, a second cavity used for placing the driving motor and a third cavity used for placing the speed reduction device, the first cavity and the second cavity are arranged on the same side of the shell, the third cavity is arranged on the other side of the shell, a first through hole is formed between the second cavity and the third cavity, and a second through hole is formed between the second cavity and the first cavity.

Furthermore, the driving assembly further comprises a first cover plate, a second cover plate and a third cover plate, the first cover plate is fixedly arranged on one side of the first cavity, the second cover plate is fixedly arranged on one side of the second cavity, and the third cover plate is fixedly arranged on one side of the third cavity.

Furthermore, a first cover plate and the shell surround to form a first basically closed space, the driving control unit is arranged in the first space, a second cover plate and the shell surround to form a second basically closed space, the driving motor is arranged in the second space, a third cover plate and the shell surround to form a third basically closed space, and the speed reduction device is arranged in the third space.

Further, the first cover plate and the second cover plate are integrally formed.

Further, the driving motor is electrically connected with the driving control unit through the second through hole. The driving motor comprises a first output shaft, and the speed reducing device comprises a first input end; the first output shaft is interconnected with the first input end portion through the first through hole.

Another aspect of the present application also provides an electric scooter, extending substantially in a first direction, comprising: a frame; a steering assembly at least partially connected to the frame and including a steering column; a body cover at least partially connected to the frame; the vehicle control unit is at least partially connected to the frame; the locking assembly is at least partially connected to the frame and used for locking or unlocking the electric pedal motorcycle; a seating pad assembly at least partially connected to the frame and adapted for seating; a running assembly at least partially connected to the frame and including a front wheel and a rear wheel; the driving assembly comprises a power output end, and at least part of the power output end is connected with the walking assembly and is used for driving the walking assembly; the power battery is used for providing electric energy for the driving assembly; the lighting assembly is at least partially connected to the vehicle control unit and controlled by the vehicle control unit; the drive assembly includes: the driving motor is used for providing power and comprises a first output shaft; a drive control unit for controlling the drive motor; the speed reducing device is connected with the driving motor and comprises a power output shaft; the support frame comprises a pivoting shaft and a shell, wherein the shell comprises at least one accommodating space, at least part of the driving motor, the driving control unit and the speed reducing device is arranged in the accommodating space and extends along a second direction which is basically parallel to the first direction, the distance between the power output shaft and the pivoting shaft in the first direction is greater than or equal to 320mm and less than or equal to 490mm, and the distance between the first output shaft and the pivoting shaft in the first direction is greater than or equal to 270mm and less than or equal to 405mm.

Furthermore, the support frame is arranged at one end, far away from the third chamber, of the shell, the shell basically extends along the first direction, the support frame basically extends along the third direction, the first direction and the third direction form a preset angle, a first mounting hole is formed in the support frame, a second mounting hole corresponding to the first mounting hole is formed in the shell, and the shell and the support frame are integrally formed.

Furthermore, one end of the pivot shaft is arranged in the first mounting hole, and the other end of the pivot shaft is arranged in the second mounting hole.

Furthermore, the support frame is provided with a radiating fin, the radiating fin is basically perpendicular to the support frame, and the radiating fin is arranged on the surface of one side of the support frame close to the speed reducer.

Therefore, the invention has at least the following beneficial effects: the electric pedal motorcycle has a more compact driving assembly, and can reduce the weight of the motorcycle and save the installation space.

Drawings

FIG. 1 is a schematic view of an electric scooter in one implementation of the present invention;

FIG. 2 is a schematic diagram of a portion of a drive assembly in one implementation of the present invention;

FIG. 3 is another schematic diagram of a portion of a drive assembly in accordance with one implementation of the present invention;

FIG. 4 is a schematic view of a drive assembly housing in one implementation of the invention;

FIG. 5 is another schematic view of a drive assembly housing in one implementation of the invention;

FIG. 6 is a schematic view of a drive assembly in one implementation of the present invention;

FIG. 7 is another schematic view of a drive assembly in one implementation of the present invention;

FIG. 8 is a schematic view of a drive assembly in accordance with another embodiment of the present invention;

FIG. 9 is an enlarged view of A in FIG. 8;

FIG. 10 is a schematic diagram of a power distribution apparatus in an implementation of the invention;

FIG. 11 is a schematic view of a rear wheel in one implementation of the present invention;

FIG. 12 is a schematic cross-sectional view taken along line B-B of FIG. 11;

FIG. 13 is an enlarged schematic view at C of FIG. 12;

FIG. 14 is a schematic connection diagram of a hybrid vehicle controller according to an embodiment of the present invention;

FIG. 15 is a schematic view of the engagement of the headlamp assembly and the front body cover in one implementation of the present invention;

FIG. 16 is another schematic view of the engagement of the headlamp assembly with the front body cover in one implementation of the present invention

FIG. 17 is an exploded view of a USB interface cover assembly in accordance with one embodiment of the present invention;

FIG. 18 is a schematic diagram of a USB interface top interface cover assembly in an implementation consistent with the present invention;

FIG. 19 is a schematic cross-sectional view taken along D-D of FIG. 18;

FIG. 20 is a schematic view of a center frame in one implementation of the present invention;

FIG. 21 is another schematic view of a center frame in one implementation of the present invention

FIG. 22 is an enlarged schematic view at E of FIG. 21;

FIG. 23 is a schematic view of a nameplate cover on a frame nameplate seat cover in an implementation of the present invention;

FIG. 24 is a schematic view of a frame nameplate base with a nameplate cover removed in one implementation of the present invention;

FIG. 25 is a schematic view of a mounting structure between an electrical appliance and a center frame in one implementation of the present invention;

FIG. 26 is a schematic view of a mounting structure between the rear shock absorber and the rear frame in one implementation of the present invention;

FIG. 27 is a schematic view of a mounting structure between an OBD unit and a rear frame in one implementation of the invention;

FIG. 28 is a schematic view of a mounting structure between the CBS bracket and the front frame in one implementation of the present invention;

FIG. 29 is a schematic view of a mounting structure between a CBS delay valve and a CBS bracket in one implementation of the invention;

FIG. 30 is a top view of a storage compartment in accordance with one implementation of the present invention;

FIG. 31 is a schematic view of a connection of a storage compartment light in an implementation of the invention;

FIG. 32 is a schematic view of a locking assembly in one implementation of the present invention;

FIG. 33 is a schematic diagram of a connection of a motor control module in the locking assembly in one implementation of the present invention;

FIG. 34 is an exploded view of a seat cushion assembly in one implementation of the present invention;

FIG. 35 is a schematic longitudinal cross-sectional view of a seat cushion assembly in one implementation of the present invention

FIG. 36 is an enlarged schematic view at F of FIG. 35;

FIG. 37 is a schematic view of a charging port in an implementation of the invention;

fig. 38 is a schematic diagram of a charging lid assembly according to an implementation of the present invention.

Detailed Description

The present invention will be described in detail with reference to the specific embodiments shown in the drawings, but the embodiments are not limited to the present invention, and structural, methodological, or functional changes made by those skilled in the art according to the embodiments are included in the scope of the present invention.

In fig. 1, a vehicle is shown, which may be embodied as an electric scooter 100. It includes frame 11, running gear 12, automobile body covering 13, lighting assembly 14, steering assembly 15, seatpad subassembly 16, drive assembly 17, vehicle control unit 18 and locking assembly 19. In order to clearly illustrate the technical solution of the present application, a front side, a rear side, an upper side, a lower side, a left side and a right side as shown in fig. 1 are also defined. The frame 11 constitutes a main body of the electric motorcycle and is used to carry other components. The frame 11 is a metal frame, and includes a front frame 111, a middle frame 112, and a rear frame 113. The walking assembly 12 is located below the frame 11 and used for driving the frame 11 to move. The traveling assembly 12 includes a front wheel 121 provided below the front frame 111 and a rear wheel 122 provided below the rear frame 113. The rear wheels 122 are connected to the drive assembly 17 to propel the vehicle. The body cover 13 is fixed to the vehicle frame 11 for isolating other components inside the vehicle frame 11 from the outside, while the body cover 13 includes a front body cover 131, a side body cover 132, and a rear body cover 133 due to equipment and structure for protecting the inside of the vehicle. The lighting assembly 14 includes a headlight assembly 141 disposed at the front of the vehicle, a taillight 143 disposed at the rear of the vehicle, and a lighting device disposed in the storage box 162 of the vehicle, wherein the lighting device may be a storage box light 142, the headlight assembly 141 is disposed at the front of the vehicle and provides lighting, a turn signal and a warning signal for the vehicle, the taillight 143 is disposed at the rear of the vehicle and provides the turn signal and the warning signal for the vehicle, and the storage box light 142 provides lighting for the interior of the storage box 162. The front frame 111 is mainly used for mounting a front car body cover 131 and a headlamp assembly 141 in the lighting assembly 14, the middle frame 112 is mainly used for mounting a car footboard, a seat cushion assembly 16 and a side car body cover 132, the rear frame 113 is mainly used for mounting a rear car body cover 133 and a tail lamp 143 assembly in the lighting assembly 14, and the rear frame 113 is also used for mounting a driving assembly 17. The steering assembly 15 is connected to the front wheel 121 for controlling the driving direction of the vehicle, the steering assembly 15 includes a handlebar 151 for a user to handle with his/her hand and a steering column 152 controlled by the handlebar 151, the steering column 152 is connected to the front wheel 121, and the steering of the vehicle is controlled by the front wheel 121. The seat cushion assembly 16 is used for seating a user, and includes a seat cushion 161 and a storage box 162 disposed under the seat cushion 161, wherein the seat cushion 161 and the storage box 162 are connected by a hinge mechanism. The driving assembly 17 is used for providing driving force to the traveling assembly 12 of the vehicle to enable the vehicle to travel, and the driving assembly 17 includes a driving motor 172, a driving control unit 173, and a reduction gear 174. Vehicle control unit 18 is configured to control overall operation of the all-terrain vehicle. The locking assembly 19 is used for controlling the vehicle to be in a locking state or an unlocking state, when the vehicle is in the locking state, the power battery is in a power-off state, the power battery does not output electric energy outwards, when the vehicle is in the unlocking state, the power battery is in a power-on state, and the power battery outputs at least part of electric energy outwards. The plane in which the axis of the front wheel 121 and the axis of the rear wheel 122 of the vehicle lie is defined as a first plane 103. The forward direction of the user when driving the vehicle is taken as the first direction 101, and the direction perpendicular to the first direction 101 from left to right when the user is along the axial direction of the rear wheel 122 and directly opposite to the first direction 101 is taken as the fourth direction 102. As one implementation, as shown in fig. 2 to 3, the driving assembly 17 includes a housing 171, a driving motor 172 at least partially disposed in the housing 171, a speed reducer 174, and a driving control unit 173. The housing 171 is provided with at least one accommodating space therein, and the driving motor 172, the driving control unit 173, and the speed reducer 174 are at least partially provided in the accommodating space and extend in a second direction substantially parallel to the first direction 101, and further, the second direction also substantially coincides with the first direction 101. The ratio of the length of the drive assembly extending in the second direction to the length of the electric scooter extending in the first direction 101 is 0.22 or more and 0.33 or less.

Specifically, as shown in fig. 4 to 5, the housing 171 is provided therein with a second chamber 1711, a third chamber 1712, and a first chamber 1713. The second, third and

first housings

1711, 1712, 1713, respectively, have openings that communicate with the sides of the housing 171. The second housing 1711 is disposed on a side of the housing 171 and the third housing 1712 is disposed on a side of the housing 171 that is distal from the first housing 1711. A first through hole 1714 is provided between the second and

third housings

1711 and 1712. As shown in fig. 6 to 7, the drive motor 172 includes a first output shaft 1721, and the reduction gear 174 includes a first input end 1741 and a power output end 1742. A first output shaft 1721 (shown in fig. 3) of the drive motor 172 extends through the first bore 1714 and is operably coupled to a first input 1741 (shown in fig. 3) portion of the reduction gear 174 disposed within the third housing 1712, and a power output 1742 of the reduction gear 174 is operably coupled to the vehicle running assembly 12. The driving control unit 173 and the driving motor 172 are electrically connected through a wire, the wire can electrically connect the driving control unit 173 and the driving motor 172 through a through hole provided on a partition between the driving control chamber and the second chamber 1711, and can also electrically connect the driving control unit 173 and the driving motor 172 through a wire channel provided on a cover plate. At least one connection terminal 1731 is disposed on the top of the first chamber 1713, and the connection terminal 1731 penetrates the top of the first chamber 1713.

As shown in fig. 6-7, the drive assembly 17 further includes a first cover plate 1716, a second cover plate 1717, and a third cover plate 1718. The first cover 1716 is disposed on one side of the first chamber 1713, the first cover 1716 is fixedly connected to the housing 171, and the first cover 1716 and the first chamber 1713 form a substantially sealed first sealed space for accommodating the driving control unit 173. The second cover 1717 is disposed at one side of the second chamber 1711, the second cover 1717 is fixedly connected to the housing 171, and a substantially sealed second sealed space for accommodating the driving motor 172 is defined between the second cover 1717 and the second chamber 1711. The third cover 1718 is disposed on one side of the third chamber 1712, the third cover 1718 is fixedly connected to the housing 171, and the third cover 1718 and the third chamber 1712 form a substantially sealed third sealed space for accommodating the reduction gear 174. A support 175 is disposed on a side of the housing 171 away from the third chamber 1712 along a third direction, and the third direction forms a predetermined angle with the first direction 101. Further, the third direction is substantially perpendicular to the first direction 101. The supporting frame 175 is provided with a first mounting hole 1751, and a second mounting hole 1719 is also provided at a corresponding position of the housing 171. The second chamber 1711 and the first chamber 1713 are disposed on the same side of the housing 171, and the first cover 1716 and the second cover 1717 are integrally formed or independent of each other. The third chamber 1712 is disposed on the same side of the housing 171 as the support 175.

In the prior art, an electric pedal motorcycle usually adopts a hub motor, the hub motor is directly arranged on a rear wheel, an electric control unit is directly arranged on a motorcycle body, the electric control unit is connected with the hub motor through a long lead, and the reduction ratio is smaller. In the prior art, a part of electric motorcycles adopts a middle-mounted motor, namely the motor is arranged in the middle of a frame, and then power output by the motor is transmitted to wheels through transmission mechanisms such as chains or belts, but the arrangement structure has large occupied space of each mechanism and cannot be applied to small-sized vehicles, and the transmission mechanisms such as the chains or the belts can increase the loss of the power in transmission and reduce the transmission efficiency. The two existing electric motorcycle driving assemblies are structurally loose, a large number of wires or transmission devices are required to be connected with each other, the cost is high, installation spaces of other parts of a vehicle can be corroded, and the arrangement of the whole vehicle is influenced.

In the present embodiment, the driving assembly 17 is integrally designed by the driving motor 172, the speed reducer 174, the driving control unit 173 and the housing 171 for carrying the above mechanisms, wherein the driving assembly 17 is used as a rear fork of the electric motorcycle in addition to the vehicle driving unit, and simultaneously connects the frame 11 and the traveling assembly 12. One end of the driving assembly 17 is further provided with a pivot shaft 176, and one end of the swing arm of the electric motorcycle is connected to the pivot shaft 176. The pivot shaft 176 has two ends respectively disposed on the pivot shaft mounting holes, and the pivot shaft 176 is disposed substantially parallel to the support frame 175. The distance between the pivot shaft and the power output shaft in the first direction 101 is not less than 320mm and not more than 490mm, and the distance between the pivot shaft 176 and the first output shaft 1721 is not less than 270mm and not more than 405mm. The support 175 is integrally formed with the housing 171. The driving unit 17 not only serves to drive the traveling unit 12 to move and move the vehicle, but also serves to connect the traveling unit 12 to the vehicle frame 11 via a suspension system, i.e., a swing arm.

In the present embodiment, the drive motor 172, the reduction gear 174, and the drive control unit 173 are provided in a housing 171 that can carry the above-described mechanism, and a pivot shaft 176 that can be connected to a rocker arm is provided on one side of the housing 171. The purpose of driving running gear 12 and connecting running gear 12 to carriage 11 via a swing arm is achieved by a drive unit 17. Further, by disposing the drive control unit 173 and the drive motor 172 between adjacent positions of the housing 171, the distance between the drive control unit 173 and the drive motor 172 controlled thereby can be shortened, the length of the lead wire electrically connected therebetween can be shortened, and the cost can be reduced. Meanwhile, the drive control unit 173 can be directly electrically connected with the drive motor 172 through contacts and the like, so that the use amount of wires is further reduced, the connection reliability between the drive control unit 173 and the drive motor 172 can be improved, and the reliability of the drive assembly 17 is enhanced. By separately providing the third chamber 1712 in the housing 171, the reduction gear 174 with a larger reduction ratio can be provided, which can better meet the daily use requirements of the vehicle. In the present embodiment, the reduction ratio of the reduction gear 174 is 9 or more and 12 or less. While the driving motor 172 and the reduction gear 174 are disposed at both sides of the housing 171, a first through hole 1714 is disposed between the second chamber 1711 and the third chamber 1712, and the first through hole 1714 allows the first output shaft 1721 of the driving motor 172 to be directly connected to the first input end 1741 of the reduction gear 174. The power output by the driving motor 172 can be directly transmitted to the reduction gear 174, so that a series of intermediate transmission mechanisms are avoided, and the power transmission efficiency can be improved. The components related to driving the vehicle are arranged in the integrated driving assembly 17, assembly of the components is facilitated, the related components can be assembled together and then installed on the vehicle after being tested, and the components related to driving the vehicle do not need to be disassembled and then assembled to the corresponding positions of the vehicle respectively after being tested according to the components related to driving the vehicle in the prior art, so that troubles in assembly are avoided. Meanwhile, the integrated design is convenient for checking and troubleshooting during maintenance, and for the problems of related components of the vehicle driving, only the integrated driving assembly 17 needs to be checked without greatly disassembling the vehicle, so that the maintenance convenience is improved, and the maintenance difficulty is reduced.

The homonymy of casing 171 is located with first chamber 1713 to second chamber 1711, in order to reduce drive assembly 17's part quantity, first apron 1716 of first chamber 1713 and second apron 1717 of second chamber 1711 can be integrated into one piece, can reduce drive assembly 17's part quantity like this, also can guarantee the planarization of first apron 1716 and second apron 1717 when the assembly simultaneously, has stopped appearing the inhomogeneous problem of seam between first apron 1716 and the second apron 1717. First apron 1716 of first cavity 1713 and second apron 1717 of second cavity 1711 also can be for the components of a whole that can function independently design, can dismantle first apron 1716 of first cavity 1713 and second apron 1717 of second cavity 1711 alone like this, when only needing to overhaul or change to first cavity 1713 inner part or second cavity 1711 inner part, just only need pull down corresponding apron alone can, and need not pull down two apron simultaneously, the maintenance convenience has been increased. The support 175 is disposed on one side of the housing 171 and is used to cooperate with the housing 171 to provide a mounting position for the pivot shaft. On the other hand, some heat dissipation fins 1752 may be disposed on the surface of the supporting frame 175 on the side close to the reduction gear 174, so as to perform heat dissipation for the driving control unit 173, the driving motor 172 and the reduction gear 174 with a large heat generation amount in the housing 171. The fins 1752 are disposed substantially perpendicular to the support frame 175. Further, the included angle between the heat sink 1752 and the surface of the supporting frame 175 is greater than or equal to 75 ° and less than or equal to 105 °. These fins 1752 both can play the heat dissipation function that increases the part that generates heat in drive assembly 17, also can play simultaneously through hollow out construction when guaranteeing support frame 175 intensity, reduce the weight of support frame 175, make contributions for the lightweight of drive assembly 17, and then make contributions for the lightweight of whole car. At least one connection terminal 1731 is disposed on the top of the first chamber 1713, and these connection terminals 1731 may connect the driving control unit 173 with a power battery or a vehicle control unit 18, so as to transmit electric energy or communicate information.

As one implementation, as shown in fig. 8, the drive assembly 17 includes a speed reduction device 174, and the speed reduction device 174 is disposed in a third chamber 1712 on one side of the housing 171 of the drive assembly 17. As shown in fig. 9, a third cover 1718 is disposed on one side of the reduction gear 174, and the third cover 1718 is fixed to the housing 171 of the driving unit 17 by a bolt group. One side of the third cover plate 1718 is provided with a caliper mounting hole 1718a for mounting a brake caliper 1718e. The set of bolts includes first bolts 1718b, first bolts 1718b are positioned between caliper mounting holes 1718a, and the ends of first bolts 1718b in third cover 1718 are positioned substantially inside third cover 1718 and do not protrude substantially from the side of third cover 1718 adjacent brake caliper 1718e. If the first bolt 1718b is a cap bolt, the cap bolt fixes the third cover plate 1718 to the case 171 in the fourth direction 102 from the case 171 side to the third cover plate 1718 side, and the head of the cap bolt is positioned on the case 171 side; the first bolt 1718b is a headless bolt and it is possible to install either in the fourth direction 102 or against the fourth direction 102, as long as the end of the bolt does not substantially protrude from the side of the third cover plate 1718 adjacent the brake caliper 1718e and does not interfere with the brake caliper 1718e. The third cover plate 1718 is provided with a fixing member mounting hole 1718d, a fixing member through hole 1718c is provided at a corresponding position of the housing 171, the fixing member mounting hole 1718d is matched with the fixing member through hole 1718c, and the first bolt 1718b is provided with a fixing member mounting hole 1718d and a fixing member through hole 1718c to connect the third cover plate 1718 with the housing 171. The ratio of the length of the screw to the sum of the depths of the fixture through hole 1718c and the fixture mounting hole 1718d in the first bolt 1718b is not less than 0.5 and not more than 1.5, and the length of the screw is not less than the depth of the fixture mounting hole 1718 d. Further, in the first bolt 1718b, the ratio of the length of the bolt to the sum of the depths of the fixture through hole 1718c and the fixture mounting hole 1718d is 0.8 or more and 1.2 or less, and the length of the bolt is equal to or more than the depth of the fixture mounting hole 1718 d. For small size vehicles, the size of the wheels and hence the size of the brake discs is correspondingly smaller. To accommodate the reduction of the brake disc, the brake caliper 1718e is also closer to the center of the brake disc. To make the assembly more compact, the brake caliper 1718e and the reduction gear 174 need to be as close as possible to reduce the overall lateral dimension. The brake caliper 1718e is provided on a third cover 1718 on the right side of the reduction gear 174 in the first direction 101, and the third cover 1718 of the reduction gear 174 is connected to the housing 171 by a bolt group. The brake caliper 1718e is fixed to the reduction gear 174, specifically, to the third cover plate 1718, by at least two bolts. In the prior art, for the assembly direction, the fixing bolt between the third cover plate and the housing is generally assembled from the third cover plate side to the housing side, but when the brake caliper is directly mounted on the third cover plate, the brake caliper may affect the mounting of the bolt between the third cover plate and the housing. If the bolt is mounted from the right to the left in the first direction, i.e. in a direction opposite to the fourth direction, the head of the bolt is now located between the third cover plate of the reduction gear and the brake caliper. In order to seat the head of the bolt, there is at least a gap between the third cover plate and the brake caliper, which can accommodate the head of the bolt, and this will undoubtedly increase the distance between the third cover plate and the brake caliper, and is not favorable for realizing the compact structure. To counteract this adverse effect while still maintaining the drive assembly 17 in a compact relationship with the brake caliper 1718e, or the reduction unit 174 in a compact relationship with the brake caliper 1718e, at least one of the bolts in the bolt set is assembled in the fourth direction 102 from the side of the housing 171 toward the side of the third cover plate 1718. When the bolts that secure the drive housing 171 to the third cover 1718 are installed in the fourth direction 102, the heads of the bolts are not located between the third cover 1718 and the brake caliper 1718e, and there is no space between the third cover 1718 and the brake caliper 1718e, and the distance between the third cover 1718 and the brake caliper 1718e can be further reduced, thereby making the entire structure more compact. The bolts that are assembled from the case 171 side toward the third cover plate 1718 side in the fourth direction 102 are fixed by through holes or blind holes with internal threads provided in the third cover plate 1718. The end of the bolt with the threaded rod is located inside the third cover 1718, so that at the corresponding position of the brake caliper 1718e there are no parts protruding from the third cover 1718 and interfering with and affecting the brake caliper 1718e.

As an implementation, the driving assembly 17 further comprises a power distribution device 177. The drive control unit 173 is connected to the power distribution device 177. As shown in fig. 10, the power distribution device 177 includes a first port 1771 and a second port 1772, the first port 1771 includes a first wire connection port 1771a, a second wire connection port 1771b and a third wire connection port 1771c connected to the wire connection terminal 1731 of the drive control unit 173, the second port 1772 includes a fourth wire connection port 1772a connected to the power battery, and the fourth wire connection port 1772a is a power battery wire connection port. The first port 1771a is a high voltage power port, the first port 1771a is connected to at least one end of a bundle of high voltage power lines 1773, and the other end of the high voltage power lines 1773 is connected to a fourth port 1772 a. The fourth wiring port 1772a is also connected to one end of a charging cord 1776 and the fourth wiring port 1772a is also connected to one end of a power control line 1777 of the power management system. The second wire connection port 1771b is a control signal wire connection port, the second wire connection port 1771b is connected with at least one end of a bundle of control signal wires 1774, and the other end of the control signal wires 1774 is connected with the vehicle control unit 18. The third wire port 1771c is a DC-DC loop wire port, and the third wire port 1771c is connected to at least one end of a bundle of DC-DC conversion wires 1775. The other end of the DC-DC conversion line 1775 is connected to a high voltage conversion device (DC-DC).

The power distribution device 177 further includes a harness guide 1778 and a harness retainer 1779. The harness guide 1778 has two guide openings having an included angle of 90 ° or more, and the high voltage power supply line 1773 is provided in the harness guide 1778 and passes through the two guide openings of the harness guide 1778. The wire harness securing device 1779 includes a first securing device 1779a, a second securing device 1779b, a third securing device 1779c, and a fourth securing device 1779d. The first fixing means 1779a binds and fixes the high voltage power line 1773, the charging line 1776 and the power control line 1777 together. The second fixing means 1779b binds and fixes the power control lines 1777 together. The third fixing means 1779c binds and fixes the DC-DC conversion line 1775 and the control signal line 1774. The fourth fixing device 1779d binds the DC-DC conversion wire 1775 and the control signal wire 1774 together and fixes them to the side of the wire harness guide 1778. The distance between the first fixing device 1779a and the power battery wiring port is smaller than that between the second fixing device 1779b and the power battery wiring port, and the distance between the fourth fixing device 1779d and the first port 1771 is smaller than that between the third fixing device 1779c and the first port 1771. The high-voltage power line 1773 adopts a shielding wire harness, so that the interference of the outside to the high-voltage power line 1773 can be avoided, and the electromagnetic interference of the high-voltage power line 1773 to other wire harnesses can also be avoided. In the existing part of vehicle types, corresponding branching processing is carried out on the wire harness related to the vehicle driving control unit by using a high-voltage branching box, but the high-voltage branching box has a complex structure and occupies more space; in still some motorcycle types, among the integrated low pressure pencil with whole car of these pencil, fail safe nature is relatively poor to there is mutual interference between the pencil, influence vehicle stability. In the existing other vehicle types, the arrangement of the vehicle wiring harness is still in a rough stage, the wiring harness is not or only partially arranged, the wiring harness of the whole vehicle is disordered, the wiring harness related to the driving control unit is disordered, and adverse effects are generated on the safety and the use stability of the vehicle. The wire harnesses related to the drive control unit are arranged in the implementation mode, the high-voltage wire harnesses and the low-voltage wire harnesses are respectively arranged, the high-voltage wire harnesses and the low-voltage wire harnesses are isolated, mutual interference between the high-voltage wire harnesses and the low-voltage wire harnesses can be avoided, the use safety and the use stability are guaranteed, and later maintenance can be facilitated. Meanwhile, related wire harnesses are arranged to form the power distribution device, modular processing is achieved, the wire harnesses can be applied to more vehicle types in a modularized mode, and research and development cost is reduced.

As one implementation, as shown in fig. 11 and 12, the rear wheel 122 of the running assembly 12 is provided with a wheel housing 123. The wheel house 123 is detachably provided on the rear wheel 122. A wheel housing 123 is provided on the rear wheel 122 on the side remote from the drive assembly 17. The rear wheel 122 of the motorcycle is the driving wheel of the vehicle, and one side thereof is connected to the driving unit 17, while the other side is normally completely exposed. During the running process of the vehicle, dust, muddy water and even sand and stones which are occasionally splashed can cause damage to the wheels from one side, and the muddy water and the sand and stones can also penetrate through spokes of the wheels to damage the driving assembly or the braking device on the other side, so that the driving assembly 17 or the braking device fails or the driving assembly 17 or the braking device is damaged. The above conditions can cause damage to the vehicle in different degrees, influence the service life of each part in the vehicle, and then influence the service life of the vehicle, or directly cause direct influence on the running safety of the vehicle. The wheel cover 123 is arranged on one side of the wheel opposite to the driving assembly 17, so that certain isolation effect can be achieved between dust, muddy water, sand and stone and the interior of the wheel, the wheel is protected from being influenced and damaged by the factors, the service life of the wheel and related parts is guaranteed, and the running safety of the vehicle is also guaranteed.

As shown in fig. 12 and 13, a fixing ball 1221 is disposed on a surface of the rear wheel 122 contacting the wheel housing 123, and a fixing ball seat 1231 corresponding to the fixing ball 1221 is disposed on the wheel housing 123. The retaining bulb 1221 is provided on the hub 1222, rim 1223 or spokes 1224 of the rear wheel 122. The wheel housing 123 is fixedly connected with the wheel in a detachable manner. In a normal situation, the wheel housing 123 is fixedly connected with the rear wheel 122, and when necessary, for example, when the wheel is overhauled, the wheel housing 123 can be detached, so that the wheel can be conveniently inspected and maintained, and the wheel housing 123 can be conveniently replaced. The wheel housing 123 may also be provided with a plurality of openings 1232, which reduces the weight of the wheel housing 123 and enables better control of the weight of the entire vehicle. Meanwhile, the opening 1232 is provided to facilitate the user to partially observe the inside of the rear wheel 122 and even the usage of the driving assembly 17 without disassembling the wheel housing 123. The shape of the opening 1232 can also be designed according to the requirements of the user, so as to meet the individual requirements of the user. Meanwhile, the detachable connection mode can facilitate users to change the styles or patterns of the wheel covers 123 according to own preferences, so that the vehicle cover is suitable for the vehicle using requirements under the condition of not passing the occasions, and more choices are provided for the users. As an implementation manner, at least three fixed ball heads 1221 are arranged on the wheel, and a fixed ball seat 1231 matched with the fixed ball heads 1221 is correspondingly arranged on the wheel housing 123. The fixed bulbs 1221 are equidistantly disposed along the axis of the wheel. The wheel housing 123 is detachably and fixedly connected with the wheel through a fixed ball head 1221 and a fixed ball seat 1231 which are matched with each other. The fixing ball 1221 is disposed on the wheel, and may be disposed on any one of the hub 1222, the spoke 1224, or the rim 1223, and in order to ensure the stability of the connection, the fixing ball 1221 is disposed on the wheel at equal intervals along the wheel axis. In order to ensure stability, the number of the fixed ball heads 1221 on the wheel is not less than three. The arrangement of the five fixing bulbs 1221 on the wheels is a better choice, so that the fixing stability cannot be influenced due to the small number of the fixing points, the cost cannot be increased due to the excessive number of the fixing points, and the difficulty in disassembly cannot be caused. As shown in fig. 11, the fixing ball seat 1231 is formed of a pair of half ball seats which are oppositely arranged. In the fixing ball seat 1231 formed of the pair of hemispherical seats, the opening size is smaller than that of the fixing ball head 1221. The pair of hemispherical seats form a cavity for accommodating the ball head, and the size of the cavity is larger than or equal to that of the ball head. The wheel housing 123 and the wheel are detachably and fixedly connected in a way that the fixed ball head 1221 and the fixed ball seat 1231 are matched with each other. A pair of half-ball seats are oppositely arranged to form a spherical cavity with a certain size capable of accommodating the fixing ball head 1221, the spherical cavity is provided with an opening for the fixing ball head 1221 to pass through, and the size of the opening is smaller than that of the fixing ball head 1221. Since the fixing ball seat 1231 is formed of a pair of relatively independent hemispherical seats, the fixing ball seat 1231 has a certain deformability. When wheel house 123 installs, deformation takes place between two semi-ball seats at the opening part of fixed ball head 1221 extrusion fixed ball seat 1231, and fixed ball head 1221 gets into fixed ball seat 1231's cavity, and fixed ball seat 1231 is spacing to fixed ball head 1221, prevents that fixed ball head 1221 from breaking away from in the fixed ball seat 1231. The connection between the fixed ball head 1221 and the fixed ball seat 1231, that is, the connection between the wheel housing 123 and the rear wheel 122, is realized.

In one implementation, as shown in fig. 11, the rear wheel 122 includes a tire, and the rear wheel 122 includes a valve 1225 thereon for inflating the tire of the rear wheel 122. A valve 1225 is provided on the side of rim 1223 that contacts spokes 1224, with valve 1225 being inclined to the side away from drive assembly 17. The angle between the valve 1225 and the radial plane of the wheel is 30 ° or more and 60 ° or less. In the prior art, the valve 1225 of the wheel is generally perpendicular to the tangential plane of the inner wall of the rim 1223, which facilitates manufacture and does not add excessive inconvenience to conventional vehicle use. In this embodiment, the drive unit 17 is provided on one side of the rear wheel 122, and a wheel house 123 for protecting the wheel and the drive unit 17 is provided on the other side of the wheel. To avoid the valve 1225 adversely affecting the placement and installation of the drive assembly 17, brake assembly and wheel housing 123 on either side of the wheel, and to facilitate inflation of the rear wheel 122, the valve 1225 is disposed obliquely outwardly. As another implementation, the angle of the valve 1225 to the wheel radial plane is 35 ° or greater and 55 ° or less. In another implementation, the angle between the valve 1225 and the radial plane of the rear wheel 122 is greater than or equal to 40 ° and less than or equal to 50 °. The wheel housing 123 has at least one opening 1232 therein, and the valve 1225 extends through the opening 1232.

As one implementation, as shown in fig. 14, the vehicle control unit 18 includes a micro control unit 181, a power supply unit 182, a signal input unit 183, an information output unit 184, a sound effect control unit 185, a communication unit 186, and a motion information unit 187. The communication unit 186 includes a first communication unit 1861 and a second communication unit 1862. The first communication unit 1861 is a vehicle interior communication unit, the second communication unit 1862 is a vehicle exterior communication unit, and the first communication unit 1861 includes a CAN communication unit 1861a. The second communication unit 1862 includes a bluetooth communication module 1862a, an LTE communication module 1862b, and a navigation positioning module 1862c. The mcu 181 is used to process information in the vehicle control unit 18 and generate and execute programs in the vehicle control unit 18. The power supply unit 182 is configured to provide power to each unit in the vehicle controller 18 and maintain the operation of the vehicle controller 18, and the power supply unit 182 includes an emergency power supply module 1821, a battery management module 1822 for managing charging and discharging, and a power interface 1823 for obtaining power from outside the vehicle controller 18. The emergency power supply module 1821 may be a secondary battery including a nickel-metal hydride battery, a lithium ion battery, or a sodium battery, which may be a rechargeable battery in the future or in the future, and is configured to supply power when the vehicle controller is disconnected from the external power source, so as to provide power for the vehicle controller and each unit module therein for a certain period of time, so that the vehicle controller can still keep working for a certain period of time, and further report a fault to the remote terminal through the communication unit 186, and notify other control units of the vehicle of the current situation encountered by the vehicle controller. The battery management module 1822 is configured to supply power to the vehicle controller 18 in normal and emergency situations, and switch the power supply to the emergency power supply module 1821 when an emergency situation is encountered. The power interface 1823 is further connected to a power supply outside the vehicle controller 18, where the power supply outside the vehicle controller 18 includes a logic power supply, a load power supply, and various secondary charging power supplies. The signal input unit 183 is used to acquire information from vehicle sensors and transmit the information to the micro control unit 181. The information input by the signal input unit 183 includes vehicle key information, NTC sensor information, and temple switch information. The information output unit 184 is configured to output the control signal or the information generated by the micro control unit 181 to the outside of the vehicle control unit 18. The signals output by the information output unit 184 include a driving control signal output to the vehicle driving control unit 173, a power management signal output to the vehicle power management module, human-computer interaction information output to the human-computer interaction interface, and a lighting control signal output to the vehicle lighting assembly 14. The sound effect control unit 185 is configured to receive the sound effect information from the mcu 181 and process the sound effect information and transmit the processed sound effect information to the vehicle speaker, the sound effect control unit 185 includes a sound effect processing module 1851 and a sound effect amplification module 1852, the sound effect processing module 1851 processes the sound effect information output by the mcu 181 and transmits the processed sound effect information to the sound effect amplification module 1852, and the sound effect amplification module 1852 is configured to amplify the sound effect information processed by the sound effect processing module 1851 and transmit the amplified sound effect information to the vehicle speaker. The first communication unit 1681 is a vehicle interior communication unit and is used for communication between vehicle interior function modules, the first communication unit 1681 comprises a CAN communication unit 1861a used for CAN communication between the micro control unit 181 and a vehicle, the CAN communication unit 1861a comprises a first CAN interface 1861b and a second CAN interface 1861c, the first CAN interface 1861b is connected with a CAN bus, and the second CAN interface 1861c is connected with the CAN bus. The second communication unit 1862 is a vehicle external communication unit, and is used for communication between the vehicle and the cloud device or the remote terminal. The vehicle external communication unit 186 comprises a short-distance communication module and a long-distance communication module, the short-distance communication module comprises a Bluetooth communication module 1862a, the long-distance communication module comprises an LTE communication module 1862b and a navigation positioning module 1862c, the long-distance communication module is further connected with an antenna interface 1863, and the antenna interface 1863 is connected with an antenna of a vehicle and used for transmitting communication signals. The motion information unit 187 is used to acquire motion information of the vehicle, the motion information including vehicle acceleration information and a motion trail, and the motion information unit 187 includes an accelerometer 1871 and a gyroscope 1872. The existing partial electric two-wheeled vehicles are provided with a whole vehicle controller, but most vehicles only comprise partial units in the whole vehicle controller in the implementation mode, and can only realize simple vehicle control functions, such as control of a vehicle lighting system and motor control. The integration degree of the vehicle controller of most vehicles is low, the vehicle controller only has two to three functions in the vehicle controller in the implementation mode, other functions are not equipped or are dispersed in other devices of the vehicle, integrated and unified management cannot be carried out, and the problems that the information processing speed is low, the vehicle control delay is large, the parts are dispersed to occupy large space, and the parts are dispersed to consume high energy exist. In this implementation manner, the micro control unit 181, the sound effect control unit 185, the CAN communication unit 1861, the wireless communication unit 186, and the information output unit 184 are integrated into one vehicle controller 18, and the vehicle controller has the advantages of high integration level, fast information processing, fast vehicle control, small occupied area, low energy consumption, and the like. Meanwhile, the integration level is high, the device can be modularly used for various vehicle types, the units and the modules do not need to be rearranged due to different vehicle types, and the research and development cost can be reduced.

As one implementation, as shown in fig. 15 and 16, the lighting assembly 14 includes a headlight assembly 141, and the headlight assembly 141 integrates a high beam 1411, a low beam 1412, and left and right turn lamps 1413 provided on left and right sides. In a conventional electric scooter, the headlight assembly 141 is often integrated with only a high beam 1411 and a low beam 1412, and the left and right turn lights 1413 are separately provided near left and right handlebars, respectively. Although the space requirement of the headlight unit 141 can be satisfied, the integration level of the headlight of the vehicle is low, and the wiring is more complicated. Simultaneously, control indicator 1413 sets up near the handlebar alone, has intensity lower, the easy problem such as damage of colliding with that takes place, can cause about indicator 1413's life lower, need change frequently, increase use cost.

In the present embodiment, the headlight unit 141 and the front body cover 131 are assembled in advance to form a front unit, and the assembled front unit is fixed to the front frame 111. The existing common mounting mode of the headlamp assembly and the front automobile body covering part is that the headlamp assembly and the front automobile body covering part are respectively mounted on a front automobile frame, the headlamp assembly and the front automobile body covering part need to be accurately matched in pairs when mounted on the front automobile frame, the headlamp assembly and the front automobile frame need to be perfectly matched, the front automobile body covering part and the front automobile frame need to be perfectly matched, so that the headlamp assembly and the front automobile body covering part can be perfectly matched, and gaps are uniform. The headlamp assembly and the front automobile body covering part are respectively installed, so that the difficulty in production and manufacturing of the two parts of assemblies can be reduced, but perfect assembly can be realized only by the fact that the headlamp assembly and the front automobile body covering part have high processing progress and assembly progress.

Due to errors in manufacturing, the headlamp assembly or the front vehicle body covering piece cannot completely meet the design requirements in manufacturing, and the assembling cannot be completely accurate even if the headlamp assembly and the front vehicle body covering piece are installed on the front vehicle frame, so that the problem of uneven gap between the assembled headlamp assembly and the front vehicle body covering piece is caused. The problem that gaps are inconsistent often exists after the headlamp assembly and the front automobile body covering part are respectively installed on a front automobile frame, the attractiveness of an automobile is affected due to the problem, meanwhile, the performance of water resistance and the like of the automobile is adversely affected, the problem that water enters the front automobile body easily due to the fact that gaps of parts of matching positions are too large exists, and potential safety hazards exist. The headlamp assembly is assembled with the front body cover, and then the front assembly assembled by the headlamp assembly and the front body cover is mounted to the frame. Because the headlamp assembly and the front automobile body covering part are installed in advance, the installation gap between the headlamp assembly and the front automobile body covering part can be controlled in the assembling process, and the gap is uniformly distributed. Meanwhile, only the assembling relation between the headlamp assembly and the front automobile body covering part needs to be considered during the assembling in the step, and the assembling difficulty is reduced. When the front assembly is assembled with the frame, only the assembling relation between the front assembly and the front frame needs to be considered, namely, only the assembling relation between the front vehicle body covering part and the frame needs to be considered.

In the implementation mode, the headlamp assembly 141, the front body cover 131 and the front frame 111 can be assembled only by considering the assembly relationship between the headlamp assembly 141 and the front body cover 131 and the relationship between the front body cover 131 and the front frame 111 in sequence, and the effects of the two assemblies can be directly obtained in the assembly process and timely adjusted. In the assembling mode that the headlamp assembly 141 and the front body cover 131 are respectively installed on the front frame 111, the assembling effect between the headlamp assembly 141 and the front body cover 131 can only be obtained after the headlamp assembly is completely installed, and cannot be obtained in time in the assembling process, and in case that a problem occurs in the previous assembling stage, the problem cannot be corrected in time, and the adjustment cost is relatively high.

In this embodiment, the headlight unit 141 may be fixedly connected to the front body cover 131 by a bolt or may be fixedly connected by a snap connection. The connection between the headlight unit 141 and the front body cover 131 is not necessarily limited to the above connection, and may be any connection that can connect the headlight unit 141 and the front body cover 131 together. In the present embodiment, a front unit, which is assembled from the headlight unit 141 and the front body cover 131, is attached to the front frame 111, and the fixing points thereof to the front frame 111 are located on the headlight unit 141 and the front body cover 131, respectively. The inner side of the headlight assembly 141 is further provided with a positioning chute 1414, and a guide block 1111 is disposed at a corresponding position of the front frame 111. Headlamp assembly 141 may be assembled under the force of gravity with the cooperation of positioning runner 1414 and guide block 1111. After the assembly is completed, the mounting holes in the front body cover 131 are aligned with the corresponding mounting holes of the front frame 111, so that the subsequent fixed connection of devices such as bolts can be conveniently carried out. The arrangement of the positioning chute 1414 and the guide block 1111 plays a role in fixing the headlamp assembly 141 or the front assembly, and also plays a role in positioning the mounting site between the front automobile body covering part 131 and the front automobile frame 111, so that the positioning can be conveniently and accurately performed, the matching of the positioning chute 1414 and the guide block 1111 has bearing capacity, the fixed assembly between the front automobile body covering part 131 and the front automobile frame 111 can be completed without supporting operation after the assembly, the labor can be saved, and the efficiency can be improved.

As an implementation manner, a USB interface is disposed on the front body cover 131, and an interface cover assembly 134 is disposed on the USB interface, as shown in fig. 17 and 18, the interface cover assembly 134 includes an interface cover base 1341 for accommodating the USB interface and an interface cover 1342 for covering the USB interface. Interface cover base 1341 is sleeved on the outer side of the USB interface, and interface cover base 1341 is fixedly connected with the USB interface. As shown in fig. 19, the interface cover base 1341 is provided with a limiting hole 1341a, and the interface cover 1342 is provided with a limiting post 1342a matching with the limiting hole 1341 a. The end of the limiting post 1342a of the interface cover plate 1342 is provided with an anti-falling structure, and after the limiting post 1342a is matched with the limiting hole 1341a, the limiting post 1342a cannot be separated from the limiting hole 1341a without the action of external force. After the interface cover plate 1342 is mated with the interface cover base 1341, the interface cover plate 1342 can rotate about the axial line of the retaining posts 1342a. With the coming of the era of vehicle intelligence, along with the wide application of smart devices such as mobile phones, the smart devices are always charged in the traveling process, and the charging interfaces are increasingly required to be paid attention to when the smart devices are used by electric vehicles, so that the charging interfaces such as corresponding USB (universal serial bus) are generally selected to be arranged on fuel vehicles or electric vehicles. In the driving process of a vehicle, especially when the USB interface is in an idle state, a protective cover is often disposed on the USB interface to protect the USB interface.

In the prior art, a USB interface protective cover is directly covered on a USB interface, and is separated from the USB interface or a component where the USB interface is located after being opened. The other type of the interface protection cover is that a connecting part is arranged between the interface protection cover and the USB interface or a component where the USB interface is located, the interface protection cover still keeps connection with the USB interface or the component where the USB interface is located after being opened, the risk that the interface protection cover is lost is reduced, and the problem that the connecting part is easy to damage still exists. Meanwhile, the connecting part of the protective cover has certain elasticity after the interface protective cover is opened, so that the interface protective cover has a covering trend, and great inconvenience exists when the connector protective cover is used by one hand. In this implementation, the interface cover assembly 134 includes an interface cover base 1341 sleeved outside the USB interface and an interface cover plate 1342 mutually matched with the interface cover base 1341. Interface cover 1342 is provided with a limiting post 1342a, interface cover base 1341 is provided with a limiting hole 1341a, and limiting post 1342a and limiting hole 1341a are mutually matched, so that interface cover 1342 is connected with interface cover base 1341. The end of the limiting post 1342a of the interface cover 1342 is provided with an anti-dropping mechanism 1342b, so that the limiting post 1342a cannot easily drop from the limiting hole 1341a after being matched with the limiting hole 1341a, that is, the interface cover 1342 cannot easily drop away after being matched with the interface cover base 1341, and thus, the interface cover 1342 can still be connected with the interface cover base 1341 after being opened, and the problem that the interface cover 1342 is lost is solved. Meanwhile, due to the arrangement of the limiting posts 1342a and the limiting holes 1341a, the interface cover 1342 may rotate along the axial line of the limiting posts 1342a, that is, the interface cover 1342 may rotate around the limiting holes 1341a in the interface cover base 1341. After the interface cover plate 1342 is opened, the interface cover plate 1342 is opened at a certain angle manually or under the action of gravity, so that the USB interface can be used conveniently, and the USB interface can be used conveniently by one hand. The top of interface cover base 1341 is flush with or slightly above the top of the USB interface. However, when the top of the USB interface is higher than the interface cover base 1341, the structure of the USB interface protruding portion needs to be protected by the interface cover 1342, which undoubtedly increases the thickness of the interface cover 1342, and further increases the weight of the interface cover 1342, the interface cover 1342 is connected with the interface cover base 1341 through the spacing post 1342a and the matching structure of the spacing hole 1341a, and the anti-drop structure at the end of the spacing post 1342a keeps connection when the interface cover 1342 is in an open state, the increase of the weight of the interface cover 1342 increases the pressure of the anti-drop structure, so as to reduce the weight of the interface cover 1342 as much as possible and prolong the service life of the anti-drop structure correspondingly. Meanwhile, the USB interface is not higher than the interface cover base 1341, and the purpose of protecting the USB interface can be better achieved in the USB interface use state.

Fixed protrusions are arranged on the inner side of the side wall of the interface cover plate 1342, and fixed buckles matched with the fixed protrusions are arranged on the outer side of the side wall of the interface cover base 1341. The fixing protrusions and the fixing buckles form a clamping fit relationship, and the interface cover base 1341 and the interface cover plate 1342 can be fixed together. The sidewall of the interface cover base 1341 is inclined outward from bottom to top at a certain angle. Interface cover 1342 and interface cover base 1341 carry out the joint through protruding buckle structure between the fixed mode simple structure and also open easily and close. One side of the interface panel 1342 is provided with a handle portion 1342c for easy opening by a user. Although the interface cover 1342 and the interface cover base 1341 can be opened by breaking the periphery of the interface cover 1342, a limiting post 1342a connected to the interface cover base 1341 is disposed on one side of the interface cover 1342, and if the interface cover 1342 is opened by force from the side, the connection between the interface cover 1342 and the interface cover base 1341 is damaged, and even irreversible damage may occur. Therefore, a handle portion 1342c is disposed on a side of the interface cover 1342 away from the limiting post 1342a for facilitating the opening of the user, so that the user can open the interface cover 1342 conveniently, and at the same time, the user can be guided to open the interface cover 1342 from the side away from the limiting post 1342a, thereby ensuring that the interface cover 1342 and the interface cover base 1341 are not irreversibly detached due to violent opening. The USB port and corresponding port cover assembly 134 are also disposed within the storage compartment 162 of the seating pad assembly 16.

As one implementation, as shown in fig. 20 and 21, the middle frame 112 is composed of two symmetrical frame tubes 1121, and specifically, may be a first frame tube 1121a and a second frame tube 1121b. The first frame tube 1121a and the second frame tube 1121b are arranged symmetrically with respect to the first direction 101. The frame tube 1121 includes a side tube and a rear support tube. Specifically, the first frame tube 1121a includes a first side tube 1121c and a first rear support tube 1121d connected to the first side tube 1121c, and the second frame tube 1121b includes a second side tube 1121e and a second rear support tube 1121f connected to the second side tube 1121 e. The middle frame 112 is U-shaped when viewed from the side of the frame, and the middle frame 112 is also the position of the pedal of the scooter. The first and

second side tubes

1121c and 1121e constitute a stand for the step part, the storage box 162, and the front part, and the first and second

rear support tubes

1121d and 1121f constitute a stand for the rear part of the storage box 162. Some frame structures including the first side tube 1121c and the second side tube 1121e on the middle frame 112 are thin, and have a problem of low strength. In particular, the first side tube 1121c and the second side tube 1121e have a relatively long length and lack a reinforcing structure, and there is a risk of breakage. A side tube reinforcing plate 1122 is provided on the first side tube 1121c, and a side tube reinforcing plate 1122 is provided on the second side tube 1121 e. The side tube reinforcing plate 1122 is welded to the upper surface of the first side tube 1121c or the second side tube 1121e, and the weld is provided along the extending direction of the first side tube 1121c or the second side tube 1121 e.

In the prior art, reinforcing blocks are dispersedly welded on the first side pipe and the second side pipe for reinforcing the strength of the first side pipe and the second side pipe. But the reinforcing block dispersion sets up its intensity reinforcing effect limited to the welding seam perpendicular to first side pipe or the second side pipe of reinforcing block when the dispersion sets up, the welding seam of perpendicular setting can improve welding efficiency, but it can provide the stress concentration point, makes welding seam department stress concentration cause the damage to first side pipe or second side pipe when receiving the powerful action, causes the irreversible damage of frame. In this implementation, the reinforcing blocks disposed dispersedly are disposed as a whole side tube reinforcing plate 1122, so as to integrally reinforce the first side tube 1121c or the second side tube 1121e, and after the first side tube 1121c or the second side tube 1121e is reinforced by the side tube reinforcing plate 1122, the weld seam is a longitudinal weld seam along the direction of the first side tube 1121c or the second side tube 1121e, so that the problem of damage to the first side tube 1121c or the second side tube 1121e due to weld seam stress concentration in the prior art can be solved. The side tube reinforcing plate 1122 is provided on the upper surfaces of the first side tube 1121c and the second side tube 1121e, and can also solve the problem that the side tube reinforcing plate 1122 itself causes stress concentration when provided on the side surface of the first side tube 1121c or the second side tube 1121 e. An accessory mounting seat is arranged on the outer side surface of the first side tube 1121c or the second side tube 1121e, specifically, a side support mounting seat 1123 is arranged on the outer side surface of the first side tube 1121c, and a frame nameplate seat 1124 is arranged on the outer side surface of the second side tube 1121 e. The accessory mounting seat comprises an accessory mounting part and an accessory extending part, and the accessory extending part is a curved surface matched with the outer side surface of the first side tube 1121c or the second side tube 1121 e. Specifically, the temple mounting base 1123 comprises a temple mounting portion 1123a and a mounting plate extension portion 1123b, a mounting hole for mounting a temple is formed in the temple mounting portion 1123a, the mounting plate extension portion 1123b is a curved surface matched with the outer side surface of the first side tube 1121c, the mounting plate extension portion 1123b and the outer side surface of the first side tube 1121c are fixedly connected together in a welding mode, and the mounting plate extension portion 1123b is wrapped on the outer side surface of the first side tube 1121 c. Frame data plate seat 1124 includes data plate installation department 1124a and data plate seat extension 1124b, is equipped with the mounting hole that is used for frame data plate installation on the data plate installation department 1124a, data plate seat extension 1124b be with second side pipe 1121e lateral surface matched with curved surface, data plate seat extension 1124b passes through welded mode fixed connection with second side pipe 1121e lateral surface together, data plate seat extension 1124b parcel is on second side pipe 1121e lateral surface.

Also be equipped with the structure of temple mount pad and frame data plate seat among the prior art on similar first side pipe and second side pipe, but usually directly weld the temple mount pad perpendicularly in the lateral surface of first side pipe, directly weld the frame data plate seat perpendicularly in the lateral surface of second side pipe. This welding method has a problem of stress concentration although it is less required for welding, and reduces the strength of the first side pipe and the second side pipe. In this implementation, the mounting plate extension 1123b welds the temple mounting base 1123 to the outer side surface of the first side tube 1121c through the form of the mutual fit of the curved surface, and the nameplate base extension 1124b welds the frame nameplate base 1124 to the outer side surface of the second side tube 1121e through the form of the mutual fit of the curved surface, so that not only the problem of stress concentration after welding of the temple mounting plate and the frame nameplate base 1124 can be solved, but also the strength of the first side tube 1121c and the second side tube 1121e can be enhanced. A support tube reinforcing plate 1125 is provided at the junction of the first side tube 1121c and the first rear support tube 1121 d. The support tube reinforcing plate 1125 is welded to the outer surfaces of the first side tube 1121c and the first rear support tube 1121 d. Support tube panel 1125 is formed by at least three curved edges that are enclosed. At least one lightening hole 1125a formed by arc-shaped edges is formed on the support pipe reinforcing plate 1125, and the minimum distance between the lightening hole 1125a and the edges of the support pipe reinforcing plate 1125 is greater than or equal to 12mm. Further, the minimum distance of the lightening holes 1125a from the edge of the support pipe reinforcing panel 1125 is equal to or more than 10mm. Further, the minimum distance of the lightening holes 1125a from the edge of the support pipe reinforcing plate 1125 is 7mm or more.

In the prior art, the parts like the reinforcing plate of the support pipe are firstly welded on the surfaces of the first side pipe and the first rear support pipe along the edges directly and vertically, and although the welding method has low requirement on welding, the problem of stress concentration exists, and the strength of the first side pipe and the second side pipe is reduced. The reinforcement effect on the related structure is limited or even not. The side welding method in the implementation mode can solve the problem of stress concentration and practically enhance the strength of the related structure. The edges of the support pipe reinforcing plate 1125 are all arc-shaped structures, so that stress concentration points of the support pipe reinforcing plate 1125 can be reduced, and the influence of cracks on the strength due to stress concentration after the support pipe reinforcing plate 1125 is stressed is avoided. The support tube reinforcing plate 1125 is provided with a plurality of lightening holes 1125a to better meet the requirements of situation change. In order to ensure that the strength of the support tube reinforcing tube itself is not reduced by the provision of the lightening holes 1125a, the minimum distance between the edge of the lightening holes 1125a and the edge of the support tube reinforcing plate 1125 is 12mm or more. Symmetrical to the connection between the first side tube 1121c and the first rear support tube 1121d, a support tube reinforcing plate 1125 is also provided at the connection between the second side tube 1121e and the second rear support tube 1121f. The first rear supporting tube 1121d is provided with a motor suspension plate 1126, and the motor suspension plate 1126 is provided with at least one mounting hole for suspending a motor. The motor suspension plate 1126 is bounded by at least three arcuate edges.

As shown in fig. 22, the motor suspension plate 1126 includes a first suspension plate 1126a and a second suspension plate 1126d. The first hanging plate 1126a includes a first mounting portion 1126b and a first extension 1126c, and the second hanging plate 1126d includes a second mounting portion 1126e and a second extension 1126f, with the second mounting portion 1126e of the second hanging plate 1126d being snugly disposed on one side of the first mounting portion of the first hanging plate 1126 a. The first mounting portion 1126b has an area larger than that of the second mounting portion 1126 e. The first extension part 1126c is a curved surface matched with the side surface of the first rear supporting tube 1121d, the first extension part 1126c is fixed with the side surface of the first rear supporting tube 1121d by welding, and the first extension part 1126c wraps the side surface of the first rear supporting tube 1121 d. The second extension portion 1126f is a curved surface that fits the side surface of the first rear support tube 1121d, the second extension portion 1126f is fixed to the other side surface of the first rear support tube 1121d by welding, and the second extension portion 1126f wraps the other side surface of the first rear support tube 1121 d. The first and

second extensions

1126c and 1126f cooperate to form a V-shaped configuration along the first rear support tube 1121 d. Since the motor suspension plate 1126 is also required for suspending the motor, it is butt-welded to the first suspension plate 1126a via the second suspension plate 1126d to reinforce the strength of the first suspension plate 1126 a. Meanwhile, the motor suspension plate 1126 is welded and fixed to both side surfaces of the first rear support tube 1121d by the curved surfaces of the first and

second extensions

1126c and 1126f, so that it is possible to reduce the adverse effect on the strength of the first rear support tube 1121d after welding and to suitably enhance the strength of the first rear support tube 1121 d. The edge of the motor suspension plate 1126 is of an arc-shaped structure, so that stress concentration points of the motor suspension plate 1126 can be reduced, and the influence on strength caused by cracks due to stress concentration after the motor suspension plate 1126 is stressed is avoided. In the case where the strength requirement can be satisfied, it is also possible to provide only the first suspension plate 1126a with a suspension extension welded to the first rear support tube 1121d, provide only the second mounting portion 1126e to the second suspension plate 1126d, and weld and fix the second suspension plate 1126d to the first suspension plate 1126a only, without directly welding and fixing the second suspension plate to the first rear support tube 1121 d. It is also possible to provide only the second suspension plate 1126d with a suspension extension welded to the first rear support tube 1121d, provide only the first mounting portion 1126b to the first suspension plate 1126a, and weld the first suspension plate 1126a only to the second suspension plate 1126d without being directly welded to the first rear support tube 1121 d. A motor suspension plate 1126 is also provided symmetrically to the second rear support tube 1121f, symmetrically to the first rear support tube 1121 d. In this embodiment, the side tube reinforcing plate 1122, the support tube reinforcing plate 1125, the motor suspension plate 1126, the temple mounting base 1123, and the frame nameplate base 1124 are used to structurally reinforce each part of the center frame 112, thereby ensuring that the strength of the center frame 112 is comparable to that of a straddle bike. Meanwhile, the frame strength is enhanced mainly by changing the welding positions and the welding forms of the structures, the increase of the frame weight is limited, and the frame strength is enhanced on the premise of relatively light weight.

In one implementation, as shown in fig. 20, a frame nameplate seat 1124 is provided at a lower portion of a side surface of the middle frame 112, and the frame nameplate seat 1124 is used for mounting a frame nameplate. As shown in fig. 23, a nameplate cover 1321 is provided on the side body covering 132 at a position corresponding to the frame nameplate seat 1124, the nameplate cover 1321 is connected to the side body covering 132 by means of a snap or a rotating shaft 1611a, and the nameplate cover 1321 can be opened or removed outwardly (as shown in fig. 24). The nameplate cover 1321 is flush or not flush with the surrounding side body covers 132, and the nameplate cover 1321 has a surface of the same color or different pattern as the surrounding side body covers 132. The frame nameplate is an important component of the vehicle and records relevant information of the vehicle, the relevant information is unique and important, and the relevant information is prohibited from being modified and smeared. However, the frame nameplate and the information recorded on the frame nameplate are used quite a few times in daily life, and usually, the information can be used only when the vehicle is on the nameplate or passes a house or the like. The frame nameplate needs to be located where the frame 11 is more visible in order to comply with relevant regulations. In the prior art, a frame nameplate is directly exposed and arranged on a side body covering part or is directly fixed on a frame through rivets. Thus, the exposed frame nameplate is easy to corrode and damage by the environment, and difficulty is caused in reading the vehicle information. In addition, the frame data plate is usually a silvery white metal plate engraved with information, and has a larger difference with the vehicle body covering part around the installation position, and because the frame data plate is not allowed to be painted or decorated, the direct arrangement often influences the uniformity and the aesthetic property of the vehicle appearance. Set up a data plate lid 1321 that can outwards open outside frame data plate seat 1124, can enough open data plate lid 1321 when needs and acquire the information on the frame data plate, also can be isolated with frame data plate and external environment at ordinary times, guarantee that the frame data plate can not receive external environment's erosion. In addition, after the nameplate cover 1321 is provided, the nameplate cover 1321 allows for modification and painting because it does not contain frame nameplate information. The nameplate cover 1321 and the surrounding vehicle body covering pieces 13 can be designed uniformly as required, and the surface of the nameplate cover 1321 is set to be uniform with the side vehicle body covering pieces 132 around the nameplate cover 1321, so that the uniformity and the integral aesthetic property of the vehicle appearance are ensured. Of course, the surface of the nameplate cover 1321 can also be provided in different colors, shapes and patterns of its peripheral side body cover 132, according to the respective design requirements. The nameplate cover 1321 may even be coated in a personalized manner to reveal the personality of the user.

As an implementation manner, as shown in fig. 25, an electrical installation crossbar 1127 is further disposed between the two frame tubes 1121 of the middle frame 112, the electrical installation crossbar 1127 is substantially perpendicular to the frame tubes 1121, and further, an included angle between the electrical installation crossbar 1127 and the frame tubes 1121 is greater than or equal to 70 ° and less than or equal to 110 °. An installation frame adapter plate 1128 is arranged on the electrical appliance installation cross rod 1127. The electrical appliance 1129a is fixedly connected with the electrical appliance mounting frame 1129 and then the electrical appliance mounting frame 1129 is fixedly connected to the mounting frame adapter plate 1128. The mounting bracket adapter plate 1128 is fixedly connected with the frame in an undetachable mode such as welding, the electrical appliance 1129a is fixedly connected with the electrical appliance in a detachable connection mode such as bolts, and the electrical appliance mounting bracket 1129 is fixedly connected with the mounting bracket adapter plate 1128 in a detachable connection mode such as bolts. An electric appliance mounting positioning mechanism is arranged on the electric appliance mounting rack 1129, and a mounting plate positioning mechanism 1128a is arranged on the mounting rack adapter plate 1128. In the prior art, generally, an electrical appliance mounting frame is directly welded on a frame, and then an electrical appliance is directly mounted on the electrical appliance mounting frame. The assembly method in the prior art can reduce assembly parts, can reduce assembly difficulty and reduce assembly efficiency, but because the frame structure is complex, the space of the position of the electric appliance installation frame is narrow, the electric appliance is directly installed on the welded electric appliance installation frame, the assembly difficulty is high, and the assembly process is also complex. Some electrical apparatus need install from the below of electrical apparatus mounting bracket because the space problem, and it is very inconvenient to install, and if invert the workshop and install later, also have the frame and invert the difficulty, influence the problem of other parts. In this implementation, set up the mounting bracket keysets 1128 that is used for fixed electrical apparatus mounting bracket 1129 on frame 11, during the assembly first step install electrical apparatus 1129a on electrical apparatus mounting bracket 1129 earlier, and second step is again with electrical apparatus mounting bracket 1129 and mounting bracket keysets 1128 mutual fixed connection. In the first step of installation, no matter whether the electrical appliance 1129a needs to be installed above or below the electrical appliance mounting bracket 1129, the electrical appliance can be assembled from a direction suitable for assembly, and the electrical appliance 1129a and the electrical appliance mounting bracket 1129 are assembled with each other and then subsequently assembled. In the second step of installation, the installation direction can be designed according to the space size of the vehicle frame 11 and the electric appliance 1129a, the assembly can be carried out from the bottom to the top, the assembly can also be carried out from the top to the bottom, and the assembly can also be carried out from the side. The mounting rack adapter plate 1128 is provided with a positioning mechanism matched with the electric appliance mounting rack 1129, and when the electric appliance mounting rack 1129 moves to the corresponding position of the mounting rack adapter plate 1128, the positioning mechanism can be used for positioning. The location structure who mutually supports after the location is accomplished has certain bearing capacity, can bear temporarily the electrical apparatus mounting bracket 1129 of having installed electrical apparatus 1129a, and then the rethread bolt connection mode such as with electrical apparatus mounting bracket 1129 together fixed with the mounting bracket connecting plate. Although steps are added in the assembly mode, the installation form and the installation direction of the electric appliance 1129a are changed, the assembly form suitable for the vehicle frame 11 can be adjusted according to the specific vehicle frame 11, the electric appliance can be installed and assembled under the condition of a single person, and the problem that in the prior art, the electric appliance 1129a is difficult to assemble due to the space limitation of the vehicle frame 11 is solved.

As one implementation, as shown in fig. 26, the vehicle includes a rear shock absorber 1131, the rear shock absorber 1131 is disposed on the rear frame 113, one end of the rear shock absorber 1131 is pivotally connected to the pivot shaft 176 of the driving assembly 17, and the other end of the rear shock absorber 1131 is fixedly connected to the rear frame 113. When the rear cushion 1131 is fixed to the rear frame 113, the cushion fastener 1131a is inserted from the inside of the rear frame 113 to the rear frame 113, and fixes the rear cushion 1131 to the rear frame 113 in the direction outward of the rear frame 113. In the prior art, the rear shock absorber 1131 and the frame are fixed by installing the shock absorber fastening piece 1131a from the outside of the frame to the inside of the frame, and compared with the inside of the frame, the outside of the frame has a larger assembly space and has smaller assembly difficulty. Although this prior art assembly from the outside of the frame into the inside of the frame can reduce the assembly difficulty, it can increase the difficulty of replacing the rear shock absorber 1131 in the subsequent after-market repair, especially for small vehicles, it significantly increases the difficulty of the later maintenance of the rear shock absorber 1131. During the post-maintenance of the shock absorbers, if the rear shock absorbers 1131 are assembled with the rear frame 113 from the outside of the rear frame 113 to the inside of the rear frame 113. Then during the later maintenance, if it is necessary to remove the rear shock absorbers 1131, it is also necessary to remove the shock absorber fasteners 1131a from the outside of the rear frame 113 to the inside of the rear frame 113 and then remove the rear shock absorbers 1131. It is known that when a vehicle is assembled, the outside of the frame is not empty, and a corresponding body covering part is arranged outside the frame. In this case, the body cover must be removed first by removing the rear shock absorber. For the vehicle that this implementation mode relates to, because the automobile body panel is whole to be interconnected, interconnect between each part automobile body panel, especially to the rear portion automobile body panel that rear shock absorber is located, can dismantle the rear portion automobile body panel near the rear shock absorber after need dismantling anterior automobile body panel and middle part automobile body panel, increased the maintenance degree of difficulty of rear shock absorber like this undoubtedly, be unfavorable for improving convenience and the efficiency of after-sales service. In this implementation, the rear shock absorber 1131 and the frame are assembled from the inside of the frame to the outside of the frame, and when the rear shock absorber 1131 is maintained after a period, the rear shock absorber 1131 can be disassembled and maintained without disassembling the rear body cover 133, which can improve convenience and efficiency after sale. After the vehicle is assembled, the part covering the vicinity of the mounting point of the rear shock absorber 1131 and the vehicle frame is a box body of the vehicle storage box 162, and in order to facilitate maintenance of the rear shock absorber 1131, a removal hole for removing the rear shock absorber 1131 may be provided at a corresponding position of the box body of the vehicle storage box 162, and a corresponding cover plate may be provided on the removal hole. When need not to dismantle the back shock attenuation, the apron covers the dismantlement hole and plays the effect of sheltering from, dials the apron and can dismantle back bumper shock absorber 1131 when needs dismantle back bumper shock absorber 1131. The arrangement can not only facilitate the disassembly and maintenance of the rear shock absorber 1131, but also cover the disassembly hole at ordinary times.

As one implementation, as shown in fig. 27, the vehicle includes an OBD device 1132, the OBD device 1132 being located at the rear frame 113, adjacent to the rear shock absorber 1131. The OBD device 1132 is mounted on the rear frame 113 by being connected to the transit bracket 1132 a. The rear frame 113 is provided with a transfer bracket positioning mechanism 1132b. The component that covers the vicinity of the mounting point of the OBD device 1132 to the rear frame 113 is the cabinet of the vehicle storage box 162. The box is provided with an OBD device 1132 connector. A protective cover is provided on the connection port of the OBD device 1132. In the prior art, since the OBD device is large, it is generally provided below the foot pedal for the electric scooter 100 as in the present application. OBD is called On Board Diagnostics, and OBD equipment is a vehicle fault detection device. OBD devices, although not used frequently, have a significant role in vehicle fault detection, and in the event of a vehicle fault, after-sales personnel typically use external devices to read fault information in the OBD devices in order to connect to the vehicle fault condition. During OBD equipment fixing and running-board bottom, often can receive the erosion of the gravel and sand and the ponding that splash in the vehicle driving process, then take place the interface and damage the condition even whole OBD equipment damages. Meanwhile, the vehicle fault information reading device is arranged under the pedal plate, so that corresponding difficulty is increased for reading the vehicle fault information. Install OBD equipment 1132 at the rear portion of rear portion frame 113, this position is higher relatively, is more difficult for receiving the erosion of the gravel and sand and ponding that the vehicle travel in-process splashes, simultaneously because be in the enclosing within range that forms of automobile body covering 13 and seatpad 161, also be difficult for receiving the invasion of rainwater or water when carwash, can guarantee that OBD equipment 1132 is difficult for being damaged, also makes OBD equipment 1132 have stronger reliability and life. On OBD equipment 1132 locates rear frame 113, can not dismantle rear damper 1131 and produce the position of interference, guarantee OBD equipment 1132's normal use promptly, also guarantee that rear damper 1131's dismantlement can not receive OBD equipment 1132's influence. An OBD device 1132 connecting port is arranged at a corresponding position of the box body of the vehicle storage box 162 and used for connecting an external device with the OBD device 1132 and acquiring corresponding vehicle fault information. The vehicle storage box 162 is a space which is often opened, and the opening of the vehicle storage box is also convenient, and the OBD device 1132 is connected to the vehicle storage box 162, so that the information in the vehicle storage box can be read conveniently in the after-sale process, and the after-sale efficiency can be increased. Set up the visor on the OBD equipment 1132 connector, prevent that dust etc. in the storage box 162 from getting into the OBD equipment 1132 connector, guarantee the cleanness in the OBD equipment 1132 connector, also guarantee simultaneously that other article of laying in the storage box 162 can not produce the damage to OBD equipment 1132 connector.

In one implementation, as shown in FIG. 28, the vehicle includes a CBS delay valve 1112, the CBS delay valve 1112 being mounted to the front frame 111 adjacent to the headlamp assembly 141. The CBS delay valve 1112 is attached to the front frame 111 by being connected to the CBS bracket 1112 a. As shown in fig. 29, the front frame 111 is provided with a CBS positioning mechanism 1112b. The CBS delay valve relates to a vehicle brake system, which needs to be connected with a plurality of pipelines, and also comprises important brake oil pipes, the brake oil pipes have weaker bending capacity and smaller moving range, and the moving range of the CBS delay valve in the installation process is further limited. Meanwhile, the headlamp assembly is arranged on the front frame and adjacent to the headlamp assembly, the headlamp assembly comprises a high beam, a low beam and a left steering lamp and a right steering lamp, the allowed installation position is narrow, and the installation difficulty is high. In the prior art, the CBS delay valve needs to be turned and moved for multiple times in a narrow space to be matched with a mounting hole in a CBS support, and meanwhile, the CBS delay valve needs to be connected with a plurality of pipelines to be mounted together during mounting, so that the difficulty of assembling the CBS delay valve is undoubtedly increased, and the assembling efficiency is influenced. For the installation space which is already quite narrow, if the CBS bracket is welded on the vehicle frame in advance according to the prior art, the installation space of the CBS delay valve is undoubtedly made to be narrower, so that the installation of the CBS delay valve in the prior art is difficult. In this implementation, as shown in fig. 28, the CBS bracket 1112a is detachably connected to the front frame 111 by a fastener, and the CBS delay valve 1112 is detachably connected to the CBS bracket 1112a by a fastener. The CBS delay valve 1112 is fixedly attached to the CBS bracket 1112a, then positioned together by the CBS positioning mechanism 1112b on the front frame 111, and finally installed. Because the interference of the CBS bracket 1112a welded in advance is avoided, the CBS delay valve 1112 has a larger installation space when being installed, the installation difficulty of the CBS delay valve 1112 can be reduced, the installation efficiency of the CBS delay valve 1112 is improved, and convenience is provided for subsequent maintenance. With the arrangement of the CBS delay valve 1112 and the CBS bracket 1112a in this implementation, since the movement space required for the installation of the CBS delay valve 1112 is reduced, the arrangement of components near the CBS delay valve 1112 can be made more compact, or other components can be installed in the space, so as to reduce the size of the vehicle, and further meet the requirement for miniaturization of the vehicle.

In one implementation, as shown in fig. 30, the vehicle seat cushion assembly 16 includes a seat cushion 161 and a storage box 162 disposed below the seat cushion 161, and the seat cushion 161 is disposed above the storage box 162. When the seat 161 is opened, the storage box 162 is opened, and articles can be taken out from the storage box 162. A storage compartment light 142 for illuminating the interior of the storage compartment 162 is provided in the storage compartment 162. The storage box lamp 142 used for lighting is arranged in the storage box 162, so that convenience can be provided for a user to find articles in the storage box 162 under the condition of dark light, and the problem that the articles are inconvenient to find by the user due to the fact that the conventional vehicle storage box 162 is not lighted is solved. As shown in fig. 31, the storage compartment light 142 is linked with the opening and closing of the seat lock 163, and when the seat lock 163 unlocks the seat cushion 161, the storage compartment light 142 is turned on, and when the seat cushion 161 is closed, the storage compartment light 142 is turned off accordingly. The storage box lamp is correspondingly turned on and off along with the switch of the seat cushion, and can be realized by adopting a software logic control mode. For example, when the seat cushion lock is unlocked, the seat cushion lock gives a seat cushion lock opening signal to the vehicle control unit, the seat cushion opening signal is related to the storage box lamp opening signal, and the vehicle control unit controls the storage box lamp to be opened. After the seat cushion lock is closed, the seat cushion lock gives a seat cushion lock closing signal to the vehicle control unit, the seat cushion lock closing signal is related to the storage box lamp closing signal, and the vehicle control unit controls the storage box lamp to be closed. However, the scheme that the seat cushion lock gives a switch signal and the vehicle controller controls the storage box lamp needs to add extra equipment and modules, needs to add extra wiring harnesses and increases the manufacturing cost of the vehicle. In this embodiment, the open/close state of the storage box light 142 is related to the opening/closing of the seat cushion lock 163, and the seat cushion lock 163 includes an electronic lock 1631, a driving mechanism 1632 for driving the electronic lock 1631, and a first switch 1633. The first switch 1633 is turned on and grounded when the electronic lock 1631 is unlocked, the storage box lamp 142 is connected in series to two ends of the first switch 1633, and the first switch 1633 controls the on and off of the storage box lamp. The driving mechanism 1632 may be specifically a solenoid valve. When the seat cushion lock 163 is opened, the first switch 1633 of the seat cushion lock 163 is closed, and the current of the battery 1421 forms a loop through the storage box light 142 and the first switch 1633 of the seat cushion lock 163, so that the storage box light 142 is turned on. When the seat lock 163 is closed, the first switch 1633 of the seat lock 163 is turned on, the loop is not formed, and the storage box lamp 142 is turned off. The vehicle control unit 18 includes a function module for unlocking the seat cushion lock 163, the function module can drive the seat cushion lock 163 to unlock, the seat cushion 161 can be opened, the first switch 1633 inside the rear seat cushion lock 163 is turned on and grounded, and a current of the battery 1421 for supplying power to the storage box light 142 forms a loop through the storage box light 142 and the first switch 1633 inside the seat cushion lock 163, so that the storage box light 142 is turned on. In this implementation, the circuit of the storage box light 142 is directly connected to the control circuit of the seat cushion lock 163, the first switch 1633 of the seat cushion lock 163 is simultaneously used as the switch of the storage box light 142, and the switch feedback of the first switch 1633 inside the seat cushion lock 163 is used as the switch of the storage box light 142. The arrangement does not adopt complex logic arrangement, can omit corresponding devices and modules related to logic processing, and can reduce the use of wire harnesses and reduce the cost. Meanwhile, simple line control is adopted, and the later maintenance cost can be reduced.

As one implementation, as shown in fig. 32, the locking assembly 19 includes a vehicle locking device 191 and a steering lock device 192. The car lock device 191 in this implementation is specifically an NFC card swiping device, and the user gives a car lock signal through a card swiping operation of a held NFC card on the vehicle NFC card swiping device, which corresponds to the only car. When the vehicle is currently in the locked state, the card swiping operation gives a lock signal as an unlock signal to unlock the steering lock device 192. When the vehicle is in the unlocked state, the card swiping operation gives a lock signal as the locking signal to lock the steering lock device 192. The steering lock device 192 includes a steering column 152 provided with a lock hole 1921, a latch 1922, a lock motor 1923 for controlling the movement of the latch 1922, and a motor control module 1924 for controlling the movement of the lock motor 1923. The latch motor 1923 drives the latch 1922 to extend and retract, the latch 1922 passes through the latch hole 1921 of the steering column 152 when the latch 1922 extends, the steering column 152 is in the locked state, the latch 1922 is out of the latch hole 1921 of the steering column 152 when the latch 1922 retracts, and the steering column 152 is in the unlocked state. The first sensor 1924d is a double-hall sensor, and can determine whether the latch 1922 extends out of the latch hole 1921 and feed back the determination information to the motor control module 1924 or directly to the vehicle controller 18. The mode that the lock motor 1923 drives the latch 1922 can be a mode that a worm gear and a worm are matched with each other for driving, at least part of the latch 1922 is a worm, the lock motor 1923 is connected with a worm gear, the lock motor 1923 drives the worm gear to rotate, and through the matching effect of the worm gear and the worm, the rotation motion is converted into telescopic motion along the direction of the latch 1922 to drive the latch 1922. The lock motor 1923 may drive the latch 1922 in a spring and cam engagement structure, a spring that retracts the latch 1922 is provided on the latch 1922, the lock motor 1923 drives the cam to rotate, a protruding portion of the cam contacts the latch 1922, and the latch 1922 is ejected, so that the latch 1922 passes through the lock hole 1921 of the steering column 152, and the steering column 152 is locked. The mode that the lock motor 1923 drives the latch 1922 may also be a link mechanism, the lock motor 1923 is fixedly connected to a driving wheel, the driving wheel is hinged to a link, the link is hinged to the end of the latch 1922, the drive wheel is rotated when the lock motor 1923 rotates, the driving wheel drives the link to drive the latch 1922 to move linearly to control the latch 1922 to extend or retract, and the lock and unlock of the latch 1922 are achieved.

As shown in fig. 33, the motor control module 1924 includes a signal receiving unit 1924a, an electric control unit 1924b, a signal feedback unit 1924c, and a first sensor 1924d for determining whether the latch 1922 is extended. The first sensor 1924d is a double-hall sensor, and can determine whether the bolt 1922 extends out of the locking hole 1921 and feed back the determination information to the motor control module 1924 or directly feed back the determination information to the vehicle controller 18. The signal receiving unit 1924a is connected to the vehicle locking assembly 19 and receives a lock signal of the locking assembly 19, where the lock signal includes an lock signal and an unlock signal. The signal receiving unit 1924a is further connected to the vehicle controller 18 of the vehicle and acquires a vehicle speed signal and a motor speed signal of the vehicle. The motor control module 1924 determines whether to enable the lock motor 1923 to drive the latch 1922 to extend out of the lock steering column 152 according to the vehicle lock signal, the vehicle speed signal and the motor rotation speed signal received by the signal receiving unit 1924 a. The motor control module 1924 determines a lock signal, a vehicle speed signal, and a motor speed signal. When the vehicle is in the unlocked state, the vehicle locking assembly 19 sends a vehicle signal which is a locking signal, the signal receiving unit 1924a receives the locking signal, and the vehicle speed signal and the motor speed signal are 0, the motor control module 1924 controls the locking motor 1923 to operate, so that the latch bolt 1922 extends out of the locking hole 1921, the steering column 152 is locked, and the locking operation is achieved. In order to prevent the vehicle and the user from being in danger by mistakenly touching the locking signal of the vehicle locking assembly 19 during the driving of the vehicle, after the locking signal is given to the locking assembly 19, the motor control module 1924 needs to determine whether to output a control signal to the locking motor 1923 or not to enable the locking motor 1923 to operate and control the bolt 1922 to extend out of the locking hole 1921 in combination with the vehicle speed signal and the motor rotation speed signal, so as to lock the steering column 152. After the steering lock device 192 receives the locking signal and performs the locking operation, since the locking hole 1921 of the steering column 152 of the vehicle is not aligned with the latch bolt 1922, the latch bolt 1922 cannot extend out of the locking hole 1921, and the locking operation cannot be completed, at this time, the first sensor 1924d determines that the latch bolt 1922 does not extend out, and the signal feedback unit 1924c sends a signal that the steering lock device 192 is not locked to the vehicle controller 18, and the vehicle controller 18 displays the lock device unlock signal on the human-computer interface after receiving the lock device unlock signal, and prompts the user to adjust the angle of the steering column 152 to lock the steering column 152.

In one embodiment, as shown in fig. 34 and 35, the seat cushion assembly 16 includes a seat cushion 161 and a storage box 162 disposed under the seat cushion 161. The storage box 162 is disposed in the frame 11 and is fixedly connected to the frame 11. In the first direction 101, the front end of the seat cushion 161 and the front end of the storage box 162 are connected together in a hinged manner, and the rear end of the seat cushion 161 and the rear end of the storage box 162 are locked by the seat cushion lock 163. The front end of the storage box 162 is provided with a rotating shaft fixing device 1621, a rotating shaft mounting groove 1621a is arranged in the rotating shaft fixing device 1621, a rotating shaft support 1611 is arranged below the seat cushion 161, a rotating shaft 1611a is arranged at the end part of the rotating shaft support 1611, and the rotating shaft 1611a is matched with the rotating shaft mounting groove 1621 a. After the rotating shaft 1611a is mounted in the rotating shaft mounting groove 1621a, a rotating shaft fixing plate 1611b is detachably mounted on the rotating shaft support 1611, so that the rotating shaft 1611a is limited in the rotating shaft mounting groove 1621a of the rotating shaft fixing device 1621 to prevent the rotating shaft 1611a from falling off. Traditional seatpad subassembly links together for undetachably and storage box, and seatpad or storage box can't change alone after damaging, can only change together with the complete set, have increased later maintenance's cost. As another implementation manner, as shown in fig. 36, a rotating shaft fixing device 1621 is provided with a rotating shaft fixing plate clamping groove 1621b, the rotating shaft fixing device 1621 is further provided with a rotating shaft fixing plate mounting hole 1621c, and the rotating shaft fixing plate clamping groove 1621b and the rotating shaft fixing plate mounting hole 1621c are disposed on two sides of the rotating shaft mounting groove 1621 a. The shaft fixing plate engaging groove 1621b is disposed in front of the shaft fixing plate mounting hole 1621c along the first direction 101. The mode of opening of seatpad 161 is opened for the form of upset in the front of each other, and the seatpad 161 is opened the anterior space of back pivot 1611a and is less, if pivot fixed plate 1611b adopts the fastener to be connected with pivot fixing device 1621 completely, and the regional space in the front portion of pivot 1611a is narrow and small, and the installation of the fastener of very being not convenient for has increased the degree of difficulty of assembly and later maintenance. The rotation shaft fixing plate clamping groove 1621b is arranged at the front part, so that when the rotation shaft fixing plate 1611b is fixed, the front end of the rotation shaft fixing plate 1611b can be conveniently inserted into the rotation shaft fixing plate clamping groove 1621b at the front part, and then the rotation shaft fixing plate 1611b and the rotation shaft fixing device 1621 are fixed together through the fastener and the rotation shaft fixing plate mounting hole 1621c arranged at the rear part, so that the moving range of the rotation shaft 1611a is limited. The method for fixing the rotating shaft 1611a in this implementation manner can ensure that the rotating shaft 1611a and the rotating shaft fixing device 1621 are well fixed, and cannot be separated, and meanwhile, the difficulty in assembly and disassembly during later maintenance can be reduced, so that the seat cushion 161 and the storage box 162 can be conveniently assembled and disassembled.

As an implementation manner, as shown in fig. 1, a charging port is provided on the outer wall 1621d of the storage box, and a charging cover assembly 135 is provided on the charging port. As shown in fig. 37, the charging cover assembly 135 is fixed to the charging cover fixing base 136 on the inner surface of the storage box outer wall 1621d around the charging port. As shown in fig. 37, the charging lid assembly 135 includes a charging lid 1351, a torsion spring 1352, a hinge 1354, and a damper 1355. As shown in fig. 38, the damper 1355 includes an outer shell 1355a and an inner core 1355b, the outer shell 1355a of the damper 1355 is coupled to the damper fixing base 137 of the storage case outer wall 1621d, and the inner core 1355b of the damper 1355 is fixedly coupled to the hinge 1354. The housing layer 1355a of the damper 1355 and the damper fixing base 137 are fixed to each other without relative movement. The core 1355b of the damper 1355 can be rotated by the hinge 1354. One end of the hinge 1354 is fixed on the charging cover fixing seat 136 on the outer wall 1621d of the storage box through a torsion spring 1352 and a pin 1353. The other end of the hinge 1354 is fixed to the charging cover 1351. The storage box outer wall 1621d is provided with a lock catch 138 for fixing the charging cover plate 1351. A damping device having a tendency to resist relative movement of the outer shell 1355a and the inner core 1355b is disposed between the outer shell 1355a and the inner core 1355b of the damper 1355. The charging port is provided with a charging cover assembly 135, so that protection can be provided for the charging port and related equipment in the charging port when charging is not needed, and rain and dust are prevented from damaging the related equipment. The lid subassembly that charges only articulates and sets up in the peripheral storage box outer wall of mouth inboard that charges, also can realize the protection to the mouth that charges and relevant equipment in the mouth that charges, but simple setting like this needs the manual mouth subassembly that charges of opening, and to the mouth that charges that sets up at the vehicle hidden position, the mode of opening like this must increase the degree of difficulty that the mouth that charges opened, reduces and opens the convenience. Increase a torsional spring with the hinge position of charging cover subassembly, only need remove the locking state of charging cover subassembly like this, the charging cover subassembly can be opened under the effect of torsional spring by oneself, increases the convenience that the charging cover subassembly opened. However, in such an opening manner, the elastic force of the torsion spring is released instantaneously, which may generate an instantaneous impact force on the charging cover assembly, easily cause damage to the charging cover assembly, and reduce the service life of the charging cover assembly. In this implementation, a damper 1355, which is matched with the torsion spring 1352, is added in the charging cover assembly 135 to convert the instantly released elastic force of the torsion spring 1352 into a slow release or a uniform release, so that the damage of the instantly generated elastic force to the charging cover assembly 135 caused by the release of the torsion spring 1352 is reduced, the charging cover assembly 135 is protected, and the charging cover assembly 135 has a longer service life. The housing 1355a of the damper 1355 is provided with a protrusion or a protrusion along a radial direction, and the inner side of the damper fixing base 137 is provided with a concave hole or a concave groove which is matched with the housing 1355a of the damper 1355, so that when the housing 1355a of the damper 1355 has a tendency to rotate, the housing 1355a of the damper 1355 is prevented from rotating by the matching structure. The damper 1355 has at least one pair of protrusions arranged radially on the end surface of the core 1355b, and corresponding recesses are formed in the positions of the hinges 1354 engaged with the core 1355 b. The core 1355b of the damper 1355 and the hinge 1354 are coupled to rotate together by the above-described coupling structure. In the charging cover assembly 135, after the torsion spring 1352 is released, the hinge 1354 rotates, the rotation of the hinge 1354 drives the inner core 1355b of the damper 1355 to rotate, and the outer shell 1355a of the damper 1355 is always fixed and stationary with respect to the damper fixing seat 137 on the car body covering 13. At this time, the core 1355b and the shell 1355a of the damper 1355 move relatively, and the damping device between the core 1355b and the shell 1355a of the damper 1355 slows down the relative movement, increasing the resistance to the rotation of the core 1355b of the damper 1355, and further increasing the resistance to the rotation of the hinge 1354, solving the problem of the hinge 1354 bouncing open rapidly when the torsion spring 1352 is released instantaneously, and reducing the damage to the hinge 1354 and the charging lid assembly 135.

It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the invention as defined in the appended claims.

Claims

1. An electric scooter extending substantially in a first direction, comprising:

a frame;

a steering assembly at least partially connected to the frame and including a steering column;

a body cover at least partially connected to the frame;

a vehicle control unit at least partially connected to the frame;

the locking assembly is at least partially connected to the frame and used for locking or unlocking the electric pedal motorcycle;

a running assembly at least partially connected to the frame and including a front wheel and a rear wheel;

the driving assembly comprises a power output end, and the power output end is at least partially connected to the walking assembly and used for driving the walking assembly;

the power battery is used for providing electric energy for the driving component;

it is characterized in that the preparation method is characterized in that,

the drive assembly includes:

the driving motor is used for providing power;

a drive control unit for controlling the drive motor;

the speed reducing device is at least partially connected to the driving motor and used for reducing the speed and increasing the torque of the power output by the driving motor, and the speed reducing ratio of the speed reducing device is more than or equal to 9 and less than or equal to 12;

a housing forming at least one accommodation space, the drive motor, the drive control unit and the reduction gear being at least partially disposed in the accommodation space and extending in a second direction substantially parallel to the first direction, a ratio of a length of the drive assembly extending in the second direction to a length of the electric scooter extending in the first direction being 0.22 or more and 0.33 or less;

the driving motor is electrically connected with the driving control unit, and the driving motor is connected with the speed reducing device and performs power transmission.

2. The electric scooter of claim 1, wherein:

the speed reducer is characterized in that the shell comprises a first cavity for arranging the drive control unit, a second cavity for arranging the drive motor and a third cavity for arranging the speed reducer, the first cavity and the second cavity are arranged on the same side of the shell, the third cavity is arranged on the other side of the shell, a first through hole is formed between the second cavity and the third cavity, and a second through hole is formed between the second cavity and the first cavity.

3. The electric scooter of claim 1, wherein:

the driving assembly further comprises a first cover plate, a second cover plate and a third cover plate, the first cover plate is fixedly arranged on one side of the first cavity, the second cover plate is fixedly arranged on one side of the second cavity, and the third cover plate is fixedly arranged on one side of the third cavity.

4. The electric scooter of claim 3, wherein:

the first cover plate and the shell are surrounded to form a first basically sealed space, the drive control unit is arranged in the first space, the second cover plate and the shell are surrounded to form a second basically sealed space, the drive motor is arranged in the second space, the third cover plate and the shell are surrounded to form a third basically sealed space, and the speed reducer is arranged in the third space.

5. The electric scooter of claim 3, wherein:

the first cover plate and the second cover plate are integrally formed.

6. An electric scooter according to claim 2, wherein:

the driving motor is electrically connected with the driving control unit through a second through hole, the driving motor comprises a first output shaft, and the speed reducing device comprises a first input end; the first output shaft is connected to the first input end portion through the first through hole.

7. An electric scooter extending substantially in a first direction, comprising:

a frame;

a body cover at least partially connected to the frame;

a vehicle control unit at least partially connected to the frame;

a locking assembly at least partially connected to the frame for locking or unlocking the electric scooter;

a running assembly at least partially connected to the frame and including front and rear wheels;

the driving assembly comprises a power output end, and the power output end is at least partially connected with the walking assembly and used for driving the walking assembly;

the power battery is used for providing electric energy for the driving assembly;

it is characterized in that the preparation method is characterized in that,

the drive assembly includes:

the driving motor is used for providing power and comprises a first output shaft;

a drive control unit for controlling the drive motor;

the speed reducing device is connected with the driving motor and comprises a power output shaft;

the supporting frame comprises a pivoting shaft,

the driving motor, the driving control unit and the speed reducing device are at least partially arranged in the accommodating space and extend along a second direction which is basically parallel to the first direction, the distance between the power output shaft and the pivoting shaft in the first direction is greater than or equal to 320mm and smaller than or equal to 490mm, and the distance between the first output shaft and the pivoting shaft in the first direction is greater than or equal to 270mm and smaller than or equal to 405mm.

8. The electric scooter of claim 7, wherein:

the support frame is arranged in the accommodating space of the shell, the shell basically extends along a first direction, the support frame basically extends along a third direction, the first direction and the third direction are at a preset angle, the support frame is provided with a first mounting hole, the shell is provided with a second mounting hole corresponding to the first mounting hole, and the shell and the support frame are integrally formed.

9. The electric scooter of claim 7, wherein:

one end of the pivot shaft is arranged in the first mounting hole, and the other end of the pivot shaft is arranged in the second mounting hole.

10. The electric scooter of claim 7, wherein:

the cooling fins are arranged on the supporting frame and are basically perpendicular to the supporting frame, and the cooling fins are arranged on the surface of one side, close to the speed reducer, of the supporting frame.