CN217945388U - Helmet locking structure and electric vehicle - Google Patents

Abstract

The disclosure relates to a helmet locking structure and an electric vehicle. This helmet locking structure is used for locking the helmet of electric motor car, helmet locking structure includes: a housing assembly; a control assembly disposed in the housing assembly; and the locking assembly is arranged in the shell assembly and connected with the control assembly, the control assembly can control the locking assembly to move, so that the extending end of the locking assembly extends out of or retracts into the shell assembly, and the extending end of the locking assembly can be clamped in the locking hole of the helmet after extending out of the shell assembly and is used for locking the helmet. The extension end of the locking assembly is controlled by the control assembly to move into or out of the shell assembly, so that the locking and unlocking control of the helmet is realized, the reliable locking of the helmet can be realized when the locking assembly is locked, the anti-theft performance of the helmet is improved, the locking reliability of the helmet is guaranteed, and the helmet is convenient to use.

Description

Helmet locking structure and electric vehicle

Technical Field

The disclosure relates to the technical field of vehicle equipment, in particular to a helmet locking structure and an electric vehicle.

Background

At present, no matter the shared electric bicycle or the private electric bicycle is more and more applied to daily travel of people, great convenience is brought to the travel of people, and people can conveniently travel in short distance. In order to guarantee user's security, when using the electric motor car, need the user to wear the helmet to protection user's head avoids taking place to alleviate the impact that user's head received when colliding, guarantees the security.

After the electric motor car uses the completion, generally need park in appointed parking area, and the helmet is then generally placed in the electric motor car, locks through the helmet lock, avoids the helmet to lose. The helmet lock that electric bicycle trade used at present mostly is cassette formula helmet lock, opens through the mode of tapered end helmet cassette and is used for preventing burglary. However, the above-mentioned band-type helmet lock has poor anti-theft performance and low locking efficiency, and affects the reliability of locking the helmet, thus being inconvenient for users to use.

SUMMERY OF THE UTILITY MODEL

In view of the above, it is necessary to provide a helmet locking structure and an electric vehicle having high safety and high locking efficiency, which solve the problems of poor anti-theft performance and low locking efficiency of the conventional belt-type helmet lock.

A helmet locking structure for locking a helmet of an electric vehicle, the helmet locking structure comprising:

a housing assembly;

a control assembly disposed in the housing assembly; and

the locking assembly is arranged in the shell assembly and connected with the control assembly, the control assembly can control the locking assembly to move, so that the extending end of the locking assembly extends out or retracts into the shell assembly, and the extending end of the locking assembly can be clamped in a locking hole of the helmet after extending out of the shell assembly and used for locking the helmet.

In an embodiment of the present disclosure, the locking assembly includes a driving member, a transmission set and a locking member, the driving member is connected to the transmission set, the transmission set is connected to the locking member, the extending end is located in the locking member, and the driving member drives the transmission set to drive the locking member to move, so that the extending end extends out of or retracts into the housing assembly.

In an embodiment of the present disclosure, the transmission set includes a first gear, a second gear, a clutch member and a locking rack, the first gear and the second gear are respectively disposed on two sides of the clutch member, the first gear is engaged with the driving member and the clutch member, the second gear is in transmission connection with the clutch member and the locking rack, and the locking rack is connected with the locking member.

In an embodiment of the disclosure, the clutch member includes an elastic sheet, an upper clutch tooth and a lower clutch tooth, the lower clutch tooth is rotatably disposed on the housing assembly and engaged with the second gear, the upper clutch tooth is in clutch connection with the lower clutch tooth and engaged with the first gear, one end of the elastic sheet is disposed on the housing assembly, and the other end of the elastic sheet abuts against the upper clutch tooth, so that the upper clutch tooth is engaged with the lower clutch tooth.

In an embodiment of the present disclosure, a surface of the clutch upper tooth has a first matching portion, a surface of the clutch lower tooth has a second matching portion, and when the clutch upper tooth abuts against the clutch lower tooth, the first matching portion is connected with the second matching portion in a matching manner, so that the clutch upper tooth and the clutch lower tooth move synchronously;

the first matching part and the second matching part are in tooth-shaped structures, or the first matching part and the second matching part are in convex-concave groove matching structures.

In an embodiment of the present disclosure, the number of the first gears is at least two, and at least two of the first gears are connected in series;

the first gear and the second gear are duplicate gears.

In an embodiment of the present disclosure, the locking member includes an elastic member and a locking pin, one end of the elastic member is fixed to the housing assembly, and the other end of the elastic member is connected to the locking pin.

In an embodiment of the present disclosure, the locking pin has a trigger boss, and the trigger boss is disposed on a side surface of the locking pin and is used for being connected with the locking rack.

In an embodiment of the present disclosure, an end of the locking pin, which is far away from the elastic member, has a locking slope, which faces an outer side of the shell assembly, for locking the helmet.

In an embodiment of the present disclosure, the driving member includes a power source and a transmission member, the transmission member is connected to the power source, and the transmission member is further connected to the first gear and drives the first gear to move.

In an embodiment of the present disclosure, the shell assembly includes a supporting cover plate and a supporting shell, the supporting shell has an accommodating cavity, the accommodating cavity is used for installing the control assembly and the locking assembly, the supporting cover plate covers the supporting shell, the supporting shell further has a locking space, and the locking piece passes through the supporting shell and extends into the locking space, and locks the helmet.

In an embodiment of the present disclosure, the support housing includes a support base plate and a support lock housing, the support lock housing is disposed on the support base plate, and has a gap with the support base plate, and the support base plate and the support lock housing enclose the locking space, and the locking member passes through the support lock housing, extends into the locking space, and locks the helmet.

In an embodiment of the disclosure, the control assembly includes a signal switch and a control circuit board, the control circuit board can receive a control signal for unlocking and locking fed back by an electric vehicle controller, and control the driving member to move according to the control signal, the signal switch is electrically connected with a controller of the electric vehicle, and the signal switch can detect the position of the locking member and feed back the position to the control circuit board so as to control the driving member to stop.

In an embodiment of the present disclosure, an edge of the control circuit board has a first positioning portion, an inner wall of the support housing has a second positioning portion, the control circuit board is mounted on the support housing, and the first positioning portion is connected to the second positioning portion in a matching manner;

the first positioning portion and the second positioning portion are of a protruding groove structure, or the first positioning portion and the second positioning portion are of a buckling structure.

An electric vehicle comprises a vehicle body and the helmet locking structure according to any one of the above technical features, wherein the helmet locking structure is fixed on a vehicle basket of the vehicle body and can fix a helmet.

According to the helmet locking structure and the electric vehicle, the locking assembly and the control assembly are arranged in the shell assembly, the locking assembly is connected with the control assembly, and the control assembly can control the locking assembly to move, so that the extending end of the locking assembly can move synchronously, and further can extend out of or retract into the shell assembly. After the locking assembly extends out of the shell assembly, the extending end of the locking assembly can be clamped in a locking hole of the helmet, and the helmet is locked. When the extending end of the locking assembly retracts into the shell assembly, the extending end can move out of the locking hole of the helmet, and unlocking of the helmet is achieved. The utility model discloses a helmet locking structure, the end immigration or shift out the shell subassembly that stretches out through control assembly control locking subassembly realize the locking and the unblock control of helmet, effectual solution present cassette tape helmet lock theftproof performance is poor, the problem of the inefficiency of locking for can realize the reliable locking of helmet when locking the subassembly locking, improve the theftproof performance of helmet, guarantee the reliability of helmet locking, the user of being convenient for uses.

Drawings

Fig. 1 is an exploded schematic view of a helmet locking structure according to an embodiment of the present disclosure;

FIG. 2 is a rear view of the helmet locking structure shown in FIG. 1 attached to the visor of the helmet, with the support cover omitted;

FIG. 3 is a cut away perspective view of the visor of the helmet mounted locking arrangement of FIG. 1;

FIG. 4 is a cross-sectional view of the helmet locking structure shown in FIG. 1 mounted to the visor of the helmet;

FIG. 5 is a schematic view of a support shell in the locking arrangement of the helmet shown in FIG. 1;

fig. 6 is a perspective view of the helmet locking structure shown in fig. 1 mounted on a helmet.

Wherein: 100. a helmet locking structure; 110. a housing assembly; 111. a support housing; 1111. a support lock case; 1112. a support base; 1113. a locking space; 1114. a lock pin hole; 112. supporting the cover plate; 113. positioning the boss; 114. positioning a groove; 115. mounting holes; 120. a control component; 121. a signal switch; 122. a control circuit board; 130. a locking assembly; 131. a drive member; 1311. a power source; 1312. a transmission member; 132. a transmission set; 1321. a first gear; 1322. a second gear; 1323. a clutch member; 13231. the upper gear is clutched; 13232. the lower gear is clutched; 13233. a spring plate; 1324. locking the rack; 133. a locking member; 1331. an elastic member; 1332. a locking pin; 13321. triggering the boss; 13322. a locking ramp; 13323. a lock pin boss; 200. a helmet; 210. a brim; 220. a locking hole.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present disclosure more comprehensible, embodiments accompanying the present disclosure are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. The present disclosure may be embodied in many different forms than those described herein, and those skilled in the art will be able to make similar modifications without departing from the spirit and scope of the present disclosure, and therefore the present disclosure is not limited to the specific embodiments disclosed below.

In the description of the present disclosure, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present disclosure and to simplify the description, but are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the present disclosure.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present disclosure, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise.

In the present disclosure, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integral; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present disclosure can be understood by those of ordinary skill in the art as appropriate.

In the present disclosure, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.

Referring to fig. 1-6, the present disclosure provides a helmet locking structure 100. The helmet locking structure 100 is applied to an electric vehicle for locking a helmet 200 of the electric vehicle. The helmet locking structure 100 can reliably lock the helmet 200 on the electric vehicle, and prevent the helmet 200 from being stolen. It is understood that the electric vehicle may be a shared electric vehicle or a private electric vehicle. Of course, in other embodiments of the present disclosure, the helmet locking structure 100 can also be applied to other structures that use the helmet 200 and lock. The present disclosure will be described by taking an electric vehicle as an example of a shared electric vehicle.

At present, in order to guarantee the safety of a user, when the electric vehicle is used, the user needs to wear a helmet so as to protect the head of the user, avoid the impact on the head of the user when the collision is relieved, and guarantee the safety. Generally, helmet locks used in the electric bicycle industry are mostly clamping belt type helmet locks, and the helmet locks are opened in a clamping belt mode through a lock head for preventing theft. However, the above-mentioned band-type helmet lock has poor anti-theft performance and low locking efficiency, and affects the reliability of locking the helmet, thus being inconvenient for users to use.

Therefore, the present disclosure provides a novel helmet locking structure 100, which can reliably lock the helmet 200 on the body of the electric vehicle by the helmet locking structure 100, ensure the safety of the locked helmet 200, improve the anti-theft performance of the helmet 200, facilitate the use of the user, and also ensure the locking efficiency of the helmet 200. The specific structure of the helmet locking structure 100 will be described below.

Referring to fig. 1 to 6, in one embodiment, the helmet locking structure 100 includes a housing assembly 110, a control assembly 120, and a locking assembly 130. A control assembly 120 is disposed in the housing assembly 110. The locking assembly 130 is disposed in the shell assembly 110 and connected to the control assembly 120, the control assembly 120 can control the locking assembly 130 to move, so that the extending end of the locking assembly 130 extends out of or retracts into the shell assembly 110, and after the extending end of the locking assembly 130 extends out of the shell assembly 110, the locking assembly can be clamped in the locking hole 220 of the helmet 200 to lock the helmet 200.

The shell assembly 110 is an outer shell of the helmet locking structure 100, and each part of the helmet locking structure 100 is accommodated through the shell assembly 110, so that each part of the helmet locking structure 100 is prevented from being exposed, the safety in use is ensured, and the condition of violent unlocking is avoided. Moreover, the shell assembly 110 can prevent dust, sundries, etc. from entering the helmet locking structure 100, and ensure the usability of the helmet locking structure 100.

Also, the housing assembly 110 enables the helmet locking structure 100 to form an integral module, facilitating the installation of the helmet locking structure 100 to the body of the electric vehicle. Specifically, the shell assembly 110 can be fixed in a basket of a body of an electric vehicle, is simple to install and strong in anti-dismounting capacity, can better ensure the safety of the helmet 200, and avoids the helmet 200 from being stolen. Alternatively, the housing assembly 110 is fixedly mounted to a basket of a vehicle body by screws.

The control component 120 is a central control of the helmet locking structure 100. The control component 120 is electrically connected to a controller of the electric vehicle, and is capable of receiving an unlocking and locking control signal fed back by the controller.

Optionally, the triggering of the control signal is realized by a key of the electric vehicle. When the key sends an unlocking control signal to the controller, the control signal is fed back to the controller, and the controller can control the helmet locking structure 100 to unlock the helmet 200 according to the control signal, so that the helmet 200 can be taken down from the body of the electric vehicle. When the key sends a locking control signal to the controller, the control signal is fed back to the controller, and the controller can control the helmet locking structure 100 to lock the helmet 200 according to the control signal, so as to prevent the helmet 200 from falling off the vehicle body.

Of course, in other embodiments of the present disclosure, the mobile phone APP may be in transmission connection with the control component 120, and the user sends the control signal for unlocking and locking to the control component 120 by operating the mobile phone APP, so as to lock and unlock the helmet 200. Exemplarily, after a user uses a mobile phone APP to rent a car by scanning a code, a background central control unit issues an unlocking control signal to a controller of the electric car.

The locking assembly 130 is the main structure of the helmet locking structure 100. The locking assembly 130 is disposed in the shell assembly 110, the locking assembly 130 is electrically connected to the control assembly 120, and the control assembly 120 can control the movement of the locking assembly 130, so that the locking and unlocking of the helmet 200 are realized through the locking assembly 130. Specifically, the locking assembly 130 has an extended end, and the locking assembly 130 can control the extended end of the locking assembly 130 to extend or retract into the housing assembly 110 when the locking assembly 130 moves. When the locking assembly 130 drives the extending end to extend out of the shell assembly 110, the extending end can be clamped in the locking hole 220 of the helmet 200, so that the helmet 200 can be locked. When the locking assembly 130 retracts the protruding end into the housing assembly 110, the protruding end can move out of the locking hole 220 of the helmet 200, thereby unlocking the helmet 200.

Referring to fig. 1 to 6, in the helmet locking structure 100 of the above embodiment, the control component 120 controls the extending end of the locking component 130 to move into or out of the shell component 110, so as to realize locking and unlocking control of the helmet 200, and effectively solve the problems of poor anti-theft performance and low locking efficiency of the existing belt-type helmet lock, so that when the locking component 130 is locked, the helmet 200 can be reliably locked, the anti-theft performance of the helmet 200 is improved, the locking reliability of the helmet 200 is ensured, and the use by a user is facilitated.

It is understood that the control assembly 120 controls the locking assembly 130 to maintain the locked state at all times. That is, during locking and locking, the extended end of the locking assembly 130 extends out of the housing assembly 110, and the control assembly 120 does not control the locking assembly 130 to be unlocked. When it is desired to lock the helmet 200, the visor 210 of the helmet 200 can contact the extended end and push the extended end to gradually retract into the shell assembly 110. At this time, the helmet 200 can gradually move toward the shell assembly 110, and when the locking hole 220 of the helmet 200 is aligned with the protruding end of the locking assembly 130, the protruding end automatically protrudes out of the shell assembly 110 and is clamped in the locking hole 220, thereby achieving the purpose of locking and helmet returning. Details about the specific implementation structure thereof will be described later.

Of course, in other embodiments of the present disclosure, the locking and helmet-fixing step may also be implemented by the control assembly 120 controlling the movement of the locking assembly 130. When it is required to lock the helmet, the control assembly 120 controls the extended end of the locking assembly 130 to be retracted into the shell assembly 110, and moves the helmet 200 toward the shell assembly 110 such that the locking hole 220 of the helmet 200 is aligned with the extended end of the locking assembly 130. Then, the control unit 120 controls the extending end of the locking unit 130 to extend out of the housing unit 110 and to be locked in the locking hole 220, thereby achieving the purpose of locking and helmet return.

Referring to fig. 1 to 6, in an embodiment, the locking assembly 130 includes a driving member 131, a transmission set 132 and a locking member 133, the driving member 131 is connected to the transmission set 132, the transmission set 132 is connected to the locking member 133, the protruding end is located on the locking member 133, and the driving member 131 drives the transmission set 132 to drive the locking member 133 to move, so that the protruding end extends or retracts into the housing assembly 110.

The driving member 131 is a power part of the locking assembly 130, and the driving of the movement of the locking assembly 130 is realized by the driving member 131, so that the extending end of the locking assembly 130 can extend out of or retract into the housing assembly 110. The driving member 131 is electrically connected to the control assembly 120, and the driving member 131 can receive a locking and unlocking control signal from the control assembly 120. The transmission set 132 is a motion transmission part of the locking assembly 130 for transmitting motion, and the locking member 133 is a locking component of the locking assembly 130, and the protruding end is located at the locking member 133. The locking and unlocking of the helmet 200 is achieved by the extension or retraction of the locking pieces 133 with respect to the housing assembly 110.

The transmission set 132 is in transmission connection with the driving member 131 and the locking member 133. Specifically, the transmission set 132 has an input end and an output end opposite to each other, the input end of the transmission set 132 is in transmission connection with the driving member 131, and the output end of the transmission set 132 is in transmission connection with the locking member 133. Thus, after the driving member 131 receives the control signal sent by the control assembly 120, the driving member 131 can make a corresponding movement according to the control signal to control the movement of the transmission set 132, and when the transmission set 132 moves, the transmission set 132 can drive the locking member 133 to move, so that the extending end of the locking member 133 extends out of or retracts into the housing assembly 110.

Alternatively, the transmission set 132 is a combination of one or more of a gear transmission structure, a rack transmission structure, a belt transmission structure, and a chain transmission structure, as long as the transmission set 132 can transmit the movement of the driving member 131 to the locking member 133, so that the locking member 133 is extended or retracted relative to the housing. In the present disclosure, only the case that the transmission set 132 adopts a gear transmission structure and the rack transmission set 132 is taken as an example for description, and other structural forms are not described herein.

Referring to fig. 1 to 6, in an embodiment, the transmission set 132 includes a first gear 1321, a second gear 1322, a clutch member 1323 and a locking rack 1324, the first gear 1321 and the second gear 1322 are respectively disposed on two sides of the clutch member 1323, the first gear 1321 is engaged with the driving member 131 and the clutch member 1323, the second gear 1322 is drivingly connected with the clutch member 1323 and the locking rack 1324, and the locking rack 1324 is connected with the locking member 133.

The first gear 1321 is drivingly connected to the driver 131 and the clutch 1323, and the second gear 1322 is drivingly connected to the clutch 1323 and the locking rack 1324. When the driving member 131 outputs motion, the driving member 131 can drive the first gear 1321 to rotate, and further when the first gear 1321 rotates, the clutch member 1323 can be driven to rotate. When the clutch component 1323 rotates, the second gear 1322 can be driven to rotate to drive the locking rack 1324 which is meshed with the second gear 1322 to move, and then the rack can drive the locking piece 133 to move, so that the extending end of the locking piece 133 can extend or retract. It should be noted that the transmission transmits the motion by meshing of the teeth, but in other embodiments of the present disclosure, the transmission may be replaced by a combination of a chain drive, a belt drive, or the like.

The clutch 1323 enables the first gear 1321 to be clutched and connected to the second gear 1322. When the clutch 1323 is in the engaged state, the transmission between the first gear 1321 and the second gear 1322 is indirectly a path, the motion of the first gear 1321 can be transmitted to the second gear 1322, and the motion of the second gear 1322 can be transmitted to the first gear 1321. When the clutch 1323 is in the off state, the clutch 1323 disconnects the driving connection between the first gear 1321 and the second gear 1322. At this time, the motion of the first gear 1321 cannot be transmitted to the second gear 1322, and the motion of the second gear 1322 cannot be transmitted to the first gear 1321.

When the locking piece 133 in the locking assembly 130 can normally lock and unlock the helmet 200, the clutch 1323 is kept in the engaged state, so that the movement between the first gear 1321 and the second gear 1322 is normally transmitted, and gear toothting is avoided. When the end of the locking member 133 is not disposed in the locking hole 220 of the helmet 200 but is engaged with the visor 210 of the helmet 200, the locking member 133 continuously receives the jacking acting force, the acting force is transmitted to the locking rack 1324 through the locking member 133 and fed back to the clutch member 1323 through the second gear 1322, after the clutch member 1323 receives the acting force, the acting force can make the clutch member 1323 in a disengaged state, and the acting force of the second gear 1322 cannot be fed back to the first gear 1321 through the clutch member 1323, so that the problem of gear toothings is avoided, and the usability of the helmet locking structure 100 is ensured.

Referring to fig. 1 to 6, in an embodiment, the number of the first gears 1321 is at least two, and at least two of the first gears 1321 are connected in series. That is, a plurality of first gears 1321 may be provided between the driver 131 and the clutch 1323, each of the first gears 1321 being engaged in series, and the input end of the series being engaged with the driver 131 and the output end of the series being engaged with the clutch 1323. Of course, in other embodiments of the present disclosure, the number of the first gears 1321 may be one, and the driver 131 and the clutch 1323 are connected through one first gear 1321.

Referring to fig. 1 to 6, in an embodiment, the first gear 1321 and the second gear 1322 are dual gears. That is, the first gear 1321 and the second gear 1322 each include a gear shaft, a large gear, and a small gear. The bull gear and the pinion are coaxially arranged, the bull gear is an input gear, and the pinion is an output gear. The first gear 1321 is engaged with the driver 131 and the clutch 1323. The big gear of the first gear 1321 is engaged with the output end of the driving member 131, the big gear of the first gear 1321 can drive the small gear to synchronously rotate through the gear shaft when rotating, and the small gear of the first gear 1321 can be engaged with the clutch member 1323 to rotate when rotating, so that the motion transmission is realized.

Illustratively, as shown in fig. 1 and 2, the number of the first gears 1321 is two, and the two first gears 1321 are connected in series in mesh. Specifically, the output end of the driving member 131 is engaged with the large gear of one of the first gears 1321, the small gear of the first gear 1321 is engaged with the large gear of the other first gear 1321, and the small gear of the first gear 1321 is engaged with the clutch upper teeth 13231 of the clutch member 1323 (detailed below). In this way, the motion output by the driver 131 can be transmitted to the clutch 1323 through the meshing transmission of the two first gears 1321, and further transmitted to the locking element 133 through the engagement of the clutch 1323 and the locking rack 1324, so that the control of the motion of the locking element 133 is realized.

Referring to fig. 1 to 6, in an embodiment, the clutch component 1323 includes a spring plate 13233, an upper clutch tooth 13231 and a lower clutch tooth 13232, the lower clutch tooth 13232 is rotatably disposed on the housing assembly 110 and engages with the second gear 1322, the upper clutch tooth 13231 is in clutch connection with the lower clutch tooth 13232 and engages with the first gear 1321, one end of the spring plate 13233 is disposed on the housing assembly 110, and the other end of the spring plate 13233 abuts against the upper clutch tooth 13231, so that the upper clutch tooth 13231 is in engagement connection with the lower clutch tooth 13232.

The clutch lower teeth 13232 are rotatably provided in the housing assembly 110 by a gear shaft, the clutch upper teeth 13231 are detachably provided to the clutch lower teeth 13232, and the clutch lower teeth 13232 can be detachably coupled to the clutch upper teeth 13231. The upper clutch teeth 13231 engage a pinion gear connected to the first gear 1321, and the lower clutch teeth 13232 engage a bull gear connected to the second gear 1322. One end of the elastic sheet 13233 is fixed on the housing assembly 110, and the other end abuts against the upper clutch tooth 13231, and the elastic force of the elastic sheet 13233 can enable the upper clutch tooth 13231 to be meshed with the lower clutch tooth 13232, so that the clutch 1323 is in an engaged state.

When the elastic force of the elastic sheet 13233 enables the clutch upper teeth 13231 to be meshed with the clutch lower teeth 13232, the clutch upper teeth 13231 can drive the clutch lower teeth 13232 to synchronously rotate. When the clutch lower teeth 13232 are acted by a force, so that the clutch upper teeth 13231 jack the spring 13233 and are separated from the clutch lower teeth 13232, the clutch upper teeth 13231 do not drive the clutch lower teeth 13232 to move.

When the clutch 1323 is in the engaged state, the motion of the driving member 131 can be transmitted to the first gear 1321, and then the first gear 1321 drives the clutch upper tooth 13231 to rotate by engaging with the clutch upper tooth 13231, the clutch upper tooth 13231 can drive the clutch lower tooth 13232 to synchronously rotate, and when the clutch lower tooth 13232 rotates, the locking rack 1324 can be driven by the second gear 1322 to move, so that the locking rack 1324 drives the locking member 133 to extend or retract into the housing assembly 110.

When the locking member 133 continuously abuts against the visor 210 of the helmet 200, the acting force applied to the locking member 133 is transmitted to the clutch lower teeth 13232 through the locking rack 1324 and the second gear 1322, the clutch lower teeth 13232 can feed back the acting force to the clutch upper teeth 13231, the acting force is greater than the elastic force of the elastic piece 13233, the clutch upper teeth 13231 can jack up the elastic piece 13233, the clutch upper teeth 13231 are separated from the clutch lower teeth 13232, the clutch 1323 is in a disengaged state, the movement of the second gear 1322 cannot be transmitted to the first gear 1321 through the clutch upper teeth 13231 and the clutch lower teeth 13232, and the problem of gear engagement is avoided.

Referring to fig. 1 to 6, in an embodiment, a surface of the upper clutch teeth 13231 has a first matching portion, and a surface of the lower clutch teeth 13232 has a second matching portion, and when the upper clutch teeth 13231 abut against the lower clutch teeth 13232, the first matching portion is in matching connection with the second matching portion, so that the upper clutch teeth 13231 and the lower clutch teeth 13232 move synchronously.

The surface of the clutch upper teeth 13231 facing the clutch lower teeth 13232 has a first mating portion, and the surface of the clutch lower teeth 13232 facing the clutch upper teeth 13231 has a second mating portion. When the clutch 1323 is in the disengaged state, the clutch upper teeth 13231 abut against the clutch lower teeth 13232, and the first engagement portion is brought into engagement with the second engagement portion. Thus, when the clutch upper teeth 13231 rotate, the clutch lower teeth 13232 can be driven to synchronously rotate by the first matching part and the second matching part, and the motion transmission is realized. When the clutch 1323 is in the disengaged state, the first engaging portion is separated from the second engaging portion, and the clutch upper teeth 13231 cannot drive the clutch lower teeth 13232 to move.

Referring to fig. 1 to 6, in an embodiment, the first matching portion and the second matching portion are tooth-shaped structures. That is, the upper clutch teeth 13231 and the lower clutch teeth 13232 are provided with clutch teeth, and the upper clutch teeth 13231 and the lower clutch teeth 13232 can be meshed and connected through the clutch teeth, so that synchronous movement of the upper clutch teeth 13231 and the lower clutch teeth 13232 is realized. Optionally, the clutch teeth are arranged in a wave shape or other toothed structures. Of course, in other embodiments of the present disclosure, the first mating portion and the second mating portion are a protrusion and groove mating structure or other structures capable of realizing the clutching connection between the clutch upper teeth 13231 and the clutch lower teeth 13232.

Referring to fig. 1 to 6, in an embodiment, the locking member 133 includes an elastic member 1331 and a locking pin 1332, one end of the elastic member 1331 is fixed to the housing assembly 110, and the other end of the elastic member 1331 is connected to the locking pin 1332. A locking pin 1332 is an extended end of the locking assembly 130, and the locking pin 1332 can reciprocate in the shell assembly 110 to lock and unlock the helmet 200. The elastic piece 1331 serves to achieve automatic restoration of the locking pin 1332 such that the locking pin 1332 maintains a locked state. The locking pin 1332 can be coupled to the locking rack 1324, and movement of the locking rack 1324 can cause movement of the locking pin 1332 and movement of the locking pin 1332 can cause movement of the locking rack 1324.

Specifically, one end of the elastic member 1331 is fixed to the housing assembly 110, and the other end of the elastic member 1331 is connected to an end of the locking pin 1332. The locking pin 1332 can be pushed by the elastic force of the elastic member 1331 such that the locking pin 1332 extends out of the housing assembly 110, always in a locking state. When the locking pin 1332 needs to be unlocked, the control assembly 120 controls the driving member 131 to move according to the control signal, and then the driving member 131 drives the first gear 1321 to drive the locking rack 1324 to move through the clutch member 1323 and the second gear 1322, and the locking rack 1324 can drive the compressed elastic member 1331 to retract the locking member 133 into the housing assembly 110 when moving.

When the locking pin 1332 is in the locked state, the driving member 131 can drive the first gear 1321, the clutch member 1323, the second gear 1322 and the locking rack 1324 to reset, and further the locking pin 1332 loses the external force applied thereto by the locking rack 1324, and the elastic force of the elastic member 1331 can drive the locking pin 1332 to reset, so that the locking pin 1332 extends out of the housing assembly 110.

Optionally, the elastic member 1331 is a spring. Alternatively, the locking member 133 has a locking pin boss 13323, the housing assembly 110 has a positioning boss 113, and the elastic member 1331 has one end mounted to the positioning boss 113 and the other end mounted to the locking pin boss 13323. When the locking piece 133 is unlocked, a predetermined clearance exists between the locking pin boss 13323 and the housing assembly 110. Thus, when the locking member 133 is locked, there is a large movement space between the locking pin boss 13323 and the housing assembly 110, which allows the locking pin 1332 to move, reserving space for the locking pin 1332 to retract into the housing assembly 110. Moreover, a certain margin can be reserved for the movement of the locking pin 1332 by the preset gap, so that the locking pin 1332 is prevented from being locked by the movement, and the locking and unlocking operations of the locking pin 1332 are facilitated.

When the locking assembly 130 is unlocked, the driving member 131 drives the transmission set 132 to drive the locking member 133 to retract into the housing assembly 110, and in the process, the locking rack 1324 drives the locking pin 1332 to compress the elastic member 1331, so that the locking pin 1332 can move in the movement space. After the locking pin 1332 is moved out of the locking hole 220 of the helmet 200, the helmet 200 is unlocked and can be removed. At this time, there is a certain gap between the locking boss 13323 and the housing assembly 110, allowing the locking pin 1332 to move. When the locking assembly 130 is locked, the locking pin 1332 is extended out of the housing assembly 110 by the elastic force of the elastic member 1331 such that the locking pin 1332 is in a locking state.

Referring to fig. 1 to 6, in an embodiment, the locking pin 1332 has a trigger boss 13321, and the trigger boss 13321 is disposed at a side of the locking pin 1332 for connecting with the locking rack 1324. The trigger boss 13321 is used to connect the locking pin 1332 with the locking rack 1324, so that the locking rack 1324 can drive the locking pin 1332 to move, and the locking pin 1332 can drive the locking rack 1324 to move. A trigger boss 13321 is provided at a side of the locking pin 1332 and protrudes from a side of the locking pin 1332, so that the locking pin 1332 can be coupled to the locking rack 1324 through the trigger boss 13321.

Referring to fig. 1 to 6, in an embodiment, an end of the locking pin 1332 away from the elastic member 1331 has a locking slope 13322, and the locking slope 13322 faces toward an outer side of the housing assembly 110 for locking the helmet 200. That is, the locking pin 1332 has a locking slope 13322 at the bottom thereof, the locking slope 13322 being disposed toward the outside of the housing assembly 110 and capable of being aligned with the helmet 200. The locking ramp 13322 facilitates locking and helmet return operations.

Before describing the locking ramp 13322, the concept of the locking space 1113 is introduced, and the specific structure and formation of the locking space 1113 will be described later. The locking space 1113 is enclosed by the housing assembly 110, and the locking pin 1332 can extend through the housing assembly 110 into the locking space 1113 and can also be retracted from the locking space 1113 into the housing assembly 110. When the helmet 200 is locked, the visor 210 of the helmet 200 can extend into the locking space 1113, and the locking pin 1332 extends into the locking space 1113 and then is inserted into the locking hole 220 to lock the helmet 200. Furthermore, after the helmet 200 is locked, the locking pin 1332 is blocked by the shell assembly 110 and the helmet 200, and the locking pin 1332 is not visible from the outside, so that the lock can not be unlocked by violence, thereby ensuring the safety of use,

When it is required to lock the helmet, the user gradually inserts the visor 210 of the helmet 200 into the locking space 1113. When the visor 210 of the helmet 200 abuts against the locking slope 13322 of the locking pin 1332, the user continues to push the helmet 200, and the force of the user pushing the helmet 200 is greater than the elastic force of the elastic member 1331, the visor 210 of the helmet 200 can be engaged with the locking slope 13322 to gradually jack up the locking pin 1332, so that the locking pin 1332 is gradually retracted into the housing assembly 110. After the helmet 200 is pushed on, the end of the locking pin 1332 can move along the visor 210 of the helmet 200. After the end of the locking pin 1332 moves to the position of the locking hole 220, since the helmet 200 is no longer pressed by the visor 210 of the helmet 200, the locking pin 1332 is reset by the elastic force of the elastic member 1331, so that the locking pin 1332 is caught in the locking hole 220.

Since the locking pin 1332 does not have an inclined surface on the other surface, the fitting between the locking hole 220 and the locking pin 1332 is a fitting of a vertical contact surface. When the helmet 200 is pulled outward, the inner wall of the locking hole 220 directly abuts against the locking pin 1332, and the locking pin 1332 is used to limit the position of the helmet 200, thereby realizing reliable locking of the helmet 200. The locking pin 1332 can be controlled to move out of the locking hole 220 only by the driving member 131 and the transmission set 132 when unlocking.

Referring to fig. 1 to 6, in an embodiment, the driving member 131 includes a power source 1311 and a transmission member 1312, the transmission member 1312 is connected to the power source 1311, and the transmission member 1312 is further connected to the first gear 1321 and drives the first gear 1321 to move. The power source 1311 is a power component of the driving member 131, and the transmission member 1312 is used for realizing the transmission connection between the power source 1311 and the first gear 1321.

The control assembly 120 is electrically connected to the power source 1311, and the control assembly 120 can control the power source 1311 to rotate forward and backward to control the locking pin 1332 to extend or retract into the housing assembly 110. Optionally, power source 1311 is an electric motor. Optionally, the transmission 1312 is a gear or worm. In this embodiment, the transmission member 1312 is a worm.

After the power source 1311 receives the control signal, the power source 1311 can drive the transmission member 1312 to rotate, and then the transmission member 1312 can drive the first gear 1321 to rotate when rotating, and the first gear 1321 can drive the clutch upper gear 13231 and the clutch lower gear 13232 to rotate when rotating, and then the second gear 1322 is driven to rotate. When the second gear 1322 rotates, the locking rack 1324 engaged with the second gear can move, and when the locking rack 1324 moves, the locking pin 1332 is moved by the trigger boss 13321, so that the locking pin 1332 moves into or out of the housing assembly 110.

Referring to fig. 1 to 6, in an embodiment, the housing assembly 110 includes a support cover 112 and a support housing 111, the support housing 111 has a receiving cavity for mounting the control assembly 120 and the locking assembly 130, the support cover 112 covers the support housing 111, the support housing 111 has a locking space 1113, and the locking member 133 penetrates the support housing 111 to extend into the locking space 1113 and lock the helmet 200.

The supporting housing 111 is a structure for accommodating various components of the helmet locking structure 100, and plays a role in protection. Specifically, the support housing 111 has a receiving cavity in which the control assembly 120 and the locking assembly 130 are mounted, and the locking pin 1332 of the locking assembly 130 can be extended or retracted through the support housing 111. The supporting cover plate 112 covers the supporting housing 111 and is fixedly connected to the supporting housing 111.

The support assembly also has a locking space 1113 and a locking pin 1332 can protrude through the support housing 111 into the locking space 1113 to lock the helmet 200 located in the locking space 1113. Furthermore, the support housing 111 further has mounting holes 115 through which screws and the like are passed and the support cover 112 is fixed to the vehicle body, achieving the assembling connection of the helmet locking structure 100 to the vehicle body and ensuring the reliable assembly of the helmet locking structure 100.

Referring to fig. 1 to 6, in an embodiment, the support housing 111 includes a support base plate and a support lock housing 1111, the support lock housing 1111 is disposed on the support base plate and spaced apart from the support base plate, the support base plate and the support lock housing 1111 are enclosed to form the locking space 1113, and the locking member 133 extends into the locking space 1113 through the support lock housing 1111 and locks the helmet 200. Optionally, the support lock case 1111 has a locking pin hole 1114, the locking pin hole 1114 enabling the locking pin 1332 to extend or retract.

As shown in fig. 3 and 4, the support lock case 1111 is located below the support base 1112, and a certain distance is provided between the support lock case 1111 and the support base 1112 to enclose the locking space 1113. The locking space 1113 has a three-sided open structure. After the helmet 200 is inserted into the locking space 1113, the visor 210 of the helmet 200 can gradually lift up the locking pins 1332, so that the locking pins 1332 are caught in the locking holes 220 of the helmet 200. At this time, the periphery of the locking space 1113 is blocked.

Optionally, the support base 1112 is disposed at an angle relative to the support lock housing 1111. This enables the locking space 1113 to have an open structure at the opening, facilitating the visor 210 of the helmet 200 to extend into the locking space 1113. Of course, in other embodiments of the present disclosure, the support base 1112 may also be disposed in parallel with respect to the support lock housing 1111.

Specifically, the lock housing 1111 is disposed above the locking space 1113, and the support base 1112 and the helmet 200 are disposed at the lower side and the periphery thereof, respectively. This enables concealment of the locking pin 1332 so that the locking pin 1332 is not exposed. When someone violently unlocks the lock, the locking pin 1332 cannot be touched, so that the violent unlocking operation cannot be performed, and the use safety is ensured.

Referring to fig. 1 to 6, in an embodiment, the control assembly 120 includes a signal switch 121 and a control circuit board 122, the control circuit board 122 is capable of receiving a control signal for unlocking and locking fed back by a controller of the electric vehicle and controlling the driving member 131 to move according to the control signal, the signal switch 121 is electrically connected to the controller of the electric vehicle, and the signal switch 121 is capable of detecting a position of the locking member 133 and feeding back the position to the control circuit board 122 to control the driving member 131 to stop.

The control circuit board 122 can receive a control signal for unlocking and locking fed back by a controller of the electric vehicle. In this way, the control circuit board 122 can control the movement of the driving member 131 according to the signal switch 121, and the driving member 131 can control the locking pin 1332 to extend or retract into the housing assembly 110. The signal switch 121 can detect the position of the locking pin 1332 to allow the control circuit board 122 to control the power source 1311 to stop moving, thereby preventing the locking pin 1332 from over-stroke operation. The supporting housing 111 has a positioning slot 114 therein, the positioning slot 114 is used for installing the signal switch 121, and the control circuit board 122 is disposed at the bottom of the supporting housing 111. The control circuit board 122 is electrically connected to the power source 1311, and the control circuit board 122 controls the driving member 131 to move or stop according to the control signal of the signal switch 121.

Referring to fig. 1 to 6, in an embodiment, an edge of the control circuit board 122 has a first positioning portion, an inner wall of the supporting housing 111 has a second positioning portion, the control circuit board 122 is mounted on the supporting housing 111, and the first positioning portion is in fit connection with the second positioning portion.

That is to say, the control circuit board 122 is clamped in the supporting housing 111 by the way of the first positioning portion and the second positioning portion, so as to avoid the play of the control circuit board 122 and ensure the usability of the control circuit board 122. Meanwhile, the control circuit board 122 can be conveniently mounted and dismounted. Specifically, at least one first positioning portion is disposed at an edge of the control circuit board 122, a second positioning portion corresponding to the first positioning portion is disposed in the supporting housing 111, and after the first positioning portion is connected to the second positioning portion, the control circuit board 122 can be clamped in the supporting housing 111.

In an embodiment, the first positioning portion and the second positioning portion are of a protrusion and groove structure. For example, four first positioning portions which are arc-shaped notches are arranged on four legs of the control circuit board 122, four second positioning portions which are convex are arranged in the supporting shell 111, and the first positioning portions which are arc-shaped grooves can be clamped and connected to the second positioning portions, so that the control circuit board 122 is fixed. Of course, in other embodiments of the present disclosure, the first positioning portion and the second positioning portion are a snap structure or other structures that can fix the control circuit board 122 and facilitate detachment.

Referring to fig. 1 to 6, the helmet locking structure 100 of the present disclosure is used in the following process:

unlocking and taking the helmet 200: after a user clicks the mobile phone APP to scan the code and rent the vehicle, the background central control unit sends an unlocking control signal to the controller of the electric vehicle. The control signal is fed back to the control circuit board 122, and the control circuit board 122 controls the power source 1311 to perform the unlocking operation. When the power source 1311 moves, the transmission member 1312 is driven to rotate the two first gears 1321 counterclockwise, the first gears 1321 drive the clutch upper teeth 13231 of the clutch member 1323 to rotate, the clutch upper teeth 13231 drive the clutch lower teeth 13232 to rotate under the elastic force of the elastic sheet 13233, the clutch lower teeth 13232 drive the second gear 1322 to rotate, and the second gear 1322 drives the locking rack 1324 to move in the unlocking direction.

The locking rack 1324 drives the locking pin 1332 to overcome the elastic force of the elastic piece 1331 by triggering the boss 13321, the elastic piece 1331 is compressed, and the locking rack 1324 drives the locking pin 1332 to retract into the housing assembly 110. At this time, the locking pin 1332 is gradually moved out of the locking hole 220 of the helmet 200. Until the end of the locking pin 1332 is out of contact with the visor 210 of the helmet 200, the locking pin 1332 is caused to open. The locking pin 1332 continues to move until the signal switch 121 is triggered, the locking pin 1332 stops moving, the helmet locking structure 100 is completely opened, and the helmet 200 can be removed for unlocking.

After the device is set to be static for a certain period of time according to the background master control, the power source 1311 drives the transmission member 1312 to clockwise drive the two first gears 1321 to rotate, then the first gears 1321 drive the upper clutch teeth 13231 of the clutch member 1323 to rotate, the upper clutch teeth 13231 drive the lower clutch teeth 13232 to rotate under the elastic force of the elastic pieces 13233, the lower clutch teeth 13232 drive the second gears 1322 to rotate, and the second gears 1322 drive the locking racks 1324 to move in the locking direction. The locking pin 1332 is pushed by the elastic force of the elastic member 1331 to move synchronously with the locking rack 1324, the locking rack 1324 moves until the limit position of the housing assembly 110, the locking rack 1324 stops moving, and at this time, the locking pin 1332 is reset to the original state.

The locking and helmet returning process comprises the following steps: when the user needs to lock the helmet, when the visor 210 of the helmet 200 touches the locking slope 13322 of the locking pin 1332, the helmet 200 is continuously pushed, and the helmet 200 can push the locking pin 1332 to retract into the shell assembly 110 under pressure to move in the unlocking direction, and the elastic member 1331 is compressed. When the visor 210 of the helmet 200 completely passes over the locking slope 13322, the locking pin 1332 protrudes out of the housing assembly 110 by the elastic force of the elastic member 1331 and moves toward the locking direction, thereby achieving the purpose of locking the helmet.

Referring to fig. 1 to 6, when the helmet 200 is locked by the helmet locking structure 100 of the present disclosure, it can be ensured that the helmet 200 cannot be taken out, so that the safety is ensured, the reliability is high, and moreover, the helmet locking structure 100 is light in structure, simple in assembly, convenient to use, low in modification cost, convenient to popularize and use, and capable of meeting the use requirements of the electric bicycle sharing industry. In addition, the helmet locking structure 100 is fixed to a basket of a vehicle body through a screw, and is simple to mount and high in anti-dismounting capability.

The present disclosure further provides an electric vehicle, which includes a vehicle body and the helmet locking structure 100 according to any one of the above embodiments, wherein the helmet locking structure 100 is fixed to a basket of the vehicle body, and the helmet locking structure 100 can fix a helmet 200. After the electric vehicle of the present disclosure adopts the helmet locking structure 100 of the above embodiment, reliable locking of the helmet 200 can be achieved.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several implementation modes of the present disclosure, and the description thereof is specific and detailed, but not to be understood as limiting the scope of the patent disclosure. It should be noted that, for those skilled in the art, various changes and modifications can be made without departing from the concept of the present disclosure, and these changes and modifications are all within the scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the appended claims.

Claims (15)

1. A helmet locking structure for locking a helmet of an electric vehicle, the helmet locking structure comprising:

a housing assembly;

a control assembly disposed in the housing assembly; and

the locking assembly is arranged in the shell assembly and connected with the control assembly, the control assembly can control the locking assembly to move, so that the extending end of the locking assembly extends out of or retracts into the shell assembly, and the extending end of the locking assembly can be clamped in a locking hole of the helmet after extending out of the shell assembly and used for locking the helmet;

when the helmet is locked, the brim of the helmet is in contact with the extending end, the extending end is pushed to gradually retract into the shell assembly, the helmet is enabled to gradually move towards the shell assembly, and when the locking hole of the helmet is aligned with the extending end of the locking assembly, the extending end automatically extends out of the shell assembly and is clamped in the locking hole.

2. The helmet locking arrangement of claim 1, wherein the locking assembly comprises a driving member, a transmission set and a locking member, the driving member is connected to the transmission set, the transmission set is connected to the locking member, the extending end is located at an end of the locking member, and the driving member drives the transmission set to drive the locking member to move, so that the extending end extends or retracts into the housing assembly.

3. The helmet locking structure of claim 2, wherein the transmission set comprises a first gear, a second gear, a clutch member, and a locking rack, the first gear and the second gear are respectively disposed on two sides of the clutch member, the first gear is engaged with the driving member and the clutch member, the second gear is in transmission connection with the clutch member and the locking rack, and the locking rack is connected with the locking member.

4. The helmet locking structure of claim 3, wherein the clutch member comprises a spring plate, an upper clutch tooth and a lower clutch tooth, the lower clutch tooth is rotatably disposed on the housing assembly and engaged with the second gear, the upper clutch tooth is in clutch connection with the lower clutch tooth and engaged with the first gear, one end of the spring plate is disposed on the housing assembly, and the other end of the spring plate abuts against the upper clutch tooth, so that the upper clutch tooth is engaged with the lower clutch tooth.

5. The helmet locking structure of claim 4, wherein a surface of the upper clutch tooth has a first engaging portion, a surface of the lower clutch tooth has a second engaging portion, and when the upper clutch tooth abuts against the lower clutch tooth, the first engaging portion is engaged with the second engaging portion, so that the upper clutch tooth and the lower clutch tooth move synchronously;

the first matching part and the second matching part are in a tooth-shaped structure, or the first matching part and the second matching part are in a convex-concave groove matching structure.

6. The helmet locking structure of claim 3, wherein the number of the first gears is at least two, at least two of the first gears being connected in series;

the first gear and the second gear are duplicate gears.

7. The helmet locking structure according to any one of claims 3 to 6, wherein the locking member comprises an elastic member and a locking pin, one end of the elastic member is fixed to the housing assembly, and the other end of the elastic member is connected to the locking pin.

8. The helmet locking structure of claim 7, wherein the locking pin has a trigger boss provided at a side of the locking pin for connection with the locking rack.

9. The helmet locking arrangement of claim 7, wherein an end of the locking pin remote from the elastic member has a locking ramp facing an outside of the housing assembly for locking the helmet.

10. The helmet locking structure of any one of claims 3 to 6, wherein the driving member comprises a power source and a transmission member, the transmission member is connected to the power source, and the transmission member is further connected to the first gear and drives the first gear to move.

11. The helmet locking arrangement of any one of claims 2 to 6, wherein the housing assembly comprises a support cover and a support housing, the support housing having a receiving cavity for receiving the control assembly and the locking assembly, the support cover covering the support housing, the support housing further having a locking space, the locking member extending through the support housing into the locking space and locking the helmet.

12. The helmet locking structure of claim 11, wherein the support housing comprises a support base plate and a support lock housing, the support lock housing is disposed on the support base plate and spaced apart from the support base plate, the support base plate and the support lock housing enclose the locking space, and the locking member extends into the locking space through the support lock housing and locks the helmet.

13. The helmet locking structure of claim 11, wherein the control assembly comprises a signal switch and a control circuit board, the control circuit board is capable of receiving a control signal for unlocking and locking fed back by a controller of the electric vehicle and controlling the driving member to move according to the control signal, the signal switch is electrically connected to the controller of the electric vehicle, and the signal switch is capable of detecting the position of the locking member and feeding back the position to the control circuit board to control the driving member to stop.

14. The helmet locking structure according to claim 13, wherein an edge of the control circuit board has a first positioning portion, an inner wall of the support housing has a second positioning portion, the control circuit board is mounted to the support housing, and the first positioning portion is in fit connection with the second positioning portion;

the first positioning portion and the second positioning portion are of a protruding groove structure, or the first positioning portion and the second positioning portion are of a buckling structure.

15. An electric vehicle comprising a vehicle body and a helmet locking structure according to any one of claims 1 to 14, the helmet locking structure being secured to a basket of the vehicle body, the helmet locking structure being capable of securing a helmet.

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