A straddle-type electric vehicle

Abstract

The application discloses a cross-riding electric vehicle, which comprises a frame, a wheel assembly, a suspension system, a power system and a control system. The power supply comprises a power source, the power source comprises a plurality of battery packs, a charging assembly can charge the plurality of battery packs, the control system comprises a communication bus, and the charging assembly can access the communication bus when charging the plurality of battery packs. The power source is connected with a power management device, the power management device can access the communication bus, the power management device can acquire current parameters of each battery pack, determine a request instruction according to the current parameters, and transmit the request instruction to the charging assembly through the communication bus. The application can charge according to the use condition of each battery pack, ensure charging safety, and effectively improve the service life of the battery.

Description

Technical Field

[0001] This invention relates to electric vehicles, and more particularly to a straddle-type electric vehicle. Background Technology

[0002] With the increasing emphasis on environmental protection and energy conservation in society, electric vehicles, as a green, energy-saving, and emission-reducing mode of transportation, are playing an increasingly important role in public transportation.

[0003] Currently, most motorcycle-style electric vehicles use a single battery as their power source. However, to meet the power and range requirements of these vehicles, multiple batteries are often needed. But with multiple batteries, the inventors discovered that traditional charging methods use a single input path to charge all batteries, failing to address the specific usage of each battery and posing charging safety risks. Therefore, how to isolate the charging input of each battery based on its usage and provide targeted charging when multiple batteries are present is a problem that urgently needs to be solved. Summary of the Invention

[0004] To address the aforementioned problems, the present invention aims to provide a straddle-type electric vehicle capable of targeted charging of each battery.

[0005] To achieve the above objectives, the present invention provides a straddle-type electric vehicle, comprising: a frame; a wheel assembly including a front wheel and a rear wheel disposed below the frame; a suspension system for connecting the wheel assembly to the frame; a power system, at least partially disposed on the frame, the power system including a power source for providing operating power to the straddle-type electric vehicle, and the power source including multiple battery packs; a control system for controlling the overall operating state of the vehicle; a body panel, at least partially covering the frame and connected to the frame; and a power source capable of connecting to a charging assembly capable of charging multiple battery packs, wherein the charging assembly includes at least a charger. The control system includes a communication bus, which the charging component can access when charging multiple battery packs. A power management device is provided on the power supply, and the battery packs are connected to adapter cables. The other end of the adapter cables, besides being connected to the battery packs, is connected to the power management device. The other end of the power management device, besides being connected to the battery packs, is connected to the communication bus. The power management device can distinguish between battery packs based on the signals sent by the adapter cables. The power management device can send charging requests for the battery packs to the charging component via the communication bus, and the charging component can respond to the charging requests by supplying power to the corresponding battery packs.

[0006] Furthermore, the power source includes a first battery pack and a second battery pack, which are connected in parallel.

[0007] When the charging component charges the power source, the power management device sends a first charging request to the charger via the communication bus. The first charging request is associated with the status parameters of the first battery pack. The power management device also sends a second charging request to the charger via the communication bus. The second charging request is associated with the status parameters of the second battery pack. The charger can output corresponding current and voltage to the first battery pack and the second battery pack according to the first charging request and the second charging request.

[0008] Furthermore, a charging interface is provided at the power source, and the adapter cable includes a first adapter cable and a second adapter cable. The first battery pack is connected to the charging interface through the first adapter cable, and the second battery pack is connected to the charging interface through the second adapter cable.

[0009] When the charging component is charging the power source, the charging component connects to the charging interface and charges the first battery pack through the first adapter cable and the second battery pack through the second adapter cable.

[0010] Furthermore, the first adapter cable includes a first grounding terminal and a first signal terminal; one end of the first signal terminal is connected to the power management device, and the other end of the first signal terminal is connected to the first grounding terminal. The first signal terminal can receive the grounding signal transmitted by the first grounding terminal and provide a grounding signal to the power management device. The power management device identifies the first battery pack based on the grounding signal.

[0011] The second adapter cable includes a second signal terminal. One end of the second signal terminal is connected to the power management device, and the other end of the second signal terminal is in a floating state. The second signal terminal can provide a floating signal corresponding to the floating state to the power management device, and the power management device identifies the second battery pack based on the floating signal.

[0012] Furthermore, the charging component also includes a charging gun, one end of which is connected to the charger. During charging, the other end of the charging gun is connected to the charging interface. The charging gun provides a connection signal to the control system, which determines whether the charging gun is connected to the charging interface based on the connection signal. The power system also includes a motor controller and a motor. One end of the motor controller is connected to the power source, and the end of the motor controller away from the power source is connected to the motor. The motor controller controls the motor to provide driving force for the motorcycle electric vehicle.

[0013] Once the control system determines that the charging gun is connected to the charging interface, the control system transmits a charging command to the motor controller via the communication bus. The motor controller responds to the charging command by controlling the motor to output no driving force.

[0014] Furthermore, the motor is positioned between the front and rear wheels. A straight line perpendicular to the bottom surface of the power source is designated as the first straight line, a straight line from the center of the motor to the center of the front wheel is designated as the second straight line, and a straight line from the center of the motor to the center of the rear wheel is designated as the third straight line. A plane perpendicular to the left-right direction of the motorcycle is designated as the first projection plane. The projection of the first straight line onto this first projection plane is the first straight line projection, the projection of the second straight line onto this first projection plane is the second straight line projection, and the projection of the third straight line onto this first projection plane is the third straight line projection. The angle between the projections of the first and second straight lines is greater than or equal to 50° and less than or equal to 90°, and the angle between the projections of the first and third straight lines is greater than or equal to 60° and less than or equal to 100°. Furthermore, the charging gun includes a detection end and a grounding end. One end of the detection end is connected to the grounding end. During charging, the other end of the detection end is connected to the control system. The grounding end transmits a low-level signal to the detection end, and the detection end provides a low-level connection signal to the control system. When the control system recognizes the connection signal as a low-level signal, it determines that the charging gun is connected to the charging interface.

[0015] Furthermore, the charging gun includes a detection end and a wake-up end. One end of the detection end is connected to the wake-up end. During charging, the wake-up end can output a high-level signal. The other end of the detection end is connected to the control system. The wake-up end transmits a high-level signal to the detection end, and the detection end provides a high-level connection signal to the control system. When the control system recognizes the connection signal as a high-level signal, it determines that the charging gun is connected to the charging interface.

[0016] Furthermore, the body panels also include a protective device that can cover the charging port.

[0017] The protective device includes a protective cover, a protective housing, and a damping mechanism. The protective cover is rotatably connected to the protective housing, and the protective cover has a first engagement state and a second engagement state relative to the protective housing. The protective cover can rotate between the second engagement state and the first engagement state by an angle greater than or equal to 75° and less than or equal to 90°.

[0018] When the protective cover is driven by a first force and switches from a first engagement state to a second engagement state at a first speed, a damping mechanism provides a second force opposite to the first force and drives the protective cover to switch from the second engagement state to the first engagement state at a second speed, where the first speed is greater than the second speed. The protective device also includes a first rotating column, a second rotating column, and a torsion spring. The first rotating column is disposed on one side of the protective housing, and the second rotating column is disposed on the other side of the protective housing. One end of the protective cover is connected to the first rotating column, and the other end of the protective cover is connected to the second rotating column. The torsion spring is wound around the first rotating column, with one end of the torsion spring connected to the first rotating column and the other end connected to the protective cover. The torsion spring can provide the first force to the protective cover.

[0019] Furthermore, the projection of the center of the rear wheel onto the first projection plane is the first horizontal projection, the projection of the center of the front wheel onto the first projection plane is the second horizontal projection, and the projection of the center of the motor of the straddle-type electric vehicle onto the first projection plane is the motor horizontal projection; along the horizontal direction of the first projection plane, the distance between the first horizontal projection and the second horizontal projection is D1, the distance between the first horizontal projection and the motor horizontal projection is D2, and the ratio of D2 to D1 is greater than or equal to 0.2 and less than 0.5.

[0020] The beneficial effects of this invention are: by connecting multiple battery packs in parallel, the power of the motorcycle electric vehicle can be matched with that of the motorcycle gasoline vehicle, and the range of the motorcycle electric vehicle can be extended. Based on the usage of multiple battery packs, each battery pack is charged in a targeted manner, so that the charger can input the corresponding current and voltage to each battery pack during charging, thereby improving charging efficiency, effectively extending the service life of the battery pack, and protecting charging safety. Attached Figure Description

[0021] Figure 1 It is a 3D diagram of a straddle-type electric scooter;

[0022] Figure 2 This is a structural diagram of a straddle-type electric vehicle;

[0023] Figure 3 This is a schematic diagram of the charging process of the second power source;

[0024] Figure 4 This is a schematic diagram showing the connection between the first power source and the charging component;

[0025] Figure 5 This is a schematic diagram of the adapter cable's structural connection;

[0026] Figure 6 This is a schematic diagram of the charging gun's connection ports;

[0027] Figure 7 This is a connection diagram for the second power supply.

[0028] Figure 8 This is a structural diagram of the battery box;

[0029] Figure 9 This is a schematic diagram of the separating device;

[0030] Figure 10 This is a partial structural diagram of the battery box;

[0031] Figure 11 yes Figure 10 Enlarged view of the structure at point A in the middle;

[0032] Figure 12 This is a schematic diagram of the connection of the separating device;

[0033] Figure 13 This is a schematic diagram showing the arrangement of the motor and the first power supply;

[0034] Figure 14 This is a schematic diagram of the layout of a straddle-type electric vehicle;

[0035] Figure 15 This is a schematic diagram of the motor mounting structure;

[0036] Figure 16 yes Figure 15 Enlarged view of point B in the middle;

[0037] Figure 17 This is a diagram showing the connection between the motor and the frame;

[0038] Figure 18 This is a schematic diagram of the structure of a traditional system;

[0039] Figure 19 This is a structural schematic diagram of the saddle assembly;

[0040] Figure 20 This is a bottom view of the saddle assembly;

[0041] Figure 21 yes Figure 20 Enlarged view of point C in the middle;

[0042] Figure 22 This is a side view of the saddle;

[0043] Figure 23 yes Figure 22 Enlarged view of point D in the middle;

[0044] Figure 24 This is a structural schematic diagram of some body panels;

[0045] Figure 25 This is a schematic diagram of the protective device in its closed state;

[0046] Figure 26 This is a schematic diagram of the protective device in the open state;

[0047] Figure 27 This is a schematic diagram of the damping device in the open state;

[0048] Figure 28 This is a schematic diagram of the damping device in the off state;

[0049] Figure 29 This is a front view of the damper;

[0050] Figure 30 This is a side view of the damper;

[0051] Figure 31This is a 3D diagram of the damper;

[0052] Figure 32 This is a schematic diagram of the open state of another type of damping device;

[0053] Figure 33 This is a 3D diagram of another type of damper;

[0054] Figure 34 This is a structural diagram of the rear protective plate;

[0055] Figure 35 This is a schematic diagram of the installation of the buffer component;

[0056] Figure 36 This is a schematic diagram of the heat dissipation system;

[0057] Figure 37 This is a schematic diagram of the heat dissipation piping structure. Detailed Implementation

[0058] The present invention will be described in detail below with reference to the specific embodiments shown in the accompanying drawings. However, these embodiments do not limit the present invention. Any structural, methodological, or functional modifications made by those skilled in the art based on these embodiments are included within the scope of protection of the present invention.

[0059] For ease of explanation, in this embodiment, is used as Figure 1 The directions shown are the front-back, left-right, and up-down directions of the straddle-type electric vehicle 100.

[0060] like Figure 1The illustrated motorcycle-style electric vehicle 100 includes a frame 11, wheel assembly 12, power system 13, electrical system 14, control system 15, cooling system 16, transmission system 17, saddle assembly 18, and body panel 19. The frame 11 supports the power system 13, electrical system 14, control system 15, cooling system 16, transmission system 17, saddle assembly 18, body panel 19, suspension system 21, taillight 22, and handlebars 23. The body panel 19 is fixedly connected to the frame 11, and the frame 11 is connected to the wheel assembly 12. The power system 13 provides energy for the motorcycle-style electric vehicle 100 to move. The transmission system 17 transmits the energy provided by the power system 13 to the wheel assembly 12. The electrical system 14 provides energy for starting the motorcycle-style electric vehicle 100 and operating other electrical components. The cooling system 16 dissipates heat generated inside the motorcycle-style electric vehicle 100 to the ambient air in a timely manner. The control system 15 includes a vehicle controller 151 and a communication bus 152. The communication bus 152 constructs a local area network within the motorcycle 100. The control system 15 communicates with various electrical components within the motorcycle 100 in real time via the communication bus 152, exchanging information and transmitting commands. As one implementation method, the communication bus 152 is a CAN bus (Controller Area Network, CAN). The handlebars 23 are connected to the wheel assembly 12 via the suspension system 21 to control the steering of the motorcycle 100. A plane perpendicular to the left-right direction of the motorcycle is designated as the first projection plane, and a plane perpendicular to the first projection plane is designated as the second projection plane.

[0061] like Figure 2 As shown, the wheel assembly 12 includes a front wheel 121 and a rear wheel 122 disposed below the frame 11, with the front wheel 121 serving as the steering wheel of the motorcycle 100 and the rear wheel 122 serving as the drive wheel of the motorcycle 100.

[0062] The suspension system 21 is used to connect the wheel assembly 12 to the frame 11. Specifically, the suspension system 21 includes a front suspension 211 and a rear suspension 212. The front wheel 121 is connected to the frame 11 through the front suspension 211, and the rear wheel 122 is connected to the frame 11 through the rear suspension 212.

[0063] The power system 13 includes a first power source 131, a charging interface 132, a motor 133, a motor controller 134, a junction box 137, and a battery box 138 for housing the first power source 131. The first power source 131 is located within the battery box 138 and serves as the energy source for the motorcycle 100, storing electricity supplied to the motor controller 134. The first power source 131, acting as a rechargeable and dischargeable energy storage device, can be composed of a lithium-ion battery. The charging interface 132 is located close to the first power source 131, with one end connected to it. When the motorcycle 100 is charging, the end of the charging interface 132 furthest from the first power source 131 is connected to a charging assembly 300 to replenish the first power source 131's power. The charging assembly 300 includes a charger 31 for replenishing the first power source 131's power.

[0064] One end of the motor controller 134 is connected to the motor 133, and the other end of the motor controller 134, away from the motor 133, is connected to the first power supply 131 via a junction box 137, and receives electrical energy from the first power supply 131 in the battery box 138. The motor controller 134 is used to convert the electrical energy stored in the first power supply 131 into the electrical energy required by the motor 133 according to the gear, throttle, and brake commands of the motorcycle 100, thereby controlling the starting operation, forward and reverse speed, climbing force, and other driving states of the motorcycle 100. For example, the motor controller 134 controls the motor 133 to operate according to a preset direction, speed, angle, response time, etc. The junction box 137 is fixedly mounted on the frame 11, located on one side of the battery box 138. The junction box 137 serves as a connector to provide a transition point for the connection between the first power supply 131 and the motor controller 134. The first power supply 131 is connected to the motor controller 134 via the junction box 137. Junction box 137 can ensure a good connection between the first power supply 131 and the motor controller 134, facilitate the arrangement of the connection wires between the first power supply 131 and the motor controller 134, and protect the wiring positions of the first power supply 131 and the motor controller 134 from external corrosion or contamination.

[0065] A power management device 135 is connected to the first power supply 131. The power management device 135 can monitor the status of the first power supply 131. For example, it can detect the current status parameters of the first power supply 131, such as voltage, current, and state of charge (SOC - the remaining power of the first power supply 131). When the current parameters of the first power supply 131 do not meet the threshold parameters, the first power supply 131 will stop working. This can prevent the first power supply 131 from overcharging or over-discharging, protect the safety of the first power supply 131, rationally plan the use of the first power supply 131, and extend the service life of the first power supply 131.

[0066] like Figure 3 As shown, the power system 14 includes a second power source 141 and a transformer 142 capable of converting one voltage level to another. The second power source 141 provides energy to the electrical components of the motorcycle 100, such as indicator lights and starter switches. The second power source 141, acting as a chargeable and dischargeable energy storage device, can be composed of a lead-acid battery. In this embodiment, considering that the first power source 131 serves as the energy source for the motorcycle 100, the capacity of the first power source 131 is greater than that of the second power source 141. As one implementation, the transformer 142 can be a DC-DC converter, which transforms the voltage output from the first power source 131 and transmits it to the second power source 141 to charge it. It is understood that the voltage output from the first power source 131 is greater than the voltage output from the second power source 141, and the voltage after passing through the transformer 142 is greater than the voltage output from the second power source 141, so that the first power source 131 can normally charge the second power source 141.

[0067] During charging, the charging component 300 is connected to the charging interface 132, allowing the user to charge the first power source 131. Specifically, the first power source 131 can be connected to the charging interface 132 via an adapter cable 136, and the charging component 300 outputs current and voltage to the first power source 131 through the adapter cable 136. During charging, the power management device 135 is connected to the communication bus 152, and the charging component 300 is also connected to the communication bus 152. The power management device 135 and the charging component 300 communicate through the communication bus 152. The power management device 135 sends a charging request for the first power source 131 and its status parameters to the charging component 300 through the communication bus 152. The charging component 300 charges the first power source 131 according to the charging request and outputs corresponding current and voltage according to the status parameters of the first power source 131.

[0068] like Figure 4As shown, dashed lines represent communication lines, and solid lines represent electrical connection lines. In one implementation, the first power supply 131 includes a first battery pack 1311 and a second battery pack 1312, and the adapter cable 136 includes a first adapter cable 1361 and a second adapter cable 1362. The first battery pack 1311 is connected to the charging interface 132 via the first adapter cable 1361, and the second battery pack 1312 is connected to the charging interface 132 via the second adapter cable 1362. During charging, the charging component 300 is connected to the charging interface 132, and the first battery pack 1311 is charged via the first adapter cable 1361, while the second battery pack 1312 is charged via the second adapter cable 1362. The first battery pack 1311 and the second battery pack 1312 are coupled in parallel. This parallel coupling allows the first power source 131 to provide a large current to the motorcycle 100, thereby providing high power to the motor of the motorcycle 100 to support its high-speed operation. This enables the motorcycle 100 to achieve the speed performance of a motorcycle with a gasoline engine. Furthermore, the parallel connection allows for better utilization of the battery performance of the first power source 131. In addition, the parallel connection of the first battery pack 1311 and the second battery pack 1312 ensures the electrical safety of the first power source 131. The first battery pack 1311 and the second battery pack 1312 can operate independently or together without affecting each other's input and output. Specifically, if one battery pack fails, the other battery pack can still operate, preventing the motorcycle 100 from becoming unusable due to the failure of one battery pack. When working together, the operating status of the first battery pack 1311 or the second battery pack 1312 is monitored in real time by the power management device 135, which adjusts the output power of the first battery pack 1311 or the second battery pack 1312 accordingly. This prevents the first battery pack 1311 or the second battery pack 1312 from operating in extreme conditions (such as excessively high operating temperature), effectively improving the stability of the power supply from the first power source 131. In this embodiment, both the first battery pack 1311 and the second battery pack 1312 are battery modules of the same type manufactured according to the VDA standard. They have the same structural composition and state parameters, facilitating the monitoring of the first battery pack 1311 and the second battery pack 1312 by the power management device 135.

[0069] When the charging component 300 charges the first power source 131, the power management device 135 sends a first charging request to the charger 31 via the communication bus 152. The first charging request is associated with the status parameters of the first battery pack 1311. The power management device 135 also sends a second charging request to the charger 31 via the communication bus 152. The second charging request is associated with the status parameters of the second battery pack 1312. The charger 31 can output corresponding current and voltage to the first battery pack 1311 and the second battery pack 1312 according to the first charging request and the second charging request.

[0070] like Figure 5 As shown, the first adapter cable 1361 includes a first high-voltage terminal 1361a, a first ground terminal 1361b, a first negative terminal 1361d, and a first signal terminal 1361c connected at one end to the power management device 135. One end of the first high-voltage terminal 1361a is connected to the first battery pack 1311, and the other end is connected to the charging interface 132. The second adapter cable 1362 includes a second high-voltage terminal 1362a, a second ground terminal 1362b, a second negative terminal 1362d, and a second signal terminal 1362c connected at one end to the power management device 135. One end of the second high-voltage terminal 1362a is connected to the second battery pack 1312, and the other end is connected to the charging interface 132. The first ground terminal 1361b is connected to the second ground terminal 1362b, and the first negative terminal 1361d is connected to the second negative terminal 1362d. In one implementation, the end of the first signal terminal 1361c furthest from the power management device 135 is connected to the first ground terminal 1361b, thereby providing a ground signal to the power management device 135 via the first signal terminal 1361 of the first adapter cable 1361. The end of the second signal terminal 1362c furthest from the power management device 135 is left floating, providing a floating signal to the power management device 135. It should be noted that, generally, the floating signal is a high-level signal. The power management device 135 acquires and identifies the different electrical signals transmitted by the first signal terminal 1361c and the second signal terminal 1362c, thereby distinguishing between the first battery pack 1311 and the second battery pack 1312. This allows the communication bus 152 to display an ID for distinguishing between the first battery pack 1311 and the second battery pack 1312, facilitating interaction with the charging component 300 for different battery pack charging requests.

[0071] like Figure 6As shown, the charging assembly 300 also includes a charging gun 32, one end of which is fixedly connected to the charger 31. When the charging assembly 300 is charging the motorcycle 100, the end of the charging gun 32 furthest from the charger 31 is connected to the charging interface 132, and the charger 31 is connected to the charging interface 132 through the charging gun 32. Specifically, the charging gun 32 includes a wake-up terminal 321, a CAN_H communication terminal 322, a CAN_L communication terminal 323, a first high-voltage output terminal 324, a second high-voltage output terminal 325, a ground terminal 326, a detection terminal 327, and a negative terminal 328. During charging, the wake-up terminal 321 is connected to the power management device 135 to wake up the power management device 135 and put it into working state. The CAN_H communication terminal 322 and the CAN_L communication terminal are respectively connected to the communication bus 152. The first high-voltage output terminal 324 is connected to the first high-voltage terminal 1361a of the first adapter cable 1361 via the charging interface 132 for charging the first battery pack 1311. The second high-voltage output terminal 325 is connected to the second high-voltage terminal 1362a of the second adapter cable 1362 via the charging interface 132 for charging the second battery pack 1312. The ground terminal 326 is used for grounding. It should be noted that if the ground terminal of the vehicle controller 151 is grounded, the ground terminal 326 of the charging gun 32 can be connected to the ground terminal of the vehicle controller 151. The negative terminal 328 of the charging gun 32 is connected to the common terminal of the first negative terminal 1361d and the second negative terminal 1362d of the adapter cable 136 via the charging interface 132.

[0072] When the motorcycle 100 is being charged (i.e., when the charger 31 charges the first power source 131 via the charging gun 32), the first high-voltage output terminal 324 of the charging gun 32 is connected to the first high-voltage output terminal 324 of the first adapter cable 1361 via the charging interface 132. The first high-voltage output terminal 324 can also be connected to the vehicle controller 151 via the charging interface 132. Alternatively, the second high-voltage output terminal 325 of the charging gun 32 is connected to the second high-voltage output terminal 325 of the second adapter cable 1362 via the charging interface 132. The second high-voltage output terminal 325 can also be connected to the vehicle controller 151 via the charging interface 132. Therefore, when the motorcycle 100 is being charged, the charging gun 32 can charge the vehicle controller 151 in addition to charging the first power source 131. The detection terminal 327 of the charging gun 32 can also be connected to the vehicle controller 151 to provide a connection signal to the vehicle controller 151. When the electric motorcycle 100 is charging, the power management device 135 can distinguish between the first battery pack 1311 and the second battery pack 1312 via the first adapter cable 1361 and the second adapter cable 1362, and mark the first battery pack 1311 and the second battery pack 1312 with different message IDs. Based on the status parameters of the first battery pack 1311 and the second battery pack 1312, the power management device 135 can send charging requests corresponding to the first battery pack 1311 and the second battery pack 1312 to the communication bus 152, and send the charging requests to the charging assembly 300 via the communication bus 152, respectively sending the first battery pack 1311 and the second battery pack 1312 charging requests. The charging component 300 identifies the charging requests of the first battery pack 1311 and the second battery pack 1312 according to the message ID, and outputs different currents and voltages to the first adapter cable 1361 and the second adapter cable 1362 respectively according to the charging requests, so as to correspond to the charging requests of the first battery pack 1311 and the second battery pack 1312. This allows the charging component 300 to output in two ways, so that the first battery pack 1311 and the second battery pack 1312 are isolated from each other during the charging process and do not interfere with each other. This can greatly save charging time, maximize the use of the maximum output capacity of the charging component 300, and respond to the charging and safety needs of different battery packs in a timely manner.

[0073] The vehicle controller 151 can control the operation of the motorcycle 100 in response to trigger commands (such as the start switch of the motorcycle 100). In this embodiment, the second power supply 141 can provide the necessary power to the vehicle controller 151 and the start switch of the motorcycle 100, preventing the electrical components of the motorcycle 100 from being drained due to dark current or self-discharge of the second power supply 141. If the second power supply 141 is depleted and not replenished in time, it will be unable to provide the energy required for the motorcycle 100 to start, thus preventing the motorcycle 100 from starting. In this application, the vehicle controller 151 can provide power depletion protection for the second power supply 141. Specifically, as shown... Figure 7 As shown, the vehicle controller 151 is connected to the second power supply 141 and can monitor the status parameters of the second power supply 141. The vehicle controller 151 includes a first monitoring mode and a second monitoring mode, and can perform corresponding control actions to replenish the second power supply 141 in different monitoring modes. The status parameters can be one or more of voltage, current, and state of charge. As one implementation method, the vehicle controller 151 uses voltage as the monitoring target to detect the second power supply 141.

[0074] When the motorcycle 100 switches from running state to power off or power-down state, the vehicle controller 151 enters the first monitoring mode. The vehicle controller 151 continuously monitors the voltage of the second power supply 141 within a set detection time. When the voltage of the second power supply 141 is lower than the first preset parameter, the vehicle controller 151 sends a request signal to the power management device 135 and drives the transformer device 142 to work. The power management device 135 receives the request signal and enters the working state. The power management device 135 re-awakens the first power supply 131 and puts it into the working state. The output voltage of the first power supply 131 is transformed by the transformer device 142 and charges the second power supply 141. It continues to charge the second power supply 141 within a preset charging time until the preset charging time ends. The vehicle controller 151 sends a stop charging signal to the power management device 135, and the power management device 135 causes the first power supply 131 to stop the output voltage of the transformer device 142. When the electric motorcycle 100 is in a stationary state (stationary state means that the electric motorcycle 100 has been unused for a long period of time), the vehicle controller 151 enters the second monitoring mode. It should be noted that a timer is connected to the vehicle controller 151. The timer receives power from the second power supply 141 and is always operational. Every time the timer expires, it wakes up the vehicle controller 151, causing it to operate. After waking up, the vehicle controller 151 detects the voltage of the second power supply 141. When the voltage of the second power supply 141 is lower than a first preset parameter, the vehicle controller 151... The vehicle controller 151 sends a request signal to the power management device 135 and drives the transformer 142 to work. The power management device 135 receives the request signal and enters the working state. The power management device 135 re-awakens the first power supply 131 and puts it into the working state. The voltage output by the first power supply 131 is transformed by the transformer 142 and used to charge the second power supply 141 until the preset charging time ends. The vehicle controller 151 sends a stop charging signal to the power management device 135, and the power management device 135 controls the first power supply 131 to stop outputting voltage to the transformer 142.

[0075] Understandably, in both monitoring modes described above, during the charging process of the second power supply 141, the vehicle controller 151 continuously monitors the voltage of the second power supply 141. When the voltage of the second power supply 141 reaches the second preset parameter within a preset charging time, the vehicle controller 151 sends a stop charging signal to the power management device 135, and the power management device 135 causes the first power supply 131 to stop the transformer 142 from outputting voltage. The first preset parameter and the second preset parameter can be set according to the operating parameters of the second power supply 141. As one implementation, the first preset parameter corresponds to the voltage required by the second power supply 141 to start the motorcycle 100, and the second preset parameter corresponds to the voltage of the second power supply 141 when fully charged. The second preset parameter is greater than the first preset parameter. In this embodiment, the preset charging time is equal to the first time. This setting allows the vehicle controller 151 to detect the voltage of the second power supply 141 again after charging the second power supply 141 is completed. If the voltage of the second power supply 141 is still lower than the first preset parameter, the first power supply 131 can charge the second power supply 141 again without the power management device 135 needing to wake up the first power supply 131 again. This reduces the power loss of the first power supply 131 and effectively improves the circuit's working efficiency. In this embodiment, the control system 15 monitors the status of the second power supply 141 and controls it accordingly, effectively preventing the motorcycle 100 from failing to start due to a low power supply 141. This helps extend the service life of the second power supply 141 and reduces the power loss of the motorcycle 100. In addition, the control system 151 can communicate with the mobile terminal and / or cloud server through the vehicle controller 151. When the motorcycle 100 is stationary, the control system 15 can transmit the status data of the motorcycle 100 to the mobile terminal and / or cloud server at regular intervals. When the control system 15 transmits the status data of the motorcycle 100 to the mobile terminal and / or cloud server, the control system 15 can simultaneously obtain the current parameters of the second power supply 141. The status data can represent the current status of the motorcycle 100.

[0076] During the charging process of the motorcycle 100, there is a possibility that the user may forget that the motorcycle 100 is charging and forcibly drive the motorcycle 100, dragging the charging component 300. This poses a significant safety hazard to the charging of the motorcycle 100 and, in severe cases, may damage the motorcycle 100 or the charger 31. Therefore, it is necessary to detect and control whether the motorcycle 100 is connected to the charging component 300 to prevent the motorcycle 100 from being driven while charging. Current technologies mostly use standard AC charging guns for charging connections. These standard AC guns use a CC signal for connection identification, which is a connection confirmation signal in on-board charging. The voltage of the CC signal is detected to determine whether the charger 31 is connected to the motorcycle 100. However, the standard AC charging gun 32 requires a corresponding charging station as the charger 31. Currently, the number of charging stations is limited, the coverage area is narrow, and the convenience of use is poor, failing to meet the daily charging needs of users. Therefore, it is not the best charging method for users of the motorcycle 100. In this embodiment, the charger 31 corresponding to the charging gun 32 can be directly connected to a household or mains power outlet, which is more convenient and faster for users while ensuring charging safety.

[0077] In this embodiment, when charging the motorcycle 100, the charging gun 32 can also provide a connection signal to the control system 15. The control system 15 determines whether the charging gun 32 is connected to the charging interface 132 based on the connection signal. Specifically, the charging gun 32 is connected to the charging interface 132, and the detection end 327 of the charging gun 32 is electrically connected to the vehicle controller 151. The detection end 327 transmits an electrical signal to the vehicle controller 151. The vehicle controller 151 acquires and detects the electrical signal in real time to determine whether the charging gun 32 is connected to the charging interface 132. If it is determined that the charging gun 32 is connected to the charging interface 132, the vehicle controller 151 controls the motorcycle 100 to enter the charging state. In the charging state, the motor 133 has no driving force output, so the motorcycle 100 cannot be driven. For example, when the vehicle controller 151 determines that the charging gun 32 is connected to the charging interface 132, the vehicle controller 151 can transmit a corresponding charging command (representing that the motorcycle 100 has entered the charging state) to the motor controller 134 via the communication bus 152. Consequently, the motor controller 134 responds to the charging command by not outputting torque, resulting in no driving force output from the motor 133. When charging is complete, the user pulls out the charging gun 32, separating it from the charging interface 132. The connection between the detection terminal 327 and the vehicle controller 151 is broken, and the vehicle controller 151 no longer receives connection signals, controlling the motorcycle 100 to exit the charging state. In one implementation, one end of the detection terminal 327 is connected to the wake-up terminal 321. The wake-up terminal 321 can output a high-level signal so that the wake-up terminal 321 transmits a high-level signal to the detection terminal 327. The vehicle controller 151 sets a detection mode where the high-level signal is valid. When charging, when the vehicle controller 151 obtains that the electrical signal transmitted by the detection terminal 327 is a high-level signal, it determines that the charging gun 32 is connected to the charging interface 132. The vehicle controller 151 controls the straddle-type electric vehicle 100 to enter the charging state. A prerequisite for this implementation is that the charger 31 needs to be connected to an external power source so that the wake-up terminal 321 has a high-level signal input.

[0078] As another implementation, the detection terminal 327 of the charging gun 32 is connected to the ground terminal 326 of the charging gun 32. At this time, the ground terminal 326 transmits a low-level signal to the detection terminal 327. During charging, the vehicle controller 151 detects the low-level signal and determines that the charging gun 32 is connected to the charging interface 132 when the vehicle controller 151 obtains the low-level signal. The vehicle controller 151 then controls the motorcycle 100 to enter the charging state. In this way, when the charging gun 32 is connected to the charging interface 132, the vehicle controller 151 can obtain the low-level signal transmitted by the detection terminal 327. The vehicle controller 151 can control the motorcycle 100 to enter the charging state without the charger 31 being connected to an external power source, thus avoiding the situation where the charging gun 32 is dragged. Both of the above implementation methods use the ports carried on the charging gun 32, such as the wake-up terminal 321, the ground terminal 326, and the detection terminal 327. For example, the wake-up terminal 321 is connected to the detection terminal 327, or the ground terminal 326 is connected to the detection terminal 327. That is, other ports on the charging gun 32 are used as input for electrical signals. There is no need to add extra ports to transmit detection signals. The connection detection of the charging gun 32 during the charging of the motorcycle 100 can be established, which is beneficial to the charging protection of the motorcycle 100 and can also control the manufacturing cost of the charging gun 32.

[0079] like Figure 8 As shown, a partition device 1381 is provided inside the battery box 138. The partition device includes a certain state of being locked inside the battery box 138 and a second state of being unlocked from the battery box 138. The partition device 1381 can divide the interior of the battery box 138 into a first chamber and a second chamber. As an optional implementation, the second chamber is located below the first chamber, and the volume of the second chamber is larger than that of the first chamber. The second chamber is used to house the first power supply 131, while the first chamber can be used as storage space to store the charger 31 or other items. The bottom surface of the battery box 138 is inclined relative to the ground. As one implementation, the angle between the extended line of the bottom surface of the battery box 138 and the ground is 20°. Generally, the angle between the extended bottom surface of the battery box 138 and the first plane is set to be greater than or equal to 10° and less than or equal to 30°. Within this angle range, the battery box 138 is tilted, providing a larger operating space when opened and a wider field of vision for the user, facilitating operations such as accessing items in the first chamber or the first power supply 131 in the second chamber. A partition device 1381 is positioned between the first and second chambers. This partition device 1381 also limits and fixes the first power supply 131, restricting the up-and-down movement of the battery box 138 during the operation of the motorcycle 100 and protecting the first power supply 131.

[0080] Specifically, the separating device 1381 includes a first plate 1381a and a second plate 1381b, such as Figure 9 As shown, the second plate 1381b and the first plate 1381a can be connected by multiple bolts. The first plate 1381a is at least partially located above the second plate 1381b. The first plate 1381a and the second plate 1381b are arranged parallel to each other, and the first plate 1381a at least partially abuts against the battery box. Figure 10 As shown and Figure 11 As shown, the battery box 1383 is provided with a first limiting hole 1382 and a second limiting hole 1383. One end of the separating device 1381 is limited by the first limiting hole 1382, and the other end of the separating device 1381 is limited by the second limiting hole 1383, so that the separating device 1381 can be fixed inside the battery box 138. Figure 10 As shown, the first plate 1381a includes a first limiting end 1381d and a second limiting end 1381f. The first limiting end 1381d is disposed on one end of the first plate, and the second limiting end 1381f is disposed on the other end of the first plate, away from the first limiting end 1381d. In the first state, the first limiting end 1381d can engage with the first limiting hole 1382, and the second limiting end 1381f can engage with the second limiting hole 1383. Furthermore, the second limiting end 1381f can rotate relative to the battery box 138, and the second limiting end 1381f has a first position and a second position relative to the battery box 138. The separating device 1381 also includes a control switch 1381c, which is connected to the second limiting end 1381f. Figure 12As shown, the second limiting end 1381f is connected to the second limiting hole in the first position and separated from the second limiting hole in the second position. The second limiting end 1381f responds to the control of the control switch 1381c. When the control switch 1381c rotates, the second limiting end 1381f also rotates accordingly. The second limiting end 1381f rotates into the second limiting hole 1383, and the second limiting hole 1383 limits and fixes the second limiting end 1381f, thereby fixing one end of the first plate 1381a to the battery box 138. When the second limiting end 1381f rotates away from the second limiting hole 1383, the connection between the rear end of the second plate 1381b and the battery box 138 is broken, allowing one end of the first plate 1381a to move. In this implementation, the user can control the connection or disconnection of the rear end of the first board 1381a with the battery box 138 by controlling the switch 1381c. The front end of the separator 1381 is fixed by a snap-fit, and the user can also manually disconnect the front end of the separator 1381 from the battery box 138, thereby removing the separator 1381 from the battery box 138. This method does not require the use of tools for disassembly and assembly, has a high reusability rate, and causes little frictional wear between components, making it easy to install and disassemble the separator 1381 without damage.

[0081] The second plate 1381b includes a third limiting end 1381e, which is located parallel to and below the first limiting end 1381d. In the first state, the first limiting end 1381d and the second limiting end 1381f are engaged together on the first limiting hole. This arrangement allows the third limiting end 1381e to support the first limiting end 1381d when the first plate 1381a is subjected to pressure from the first chamber, preventing friction between the first limiting end 1381d and the first limiting hole, thus preventing loosening. A buffer 1381g is provided between the separating device 1381 and the first power supply 131. The first power supply 131 is at least partially connected to the separating device 1381 through the buffer 1381g. The buffer 1381g can absorb the pressure applied from the first power supply 131 and apply a force opposite to the pressure to the first power supply 131 to fix the first power supply 131. The buffer 1381g is made of rubber. During the operation of the motorcycle 100, the buffer 1381g changes between tensile and compressive states based on its deformation, thereby preventing the first power supply 131 from shaking and rubbing within the battery box 138. The first plate 1381a also bears the pressure from items placed in the first chamber. It is understood that the material hardness of the second plate 1381b is greater than that of the first plate 1381a, giving the partition device 1381 sufficient structural strength to withstand the forces exerted on it by items in the first or second chamber. It is understood that in this implementation, the second plate 1381b is made of metal to provide sufficient rigidity and strength, while the first plate 1381a is made of plastic, or other materials. The sum of the thicknesses of the first plate 1381a and the second plate 1381b is greater than 7mm and less than or equal to 11mm. This design reduces the overall weight of the partition device 1381, making it easier for users to replace or operate, and also effectively reduces production costs. In this embodiment, a partition device 1381 is provided in the battery box 138 to divide the battery box 138 into two chambers. This can reasonably divide the usable volume of the battery box 138, making the arrangement inside the battery box 138 more scientific and reasonable, reserving space to accommodate other items, and meeting the different usage needs of users. At the same time, the partition device 1381 can limit and protect the battery box 138, and the detachable arrangement allows the partition device 1381 to meet different application scenarios, and also facilitates users to inspect and maintain the battery box 138.

[0082] like Figure 13As shown, along the front-to-back direction, the straddle-type electric vehicle 100 can be divided into a front section 400, a middle section 500, and a rear section 600. The rear section 600 is located behind the motor 133, the front section 400 is located in front of the motor controller 134, and the middle section 500 is located between the motor 133 and the motor controller 134. A straight line perpendicular to the bottom surface of the first power source 131 is designated as the first straight line, a straight line from the center of the motor 133 to the center of the front wheel 121 is designated as the second straight line, and a straight line from the center of the motor 133 to the center of the rear wheel 122 is designated as the third straight line. The first straight line has a projection on the first projection plane, the second straight line has a projection on the first projection plane, and the third straight line has a projection on the first projection plane. The angle between the projections of the first and second straight lines is greater than or equal to 50° and less than or equal to 90°, and the angle between the projections of the first and third straight lines is greater than or equal to 60° and less than or equal to 100°. This setup effectively reduces the overall length of the connecting lines between the three components, making the wiring layout easier and ensuring that each connecting line is short, smooth, and seamless. It also allows for the integration of piping in the cooling system 16, maximizing the use of the interior space of the motorcycle 100.

[0083] like Figure 14 As shown, in one arrangement of the power system 13, the center of the rear wheel 122 is projected onto the first projection plane as a first horizontal projection, and the center of the front wheel 121 is projected onto the first projection plane as a second horizontal projection. The distance between the first horizontal projection and the second horizontal projection is D1 along the horizontal direction of the first projection plane. The center of the outer end face of the handlebar of the straddle-type electric vehicle 100 is projected onto the first projection plane as a handlebar horizontal projection. The distance between the first horizontal projection and the handlebar horizontal projection is H1 along the vertical direction of the first projection plane.

[0084] The motor 133 is positioned in the middle 600 of the motorcycle 100, biased towards the bottom of the motorcycle 100, between the front wheel 121 and the rear wheel 122, closer to the rear wheel 122. Specifically, the center of the motor 133 is projected onto the first projection plane as a horizontal projection of the motor. Along the horizontal direction of the first projection plane, the distance between the first and second horizontal projections is D1, and the distance between the first horizontal projection and the motor horizontal projection is D2. The ratio of D2 to D1 is greater than or equal to 0.2 and less than 0.5. Along the vertical direction of the first projection plane, the distance between the first horizontal projection and the motor horizontal projection is H2. The ratio of H2 to H1 is greater than or equal to 0.1 and less than or equal to 0.2. This arrangement helps to lower the center of gravity of the motorcycle 100, providing better stability during driving or parking, and preventing the center of gravity of the motorcycle 100 from being too far forward or backward, thus avoiding mass imbalance. Additionally, it can prevent the distance between the motor 133 and the rear wheel 122 from being too far, thus requiring a longer drive belt 173 for connection. If a longer drive belt 173 is used, the contact area between the drive belt 173 and the air will naturally increase, resulting in greater air resistance when the motorcycle 100 is in motion, which in turn causes power loss of the motor 133.

[0085] The first power supply 131 is arranged in the middle 500 of the straddle-type electric vehicle 100. The first power supply 131 is installed in the battery box 138. The battery box 138 is inclined relative to the ground, so that the first power supply 131 forms a certain tilt angle with the ground. The tilt angle is the angle between the bottom surface of the battery box 138 and the second projection plane. The angle is greater than or equal to 10° and less than or equal to 30°. This arrangement can save the space of the first power supply 131 inside the straddle-type electric vehicle 100, leaving more space for the arrangement of other components or devices, which is conducive to the miniaturization of the straddle-type electric vehicle 100. Specifically, the projection of the first power supply 131 onto the center of the first projection plane is the fourth horizontal projection. The distance between the first horizontal projection and the fourth horizontal projection along the horizontal direction of the first projection plane is D4. The ratio of D4 to D1 is greater than or equal to 0.38 and less than or equal to 0.78. The distance between the first horizontal projection and the fourth horizontal projection along the vertical direction of the first projection plane is H4. The ratio of H4 to H1 is greater than or equal to 0.19 and less than or equal to 0.59. Installing the first power supply 131 within this range makes the internal space arrangement of the front end of the straddle-type electric vehicle 100 more reasonable. At the same time, it can make the internal space of the straddle-type electric vehicle 100 more compact, which is conducive to the miniaturization of the straddle-type electric vehicle 100. This reduces the area used by the external body cover 19 of the straddle-type electric vehicle 100, and greatly reduces the manufacturing cost of the body cover 19.

[0086] The motor controller 134, also known as the motor control module, is located in the middle 500 of the motorcycle 100, close to the motor 133 and the battery box 138, in the front of the motor 133 in the front-rear direction. The motor controller 134 is installed below the battery box 138 and parallel to its bottom surface. Therefore, the angle between the extended line of the bottom surface of the motor controller 134 and the ground is greater than or equal to 10° and less than or equal to 30°, making the bottom surface of the motor controller 134 inclined to the ground. After the motorcycle 100 has been submerged in water, residual water on the motor controller 134 can flow down its bottom surface to the ground. This arrangement also facilitates user inspection of the bottom surface of the motor controller 134 and makes it easy to clean accumulated dust, water stains, or other contaminants. Specifically, the center of the motor controller 134 is projected onto the first projection plane as a third horizontal projection. The distance between the first and third horizontal projections along the horizontal direction of the first projection plane is D3, and the ratio of D3 to D1 is greater than or equal to 0.44 and less than or equal to 0.84. The distance between the first and third horizontal projections along the vertical direction of the first projection plane is H3, and the ratio of H3 to H1 is greater than or equal to 0.14 and less than or equal to 0.24. Compared to existing technologies, this arrangement maximizes the reduction of the distance between the motor 133 and the motor controller 134, and the distance between the first power supply 131 and the motor controller 134, making the overall arrangement of the components in the power system 13 more compact and making more rational use of the internal space of the motorcycle 100.

[0087] Junction box 137 is located on the right side of battery box 138 along the front-rear direction and is fixedly connected to frame 11 by bolts. Specifically, the center of junction box 137 is projected onto the first projection plane as the fifth horizontal projection. The distance between the first and fifth horizontal projections along the horizontal direction of the first projection plane is D5, and the ratio of D5 to D1 is greater than or equal to 0.36 and less than or equal to 0.76. The distance between the first and fifth horizontal projections along the vertical direction of the first projection plane is H5, and the ratio of H5 to H1 is greater than or equal to 0.23 and less than or equal to 0.63. Since the connecting wires used in the power system 13 require a larger radius, they occupy a large space, and the wire material is too rigid and difficult to bend, easily interfering with other components of the motorcycle 100. Installing junction box 137 within this range effectively reduces the length of the connecting wires between battery box 138 and motor controller 134, while also making the wiring layout smoother and allowing for a more compact and rational arrangement of the internal space at the front of the motorcycle 100.

[0088] In the above-mentioned arrangement of the power system 13, connecting lines are set between the motor 133, the first power supply 131, the junction box 137 and the motor controller 134. It is necessary to consider the difficulty of arranging the connecting lines in each place. The connecting lines are mostly automotive high-voltage lines. Automotive high-voltage lines are made of thick and hard materials that are not easy to bend and have high manufacturing costs. In addition, there are many internal components in the vehicle body and the available space is small, so the wiring of the connecting lines is particularly difficult. Compared to existing technologies, in this embodiment, the connection lines between the first power supply 131 and the junction box 137, the connection lines between the junction box 137 and the motor controller 134, and the connection lines between the motor controller 134 and the motor 133 are located on the right side of the straddle-type electric vehicle 100 in the front-rear direction. The connection lines at the above three locations are arranged on the same side, which makes the required length of the connection lines shorter, the connection angle smoother, and there is no excessively small bending angle, reducing the difficulty of arranging the connection lines. This same-side arrangement can make full use of the internal space of the straddle-type electric vehicle 100, effectively reduce the overall length of the connection lines, reduce the arrangement cost, and facilitate the inspection and maintenance of the connection lines at each location, reducing the time cost of maintenance.

[0089] As one arrangement of the transformer 142, the transformer 142 is arranged at the rear 600 of the straddle-type electric vehicle 100. Specifically, the center of the transformer 142 is projected onto the first projection plane as the sixth horizontal projection. The distance between the first and sixth horizontal projections along the horizontal direction of the first projection plane is D6, and the ratio of D6 to D1 is greater than or equal to 0.07 and less than or equal to 0.37. The distance between the first and sixth horizontal projections along the vertical direction of the first projection plane is H6, and the ratio of H6 to H1 is greater than or equal to 0.24 and less than or equal to 0.64. This arrangement allows the transformer 142 to be installed closer to the rear end of the motorcycle 100, effectively saving internal space and providing more reserved space for the arrangement of other components. The installation location within this range also avoids the installation of other important components of the motorcycle 100, such as shock absorbers, preventing the transformer 142 from obstructing the operation of the shock absorbers. At the same time, it avoids the transformer 142 being installed too close to the rear end of the motorcycle 100, thus preventing an increase in the length and difficulty of wiring the transformer 142.

[0090] like Figure 15 and 16As shown, the motor 133 is fixed to the frame 11 with bolts. The frame 11 has a first mounting position 111 and a second mounting position 112. The first mounting position 111 has multiple mounting holes for mounting the motor 133, and the second mounting position 112 also has multiple mounting holes for mounting the motor 133. Corresponding to the first mounting position 111 and the second mounting position 112, the motor 133 has multiple mounting points. Each mounting hole connects to a mounting point on the frame 11 on one side. The mounting points are all located on one side of the mounting hole, and the mounting holes and mounting points are fixedly connected by bolts, thereby achieving the installation of the motor 133. As an optional implementation, the center of gravity of the motor 133 is offset towards the left side of the motorcycle 100 in the front-rear direction. The first mounting position 111 is located on the left side of the motorcycle 100 in the front-rear direction, and the second mounting position 112 is located on the right side of the motorcycle 100 in the front-rear direction, opposite to the first mounting position 111. When installing the motor 133, bolts are inserted through both sides of the motorcycle 100 to connect each mounting point to the mounting hole. The bolts are installed from the outside of the motorcycle 100 towards the inside. The mounting points on the motor 133 are installed from the left side of the first mounting position 111 or the second mounting position 112, so that the mounting points align with the mounting holes in the first mounting position 111 or the second mounting position 112. Figure 17 As shown, a first nut 111b is provided on the side of the first mounting position 111, near the interior of the motorcycle 100. A first bolt 111a on the first mounting position 111 is fastened to the first nut 111b, fixing a portion of the motor 133 to the frame 11. On the second mounting position 112, a second bolt is threaded to the frame 11, fixing the other part of the motor 133 to the frame 11, thus completing the fixed installation of the motor 133. In this implementation, the motor 133 is assembled from right to left of the motorcycle 100, with one side fixed by a bolt and nut, and the other side threaded in the frame 11. This arrangement allows the bolt on the first mounting position 111 to have an adjustable mounting angle, providing a more flexible mounting angle for the motor 133. It also reduces the welding precision requirements of the frame 11, allowing the motor 133 to adapt to frames 11 with different manufacturing tolerances. This method also facilitates the disassembly and installation of the motor 133.

[0091] like Figure 18As shown, the motor 133 includes an output shaft 1331 that extends along the width of the vehicle. The transmission system 17 includes a front sprocket 171, a rear sprocket 172, and a transmission belt 173. The front sprocket 171 is connected to one end of the output shaft 1331, and the output shaft 1331 can drive the front sprocket 171 to rotate. The rear sprocket 172 is mounted on the rear wheel 122, and the front sprocket 171 is connected to the rear sprocket 172 via the transmission belt 173. Motor 133 outputs torque through output shaft 1331, causing output shaft 1331 to drive front sprocket 171 to rotate. Front sprocket 171 engages with drive belt 173 for transmission, and drive belt 173 engages with rear sprocket 172 for transmission. Front sprocket 171 transmits rotational power to rear sprocket 172 through drive belt 173. Rear sprocket 172 rotates, causing torque to rear wheel 122. Rear wheel 122 exerts a backward force on the ground, and thus the ground generates a forward reaction force on rear wheel 122. Therefore, the output of motor 133 is transmitted to rear wheel 122, enabling rear wheel 122 to drive the straddle-type electric vehicle 100 forward. As an optional implementation, the transmission belt 173 is a type of belt. The transmission belt 173 forms a loop from the front sprocket 171 to the rear sprocket 172, and is fitted onto the front sprocket 171 and the rear sprocket 172 with a certain tension. This allows the transmission belt 173 to press against the front sprocket 171 and the rear sprocket 172, resulting in a seamless fit between the transmission belt 173 and the front sprocket 171 and the rear sprocket 172. This effectively reduces frictional losses between the transmission belt 173 and the front sprocket 171 and the rear sprocket 172, and the structure is simple and inexpensive to manufacture. During transmission, it can mitigate impact and vibration, has low noise, good durability, and is easy to maintain and repair.

[0092] The saddle assembly 18 is located at the middle 500 of the straddle-type electric vehicle 100 and is fixedly connected to the frame 11 for use by the user. Figure 19As shown, the saddle assembly 18 includes a saddle reinforcement plate 181, a connecting hook lock 182, a seat lock seat 183, a cable switch 184, a saddle 187, and a key switch 188. The saddle 187 includes a first side for the driver to sit on and a second side close to the frame 11, both of which are arc-shaped. The saddle 187 includes a first state locked to the frame 11 and a second state unlocked from the frame 11. The seat lock seat 183 is fixed to the frame 11, and the saddle 187 is connected to the seat lock seat 183 via the connecting hook lock 182, keeping the saddle 187 in the first state. One end of the cable switch 184 is connected to the seat lock seat 183, and the seat lock seat 183 can respond to the triggering of the cable switch 184 to disconnect the connection between the connecting hook lock 182 and the seat lock seat 183, switching the saddle 187 from the first state to the second state. Similarly, one end of the key switch 188 is connected to the seat lock seat 183. The seat lock seat 183 can respond to the triggering of the key switch 188 to disconnect the connection between the connecting hook lock 182 and the seat lock seat 183, so that the saddle 187 switches from the first state to the second state.

[0093] A saddle reinforcement plate 181 is disposed on the second surface, and a connecting hook lock 182 is disposed on the saddle reinforcement plate 181. One end of the connecting hook lock 182 can be connected to the seat lock seat 183. In this embodiment, the seat lock seat 183 is a cushion lock. As an implementation, multiple rubber pads are also distributed on the second surface of the saddle 187. The rubber pads have a certain amount of deformation and can be installed with the frame 11 by interference fit to limit and fix the saddle 187, thereby preventing the saddle assembly 18 from colliding with the frame 11 and causing damage to the saddle assembly 18 or the frame 11. When unlocking the seat lock seat 183, the rubber pads can also provide an upward elastic force, causing the saddle assembly 18 to bounce slightly upward, providing the user with an operating gap that can accommodate the hand, facilitating the opening and removal of the saddle assembly 18. Understandably, by further setting the number of rubber pads and the amount of deformation of the rubber pads, the elastic range of the saddle assembly 18 and the rubber pads can be reasonably set to prevent the elastic force from being too large or too small, which would cause the elastic force of the rubber pads to fail.

[0094] As one implementation, the saddle reinforcement plate 181 is fixed to the second surface of the saddle 187 with bolts, making the saddle reinforcement plate 181 and the saddle assembly 18 detachably connected. This facilitates the replacement and maintenance of the saddle reinforcement plate 181, and also allows for fine-tuning of the connection tightness and installation position of the saddle reinforcement plate 181 using bolts. One end of the connecting hook lock 182 can be fixed to the saddle reinforcement plate 181 by welding, making the connecting hook lock 182 and the saddle reinforcement plate 181 an integrated unit, improving the robustness of the connecting hook lock 182 and giving it higher structural strength. During installation, the front end of the saddle assembly 18 is connected to the frame 11, and the rear end of the saddle assembly 18 contacts the elastic switch of the seat lock seat 183 via the connecting hook lock 182. The connecting hook lock 182 and the elastic switch cooperate to lock the connecting hook lock 182, keeping the saddle 187 connected to the seat lock seat 183. The saddle 187 is limited and fixed by the interference fit between the rubber pad and the frame 11. During disassembly, the saddle 187 needs to be switched to the second state. In this state, the connection between the connecting hook lock 182 and the elastic switch needs to be disconnected, so that the connecting hook lock 182 is released from the elastic switch. This allows the rear end of the saddle assembly 18 to be released from the connection of the seat lock seat 183. At the same time, the rubber pad provides an upward elastic force, allowing the saddle assembly 18 to spring upward to a certain height. Finally, the user disconnects the other end of the saddle 187 from the frame 11 to complete the disassembly of the saddle assembly 18. In existing technologies, the seat lock 183 is typically unlocked via a key switch 188. However, this method has certain drawbacks. For example, if the user does not have a key or the keyhole is damaged, the user will be unable to open the saddle assembly 18. Furthermore, for the daily use of the motorcycle 100, the frequency of opening or removing the saddle assembly 18 is not high, and the user still needs to carry a key to handle such situations, which is very inconvenient. To address this, in this embodiment, in addition to the key switch 188, a cable switch 184 connected to the seat lock 183 is also provided. The user can operate the cable switch 184 to switch the saddle 187 from a first state to a second state, thereby opening or removing the saddle assembly 18. Specifically, the cable switch 184 is located between the frame 11 and the body panel 19, allowing the cable switch 184 to be concealed inside the motorcycle 100. One end of the cable switch 184 is connected to the seat lock seat 183. The end of the cable switch 184 away from the seat lock seat 183 extends to the front 400 of the motorcycle 100. At this end, the cable switch 184 is provided with a pull ring, which provides a grip space. The user can hold the pull ring and pull it to trigger the cable switch 184, thereby disconnecting the elastic switch of the seat lock seat 183 from the connecting hook lock 182, switching the saddle 187 from the first state to the second state, and thus unlocking the saddle assembly 18.As an optional implementation, one end of the pull switch 184 extending to the front 400 is located on the left side of the motorcycle 100 in the longitudinal direction, and the pull ring is connected to the battery box 138. As a fixing method, the battery box 138 has a pull ring hole located on the left side of the battery box 138. The pull ring passes through and is connected to the pull ring hole. The pull ring enters the first chamber through the pull ring hole and engages with the pull ring hole, thereby fixing the pull ring to the battery box 138. In addition, a limiting part is provided on the outer wall of the battery box 138 to limit and fix the cable of the pull switch 184. The limiting part can be a limiting protrusion extending from the outer wall of the battery box 138. The limiting protrusion and the cable are interference-fitted to limit and fix the cable, preventing the cable of the pull switch 184 from shaking during the operation of the motorcycle 100 and interfering with other internal components of the motorcycle 100, thereby causing a safety hazard. When using the cable switch 184 to unlock the seat lock seat 183, the user only needs to open the body cover 19 above the battery box 138 and pull the cable switch 184 in the first chamber to unlock the saddle 187, allowing one end of the saddle 187 to detach from the seat lock seat 183. This setting provides another unlocking method for the saddle 187, which is not only convenient for the user to operate, but also provides multiple options for the opening method of the saddle 187, making it easy for the user to unlock the saddle 187 in case of emergencies.

[0095] The saddle assembly 18 also includes a strap-like device for the user to grip. In one implementation, the strap-like device is a safety strap 186, which is located on the first surface of the saddle 187. Both ends of the safety strap 186 wrap around the left and right edges of the saddle 187 and enter the second surface of the saddle 187. On the second surface of the saddle 187, both ends of the safety strap 186 are connected to the saddle reinforcing plate 181 by bolts. Alternatively, the saddle reinforcing plate 181 is provided with bolts for connecting the safety strap 186. The bolts are fixed to the saddle reinforcing plate 181 by welding. The safety strap 186 is fitted onto the bolts, and then the bolts are tightened with nuts, thereby confining the safety strap 186 to the bolts and completing the fixed installation of the safety strap 186. In this implementation, the external force on the safety strap 186 can be transmitted from both the left and right directions to the saddle reinforcement plate 181, and then sequentially transmitted to the frame 11 through the connecting hook lock 182 and the seat lock seat 183. The frame 11 provides a force to counteract the external force. This implementation utilizes multiple structures to transmit the external force and finally transfer it to the frame 11, which can improve the stability and reliability of the safety strap 186. The safety strap 186 is made of nylon, which has high strength and good wear resistance, allowing it to withstand an external force of not less than 2000N. In the prior art, the safety strap 186 is usually directly fixed to the frame 11. Due to the low elasticity and stretchability of the safety strap 186, it can easily restrict the saddle 187. When the user disassembles or installs the saddle assembly 18, the user also needs to disassemble the safety strap 186 first. Such disassembly and assembly operations are not only cumbersome, but also greatly increase the difficulty of disassembling or installing the saddle 187. In this embodiment, the safety strap 186 is connected to the saddle reinforcement plate 181, and the saddle reinforcement plate 181 is set on the second saddle 187, so that the saddle assembly 18 and the safety strap 186 can be integrated, reducing the assembly difficulty of the saddle assembly 18 and the safety strap 186, and making the assembly relationship between the saddle assembly 18 and the frame 11 more reasonable. This connection method is more robust and has better reliability, and it is also convenient for users to disassemble or install the saddle assembly 18.

[0096] like Figure 20 As shown, a receiving cavity for holding vehicle tools is formed between the second surface of the saddle 187 and the frame 11. A mounting portion 185 is provided within the receiving cavity, located on the second surface of the saddle 187. The vehicle tools can be engaged with the mounting portion 185, and are placed within the receiving cavity substantially along the length of the saddle 187. A recess is formed on the second surface, and the mounting portion 185 is located within this recess. In one implementation, the recess is an annular groove formed along the length of the saddle 187, the diameter of which is greater than or equal to the outer diameter of the vehicle tools, allowing at least a portion of the vehicle tools to be embedded within the annular groove. Figure 21As shown, the mounting part 185 includes a first mounting part 1851 and a second mounting part 1852, through which the vehicle tool is mounted on the recessed part. As one implementation, the distance between the first mounting part 1851 and the second mounting part 1852 is greater than or equal to 105mm and less than or equal to 120mm. This arrangement gives the mounting part 185 better adaptability, allowing it to accommodate vehicle tools with a length greater than or equal to 110mm and less than or equal to 150mm. The first mounting part 1851 is located at one end of the limiting groove, and the first mounting part 1851 consists of limiting ribs located on both sides of the limiting groove. The second mounting part 1852 is located at the other end of the limiting groove, and the second mounting part 1852 consists of a limiting buckle located on the limiting groove, which can be engaged and fixed with the vehicle tool. Figure 22 As shown, in this embodiment, the ratio of the distance between the first mounting part 1851 and the second mounting part 1852 to the total length of the saddle 187 is greater than or equal to 0.14 and less than or equal to 0.34. This creates an area for mounting the vehicle tools within a limited space, without affecting the overall structure of the saddle 187, and also saves internal space in the straddle-mounted electric vehicle 100, further facilitating the miniaturization of the straddle-mounted electric vehicle 100. Figure 23 As shown, the tool attachment extends along the direction of the first mounting portion 1851. This extension does not contact the second surface, providing more accommodating space for the tool. The tool can be a double-ended screwdriver or other tools whose length matches the mounting portion 185. In this embodiment, by providing an area for fixing the tool in the accommodating cavity formed by the second surface of the saddle 187 and the frame 11, a mounting position for commonly used tools can be provided without providing additional installation space. The tool not only remains stable during the riding of the motorcycle, but also does not interfere with other components. This design effectively improves the utilization rate of the internal space of the motorcycle 100, while facilitating the placement and use of the tool.

[0097] The body panel 19 includes a first cover 191, a second cover 192, a protective device 193, a battery box protective cover 194, a rear protective plate 195, and a damping device 196 that cooperates with the battery box protective cover 194. The battery box protective cover 194 is located above the battery box 138. The first cover 191 and the second cover 192 cover the left and right sides of the battery box 138 in the front-rear direction, and can also protect the battery box 138. The protective device 193 covers the charging interface 132. The rear protective plate 195 is located on both sides of the saddle assembly 18 and extends to the rear end of the straddle electric vehicle 100.

[0098] like Figure 24As shown, the first shield 191 and the second shield 192 are disposed on the left and right sides of the motorcycle 100 in the front-to-back direction. The first shield 191 and the second shield 192 are used to protect the battery box 138 from dust, water or other contaminants. In one implementation, the first shield 191 is disposed on the right side of the motorcycle 100 in the front-to-back direction, and the second shield 192 is disposed on the left side of the motorcycle 100 in the front-to-back direction. In another implementation, a protective device 193 is disposed on the second shield 192.

[0099] like Figure 25 and 26As shown, the protective device 193 is located outside the charging interface 132 to shield and protect the charging interface 132, preventing dust, water, or other contaminants from entering the charging interface 132. The protective device 193 includes a protective cover 1931, a protective housing 1932, a first rotating column 1933, a second rotating column 1934, a first torsion spring 1935, and a damping mechanism 1936. The protective cover 1931 is positioned corresponding to the charging interface 132 and can shield the charging interface 132. The protective cover 1931 has a first engagement state and a second engagement state relative to the protective housing 1932. When the protective cover 1931 is driven by a first force and switches from the first engagement state to the second engagement state at a first speed, the damping mechanism 1936 provides a second force opposite to the first force and drives the protective cover 1931 to switch from the second engagement state to the first engagement state at a second speed, where the first speed is greater than the second speed. For ease of explanation, the first engagement state is when the protective cover 1931 is locked to the protective housing 1932, and the second engagement state is when the protective cover 1931 and the protective housing 1932 are unlocked. The protective housing 1932 is bolted to the second baffle 192. A mounting position for mates with the charging interface 132 is formed within the protective housing 1932. The mounting position and the charging interface 132 are in clearance fit, with a gap width greater than or equal to 10mm and less than or equal to 20mm. This arrangement not only facilitates the assembly of the protective device 193 but also provides more operating space, allowing for easy docking of the charging interface 132 with the charging gun 32 or other operations. The first rotating post 1933 and the second rotating post 1934 are located on both sides of the protective housing 1932. In one implementation, the protective housing 1932 is provided with multiple mounting holes. The first rotating post 1933 and the second rotating post 1934 are disposed in different mounting holes. The first rotating post 1933 and the second rotating post 1934 can rotate relative to the mounting holes. The first rotating post 1933 is mounted on one side of the protective housing 1932, and the second rotating post 1934 is mounted on the other side of the protective housing 1932. The two ends of the protective cover 1931 are respectively hinged to the first rotating post 1933 and the second rotating post 1934, so that the protective cover 1931 can rotate relative to the protective housing 1932. In one implementation, the protective cover 1931, hinged to the first rotating column 1933, extends with a fixing portion 1931a. A snap-fit ​​groove 1932a is provided on the protective housing 1932. The fixing portion 1931a of the protective cover 1931 can engage with the snap-fit ​​groove 1932a, maintaining the protective cover 1931 in a first engagement state. When the fixing portion 1931a disengages from the snap-fit ​​groove 1932a, the protective cover 1931 switches from the first engagement state to a second engagement state. Corresponding to the first and second engagement states, the fixing portion 1931a includes a first engagement position and a second engagement position.A first torsion spring 1935 is wound around a first rotating column 1933. One end of the first torsion spring 1935 is fixed to the first rotating column 1933, and the other end is connected to the protective cover 1931. A damping mechanism 1936 (the specific structure is the same as...) Figure 33 Similar to the 1965 medium damper, it can participate. Figure 33 The damping mechanism 1936 is fixedly installed on the protective housing 1932 and on the same side as the second rotating column 1934. The damping mechanism 1936 is close to the second rotating column 1934 and is connected to the protective cover 1931. The damping mechanism 1936 and the protective cover 1931 are engaged through a meshing transmission mechanism. Figure 25 a and Figure 25 As shown in Figure b, when the protective cover 1931 is in the first mating state, the protective cover 1931 can rotate in the first rotation direction, finally causing the fixing part 1931a to reach the first mating position. The fixing part 1931a is locked in place with the snap-fit ​​groove 1932a, the first torsion spring 1935 enters the first state, and the protective cover 1931 stops moving, thereby completing the closing of the protective cover 1931. Figure 26As shown in a and 26b, when the protective cover 1931 is in the second engagement state, the first torsion spring 1935 enters the second state. The rotational force generated by the first torsion spring 1935 allows the protective cover 1931 to rotate in the second rotation direction. The fixing part 1931a disconnects from the snap-fit ​​groove 1932a, and the protective cover 1931 engages with the damping mechanism 1936. The damping mechanism 1936 provides a force that resists the rotation of the protective cover 1931, thereby slowing down the rotational speed of the protective cover 1931 in the left and right directions. Finally, the fixing part 1931a reaches the second engagement position, and the protective cover 1931 stops moving, thus completing the opening of the protective cover 1931. The user can press the protective cover 1931 to disconnect the fixing part 1931a from the snap-fit ​​groove 1932a, thereby allowing the protective cover 1931 to enter the second engagement state. As one implementation, corresponding to the first engagement position and the second engagement position, the protective cover 1931 can rotate between the first engagement state and the second engagement state by an angle greater than or equal to 75° and less than 90°. When the charger 31 is connected to charge the battery box 138, the protective cover 1931 is in the second mating state and in the second mating position. When the electric scooter 100 is charging outdoors and encounters sudden rainfall, this angled design allows the protective cover 1931 to direct rainwater to the outside of the electric scooter 100, preventing rainwater from being introduced into the protective housing 1932 or entering the charging interface 132 and damaging the battery box 138. Simultaneously, when the protective cover 1931 is open, part of it can be hidden inside the protective housing 1932, leaving more operational space. Understandably, due to the energy replenishment needs of the electric scooter 100, the protective cover 1931 needs to withstand frequent opening and closing. However, frequent opening and closing operations will cause significant frictional wear on the various components of the protective cover 1931, thus affecting its service life. Compared to existing technologies, in this embodiment, the protective cover 1931 is mounted on the frame 11 via a damper 1965, which controls the opening speed of the protective cover 1931. This effectively improves the durability of the protective cover 1931, reduces friction and wear during each opening and closing, increases its service life, and reduces maintenance costs.

[0100] The battery box protective cover 194 is positioned above the battery box 138, such as... Figure 27 and 28As shown, the battery box protective cover 194 has a first mating state and a second mating state relative to the battery box 183. One end of the battery box protective cover 194 is connected to a damping device 196, which is mounted on the vehicle frame 11. When the battery box protective cover 184 is driven by a first force and switches from the first mating state to the second mating state at a first speed, the damping device 196 provides a second force opposite to the first force, and drives the battery box protective cover 184 to switch from the second mating state to the first mating state at a second speed, where the first speed is greater than the second speed.

[0101] For ease of explanation, in this embodiment, the first engagement state is when the battery box protective cover 194 is locked to the frame 11, and the second engagement state is when the battery box protective cover 194 and the frame 11 are unlocked.

[0102] like Figure 29 , 30As shown in Figure 31, the damping device 196 includes a support assembly 1961, a rotating assembly 1962, and a damper 1963. The support assembly 1961 supports the rotating assembly 1962 and the damper 1963. One end of the support assembly 1961 is connected to the vehicle frame, and the end of the support assembly 1961 away from the vehicle frame is connected to the battery box cover 194. The rotating assembly 1962 is at least partially connected to the support assembly 1961 and can provide a first force to the support assembly 1961. The damper 1963 is at least partially connected to the support assembly 1961 and can provide a second force to the support assembly 1961 opposite to the first force. In one implementation, the support assembly 1961 includes a support base 1961a and an adapter frame 1961b, and the rotating assembly 1962 includes a second torsion spring 1962a and a rotating shaft 1962b. The support base 1961a is at least partially fixed to the vehicle frame 11 by bolts. The adapter frame 1961b is disposed on the support base 1961a and has a fixing hole formed in the support base 1961a for mounting the rotating shaft 1962b. The rotating shaft 1962b is mounted in the fixing hole parallel to the bottom surface of the support base 1961a and is rotatable relative to the support base 1961a. One end of the adapter frame 1961b is connected to the battery box protective cover 194, and the other end of the adapter frame 1961b is hinged to the rotating shaft 1962b. The adapter frame 1961b is rotatable relative to the rotating shaft 1962b, thereby allowing the battery box protective cover 194 to also rotate relative to the rotating shaft 1962b. The second torsion spring 1962a is wound around the rotating shaft 1962b, and the damper 1963 is disposed on the support 1961a. The damper 1963 is connected to the adapter 1961b. When the adapter 1961b rotates, the damper 1963 can resist the rotation of the adapter 1961b. In one implementation, one end of the second torsion spring 1962a is connected to the adapter frame 1961b, and the other end is connected to the support base 1961a. The damper 1963 includes a first damper 1963a and a second damper 1963b. The first damper 1963a is connected to the adapter frame 1961b, and is positioned above the second damper 1963b, with at least a partial connection between the first damper 1963a and the second damper 1963b. The first damper 1963a is perpendicular to the second damper 1963b, and the second damper 1963b is used to impede the movement of the first damper 1963a. The battery box protective cover 194 includes a first mating state and a second mating state. Corresponding to the first mating state and the second mating state, the first damper 1963a and the second damper 1963b include a first mating position and a second mating position. The two ends of the first damper 1963a are respectively connected to the adapter 1961b, and the second damper 1963b is vertically inserted through the bottom surface of the support 1961a and is fixed to the support 1961a by bolts.A first limiting post is provided on the adapter frame 1961b, which is located on the left side of the adapter frame 1961b. A second limiting post is provided on the support base 1961a, which is located on the right side of the support base 1961a. One end of the second torsion spring 1962a is connected to the first limiting post, and the other end is connected to the second limiting post. When the battery box cover 194 switches from the second engagement state to the first engagement state, the battery box cover 194 can rotate in the first rotation direction. The battery box cover 194 drives the adapter 1961b to rotate in the first rotation direction. The adapter 1961b drives the first damper 1963a to move vertically upward. The second damper 1963b provides a force to resist the movement of the first damper 1963a. During the rotation of the adapter 1961b, the second torsion spring 1962a deforms and applies a rotational force to the adapter 1961b until the other end of the battery box cover 194 is connected to the vehicle frame 11. The first damper 1963a and the second damper 1963b reach the first engagement position, the battery box cover 194 stops moving, the second torsion spring 1962a is in the first state, and the battery box cover 194 is closed. When the battery case cover 194 switches from the first engagement state to the second engagement state, the second torsion spring 1962a enters the second state. The rotational force applied by the second torsion spring 1962a to the adapter 1961b enables the adapter 1961b to rotate in the second rotation direction. The adapter 1961b is subjected to the rotational force of the second torsion spring 1962a, thereby driving the first damper 1963a to move vertically downward. The downward movement of the first damper 1963a pushes the second damper 1963b to move. The second damper 1963b provides a force that resists the movement of the first damper 1963a, thereby slowing down the downward movement speed of the second damper 1963b, and thus slowing down the rotation speed of the adapter 1961b, thereby affecting the rotation speed of the battery case cover 194 in the second rotation direction. When the first damper 1963a and the second damper 1963b reach the second engagement position, the battery case cover 194 stops moving, completing the opening of the battery case cover 194. The first state of the second torsion spring 1962a is the state of compression of the second torsion spring 1962a, and the second state of the second torsion spring 1962a is the state of extension of the second torsion spring 1962a.

[0103] like Figure 32 As shown, this is another implementation of the damper in 1963. (As...) Figure 33As shown, the second torsion spring 1962a is arranged at certain intervals on the rotating shaft 1962b. The center of the second torsion spring 1962a is connected to the support base 1961a. The center of the second torsion spring 1962a is limited by the limiting part provided on the support base 1961a. The two ends of the second torsion spring 1962a are respectively connected to the two sides of the adapter frame 1961b. The adapter frame 1961b is hinged to the rotating shaft 1962b and can rotate relative to the rotating shaft 1962b. A gear structure is also provided on the adapter frame 1961b. The gear structure cooperates with the damper 1963 to transmit and counteract the rotational force of the second torsion spring 1962a. In this implementation, two dampers 1963 are arranged opposite each other on both sides of the support base 1961a. One damper 1963 is connected to one end of the adapter frame 1961b, and the other damper 1963 is connected to the other end of the adapter frame 1961b. Specifically, the damper 1963 includes a gear 1963c, a fixed shaft 1963d, and a chassis 1963e. The chassis 1963e is fixedly connected to the support base 1961a by bolts. One end of the fixed shaft 1963d is fixed to the chassis 1963e, and the other end is connected to the gear 1963c. The gear 1963c can rotate around the fixed shaft 1963d. The adapter frame 1961b meshes with the gear 1963c through a gear tooth structure. Corresponding to a first engagement state and a second engagement state, the adapter frame 1961b includes a first engagement position and a second engagement position. When the battery box cover 194 switches from the second engagement state to the first engagement state, the battery box cover 194 can rotate in the first rotation direction. The battery box cover 194 drives the adapter frame 1961b to rotate in the first rotation direction. The gear tooth structure on the adapter frame 1961b meshes with the gear 1963c. The fixed shaft 1963d and the chassis 1963e cooperate to provide a force that resists the rotation of the gear 1963c, thereby hindering the meshing transmission between the gear 1963c and the gear tooth structure, thus slowing down the rotation speed of the adapter frame 1961b. During the rotation of the adapter frame 1961b, the second torsion spring 1962a deforms and applies a rotational force to the adapter frame 1961b. When the other end of the battery box cover 194 is fixedly connected to the vehicle frame 11, the adapter frame 1961b reaches the first engagement position, and the second torsion spring 1962a enters the first state, completing the closing of the battery box cover 194.When the battery box cover 194 switches from the first engagement state to the second engagement state, the second torsion spring 1962a enters the second state. The rotational force generated by the second torsion spring 1962a enables the adapter 1961b to rotate in the second rotation direction. When the adapter 1961b rotates in the second rotation direction, the gear 1963c meshes with the gear tooth structure. The fixed shaft 1963d and the chassis 1963e cooperate to provide a force that resists the rotation of the gear 1963c, thereby slowing down the rotation speed of the adapter 1961b, which in turn affects the rotation speed of the battery box cover 194. Finally, the adapter 1961b reaches the second engagement position, the battery box cover 194 stops moving, and the opening of the battery box cover 194 is completed. In the two implementations described above, corresponding to the first and second mating positions, the maximum angle formed between the battery box protective cover 194 and the support base 1961a is greater than or equal to 75° and less than or equal to 120°. This setting allows the battery box protective cover 194 to be opened to the maximum extent, providing the user with more operating space and a wider field of vision, facilitating the user's access to items inside the battery box 138. As an optional implementation, to avoid interference between the battery box protective cover 194 and other components of the motorcycle 100 in the second mating state, and to facilitate the user's access to items in the battery box 138 or to perform operations such as inspection and replacement of the first power supply 131, the battery box protective cover 194 can rotate at an angle greater than or equal to 75° and less than or equal to 80° in both the first and second mating states. The other end of the battery box protective cover 194 is fixed by an electromagnetic lock 197. The electromagnetic lock 197 is fixedly connected to the vehicle frame 11. The electromagnetic lock 197 acts as a switch, enabling the opening and closing of the first battery box protective cover 194. The user can control the battery box protective cover 194 to switch between a first and a second engagement state via the electromagnetic lock 197. In this embodiment, the installation and fixation of the battery box protective cover 194 are achieved through the electromagnetic lock 197 and the damping device 196. The electromagnetic lock 197 makes opening and closing the battery box protective cover 194 simpler and more convenient. In the two implementation methods described above, the damping device 196 provides better stability to the battery box cover 194 during rotation. It also helps to handle frequent state switching of the battery box cover 194, reducing the risk of failure and extending its service life. The damping device 196 utilizes the pressure difference between its internal components to automatically flip the battery box cover 194, while simultaneously slowing its flipping speed. This results in a smoother rotation speed when the battery box cover 194 is opened, providing better safety and reliability. It effectively prevents excessive rotational force released instantaneously by the second torsion spring 1962a when the electromagnetic lock 197 is opened, which could cause the battery box cover 194 to rotate too quickly, preventing the user from reaching a safe distance and potentially causing injury.

[0104] like Figure 34 The rear protective plate 195 shown is located on both sides of the saddle assembly 18, covering the rear 600 of the motorcycle 100, and also serves to mount the taillight 22 of the motorcycle 100. The taillight 22 is connected to the rear protective plate 195, so that the taillight 22 is mounted on the rear 600 of the motorcycle 100. The rear protective plate 195 includes a first side plate 1951, a second side plate 1952, and a buffer assembly 1953. On both sides of the rear 600 of the motorcycle 100, the taillight 22 is connected to the first side plate 1951 and the second side plate 1952 respectively. The first side plate 1951 and the second side plate 1952 are symmetrically arranged with respect to the frame. Both the first side panel 1951 and the second side panel 1952 are made of materials including ABS, which gives the first side panel 1951 and the second side panel 1952 a certain surface hardness, as well as high elasticity and toughness, and also the advantage of low manufacturing cost. The thickness of the first side panel 1951 is greater than or equal to 2mm and less than or equal to 4mm, and the thickness of the second side panel 1952 is greater than or equal to 2mm and less than or equal to 4mm, which effectively reduces the overall weight of the straddle-type electric vehicle 100 and is conducive to the lightweighting of the straddle-type electric vehicle 100. As an optional implementation, the first side plate 1951 is positioned on the right side of the straddle-type electric vehicle 100 along the front-rear direction, and the second side plate 1952 is positioned on the left side of the straddle-type electric vehicle 100 along the front-rear direction. Both the first side plate 1951 and the second side plate 1952 have three mounting points for connection and fixation to the frame 11. Taking the first side plate 1951 as an example, the three mounting points are the first mounting point 1954, the second mounting point 1955, and the third mounting point 1956, which are arranged in a triangle. The distance between the first mounting point 1954 and the second mounting point 1955 is approximately the same as the distance between the first mounting point 1954 and the third mounting point. During installation, the taillight 22 has one or more axes of symmetry. The taillight 22 includes a first mounting base 221 and a second mounting base 222, which are symmetrically arranged about the axes of symmetry. The first mounting bracket 221 is connected to the first side plate 1951 by bolts, and the second mounting bracket 222 is connected to the second side plate 1952 by bolts, allowing the taillight 22 to fit seamlessly with the first side plate 1951 and the second side plate 1952. Then, the first side plate 1951 and the second side plate 1952 are fixed to the frame 11. A connecting part 1957 is also provided between the first side plate 1951 and the second side plate 1952, and the connecting part 1957 is connected to the frame 11 through a buffer assembly 1953. Figure 35As shown, the buffer assembly 1953 includes a mounting bolt 1953a, a first buffer member 1953b, and a second buffer member 1953c. The first buffer member 1953b is fitted onto the mounting bolt 1953a, with one end abutting against the head of the mounting bolt 1953a and the other end abutting against the frame 11. The second buffer member 1953c is fitted onto the first buffer member 1953b, with a portion of the second buffer member 1953c disposed between the connecting portion 1957 and the mounting bolt 1953a, and the second buffer member 1953c is fitted against the connecting portion 1957 and the mounting bolt 1953a. Another portion of the second buffer member 1953c is disposed between the connecting portion 1957 and the frame 11, and the second buffer member 1953c is fitted against the connecting portion 1957 and the frame 11. During the operation of the motorcycle 100, the buffer assembly 1953 provides cushioning between the rear protective plate 195 and the frame 11, reducing vibration at the rear 600 of the motorcycle 100. This prevents the rear protective plate 195 or the frame 11 from wobbling, thus avoiding impact between the taillight 22 and the frame 11 or the rear protective plate 195, and preventing the taillight 22 from rubbing against the first side plate 1951 or the second side plate 1952 due to wobbling. In this implementation, the taillight 22 is fixedly mounted on the rear protective plate 195, and the two are uniformly assembled and then fixedly mounted on the frame 11. This effectively solves the gap problem between the taillight 22 and the rear protective plate 195. The buffer assembly 1953 is used to connect the rear protective plate 195 to the frame 11 at one end for shock absorption, preventing the rear protective plate 195 from vibrating with the frame 11, thereby solving the problem of the taillight 22 easily impacting the rear protective plate 195 or the frame 11.

[0105] The cooling system 16 is located at the front 400 of the motorcycle 100, close to the motor 133 and motor controller 134, and is used to cool the motor 133 and motor controller 134. Figure 36 As shown, the heat dissipation system 16 includes a radiator 161, a coolant 162, a water pump 163, and cooling pipes 164. The coolant 162 is connected to the radiator 161 via the cooling pipes 164, and the radiator 161 is connected to the water pump 163 via the cooling pipes 164. The coolant 162 contains coolant capable of absorbing heat. The radiator 161 transfers heat from the coolant to the ambient air. The water pump 163 pressurizes the coolant and regulates the flow rate of the coolant within the cooling pipes 164. The coolant 162 transfers coolant to the radiator 161 via the cooling pipes 164, as... Figure 37As shown, a first heat dissipation pipe 1341 for cooling is provided inside the motor controller 134, and a second heat dissipation pipe 1332 for coolant flow is provided inside the motor 133. Coolant flows from the radiator 161 sequentially through the motor controller 134, the motor 133, and the water pump 163, and finally is transferred back to the radiator 161 by the water pump 163, forming a coolant circulation loop that provides water cooling for the motor controller 134 and the motor 133. In this embodiment, the motor controller 134 participates in the cooling cycle before the motor 133. This is because the temperature resistance of the motor controller 134 is lower than that of the motor 133, resulting in poorer heat resistance; therefore, the motor controller 134 is positioned closer to the radiator 161. This application uses water cooling to cool the motor 133 and the motor controller 134, effectively controlling the temperature of the high-power, high-speed motor 133, while also reducing the internal temperature of the motor controller 134. Specifically, the heat dissipation pipe 164 includes a first pipe 1641, a second pipe 1642, a third pipe 1643, a fourth pipe 1644, and a fifth pipe 1645. The kettle 162 is connected to the radiator 161 through the first pipe 1641. The radiator 161 is connected to the first heat dissipation pipe 1341 through the second pipe 1642. The first heat dissipation pipe 1341 is connected to the second heat dissipation pipe 1332 through the third pipe 1643. The second heat dissipation pipe 1332 is connected to the water pump 163 through the fourth pipe 1644. The water pump 163 is connected to the radiator 161 through the fifth pipe 1645. In the heat dissipation system 16, the entire water cooling cycle loop is arranged according to the coolant transfer sequence as follows: water tank 162—first pipe 1641—radiator 161—second pipe 1642—first heat dissipation pipe 1341—third pipe 1643—second heat dissipation pipe 1332—fourth pipe 1644—water pump 163—fifth pipe 1645—radiator 161.

[0106] The radiator 161 is located at the front 400 of the motorcycle 100, in front of the motor controller 134, and can effectively receive ambient air entering from the front of the motorcycle 100. The radiator 161 transfers heat from the coolant to the ambient air. The radiator 161 is vertically positioned to the ground, and the coolant flows on its blades. The radiator 161 facilitates contact between the coolant and ambient air, effectively increasing the contact area and maximizing the utilization of the radiator's windward surface, achieving 100% windward coverage. This ensures the coolant has ample contact with the ambient air on the radiator surface. During operation, a large amount of ambient air enters from the front 400 of the motorcycle 100, flows through and through the radiator 161, causing the coolant flowing on the radiator 161 to come into contact with the ambient air. The ambient air carries away most of the heat from the coolant, thus cooling it.

[0107] As an optional implementation, the water tank 162 is detachably fixed to the frame 11 with bolts, providing coolant replenishment for the water-cooled circulation. It is connected to one end of the radiator 161 via a first pipe 1641, allowing the coolant in the water tank 162 to replenish the radiator 161 in real time. The water tank 162 can be made of transparent material and is equipped with a water level scale, allowing the user to observe the coolant level inside. An observation area corresponding to the water tank 162 is provided on the vehicle body cover 19, enabling the user to easily observe the water tank 162 from outside the motorcycle 100. The scale indicates the remaining coolant level, allowing the user to clearly understand the coolant usage and determine whether the water tank 162 needs replenishment.

[0108] As an optional implementation, coolant is transferred from the second pipe 1642 to the inside of the motor controller 134, flows through the first heat dissipation pipe 1341, and then flows to the third pipe 1643 to carry away the heat from the motor controller 134, thus dissipating heat from the motor controller 134. Figure 30 As shown, as an optional implementation, the first heat dissipation pipe 1341 is arranged inside the motor controller 134. The motor controller 134 has a preset space inside, and the first heat dissipation pipe 1341 is set in the preset space. The first heat dissipation pipe 1341 is bent within the preset space as much as possible. This arrangement can maximize the length of the first heat dissipation pipe 1341, thereby increasing the contact area between the first heat dissipation pipe 1341 and the heat source in the motor controller 134. At the same time, it increases the flow time of the coolant, so that the coolant can fully remove the heat generated by the motor controller 134 and reduce the internal temperature of the motor controller 134.

[0109] Coolant flowing from the first heat dissipation pipe 1341 enters the second heat dissipation pipe 1332 through the third pipe 1643, allowing the coolant to flow inside the motor 133 and carry away the heat generated inside the motor 133, thereby dissipating heat from the motor 133. Alternatively, a predetermined circular space is provided inside the motor 133, and the second heat dissipation pipe 1332 is located within this space. The second heat dissipation pipe 1332 revolves around the central axis of the motor 133, and bends as much as possible within the predetermined circular space. This effectively increases the length of the second heat dissipation pipe 1332, thereby increasing the contact area between the second heat dissipation pipe 1332 and the heat source inside the motor 133, and also increasing the time the coolant flows through the motor 133, allowing the coolant to fully cool and carry away the heat inside the motor 133. To improve the heat conduction of the second heat dissipation pipe 1332, it is sealed and bonded to the inside of the motor 133 by potting adhesive. Alternatively, the second heat dissipation pipe 1332 can be positioned between the stator winding and the motor housing. However, if a gap exists between the second heat dissipation pipe 1332 and the stator winding, heat transfer between them is only possible through air, resulting in extremely low efficiency. Therefore, potting adhesive fills this gap, and using a thermally conductive adhesive significantly improves the heat dissipation performance of the motor 133. Alternatively, both the first heat dissipation pipe 1341 and the second heat dissipation pipe 1332 are made of aluminum alloy, giving them good corrosion resistance, lighter weight, better durability, and ease of manufacturing.

[0110] Water pump 163 is used to pressurize the coolant, providing power to the entire water-cooling loop and ensuring that the coolant can flow in the entire water-cooling loop. Water pump 163 delivers coolant to the other end of radiator 161 through fifth pipe 1645. Since the distance between water pump 163 and radiator 161 is relatively far, the fifth pipe 1645 has the longest arrangement length compared to the first pipe 1641, second pipe 1642, third pipe 1643 and fourth pipe 1644. In order to prevent the fifth pipe 1645 from shaking during the riding of the motorcycle 100, the fifth pipe 1645 is fixedly installed on the frame 11 by a limiting clamp. The limiting clamp can restrict the fifth pipe 1645 in the horizontal and vertical directions to prevent the fifth pipe 1645 from shaking. In this embodiment, the water pump 163 can selectively operate according to the internal temperature of the motor 133 or the motor controller 134. That is, the water pump 163 adjusts the increased pressure on the coolant according to the temperature of the motor 133 and / or the motor controller 134, thereby adjusting the flow speed of the coolant in the entire circulation loop. This setting can effectively optimize the heat dissipation performance of the heat dissipation system 16, which is conducive to saving energy and avoiding unnecessary energy consumption during the heat dissipation process.

[0111] Although preferred embodiments of the invention have been disclosed for illustrative purposes, those skilled in the art will recognize that various modifications, additions, and substitutions are possible without departing from the scope and spirit of the invention as disclosed in the appended claims.

Claims

1. A straddle-type electric vehicle, comprising: Frame; The wheel assembly includes a front wheel and a rear wheel disposed under the frame; A suspension system for connecting the wheel assembly to the vehicle frame; A power system, at least partially disposed on the frame, the power system including a power source for providing operating power to the motorcycle electric vehicle, and the power source including a plurality of battery packs; The control system is used to control the operating status of the entire vehicle; A body panel that at least partially covers the vehicle frame and is connected to the vehicle frame; The power source is characterized in that it can be connected to a charging component, which is capable of charging multiple battery packs, wherein the charging component includes at least a charger; The control system includes a communication bus, and the charging component can access the communication bus when it is charging the multiple battery packs. The power supply is equipped with a power management device, and the battery pack is connected to an adapter cable. The other end of the adapter cable, in addition to being connected to the battery pack, is connected to the power management device. The other end of the power management device, in addition to being connected to the battery pack, is connected to the communication bus. The power management device can distinguish the battery pack based on the signal sent by the adapter cable of the battery pack. The power management device can send the charging request of the battery pack to the charging component through the communication bus. The charging component can respond to the charging request of the battery pack and supply power to the corresponding battery pack. The power system also includes: a motor controller and a motor; wherein... The motor is arranged between the front wheel and the rear wheel. A straight line perpendicular to the bottom surface of the power source is a first straight line, a straight line from the center of the motor to the center of the front wheel is a second straight line, and a straight line from the center of the motor to the center of the rear wheel is a third straight line. A plane perpendicular to the left and right direction of the electric motorcycle is a first projection plane. The projection of the first straight line onto the first projection plane is the first straight line projection, the projection of the second straight line onto the first projection plane is the second straight line projection, and the projection of the third straight line onto the first projection plane is the third straight line projection. The angle between the first straight line projection and the second straight line projection is greater than 50° and less than or equal to 90°, and the angle between the first straight line projection and the third straight line projection is greater than or equal to 60° and less than or equal to 100°.

2. The straddle-type electric vehicle according to claim 1, characterized in that, The power source includes a first battery pack and a second battery pack, which are connected in parallel. When the charging component charges the power source, the power management device sends a first charging request to the charger via the communication bus. The first charging request is associated with the status parameters of the first battery pack. The power management device also sends a second charging request to the charger via the communication bus. The second charging request is associated with the status parameters of the second battery pack. The charger can output corresponding current and voltage to the first battery pack and the second battery pack according to the first charging request and the second charging request.

3. The straddle-type electric vehicle according to claim 2, characterized in that, The power source is provided with a charging interface. The adapter cable includes a first adapter cable and a second adapter cable. The first battery pack is connected to the charging interface through the first adapter cable, and the second battery pack is connected to the charging interface through the second adapter cable. When the charging component charges the power source, the charging component is connected to the charging interface and charges the first battery pack through the first adapter cable and the second battery pack through the second adapter cable.

4. The straddle-type electric vehicle according to claim 3, characterized in that, The first adapter cable includes a first ground terminal and a first signal terminal; one end of the first signal terminal is connected to the power management device, and the other end of the first signal terminal is connected to the first ground terminal. The first signal terminal is capable of receiving a ground signal transmitted by the first ground terminal and providing the ground signal to the power management device. The power management device identifies the first battery pack based on the ground signal. The second adapter cable includes a second signal terminal. One end of the second signal terminal is connected to the power management device, and the other end of the second signal terminal is in a floating state. The second signal terminal can provide a floating signal to the power management device corresponding to the floating state, and the power management device identifies the second battery pack based on the floating signal.

5. The straddle-type electric vehicle according to claim 1, characterized in that, The charging assembly also includes a charging gun, one end of which is connected to the charger. During charging, the other end of the charging gun is connected to the charging interface. The charging gun provides a connection signal to the control system, and the control system determines whether the charging gun is connected to the charging interface based on the connection signal. One end of the motor controller is connected to the power source, and the other end of the motor controller away from the power source is connected to the motor. The motor controller controls the motor to provide driving force to the motorcycle-type electric vehicle. When the control system determines that the charging gun is connected to the charging interface, the control system transmits a charging command to the motor controller through the communication bus, and the motor controller responds to the charging command by controlling the motor to output no driving force.

6. The straddle-type electric vehicle according to claim 5, characterized in that, The charging gun includes a detection end and a grounding end. One end of the detection end is connected to the grounding end. During charging, the other end of the detection end is connected to the control system. The grounding end transmits a low-level signal to the detection end, and the detection end provides a low-level connection signal to the control system. When the control system recognizes the connection signal as the low-level signal, it determines that the charging gun is connected to the charging interface.

7. The straddle-type electric vehicle according to claim 5, characterized in that, The charging gun includes a detection end and a wake-up end. One end of the detection end is connected to the wake-up end. During charging, the wake-up end can output a high-level signal. The other end of the detection end is connected to the control system. The wake-up end transmits the high-level signal to the detection end, and the detection end provides a high-level connection signal to the control system. When the control system recognizes the connection signal as the high-level signal, it determines that the charging gun is connected to the charging interface.

8. The straddle-type electric vehicle according to claim 1, characterized in that, The vehicle body panel also includes a protective device that can cover the charging port. The protective device includes a protective cover, a protective housing, and a damping mechanism. The protective cover is rotatably connected to the protective housing, and the protective cover has a first engagement state and a second engagement state relative to the protective housing. The protective cover can rotate between the second engagement state and the first engagement state by an angle greater than or equal to 75° and less than or equal to 90°. When the protective cover is driven by a first force and switches from the first engagement state to the second engagement state at a first speed, the damping mechanism provides a second force opposite to the first force and drives the protective cover to switch from the second engagement state to the first engagement state at a second speed, wherein the first speed is greater than the second speed. The protective device further includes a first rotating column, a second rotating column, and a torsion spring. The first rotating column is disposed on one side of the protective housing, and the second rotating column is disposed on the other side of the protective housing. One end of the protective cover is connected to the first rotating column, and the other end of the protective cover is connected to the second rotating column. The torsion spring is wound around the first rotating column, one end of the torsion spring is connected to the first rotating column, and the other end of the torsion spring is connected to the protective cover. The torsion spring can provide the first force to the protective cover.

9. The straddle-type electric vehicle according to claim 8, characterized in that, The projection of the center of the rear wheel onto the first projection plane is the first horizontal projection, the projection of the center of the front wheel onto the first projection plane is the second horizontal projection, and the projection of the center of the motor of the straddle-type electric vehicle onto the first projection plane is the motor horizontal projection; along the horizontal direction of the first projection plane, the distance between the first horizontal projection and the second horizontal projection is D1, the distance between the first horizontal projection and the motor horizontal projection is D2, and the ratio of D2 to D1 is greater than or equal to 0.2 and less than 0.5.

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