Riding vehicle

Abstract

The application relates to the field of vehicle technology. The application provides a riding vehicle, which comprises a vehicle body, a rearview mirror connected to the front of the vehicle body, a mirror connecting assembly for connecting the rearview mirror to the vehicle body, a light device comprising an illuminating part and a cable, the cable being electrically connected to the illuminating part, the mirror connecting assembly supporting the light device and the rearview mirror, and the mirror connecting assembly comprising a mirror rod, the mirror rod comprising a rod body part and an adapter part, the adapter part being connected to the rod body part in a rotating mode, the rod body part being hollow to form a first channel for the cable to pass through, the adapter part being hollow to form a second channel for the cable to pass through, and the first channel and the second channel being communicated. The application integrates the light device and the rearview mirror into a module, so that the front end structure of the riding vehicle is more compact, and the service life of the cable of the light device is prolonged.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a rideable vehicle. Background Technology

[0002] The spacing between the two turn signals on a motorcycle must meet certain length requirements to ensure the turn signal structure meets safety standards. Therefore, to meet these structural design requirements, it's often necessary to design a lamp bracket to connect the turn signal, or increase the width of the motorcycle's front hood. This results in a less compact front-end structure and increases the overall weight of the motorcycle. To achieve weight reduction, the turn signals can be integrated into other components. However, how to adapt and connect the turn signals to other components of the motorcycle without affecting their performance remains a critical problem to be solved. Summary of the Invention

[0003] This application provides a riding vehicle in which the lighting device and rearview mirror are integrated into a single module, making the front structure of the riding vehicle more compact and solving the wiring problem of the lighting device, thereby improving the service life of the lighting device.

[0004] To achieve the above-mentioned main objectives, the present invention provides a riding vehicle, including a vehicle body; a rearview mirror connected to the front of the vehicle body; a mirror connecting assembly connecting the rearview mirror to the vehicle body; a lighting device including an illumination part and a cable, the cable being electrically connected to the illumination part; the mirror connecting assembly supporting the lighting device and the rearview mirror; the mirror connecting assembly includes: a mirror rod including a rod body and a connecting part, the connecting part causing the rod body to be rotatably connected to the vehicle body, the rod body being hollow to form a first channel for the cable to pass through; the connecting part being hollow to form a second channel for the cable to pass through, the first channel and the second channel being connected.

[0005] Optionally, the endoscope rod includes an endoscope rod and an outer endoscope rod, with a first channel formed inside the endoscope rod and the outer endoscope rod surrounding the endoscope rod.

[0006] Optionally, the mirror connection assembly also includes a mirror mount, which is disposed on the vehicle body and forms a hole for rotatable connection with the adapter.

[0007] Optionally, the lens mount may also include a biasing member and a first limiting member, with the lens rod forming a second limiting member, and the biasing member biasing the first limiting member to press the first limiting member and the second limiting member together.

[0008] Optionally, the first limiting member and the second limiting member are a protrusion and a concave member that limit each other, and the sides of the first limiting member and the second limiting member are inclined surfaces.

[0009] Optionally, the lighting device is a front turn signal, which has two lights and is basically symmetrically arranged at the front of the vehicle body. The rearview mirror can rotate relative to the front turn signal, and the mirror stalk can rotate relative to the mirror mount.

[0010] Optionally, the riding vehicle may also include a lampshade, a mounting light unit, and a mirror rod that is self-formed or connected to the lampshade; the lampshade may also include a pin groove, and the rearview mirror may include a ball joint; or the lampshade may include a ball joint, the rearview mirror may include a pin groove, and the ball joint may be inserted into the pin groove and rotatable relative to the pin groove.

[0011] Optionally, the adapter includes a wire port, a top cover, and a connecting rod. A second channel is formed in the connecting rod, the wire port is formed at one end of the connecting rod, the top cover is used to cover the wire port, and after the top cover is installed on the wire port, a gap is left between the top cover and the wire port to connect to the first channel.

[0012] Optionally, the lens barrel is manufactured through a secondary molding process.

[0013] Optionally, the lighting device includes multiple light sources, light guide elements, and a flexible circuit board. The light guide elements are positioned in front of the light sources. The flexible circuit board mounts the light sources. The lighting device also includes a reinforcing component that connects to the flexible circuit board. The reinforcing component positions the flexible circuit board to form multiple mounting positions for the light sources, thereby evenly distributing the spacing between the multiple light sources and the light guide elements.

[0014] Beneficial effects

[0015] This application provides a riding vehicle in which the lighting device and the rearview mirror are integrated into a single module, and the rearview mirror can rotate relative to the lighting device. The arrangement of the rearview mirror and the lighting device is more compact, saving connecting parts. Furthermore, the cable of the lighting device is located inside the mirror rod, which can extend the service life of the cable and prevent the cable from getting tangled. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the riding vehicle provided in this application in one embodiment.

[0017] Figure 2 This is the book Figure 1 The provided schematic diagram of the overall planar structure of the riding vehicle.

[0018] Figure 3 for Figure 1 A three-dimensional structural diagram of the frame of the provided riding vehicle.

[0019] Figure 4 for Figure 1 A schematic diagram of the main frame structure of the provided riding vehicle.

[0020] Figure 5 for Figure 1 A three-dimensional structural diagram of the suspension system and frame of the provided riding vehicle.

[0021] Figure 6 for Figure 1A three-dimensional structural diagram of the frame and limiting components of the provided riding vehicle.

[0022] Figure 7 for Figure 1 A three-dimensional structural diagram of the central frame of the provided riding vehicle.

[0023] Figure 8 for Figure 3 A three-dimensional structural diagram of the frame of the provided riding vehicle from another angle.

[0024] Figure 9 for Figure 3 An exploded structural diagram of the frame fixing mechanism of the provided riding vehicle.

[0025] Figure 10 for Figure 3 A cross-sectional structural diagram of the frame fixing mechanism of the provided riding vehicle.

[0026] Figure 11 for Figure 10 An enlarged cross-sectional schematic diagram of the frame fixing mechanism of the provided riding vehicle.

[0027] Figure 12 for Figure 1 A schematic diagram of the front frame of the provided riding vehicle.

[0028] Figure 13 for Figure 1 The provided top-down plan view of the interior structure of the ride-on vehicle.

[0029] Figure 14 This is a schematic diagram of the electrical component arrangement according to one embodiment of this application.

[0030] Figure 15 for Figure 1 A three-dimensional structural diagram of a relay socket for a rideable vehicle is provided.

[0031] Figure 16 for Figure 1 A schematic diagram of the internal structure of a relay socket for a ride-on vehicle is provided.

[0032] Figure 17 for Figure 1 A three-dimensional structural diagram of a fuse box for a rideable vehicle is provided.

[0033] Figure 18 for Figure 1 Provides a three-dimensional structural diagram of a rearview mirror for a riding vehicle.

[0034] Figure 19 for Figure 1 A cross-sectional structural diagram of a mirror connection assembly for a rideable vehicle is provided.

[0035] Figure 20 for Figure 1 A three-dimensional structural diagram of a mirror mount for a riding vehicle is provided.

[0036] Figure 21 for Figure 1 A cross-sectional structural diagram of the lighting device and rearview mirror of a ride-on vehicle is provided.

[0037] Figure 22 for Figure 1 Provides a schematic diagram of the lighting device for a rideable vehicle.

[0038] Figure 23 for Figure 1 Provides a three-dimensional structural diagram of the lamp cover for a rideable vehicle.

[0039] Figure 24 for Figure 1 A cross-sectional structural diagram of the lighting device for a rideable vehicle.

[0040] Figure 25 for Figure 1 Provides a three-dimensional structural diagram of the first handlebar of a riding vehicle.

[0041] Figure 26 for Figure 1 Provides a three-dimensional structural diagram of the second handlebar of a riding vehicle.

[0042] Figure 27a for Figure 1 Provides a three-dimensional structural diagram of the wing of a rideable vehicle.

[0043] Figure 27b for Figure 1 Provides a forward-looking planar structural diagram of the wing of a rideable vehicle.

[0044] Figure 28a for Figure 1 Provides a side view of the three-dimensional structure of the wing of a rideable vehicle.

[0045] Figure 28b for Figure 1 A side view planar structural schematic diagram of the lower wing of a rideable vehicle is provided.

[0046] Figure 29 for Figure 1 A three-dimensional structural diagram of a gas treatment device for a ride-on vehicle.

[0047] Figure 30 for Figure 29 A schematic diagram of the planar structure of a gas treatment device for a ride-on vehicle.

[0048] Figure 31 for Figure 29 A schematic diagram of the internal structure of a gas handling device for a ride-on vehicle.

[0049] Figure 32 for Figure 29 A schematic diagram of the cover of a gas handling device for a ride-on vehicle.

[0050] Figure 33 for Figure 29 Another sectional view of the gas treatment device for a ride-on vehicle.

[0051] Figure 34 for Figure 29 A three-dimensional structural diagram of the filter assembly for a gas treatment device for a ride-on vehicle.

[0052] Figure 35a for Figure 29 A schematic diagram showing the location of the gas handling unit for a ride-on vehicle.

[0053] Figure 35b for Figure 1 Provides a three-dimensional structural diagram of the fuel tank of a rideable vehicle.

[0054] Figure 36 for Figure 1 Provides a three-dimensional structural diagram of the rear suspension of a riding vehicle.

[0055] Figure 37 for Figure 1 A three-dimensional schematic diagram of the exploded structure of the rear suspension of a riding vehicle.

[0056] Figure 38 for Figure 37 A plan view of the exploded structure of the rear suspension of a riding vehicle.

[0057] Figure 39a for Figure 1 A three-dimensional structural diagram of the wiring harness for fixing the partition device of a ride-on vehicle.

[0058] Figure 39b for Figure 1 A three-dimensional structural diagram of a partition device for riding vehicles.

[0059] Figure 40 for Figure 1 A cross-sectional structural diagram of the walking system of a rideable vehicle is provided.

[0060] Figure 41 for Figure 1 A three-dimensional structural diagram of the transmission system of a rideable vehicle is provided.

[0061] Figure 42 for Figure 1Provides a three-dimensional structural diagram of the strap for a rideable vehicle.

[0062] Figure 43 for Figure 1 Provides a three-dimensional structural diagram of the seat cushion for a riding vehicle.

[0063] Figure 44 for Figure 1 A cross-sectional structural diagram of a seat for a riding vehicle is provided.

[0064] Figure 45 for Figure 1 Provides a schematic diagram of the internal structure of the vehicle body for riding.

[0065] Figure 46 for Figure 1 A three-dimensional structural diagram of a power supply device for a rideable vehicle.

[0066] Figure 47 for Figure 1 A cross-sectional structural diagram of a power supply device for a rideable vehicle.

[0067] Figure 48 for Figure 1 A schematic diagram of the seat lock for a riding vehicle is provided.

[0068] Figure 49 for Figure 1 Provides a diagram showing the location of the body panels for a ride-on vehicle.

[0069] Figure 50 for Figure 1 A structural schematic diagram of the cover for a rideable vehicle.

[0070] Figure 51 for Figure 1 A schematic diagram of the coordination structure for a rideable vehicle is provided.

[0071] Figure 52 for Figure 1 An enlarged schematic diagram of the coordination structure of a riding vehicle is provided.

[0072] Figure 53 for Figure 1 A structural schematic diagram of the frame base plate of a rideable vehicle is provided.

[0073] Figure 54 for Figure 1 A schematic diagram of the shock absorption device for a ride-on vehicle.

[0074] Figure 55 for Figure 1 A cross-sectional structural diagram of an elastic sleeve for a rideable vehicle is provided.

[0075] Figure 56 for Figure 1 A three-dimensional structural diagram of a gear shifting assembly for a riding vehicle is provided.

[0076] Figure 57 for Figure 1 A schematic diagram of a planar structure for providing a shift assembly for a riding vehicle connected via a first connection point.

[0077] Figure 58 for Figure 1 A three-dimensional structural diagram showing the shift assembly of a riding vehicle connected via a second connection point.

[0078] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0079] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0080] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0081] Reference Figure 1 and Figure 2 This application discloses a vehicle, which can be a rideable vehicle 10 or an all-terrain vehicle. The rideable vehicle 10 can be a motorcycle. Taking a motorcycle as an example, it includes: a frame 100, a power system 200, a control system 300, a housing assembly 700, a running gear 800, and a load-bearing system 900. The power system 200 includes a power source 210 that provides power. The power system 200 and the control system 300 are supported by the frame 100. The control system 300 is used to control the movement of the rideable vehicle 10. The housing assembly 700 covers at least a portion of the frame 100. The load-bearing system 900 includes a seat 910 for a user to ride on, which is disposed above the frame 100. The frame 100 supports the power system 200, the control system 300, and the load-bearing system 900. The rideable vehicle also includes a running gear 800 and a transmission system 830. The running gear 800 includes wheels that can be driven by the power system 200, including a front wheel 810 and a rear wheel 820. The transmission system 830 connects the power system 200 and the walking system 800.

[0082] Reference Figures 3 to 8The frame 100 includes multiple first frame members and multiple non-tubular second frame members 20. The second frame members 20 are connected to the tubular body, and the connected second frame members 20 and the tubular body together form the main part of the frame 100. The frame 100 also includes a main frame 110 and a subframe 120. The main frame 110 is connected to the front of the subframe 120. The length of the riding vehicle 10 extends substantially along a first straight line, and the direction of travel of the riding vehicle 10 along the first straight line is forward. The main frame 110 includes a front seat tube 111 and a pair of left and right tubular body assemblies 112. The tubular body assemblies 112 distributed on the left and right sides are located on both sides of the first straight line. The tubular body assemblies 112 are connected to the front seat tube 111. The tubular body assemblies 112 include a first tubular body 1121 and a second tubular body 1122. The first tubular body 1121 and the second tubular body 1122 extend substantially along the longitudinal direction of the length of the riding vehicle 10. The first frame component forms a front seat tube and a tube body assembly, with the first frame component being a tube body. At least a portion of the non-tubular second frame components 20 are respectively configured to connect the first tube body 1121 and the second tube body 1122. The second frame component 20 includes a mounting portion forming at least one mounting plane 1311 for mounting or supporting one or a combination of components of the power system 200, the steering system 300, and the load-bearing system 900. The high strength of the tube body can improve the stability of the frame 100, but the relative weight of the tube body is large. Excessive use of tube bodies in the frame 100 is not conducive to the overall lightweighting of the riding vehicle 10, thus affecting the performance of the riding vehicle 10. Therefore, using non-tubular second frame components 20 connected between the tube bodies can improve the stability and strength of the frame 100 and effectively reduce the overall weight of the frame 100. Furthermore, the curved surface of the tube body is not convenient for installing components of the power system 200, the control system 300, and the load-bearing system 900. By using the non-tubular second frame member 20 to form a mounting part with a mounting plane 1311, the welding parts connecting the tube body and the components of the power system 200, the control system 300, and the load-bearing system 900 can be eliminated, thereby simplifying the structure of the frame 100 and reducing the weight of the frame 100.

[0083] Reference Figure 5The second vehicle frame component 20 includes a first mounting member 21 and a second mounting member 22. The first mounting member 21 is connected between a first tube body 1121 and a second tube body 1122, and the second mounting member 22 is disposed between at least two tube bodies. The first mounting member 21 forms a front mounting portion 131 for positioning a power source 210, and the front mounting portion 131 includes a first mounting member for mounting the power source 210. The second mounting member 22 constitutes a rear mounting portion 132 for connection, and a license plate bracket is used to mount a license plate. In the longitudinal direction of the length of the riding vehicle 10, the first mounting member 21 is disposed in front of the second mounting member 22. The sub-tube assembly 113 includes a third tube body 1131 and a fourth tube body 1132, which extend substantially in the longitudinal direction of the length of the riding vehicle 10. The second mounting member 22 connects the left and right sub-tube assemblies 113. The main frame 110 is located in front of the subframe 120. The frame 100 has a large overall span and is prone to deformation due to its welded structure. Therefore, the first mounting component 21 and the second mounting component 22 are connected between the tubes to strengthen the overall strength of the frame 100 and reduce the deformation of the frame 100 after long-term use of the riding vehicle 10.

[0084] The first mounting member has at least one mounting plane 1311 and a mounting hole 1312 passing through the mounting plane 1311. The frame 100 also includes a power source positioning member 2101, which passes through the mounting hole 1312 to clamp the power source 210. The power source positioning member 2101 cooperates with the mounting plane 1311 to clamp and position the power source 210. The mounting plane 1311 facilitates the stable fixing of the power source 210 by the power source positioning member 2101. Optionally, the first mounting member 21 is configured as a plate or at least partially configured as a plate. The non-tubular structure of the first mounting member 21 can reduce the volume of the first mounting member, thereby reducing the relative weight of the first mounting member 21 and reducing the overall weight of the frame 100. The first mounting member is disposed between the tubular assemblies 112 distributed on the left and right sides, so that the first mounting member is also distributed on the left and right sides for cooperating with the power source positioning member 2101 to fix the power source 210. The first mounting component also has a cable pass-through hole for the cable 332 to pass through, facilitating the wiring arrangement of the entire machine. At least one side end of the first mounting component 21 has a stress dispersion area 137 recessed inward, and the first mounting component 21 forms an inwardly recessed arc-shaped groove at its side end to prevent structural damage to the first mounting component 21 due to stress concentration, thereby improving the strength of the first mounting component 21. Optionally, a reinforcing rib 136 is formed at the side end of the first mounting component 21. The reinforcing rib 136 is formed at the side end of the first mounting component 21 and is a surface protrusion relative to the first mounting component 21, so as not to excessively increase the thickness and weight of the first mounting component 21, and to relatively improve the rigidity of the first mounting component 21.

[0085] Reference Figure 8 The frame 100 also includes a middle frame 140, which connects the main frame 110 and the subframe 120. The middle frame 140 includes a first positioning part 142 and a second positioning part 143 connecting the main frame 110. The first positioning part 142 and the second positioning part 143 form two connecting tubes on the middle frame 140, which are used to fix the first tube 1121 and the second tube 1122. The two connecting tubes are arranged in a V-shape. The connecting tubes are hollow, forming grooves for the insertion of the first tube 1121 and the second tube 1122, or the first tube 1121 and the second tube 1122 form grooves for the insertion of the connecting tubes. Optionally, the first tube 1121 and the second tube 1122 can be inserted into the connecting tubes respectively and fixedly connected by welding or screws. The first tube body 1121 and the second tube body 1122 connected to the connecting pipe are arranged at an angle relative to each other, and the first mounting member 21 is disposed between the first tube body 1121 and the second tube body 1122 to support and position the tube body assembly 112. The connecting pipes are distributed on the left and right sides, so that the tube body assemblies 112 arranged on the left and right sides can be connected and fixed respectively. The middle frame 140 also includes at least two sub-frame positioning parts 147, and the sub-frame 120 is installed and positioned by the sub-frame positioning parts 147, so that the middle frame 140 connects the main frame 110 and the sub-frame 120 front and rear. The first positioning part 142 and the second positioning part 143 are integrally formed, so that the position of connecting the first tube body 1121 and the second tube body 1122 is relatively fixed, reducing the assembly size deviation, preventing the sub-frame 120 from loosening relative to the main frame 110, and improving the overall stability of the frame 100.

[0086] The riding vehicle 10 also includes a suspension system 400, and a running system 800 including wheels that can be driven by a power system 200, including a front wheel 810 and a rear wheel 820. The suspension system 400 cushions the riding vehicle 10 to absorb impacts on the running system 800. The mid-frame 140 includes a first positioning part 142 and a second positioning part 143 connecting the main frame 110, and a third positioning part 146 including at least two for mounting the power source 210. The first positioning part 142, the second positioning part 143, and the third positioning part 146 are integrally formed, and the power source 210 is fixed between the main frame 110 and the mid-frame 140. The relative positions of the first positioning part 142, the second positioning part 143 and the third positioning part 146 are fixed, thereby reducing the assembly error of the main frame 110, the power source 210 and the middle frame 140, reducing the assembly difficulty, simplifying the manufacturing process, and making the overall structure of the frame 100 more stable, thereby reliably fixing the power source 210.

[0087] The first positioning part 142 maintains at least a portion of the first tube 1121 extending along the first axis 101, and the second positioning part 143 maintains at least a portion of the second tube 1122 extending along the second axis 102. The mounting plane 1311 includes a first end connected to the first tube 1121 and a second end connected to the second tube 1122. The mounting plane 1311 extends along a third axis 103, which connects the first end and the second end. The projections of the first axis 101, the second axis 102, and the third axis 103 onto the mid-plane form a triangle. The third vehicle frame member 141 supports and positions the main frame 110, such that the first positioning part 142 and the second positioning part 143 of the third vehicle frame member 141 respectively fix the first tube 1121 and the second tube 1122. The connection strength between the first tube and the second tube can be strengthened by the front mounting part 131. The third frame member 141 of the middle frame 140 is fixedly connected to the first tube and the second tube, and the front mounting part 131 for directly mounting the power source 210 is disposed between the first tube and the second tube, thereby fixing the relative position of the front mounting part 131, which can improve the installation accuracy of the power source 210 and improve the stability of the riding vehicle 10. At the same time, the power source 210 is fixedly connected by the front mounting part 131, and the front mounting parts 131 distributed on both sides are in a clamping state for the power source 210, thereby strengthening the rigidity of the frame 100 by utilizing the power source 210 disposed between the first tube and the second tube.

[0088] Optionally, the middle frame 140 is partially configured as a third frame component 141, such that the positioning portions on the same side in the left and right directions are integrally formed. Optionally, the middle frame 140 is a casting produced by a casting process. By forming positioning portions for fixing the main frame 110 and the subframe 120 respectively through the third frame component 141, the dimensional errors of the main frame 110 and the subframe 120 when assembled into the middle frame 140 can be reduced. The middle frame 140, as the third frame component 141, forms a third positioning portion 146 for fixing the power source 210. By fixing the power source 210 together with the main frame 110, and fixing the relative positions of the front mounting portion 131 on the main frame 110 and the third positioning portion 146 of the middle frame 140, the power source 210 can be stably positioned by the middle frame 140 and the main frame 110.

[0089] The first positioning part 142 and the second positioning part 143 for fixing the main frame 110, the third positioning part 146 for fixing the power source 210, and the subframe positioning part 147 for fixing the subframe 120 are all generated from the third frame component 141. This saves a lot of alignment welding work when assembling the frame 100, simplifies the assembly process, eliminates many welding parts, and reduces the overall weight of the frame 100. The connection relationship between the various components of the frame 100 is stable, the assembly deviation of the frame 100 is small, and the overall strength of the frame 100 is improved.

[0090] The mounting section includes a first mounting member and a second mounting member, with the second mounting member positioned in front of the first mounting member. The first mounting member is located on at least the left and right sides, forming two mounting positions on each side. Similarly, the second mounting member is located on the left and right sides, forming two mounting positions on each side. The first mounting member and / or the second mounting member constitute the front mounting section 131 of the fixed power source 210. Optionally, both the second mounting member and the first mounting member are formed on the second vehicle frame member 20, which is a plate disposed between the tubes. Optionally, one of the second mounting member and the first mounting member is disposed on the second vehicle frame member 20; for example, the second mounting member is not disposed on the plate but is welded to the tube via a separate connecting structure.

[0091] The tube body has a connecting hole 105, and the frame 100 also includes a connecting post 106. The connecting post 106 is inserted into and fixedly connected to the connecting hole 105. One end of the connecting post 106 is inserted into the connecting hole 105 and surrounded by the tube body, while the other end of the connecting post 106 is exposed outside the tube body. Therefore, the connecting post 106 can be used to fix and connect other parts, such as the pedals 301. The connecting post 106 is located below the tube body and extends downwards relative to the tube body. This not only improves the overall consistency of the tube body but also protects the connecting post 106 through the tube body, extending its service life. Optionally, the connecting post 106 is a machined part. The connecting post 106 occupies less space, does not damage the appearance, and its dimensions are easy to guarantee.

[0092] Reference Figures 9 to 11The frame 100 also includes a fixing mechanism 160, which passes through the mounting portion to fix the power source 210 to the frame 100. The fixing mechanism 160 is positioned in the mounting position to fix the power source 210. Optionally, the fixing mechanism 160 includes a mounting shaft 161 and an adjusting portion 162, which cooperate to clamp the power source 210. The second mounting portion includes a frame connecting sleeve 163, and the adjusting portion 162 includes a threaded post 165 and a locking member 164. The frame connecting sleeve 163 is rotatable relative to the adjusting portion 162, and the locking member 164 locks the position of the frame connecting sleeve 163 relative to the threaded post 165. The frame connecting sleeve 163 is hollow, and its interior is threaded. A threaded post 165 can be screwed onto the frame connecting sleeve 163. The depth of connection between the frame connecting sleeve 163 and the threaded post 165 can be changed by rotating the threaded post 165. A locking member 164 is then screwed onto the threaded post 165 to lock the connection between the frame connecting sleeve 163 and the threaded post 165. The frame connecting sleeve 163 is formed within the main frame. The adjusting part 162 can adjust the connection distance achievable by the fixing mechanism 160, filling the gap between the main frame 110 and the power source 210 during assembly. This eliminates the need for frame 100 deformation to compensate for the gap between the main frame 110 and the power source 210, simplifying the assembly process and enhancing the strength of the frame 100.

[0093] The fixing mechanism 160 also includes an extension bushing 166, which is connected to the mounting shaft 161 to extend the length of the fixing mechanism, thereby further increasing the upper limit of the adjustable size of the frame connecting sleeve 163 and allowing for size adjustment according to the clearance between the frame and the engine.

[0094] Mounting shaft 161 and adjusting part 162 are respectively disposed on the mounting positions on both sides of the mounting part. That is, the first mounting parts on the left and right sides are connected by mounting shaft 161 and adjusting part 162 respectively. The assembly gap between the power source 210 and the first mounting part is adjusted by the adjusting part 162 disposed on one side of the first mounting part, thereby improving the assembly accuracy of the first mounting part and the power source 210. Similarly, the second mounting parts on the left and right sides are connected by adjusting part 162 and mounting shaft 161 respectively. Optionally, all mounting parts on both sides are connected to the power source 210 via mounting shaft 161. Optionally, all mounting parts on both sides are connected to the power source 210 via adjusting part 162.

[0095] The mid-frame 140 includes at least two third positioning portions 146 for mounting the power source 210. Each third positioning portion 146 generates at least two mounting positions for mounting the power source 210 in the left-right direction, thus generating at least four mounting positions. The first and second mounting members of the main frame 110 generate at least two mounting positions for mounting the power source 210 in either the left-right direction. The third positioning portions 146 of the mid-frame 140 generate at least two mounting positions for mounting the power source 210 in either the left-right direction, thus generating at least four mounting positions for fixing the power source 210 in either the left-right direction. The mounting portion is located in front of the third positioning portion 146, and the two third positioning portions 146 are distributed vertically. In the height direction of the riding vehicle 10, the height of the third positioning portion 146 is lower than the height of the mounting portion. The four mounting positions formed by the mounting portion and the positioning portion are arranged in an arch shape, so that the mid-frame 140 and the main frame 110 semi-enclose and fix the power source 210.

[0096] The wheels include front and rear wheels, and the suspension system 400 includes a rear suspension 420 connected to the rear wheels. The rear suspension 420 has two rear suspension arms 421, which are respectively connected to the middle frame 140, and the middle frame 140 is located between the two rear suspension arms 421. The middle frame 140 includes connectors 144 and intermediate axles 145. At least two connectors 144 are provided, which are distributed substantially symmetrically on the left and right sides in the vehicle length direction. The intermediate axle 145 is connected to the middle of the connectors 144 distributed on the left and right sides. The connectors 144 extend substantially on a first plane, defining a second straight line, which is parallel to the width direction of the riding vehicle 10 and perpendicular to the first straight line. The intermediate axle 145 is substantially parallel to the second straight line. The intermediate axle 145 is hollow inside to form a through hole, through which a stud passes and is locked by a fastener to connect other frames 100 or parts via the intermediate axle 145. At least one intermediate axle 145 is provided for connecting the rear suspension 420. The two rear suspension arms 421 of the rear suspension 420 are mounted on both sides of the central frame 140, such that the rear suspension arms 421 are in a clamping position on the central frame 140.

[0097] Optionally, the intermediate shaft 145 is connected to the connector 144 by welding. The intermediate shaft 145 is used to connect the rear suspension 420, the power source 210, or the subframe 120. Simultaneously, by connecting the intermediate shaft 145 to the left and right distributed connectors 144, the overall strength of the central frame 140 can be increased. Furthermore, the connector 144 of the third frame component 141 can be integrally molded during molding to form openings 135 for connecting the intermediate shaft 145, thereby improving the assembly accuracy of the intermediate shaft 145 and the connector 144, and enhancing the connection strength between the intermediate shaft 145 and the connector 144.

[0098] The suspension system 400 includes a linkage 430 and a shock absorber 410. The shock absorber 410 includes a spring that absorbs vibrations. One end of the shock absorber 410 is connected to the frame 100, and optionally, one end is connected to the mid-frame 140. The linkage 430 includes a first swing member 431 and a second swing member 432. The first swing member 431 includes teeth that are rotatably connected to the second swing member 432, the rear suspension 420, and the shock absorber 410. The second swing member 432 is rotatably connected to both the first swing member 431 and the mid-frame 140. The four-link structure formed by the first swing member 431 and the second swing member 432 increases the damping stroke of the shock absorber 410 and improves the cushioning performance of the suspension system 400.

[0099] The second suspension member 432 includes swing arms 4321 distributed on both sides. At least a portion of the shock absorber 410 and at least a portion of the first suspension member 431 can swing between the two swing arms 4321. The at least portion of the shock absorber 410 and the first suspension member 431 move between the two swing arms 4321, such that, along the direction of the second straight line, the projections of the first suspension member 431 and the second suspension member 432 partially overlap, as do the projections of the shock absorber 410 and the second suspension member 432. Along the direction of the first straight line, the shock absorber 410 is disposed between the mid-frame 140 and the rear suspension 420. Along the direction of the second straight line, both the mid-frame 140 and the shock absorber 410 are disposed between the rear suspension 420. The mid-frame 140, the first suspension member 431, and the second suspension member 432 semi-enclose the shock absorber 410. The linkage device 430 and suspension system 400 have a compact structure, making full use of the space between the central frame 140 and the rear suspension components, without increasing the size and weight of the linkage device 430 and suspension system 400 themselves. Through the above structural layout, not only can the spring travel be increased, but the damping capacity of the suspension system 400 under different impact intensities can also be improved, making the riding process of the vehicle 10 smoother.

[0100] The second mounting member 22 includes a first reinforcing plate 133 and a second reinforcing plate 134 distributed on the left and right sides, and a rear mounting portion 132 connecting the first reinforcing plate 133 and the second reinforcing plate 134. The rear mounting portion 132 has at least one rearwardly exposed mounting surface 1311 for mounting a license plate. The first reinforcing plate 133, the second reinforcing plate 134, and the rear mounting portion 132 are configured as plates. A first straight line is located on the centerline of the vehicle width direction of the riding vehicle 10. One side of the first reinforcing plate 133 is connected to the sub-tube assembly 113, and the first reinforcing plate 133 is inclined towards the centerline. The second reinforcing plate 134 is symmetrically arranged with the first reinforcing plate 133 about the first straight line. An opening 135 is provided in the middle of the first reinforcing plate 133 and the second reinforcing plate 134 to make the second mounting member 22 lightweight. Reinforcing ribs 136 are formed on the side ends of the first reinforcing plate 133 and the second reinforcing plate 134 to enhance the strength of the second mounting member 22. At least one side end of the first mounting member 21 and the second mounting member 22 is provided with a stress dispersion area 137 that is recessed inward thereto, in order to prevent the structure of the second mounting member 22 from being damaged due to stress concentration.

[0101] The second mounting member 22 extends along the direction of the second straight line. While mounting the license plate, the second mounting member 22 also strengthens the sub-tube assemblies 113 located on both sides. The sub-tube assemblies 113 include a third tube 1131 and a fourth tube 1132, which extend substantially along the longitudinal direction of the length of the riding vehicle 10. The second mounting member 22 connects the left and right sub-tube assemblies 113, thereby stabilizing the relative positions of the third and fourth tubes and strengthening the subframe 120. The first mounting member 21 and the second mounting member 22 are arranged in the longitudinal direction, making the frame 100 more stable overall. The plate structure is lighter than the tubular structure, which can relatively reduce the weight of the frame 100. The thickness of the first mounting member 21 and the second mounting member 22 does not exceed 5mm, thus ensuring the lightweight of the frame 100 while maintaining the strength of the first mounting member 21 and the second mounting member 22. Optionally, the thickness of the first mounting member 21 and the second mounting member 22 shall not exceed 3 mm.

[0102] The frame 100, through the integration of a tubular body, a non-tubular second frame member 20, and a third frame member 141, can improve the frame's strength while ensuring its lightweight design. The third frame member 141 forms a first positioning part 142 and a second positioning part 143 connecting the main frame 110, and a third positioning part 146 including at least two mounting power sources 210. The first positioning part 142, the second positioning part 143, and the third positioning part 146 are distributed on the left and right sides, with the first positioning part 142 and / or the second positioning part 143 on the same side integrally formed with the third positioning part 146 on the same side. The subframe 120 is mounted and positioned by the subframe positioning part 147, thereby connecting the main frame 110 and the subframe 120 front and rear of the middle frame 140. The subframe positioning part 147 is formed on the connector 144, thereby integrally formed with the first positioning part 142, the second positioning part 143, and the third positioning part 146. The relative positions of the first tube, the second tube, and the subframe 120 are more fixed.

[0103] Reference Figure 12 The frame 100 also includes a front frame 150, which connects to and supports a control system 300, including handlebars, rearview mirrors 320, and lighting devices 330. The front frame 150 includes a tube and a second frame member 20, which connects to the tube and provides a control mounting portion 23 for mounting the rearview mirrors 320 and / or the lighting devices 330. The front frame 150 includes a front frame tube 151, the second frame member 20, and a third frame member 141. A connecting casting, the third frame member 141, connects the main frame 110 and the front frame tube 151, thereby connecting the front frame 150 to the main frame 110.

[0104] The frame 100 structure is composed of three or more components. A second frame member 20 is positioned between the first tube 1121 and the second tube 1122. An integrally formed first positioning part 142 and second positioning part 143 cooperate with the second frame member 20 to fix the relative positions of the first tube 1121 and the second tube 1122. The second frame member 20 has a lower mass than the tubes and provides a mounting surface 1311 for other components to be mounted on the frame 100, eliminating the need for welding additional connecting elements for connecting components such as the power source 210, saving costs and further reducing the weight of the frame 100. A third frame member 141 forms multiple connection points, reducing welding points, simplifying assembly, preventing frame 100 deformation, and increasing frame 100 strength. By using a modular frame structure, the frame 100 can be made lighter, while solving the problems of complex assembly process and large dimensional deviation of trellis frame 100. The structural design is more flexible and the strength of frame 100 can be guaranteed.

[0105] Reference Figure 36 and Figure 37 The rear suspension 420 is connected to the shock absorber 410 and supports the wheel. The rear suspension 420 includes a connecting frame 440 and has at least one rear suspension arm 421. The connecting frame 440 connects the rear suspension arm 421. Taking a rear suspension 420 with two rear suspension arms 421 as an example, the connecting frame 440 connects the two rear suspension arms 421. The rear suspension arm 421 extends along a first straight line and includes an outer plate 450, a first inner plate 460, and a second inner plate 470. The first inner plate 460 and the second inner plate 470 are connected to one side of the outer plate 450, and the connecting frame 440 connects the two first inner plates 460. The rear suspension arm 421 also includes a suspension arm positioning member, which connects the rear suspension arm 421 to the frame 100. Optionally, the suspension arm positioning member can be disposed at one end of the rear suspension arm 421, passing through the fixing holes of the outer plate 450 and the first inner plate 460.

[0106] The structural arrangement of the rear cantilever 421 results in inconsistent loads on the front and rear sections of the rear cantilever 421. Therefore, the inner plate of the rear cantilever 421 is composed of a first inner plate 460 and a second inner plate 470, with the first inner plate 460 located at the front section of the rear cantilever 421 and the second inner plate 470 located at the rear section of the rear cantilever 421.

[0107] The ratio of the length of the first inner plate 460 along the first straight line to its weight is a first ratio, and the ratio of the length of the second inner plate 470 along the first straight line to its weight is a second ratio. The first ratio is greater than the second ratio, and the material hardness of the first inner plate 460 is not less than that of the second inner plate 470. Optionally, the first inner plate 460 and the second inner plate 470 are made of the same material, such as the same metal material. Optionally, the material hardness of the first inner plate 460 is greater than that of the second inner plate 470. Through the above settings, the bending section modulus of the first inner plate 460 is greater than that of the second inner plate 470, and the torsional section modulus of the longitudinal section of the first inner plate 460 is greater than that of the longitudinal section of the second inner plate 470, thereby ensuring that the load-bearing capacity of the first inner plate 460 meets the load requirements of the front section of the rear cantilever 421. The load requirement of the second inner panel 470 is less than that of the first inner panel 460, so the mass or material of the second inner panel 470 can be set relatively lower to reduce the weight of the rear suspension arm 421. By reducing the weight of the rear suspension arm 421, the unsprung mass of the riding vehicle 10 can be effectively reduced, thereby reducing the vehicle's moment of inertia, improving the vehicle's handling agility, and enhancing driving comfort.

[0108] Optional, refer to Figure 38The first inner panel 460 has an average thickness of 1mm in the width direction of the riding vehicle 10, and the second inner panel 470 has an average thickness of 2mm in the width direction of the riding vehicle 10, wherein the first thickness is greater than the second thickness, and the materials used to manufacture the first inner panel 460 and the second inner panel 470 are the same, or the hardness of the material used to manufacture the first inner panel 460 is greater than that used to manufacture the second inner panel 470. The first inner panel 460 includes a first panel body 461 and a first connecting rib 462, the first connecting rib 462 being formed on the side of the first panel body 461 and capable of connecting to the outer panel. Similarly, the second inner panel also includes a second panel body 463 and a second connecting rib, the second connecting rib being formed on the side of the second panel body 463. Here, the thickness of the first inner panel refers to the thickness of the first panel body 461, and the thickness of the second inner panel refers to the thickness of the second panel body 463.

[0109] Optionally, the width of the first inner panel 460 at any point in the vehicle width direction is greater than the width of the second inner panel 470 at any point in the vehicle width direction. This configuration ensures that the bending section modulus of the first inner panel 460 is greater than that of the second inner panel 470, and that the torsional section modulus of the first inner panel 460 is also greater than that of the second inner panel 470. This allows the load-bearing capacity of the first inner panel 460 to meet the load requirements of the front section of the rear cantilever 421. Simultaneously, by reducing the thickness of the second inner panel 470, its stiffness is reduced, thereby increasing its elastic deformation and shock absorption capacity, thus improving the agility and driving comfort of the riding vehicle 10. Optionally, the first inner panel 460 is set with equal width in the vehicle width direction, that is, the width of the first inner panel 460 is equal at any point along the length direction of the riding vehicle 10, and the second inner panel 470 is set with equal width in the vehicle width direction, that is, the width of the second inner panel 470 is equal at any point along the length direction of the riding vehicle 10, and the width of the first inner panel 460 is greater than the width of the second inner panel 470.

[0110] The difference between the first thickness and the second thickness is greater than or equal to 0.4 mm and less than or equal to 1.5 mm. This ensures the strength of the rear suspension arm 421 and effectively reduces its weight to lower unsprung mass. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 1 mm. Optionally, the difference between the first thickness and the second thickness is greater than or equal to 0.5 mm and less than or equal to 0.8 mm.

[0111] Optionally, the first inner plate 460 and the second inner plate 470 are sheet metal parts, and the first inner plate 460 and the second inner plate 470 are connected by welding. The manufacturing process of sheet metal parts is simple and the manufacturing cost is low. The frame 100 is basically symmetrically distributed along the mid-plane. The first inner plate 460 includes a first abutting portion 480, which forms a first abutting surface. The second inner plate 470 includes a second abutting portion 490, which forms a second abutting surface. The first abutting surface and the second abutting surface are in contact, and the first abutting surface is basically perpendicular to the mid-plane. The projections of the first inner plate 460 and the second inner plate 470 along a straight line parallel to the mid-plane at least partially overlap, and the first abutting portion 480 and the second abutting portion 490 abut and are fixedly connected. By abutting the first abutting surface and the second abutting surface, the overlap of the first inner panel 460 and the second inner panel 470 in the direction of the length of the riding vehicle 10 to meet the connection requirements can be avoided, thereby preventing the overall mass of the rear suspension 421 from increasing due to the connection requirements of the first inner panel 460 and the second inner panel 470.

[0112] The first inner plate 460 forms a recess, and the second inner plate 470 forms an extended connecting portion 471 that matches the recess. The extended connecting portion 471 is placed into the recess, and the first abutting surface and the second abutting surface are welded together, thereby improving the connection strength between the first inner plate 460 and the second inner plate 470, facilitating the alignment of the first inner plate 460 and the second inner plate 470 during the assembly process, and improving the accuracy of the connection between the first inner plate 460 and the second inner plate 470.

[0113] Optionally, the first inner plate 460 and the second inner plate 470 are integrally formed, such as the rear cantilever 421 being manufactured by a casting process.

[0114] Reference Figure 39a and Figure 39b At least a portion of the wiring harness 405 of the riding vehicle 10 extends near the rear suspension 420. During operation of the riding vehicle 10, the rear suspension 420 vibrates violently, causing the wiring harness 405 to impact with the rear suspension 420, which can easily lead to wear or failure of the wiring harness. To address this, the suspension system 400 also includes a partition device 401 connected to the rear suspension 420. The partition device 401 provides a partition 402 disposed between the rear suspension 420 and the wiring harness 405. The partition device 401 includes at least a first wiring harness mounting member 403 and a second wiring harness mounting member 404 for securing the wiring harness. The first wiring harness mounting member 403 and the second wiring harness mounting member 404 are connected to the partition 402. The partition 402 isolates the wiring harness from the rear suspension 420, preventing direct contact between the wiring harness 405 and the rear suspension 420.

[0115] The riding vehicle 10 also includes a brake line 407, a portion of which extends near the rear suspension 420. A blocking device 401 includes a brake line mount 406 that secures the brake line 407, and the blocking device 401 secures the brake line 650 and blocks the brake line 407 from the rear suspension 420. The blocking device 401 simultaneously limits the support wiring harness and the brake line 407, and allows the wiring harness, brake line 407, and rear suspension arm 421 to be separated. The blocking device 401 includes an assembly that can connect to the rear suspension 420.

[0116] Optionally, the partition 402, brake pipe mounting component 406, first wiring harness mounting component 403, and second wiring harness mounting component 404 are integrally molded. The partition device 401 is injection molded, which simplifies the manufacturing process and reduces the number of parts.

[0117] During assembly, the user only needs to install the partition device 401 onto the rear suspension 420 using the mounting accessories. Specifically, the partition 402, brake pipe mounting member 406, first wiring harness mounting member 403, and second wiring harness mounting member 404 are installed onto the rear suspension 420. The brake pipe mounting member 406 secures the brake line 407, while the first and second wiring harness mounting members 403 and 404 secure the wiring harness 405. Simultaneously, the partition 402 separates the brake line 407 from the rear suspension 420 and also separates the wiring harness 405 from the rear suspension 420. The wiring harness 405 is secured by at least two wiring harness mounting members. The distance between the first and second wiring harness mounting members 403 and 404 in the longitudinal direction of the riding vehicle 10 is set to be greater than or equal to 50mm, thereby stably securing the wiring harness 405 and preventing it from falling off.

[0118] The partition device 401 is connected to the upper surface of the rear suspension 420, and the partition member 402 includes a partition plane disposed between the rear suspension 420 and the cable 332. By fixing the wiring harness and brake line 407 through the partition device 401, the wiring harness and brake line 407 can be more closely fitted to the rear suspension 420, and the partition plane can prevent the wiring harness and brake line 407 from colliding with the rear suspension 420.

[0119] Optionally, the brake pipe mounting member 406, the first wiring harness mounting member 403, and the second wiring harness mounting member 404 may be hooks extending from the partition member 402, through which the wiring harness and brake line 407 pass and are positioned. Optionally, the brake pipe mounting member 406, the first wiring harness mounting member 403, and the second wiring harness mounting member 404 may be positioning baffles extending from the partition member 402, with the wiring harness and brake line 407 positioned by the positioning baffles. Optionally, the brake pipe mounting member 406, the first wiring harness mounting member 403, and the second wiring harness mounting member 404 may include a combination of hooks and positioning baffles.

[0120] Optionally, the partition device 401 includes a first partition device 408 and a second partition device 409. The first partition device 408 includes a first partition member 402, a first wire harness mounting member 403, and a second wire harness mounting member 404. The first partition member 402, the first wire harness mounting member 403, and the second wire harness mounting member 404 are integrally formed. By installing the first partition member 402 onto the rear suspension 420, the first partition member 402, the first wire harness mounting member 403, and the second wire harness mounting member 404 can be installed onto the rear suspension 420 simultaneously. This allows the wire harness to be fixed by the first partition device 408, and prevents the wire harness from directly contacting the rear suspension 420 by the first partition member 402.

[0121] The second partition device 409 includes a first brake pipe mounting component, a second brake pipe mounting component, and a second partition 402. These components are integrally formed. By installing the second partition 402 onto the rear suspension 420, the second partition 402, the first brake pipe mounting component, and the second brake pipe mounting component can all be installed onto the rear suspension 420 simultaneously. This second partition device 409 secures the brake oil pipe 407 and prevents direct contact between the brake oil pipe 407 and the rear suspension 420. The first partition device 408 and the second partition device 409 are two relatively independent parts, facilitating flexible wiring for the riding vehicle 10.

[0122] Reference Figure 13 The riding vehicle 10 also includes a power supply unit 610 and an electrical assembly 600. The power supply unit 610 supplies power to the riding vehicle 10. The electrical assembly 600 includes at least a flasher 620 powered by the power supply unit 610 and an electronic control unit 630. An electrical assembly area 104 is formed between the left and right distributed sub-pipe assemblies 113, and the flasher 620 and the electronic control unit 630 are disposed in the electrical assembly area 104. By assembling the electrical assembly 600 in a specific area, the overall layout of the riding vehicle 10 is optimized, facilitating the assembly of the riding vehicle 10. The power system 200 also includes at least two fuel injectors 250 and at least two ignition coils 251, which are distributed substantially symmetrically about the centerline of the width of the riding vehicle 10.

[0123] The riding vehicle 10 also includes a main wiring harness 640, which is connected to a power supply device 610 and supplies power to at least a portion of the electrical components 600. A brake pipe 650 is connected to the running system 800. The main wiring harness 640 and the brake pipe 650 are respectively located on either side of the centerline of the riding vehicle 10's width. The main wiring harness 640 and the brake pipe 650 extend along the pipe assemblies 112 distributed on the left and right sides, respectively. The main wiring harness 640 is located to the right of the centerline in the width direction, and the electrical components exit through the main wiring harness 640 located to the right of the riding vehicle 10's width direction. This arrangement makes the wiring of the riding vehicle 10 neater and reduces the probability of wiring assembly errors.

[0124] Electrical assembly 600 also includes relay 660, power supply 610, and relay 660 are disposed within electrical assembly section 104.

[0125] The electrical assembly 600 also includes an adapter 670, which connects the electronic control unit 630 and the frame 100. The adapter 670 bridges the gap between the electronic control unit 630 and the frame 100. In different configurations of the riding vehicle 10, some electrical components may vary in size; therefore, the adapter 670 connects the electronic control components to the frame 100. When the size of the electronic control components changes, they can be mounted onto the frame 100 simply by connecting the adapter 670, eliminating the need for additional modifications to the size and structure of the frame 100 and improving the compatibility of the riding vehicle 10. The adapter 670 is a rubber sleeve; if the electrical component is too large, the adapter can be removed, and the electrical component can be directly connected to the frame. If the electrical component is too small, the adapter 670 connects the electrical component to the frame, eliminating the need to adjust the frame size. Optionally, the ECU is fixedly connected to the frame via the adapter 670.

[0126] Optionally, some electronic components may be housed in the area between the frame 100 and the housing assembly 700. The frame 100 and the housing assembly 700 covering the frame 100 constitute the body of the ride-on vehicle.

[0127] Optional, refer to Figure 17 The electrical assembly 600 also includes a fuse 680 and a fuse box 681 for mounting the fuse 680, the fuse box 681 being disposed within the electrical assembly section 104.

[0128] Reference Figure 15 and Figure 16The relay socket 661 includes a first connector 662 and a second connector 663. The first connector 662 includes a first elastic member and a first locking block, and the second connector 663 includes a second elastic member and a locking block. The first elastic member can engage with the second locking block, allowing the first connector 662 and the second connector 663 of the two relay sockets 661 to be detachably connected. The adaptability of the relay sockets 661 is improved, allowing multiple relay sockets 661 to mutually limit each other. Simultaneously, the first connector 662 can be adapted to connect to the housing assembly 700.

[0129] The relay base 661 also includes a third connector 664, and the riding vehicle 10 is also provided with a rubber component to form a bayonet for connecting the third connector 664. The third connector 664 can be inserted into the bayonet and the relay base 661 is flexibly connected through the rubber component.

[0130] The relay holder 661 includes an upper body 6611 and a lower body 6612, and the relay 660 is installed between the upper body 6611 and the lower body 6612. The lower body 6612 includes a relay placement part 665 and a lower body body 666. The relay placement part 665 is connected to the lower body body 666 and protrudes relative to the lower body body 666, which not only facilitates assembly but also prevents water from entering the relay placement part 665.

[0131] Electrical assembly 600 also includes a fuse 680 and a fuse box 681 for mounting the fuse 680. Electrical assembly 600 also includes a resilient housing that encloses the fuse box 681, thereby damping the fuse box 681. The resilient housing surrounds the fuse box 681 and forms a drain at the bottom of the resilient housing to prevent water accumulation within the resilient housing.

[0132] Optional, refer to Figure 14 The electrical components also include fuses and a fuse box 681a for mounting the fuses. The fuse box 681a is disposed in the space between the housing assembly 700a and the frame 100a, thereby utilizing the area between the frame 100a and the housing assembly 700a to accommodate the fuse box 681a, which can correspondingly reduce the size of the subframe in the width direction of the riding vehicle.

[0133] Reference Figures 18 to 24The control system includes a mirror connection assembly 310, which connects the rearview mirror 320 to the housing assembly 700. The rearview mirror 320 is connected to a lighting device 330, and the mirror connection assembly 310 connects the rearview mirror 320 to the control mounting portion 23, so that the control mounting portion 23 simultaneously supports the rearview mirror 320 and the lighting device 330. The lighting device 330 includes an illumination unit 331 and a cable 332, which is electrically connected to control the illumination unit 331 to light up. The control mounting portion 23 is a plate and has mounting holes 231 formed to connect to the mirror connection assembly 310. The control mounting portion has multiple mounting holes 231, which, in addition to connecting to the mirror connection assembly 310, can also position the cable 332. The lighting device 330 can be a front turn signal or a front headlight; in this application, a front turn signal is used as an example. The rearview mirror 320 can rotate relative to the turn signal and maintain multiple positions, allowing the rearview mirror 320 to be adjusted and rotated and stopped at multiple positions.

[0134] Reference Figure 19 The mirror connection assembly 310 includes a mirror rod 311, which includes a rod body portion 3111 and a connecting portion 3112. The connecting portion 3112 rotatably connects the rod body portion 3111 to the housing assembly 700. The rod body portion 3111 is hollow to form a first channel 3114 through which a cable 332 passes. The connecting portion 3112 is hollow to form a second channel through which the cable 332 passes. The connecting portion 3112 rotatably connects the mirror rod 3111 to the housing assembly 700. The first channel 3114 passes through the rod body portion 3111, and the second channel passes through the connecting portion 3112, and the first channel 3114 and the second channel are connected. One end of the cable 332 is connected to the lighting unit 331, passes through the first channel 3114 and then through the second channel, and is then fixed by the operating component mounting portion. The angle between the first channel 3114 and the second channel ensures that when the mirror rod 311 and the housing assembly 700 rotate relative to each other, the cable 332 located within the first channel 3114 and the second channel will not rotate, thus preventing the cable 332 from being pulled and twisted. The cable 332 is housed within the mirror connection assembly 310, ensuring that at least a portion of the cable 332 is not exposed externally, improving the aesthetics of the riding vehicle 10. The mirror connection assembly 310 also protects the cable 332, extending its lifespan.

[0135] Reference Figure 19 and Figure 20The mirror connection assembly 310 also includes a mirror base 312, which is disposed on the housing assembly 700. The mirror base 312 forms a hole for rotatable connection with the adapter 3112. The mirror base 312 also includes a biasing member 3121 and a plurality of first limiting members 3122, and the mirror rod 311 forms a plurality of second limiting members 3113. The first limiting members 3122 and the second limiting members 3113 are staggered, and there are multiple first limiting members 3122 and second limiting members 3113. The relative rotation of the first limiting members 3122 and the second limiting members 3113 is controlled to realize the relative rotation of the mirror base 312 and the mirror rod 311. The biasing member 3121 biases the first limiting members 3122 to press the first limiting members 3122 and the second limiting members 3113, so that the first limiting members 3122 and the second limiting members 3113 limit each other, so that the mirror rod 311 and the mirror base 312 are held in the required relative position. The first limiting member 3122 and the second limiting member 3113 are mutually limiting protrusions and concave parts. The protrusion is inserted into the concave part, and the sides of the protrusion and concave parts abut against each other, thereby limiting the protrusion and concave parts in the direction of rotation. The sides of the first limiting member 3122 and the second limiting member 3113 are inclined surfaces, thereby reducing the relative swaying of the first limiting member 3122 and the second limiting member 3113 due to the vibration of the riding vehicle 10, making the mirror connecting assembly 310 more stable as a whole.

[0136] A hole is formed in the middle of the lens base 312, and a connecting part 3112 is provided through the hole in the middle of the lens base 312 and is supported by the lens base 312. The connecting part 3112 is rotatable relative to the lens base 312, thereby the lens rod 311 is rotatable relative to the lens base 312.

[0137] The rod body 3111 includes an endoscope rod 3101 and an exoscope rod 3102. A first channel 3114 is formed inside the endoscope rod 3101, and the exoscope rod 3102 surrounds the endoscope rod 3101. The endoscope rod 311 is manufactured using a secondary molding process. The adapter 3112 includes an inner connecting rod 3119 and an outer connecting rod 3118, with the inner connecting rod 3119 disposed inside the outer connecting rod 3118. The adapter 3112 includes a wire inlet 3115, a top cover 3116, and a connecting rod 3117. A second channel is formed in the connecting rod 3117. The wire inlet 3115 is formed at one end of the connecting rod 3117. The top cover 3116 covers the wire inlet 3115. After the top cover 3116 is installed on the wire inlet 3115, a gap is left between the top cover 3116 and the wire inlet 3115 to connect to the first channel 3114, allowing the cable 332 to extend from the first channel 3114 to the second channel. This arrangement effectively prevents material from being injected into the second channel during secondary injection molding, thus affecting the performance of the cable 332. The angle between the extension directions of the first channel 3114 and the second channel is a preset angle, so that the first channel 3114 expands to both sides of the housing assembly 700, and the second channel extends along the rotation direction of the adapter 3112.

[0138] During the manufacturing process, the connecting rod 3117 and the wire inlet 3115 at one end of the connecting rod 3117 are first made by injection molding. Then, the cable 332 is inserted into the first channel 3114 formed by the connecting rod 3117 through the wire inlet 3115. The top cover 3116 is connected to the connecting rod 3117 to connect the endoscope rod 3101 and the connecting rod 3117. Then, the outer endoscope rod 3102 is made on the outside of the endoscope rod 3101 by injection molding, so that the outer endoscope rod 3102 simultaneously wraps the endoscope rod 3101 and the adapter 3112, and a second limiting member 3113 is formed at the end of the outer endoscope rod 3102.

[0139] The secondary injection molding process creates a cable passageway inside the lens rod 311, protecting and positioning the cable 332. The cable 332 is positioned within the first channel 3114 and the second channel, preventing excessive stretching of the cable 332 within the lens rod 311 when the lens rod 311 rotates relative to the lens mount 312, thus extending its lifespan. Simultaneously, the secondary molding process makes the outer lens rod 3102 smoother, and the combination of the outer and inner lens rods 3102 insulates the cable 332 from high temperatures.

[0140] The lighting device 330 includes a lampshade 333, on which an illumination unit 331 is mounted. A mirror rod 311 is formed or connected to the lampshade 333. The lampshade 333 also includes a pin groove 3331. The rearview mirror 320 includes a ball pin 323, which is inserted into the pin groove 3331 and can rotate relative to it. The rearview mirror 320 can rotate relative to the lighting device 330 and stop at multiple positions. The lampshade 333 has at least two lampshade housings, which are joined together to hold the ball pin 323. The pin groove 3331 forms a first groove and a second groove, the first groove being a spherical groove and the second groove being a cylindrical groove. The ball pin 323 includes a ball and a rod, the ball being inserted into and held by the spherical groove, and the rod being inserted into the cylindrical groove.

[0141] The pin groove 3331 and the ball pin 323 are interference-fitted, allowing the lighting device 330 and the rearview mirror 320 to rotate relative to each other. When no external force is applied, the position of the lighting device 330 relative to the rearview mirror 320 is fixed. Optionally, the lamp cover 333 includes a ball pin 323, and the pin groove 3331 is provided on the rearview mirror 320, allowing the lamp cover 333 and the rearview mirror 320 to rotate relative to each other.

[0142] Two turn signals are arranged symmetrically in front of the housing assembly 700. The rearview mirror 320 and the turn signals are integrated into one unit, with the turn signals simultaneously supported by the mirror stalk 311 of the rearview mirror 320, thus eliminating the need for additional support rods. The structure of the rearview mirror 320 extending to both sides of the housing assembly 700 increases the spacing between the turn signals, making the riding vehicle 10 lighter and reducing its manufacturing cost. Both the turn signals and the rearview mirror 320 are supported by the mirror stalk 311, and the spacing L1 between the two turn signals can be greater than or equal to 420 mm and less than or equal to 500 mm. Here, the spacing between the two turn signals refers to the distance between the light-emitting surfaces of the two turn signals and the nearest points on the centerline in the width direction of the riding vehicle 10. Optionally, the spacing L1 between the two turn signals is greater than or equal to 450 mm and less than or equal to 490 mm. Optionally, the spacing L1 between the two turn signals is greater than or equal to 460 mm and less than or equal to 480 mm.

[0143] The rearview mirror 320 includes a mirror housing 321 and a mirror body 322. The mirror housing 321 fixes the mirror body 322. The mirror housing 321 forms an opening 3211 and a connecting portion 3212 for connecting the turn signal. At least a portion of the turn signal is inserted into the opening 3211, and the turn signal is connected to the connecting portion 3212. The light emission direction of the turn signal is substantially opposite to the orientation of the mirror surface of the rearview mirror 320. The back of the turn signal is inserted into the opening 3211, and a ball joint 323 is mounted on the connecting portion 3212. The ball joint 323 extends from the connecting portion 3212 to the opening 3211, and the turn signal is rotatably connected to the ball joint 323. After the turn signal is installed in the mirror housing 321, the turn signal is partially surrounded by the mirror housing 321, and the light emission surface of the turn signal is open to the outside. A preset gap exists between the turn signal and the mirror housing 321, allowing the turn signal and the rearview mirror 320 to rotate relative to each other. 321 semi-enclosed turn signal housing for rearview mirror.

[0144] The turn signal can rotate from 0 degrees to 60 degrees relative to the rearview mirror 320. Thus, the turn signal includes a light-emitting surface, and the rearview mirror 320 includes a rearview mirror surface. The angle formed by the rearview mirror surface and the light-emitting surface is greater than or equal to 0 degrees and less than or equal to 60 degrees, so that the user can adjust the angle of the rearview mirror 320 as needed.

[0145] The rearview mirror 320 and the turn signal have at least partial overlapping projections along the length of the riding vehicle 10, making the overall control system of the riding vehicle 10 more compact. Optionally, to increase the length of the turn signal, the ball joint 323 extends along the pin axis, and the rearview mirror 320 has an adjustable rotation angle relative to the lamp cover 333 about the pin axis greater than or equal to 20 degrees and less than or equal to 60 degrees. To prevent the turn signal from interfering with the rotation of the rearview mirror 320, the turn signal includes a light-emitting surface, the rearview mirror 320 includes a mirror surface, and the angle formed by the mirror surface and the light-emitting surface is greater than or equal to 0 degrees and less than or equal to 40 degrees.

[0146] Optionally, the lighting unit 330 is a headlight.

[0147] Integrating the rearview mirror 320 and turn signals into a single module, the connection structure between the rearview mirror 320 and the turn signals restricts the structure of the turn signals, making it difficult to meet the requirements for brightness and illumination. The lighting device 330 includes multiple light sources 334, a light guide element 337, a flexible circuit board 335, and a reinforcing component 336. The light guide element 337 is positioned in front of the light sources 334, and the flexible circuit board 335 mounts the light sources 334. The reinforcing component 336 connects to the flexible circuit board 335, positioning the flexible circuit board 335 to form multiple mounting positions for the light sources 334, thus uniformly distributing the light between the multiple light sources 334 and the light guide element 337. This improves the uniformity of light output from the lighting device 330, allowing the relatively small lighting device 330 to still provide sufficient brightness, thereby further optimizing the size of the lighting device 330. The light guide element 337 is used to focus light and improve the uniformity of the light, thereby improving the performance of the light guide element 337.

[0148] Reference Figure 23 and Figure 24 The lighting device 330 also includes a lampshade 333, which has an adapter 3331. The lampshade 333 is connected to the housing assembly 700 via the adapter 3331. The adapter 3331 is recessed into the lampshade 333, and the light guide element 337 forms a clearance area 3373 for the adapter 3331. A pin groove 3331 is formed in the adapter 3331 of the lampshade 333, and a ball pin 323 is inserted into the adapter 3331 to rotatably connect the lampshade 333 and the rearview mirror 320. The adapter 3331 makes the lighting device 330 non-planar. The flexible circuit board 335 ensures that the spacing between the light source 334 and the light guide element 337 is uniform, as well as the spacing between the light source 334 and the light-emitting surface is uniform. The light source 334, the flexible circuit board 335, and the reinforcing assembly 336 are all disposed inside the lampshade 333. The lighting device 330 also includes a driver board, which is disposed between the flexible circuit board 335 and the lamp cover 333, and is electrically connected to the light source 334.

[0149] The reinforcing component 336 includes a substrate 3361 and a reinforcing plate 3362. A light guide element 337 is configured to adapt to the shape of the light-emitting surface of the lampshade 333. The substrate 3361 is configured to adapt to the shape of the light guide element 337. The substrate 3361 is used to position the flexible circuit board 335, allowing the circuit board to be mounted at different planar positions. The reinforcing plate 3362 is disposed between the substrate 3361 and the lamp source 334. At least a portion of the flexible circuit board 335 is attached to the substrate 3361. The substrate 3361 can connect to the flexible circuit board 335, reinforcing the positioning of the flexible circuit board 335 and increasing its strength. Specifically, a driving board is disposed between the substrate 3361 and the lampshade 333.

[0150] The substrate 3361 forms mounting planes at various heights, with at least a portion of the light source projected along the light emission direction, which is perpendicular to the mounting plane. A reinforcing plate 3362 is mounted on the mounting plane and then fixedly connected to the flexible circuit board 335, allowing the flexible circuit board 335 to provide mounting positions on different planes. The mounting position of the light source 334 can be adjusted by the structure of the reinforcing plate 3362. Optionally, the lampshade 333 is streamlined, making the lighting device 330 generally spindle-shaped, and the substrate 3361 is stepped to accommodate the streamlined arrangement of the lampshade 333. Optionally, the lampshade 333 can have other shapes, and the spacing between the light source 334 mounted on the flexible circuit board 335 and the light guide element 337 can be adjusted through the cooperation of the flexible circuit board 335 and the substrate 3361.

[0151] The light guide element 337 includes multiple focusing sections 3371, diffuser sections 3372, and a light guide body disposed between the focusing sections 3371 and diffuser sections 3372. The light guide element 337 is transparent. The focusing sections 3371 are positioned facing the light source 334, while the diffuser sections 3372 are positioned away from the light source 334. Multiple focusing sections 3371 are provided, positioned in front of the light source 334, and each focusing section 3371 includes a focusing surface facing the light source 334. The focusing surface is a hyperbolic curved surface and protrudes towards the light source 334. The focusing sections 3371 and the light source are aligned one-to-one in the light emission direction. Multiple diffuser sections 3372 are provided, distributed in a platform-like shape. The volume of each diffuser section 3372 is smaller than the volume of the focusing sections 3371. The densely arranged platforms of the diffuser sections 3372 allow for uniform projection of the light source.

[0152] Light from the light source is projected onto the focusing surface from various directions. The focusing part 3371 converges the light rays from all directions, causing the light to be emitted perpendicularly along the light-emitting surface of the lighting device 330. The light propagates through the light guide to the diffuser part 3372, which then diffuses the light evenly along a preset direction. Through the secondary optical integration of the focusing part 3371 and the diffuser part 3372, the uniformity and brightness of the light emission of the lighting device 330 can be improved.

[0153] The riding vehicle 10 also includes a body control module and an electronic key. The body control module is communicatively connected to the power system 200, and the electronic key is communicatively connected to the body control module.

[0154] Reference Figure 25 and Figure 26The control system 300 includes a first handlebar 350, a second handlebar 360, a first switch assembly 370, and a second switch assembly 380. The first switch assembly 370 includes a first switch base 371, a power switch 372, and an ignition switch 373. The power switch 372 and ignition switch 373 are communicatively connected to the power system 200 module. The first switch assembly 370 is mounted on the first handlebar 350. The second switch assembly 380 includes a second switch base 381, an instrument switch group 382, ​​a turn signal switch 383, and a horn switch 384. The instrument switch group 382, ​​turn signal switch 383, and horn switch 384 are mounted on the second switch base 381. The turn signal switch 383 controls the activation of the lighting device 330. The first switch base 371, power switch 372, and ignition switch 373 are integrated into the first handlebar 350, and the power switch 372 and ignition switch 373 are integrated into the first switch base 371. The instrument switch group 382, ​​turn signal switch 383, and horn switch 384 are integrated into the second switch base 381, making the overall control system 300 more compact. The system of opening the electrical components 600 of the riding vehicle 10 with an electronic key powers the riding vehicle 10, making it convenient for the user to operate. In addition, the above settings not only facilitate the user's operation of the instrument switch group 382, ​​power switch 372, and ignition switch 373, but also make the control system 300 lighter and reduce the assembly size.

[0155] The control system 300 also includes an indicator 385, which is electrically connected to the vehicle control module. Optionally, the indicator 385 is an indicator light, and is positioned above the power switch 372.

[0156] Optionally, the front frame 150 includes a handlebar mounting portion to which the handlebar is mounted. A first switch base 371 and a second switch base 381 surround or partially surround the handlebar mounting portion. An ignition switch 372 and an ignition switch 373 are arranged longitudinally on the first switch base 371. The control system 300 also includes an indicator 385 electrically connected to the vehicle body control module for displaying the power status of the riding vehicle 10.

[0157] Reference Figure 27a , Figure 27b and Figure 28a , Figure 28bThe riding vehicle 10 also includes two winglets 520, which are respectively connected to both sides of the housing assembly 700. The winglets 520 can use wind resistance to generate downforce on the front part of the vehicle, reducing the risk of the front wheel 810 going up on the platform during high-speed operation. The housing assembly 700 includes a front cover 511 covering the front part of the housing assembly 700. The winglets 520 are connected to the front cover 511 of the housing assembly 700. The winglets 520 include hooks that are connected to the front cover 511. The winglets 520 can hook onto the front cover 511 and are fixedly connected to the housing assembly 700 by screws.

[0158] The wing 520 includes an upper winglet 521 and a lower winglet 522. The upper winglet 521 is connected to both sides of the housing assembly 700 and extends outward relative to the housing assembly 700. The lower winglet 522 is connected to both the upper winglet 521 and the housing assembly 700. The upper winglet 521 includes a windward portion 5211, the upper end of which has a first windward surface 5212. The windward portion 5211 of the upper winglet 521 extends forward and upward, utilizing the wind resistance generated by the high-speed travel of the riding vehicle 10 to generate downforce. We found that the projected area of ​​the first windward surface 5212 along the length of the riding vehicle 10 is too large, which leads to excessive wind resistance on the wing 520 and can easily cause the connection between the wing 520 and the housing assembly 700 to loosen or even damage the wing 520. Meanwhile, an excessively large size of the wing 520 would increase its weight, thereby increasing the weight of the riding vehicle 10 and reducing the user experience. If the area of ​​the first windward surface 5212 is too small, the wind resistance received by the wing 520 would be too small, resulting in insufficient downforce generated by the first windward surface 5212 on the front of the vehicle, increasing the risk of the front wheel 810 of the riding vehicle 10 lifting off the ground. Therefore, the first windward surface 5212 is a curved surface that curves inward towards the windward portion 5211, thereby increasing the effective windward area of ​​the first windward surface 5212 and increasing the downward force generated by the windward surface due to wind resistance, thus comprehensively increasing the downforce generated by the wing 520 without increasing its weight. Optionally, the upper wing 521 has a length in the vehicle width direction greater than or equal to 50mm and less than or equal to 90mm, thereby increasing the area of ​​the windward surface and ensuring the strength of the wing 520. Optionally, the length of the upper wing 521 in the vehicle width direction is greater than or equal to 60 mm and less than or equal to 80 mm. Optionally, the length of the upper wing 521 in the vehicle width direction is greater than or equal to 60 mm and less than or equal to 70 mm.

[0159] Optionally, the first windward surface 5212 of the upper wing 521 is at least partially a curved surface that is concave to the rear and downward.

[0160] The lower wing 522 connects the upper wing 521 and the housing assembly 700. While generating downward pressure on the housing assembly 700, the lower wing 522 can also transmit the downward pressure generated by the upper wing 521 to the housing assembly 700.

[0161] The lower wing 522 strengthens the connection between the upper wing 521 and the housing assembly 700, thereby ensuring the strength of the upper wing 521 and transmitting the downforce generated by the upper wing 521 to the housing assembly 700. The upper wing 521 also includes a folded edge 514, which is formed on the side of the windward portion 5211 and bent downward relative to the windward portion 5211. One end of the lower wing 522 is connected to the housing assembly 700, and the other end is connected to the folded edge 514. The upper wing 521, the lower wing 522, and the housing assembly 700 form an airflow opening 513. The lower wing 522 also includes a second windward surface 5221. When the riding vehicle 10 is traveling at high speed, the first windward surface 5212 of the upper wing 521 and the second windward surface 5221 of the lower wing 522 can generate downforce. At the same time, airflow can flow through the periphery of the upper wing 521 and the lower wing 522, as well as through the airflow opening 513 formed between the upper wing 521 and the lower wing 522, thereby reducing the drag generated by the wind-stabilizing wing 520 when the riding vehicle 10 is traveling at high speed and reducing the obstruction of the wind-stabilizing wing 520 to the driving speed.

[0162] The upper surface of the lower wing 522 forms a second windward surface 5221. Optionally, the second windward surface 5221 is a curved surface, extending along the direction of the windward sectional surface, which is the sectional surface at the intersection of the two diagonals of the second windward surface 5221. The angle between the windward plane and the horizontal plane is set to be greater than or equal to 15 degrees and less than or equal to 25 degrees. By setting the angle of the second windward surface 5221, the downforce generated by the lower wing 522 when the riding vehicle 10 is traveling at high speed can be increased. At the same time, the airflow interference near the upper wing 521 and the lower wing 522 can be reduced, and the airflow can be guided to exit from the airflow passage 513 located between the upper wing 521 and the lower wing 522, thereby reducing the horizontal drag generated by the wind-stabilizing wing 520 when the riding vehicle 10 is running, so as to comprehensively improve the performance of the riding vehicle 10.

[0163] The thickness D1 of the lower wing 522 is set to be greater than or equal to 18 mm and less than or equal to 27 mm to improve the connection strength between the wing 520 and the housing assembly 700, and to strengthen the lower wing 522 itself, while preventing the lower wing 522 from becoming too heavy and increasing the load on the riding vehicle 10. With the above settings, when the riding vehicle 10 is traveling at a speed of 160 km / h, the ratio of the downforce generated by the wing 520 to the horizontal drag generated by the wing 520 is greater than or equal to 1.8 and less than or equal to 2.4. Thus, while increasing the downforce generated by the wing, the drag generated by the wing on the riding vehicle is reduced, thereby optimizing the downforce performance of the wing 520.

[0164] Reference Figures 29 to 3 5. The riding vehicle 10 also includes a gas treatment device 500. The housing assembly 700 is ridden by the user, and the power source 210 is supported by the housing assembly 700 and provides power to propel the riding vehicle 10 forward. The power source 210 includes an air inlet and an exhaust outlet. The gas treatment device 500 includes an exhaust port 2101 connected to the exhaust outlet. The gas treatment device 500 communicates with the air inlet of the power source 210 and can filter impurities in the air input into the power source 210. The gas treatment device 500 also includes an air filter housing 510 and a filter assembly 540 that performs the filtering function. A gas treatment chamber is formed inside the air filter housing 510, and the filter assembly 540 is disposed inside the gas treatment chamber.

[0165] The gas treatment device 500 also includes a recovery assembly, which comprises a recovery pipe 530, a first condenser plate 550, and a second condenser plate 560. The power source 210 is connected to the exhaust port 2101 of the gas treatment device 500 via the recovery pipe 530. The recovery pipe 530 is used to recover the exhaust gas generated by the combustion of the power source 210. The first condenser plate 550 and the second condenser plate 560 recover the engine oil in the exhaust gas and send it back to the power source 210 for secondary combustion through the recovery pipe 530, thereby improving the utilization rate of engine oil. The riding vehicle 10 proposed in this application achieves the functions of filtering air and recovering exhaust gas through the gas treatment device 500, without the need for a separate oil-gas separator, simplifying the vehicle structure and reducing costs.

[0166] The first condenser plate 550 and the second condenser plate 560 are arranged opposite to each other, forming at least a first separation chamber and a second separation chamber 2103 between them. Exhaust gas discharged from the power source 210 is guided by the first condenser plate 550 and the second condenser plate 560 into the first separation chamber and the second separation chamber 2103 sequentially. During the free-floating process, the oil and gas condense on the surfaces of the first condenser plate 550 and the second condenser plate 560 and return to the power source 210 for combustion. The air filter housing 510 includes an upper housing 511 and a lower housing 512. The first condenser plate 550 is connected to the upper housing 511, and the second condenser plate 560 is connected to the lower housing 512. An air supply gap 570 is formed between the first condenser plate 550 and the second condenser plate 560. The air supply gap 570 communicates with the gas treatment chamber. Most of the exhaust gas, after passing through the first separation chamber and the second separation chamber 2103, enters the gas treatment chamber through the air supply gap 570 and is discharged.

[0167] After the upper housing 511 and lower housing 512 are installed, a gas treatment chamber is generated between them. By installing the upper housing 511 and lower housing 512, which respectively connect the first condenser plate 550 and the second condenser plate 560, the alignment of the first condenser plate 550 and the second condenser plate 560 can be quickly achieved. A first separation chamber and a second separation chamber 2103, as well as a gas supply gap 570, are correspondingly generated between the first condenser plate 550 and the second condenser plate 560. The gas supply gap 570 is open upwards, and the exhaust port 2101 is located below the gas supply gap 570. The upwardly open gas supply gap 570 allows the exhaust gas treated by the recovery component to be discharged into the gas treatment chamber. The oil condensed on the first condenser plate 550 and the second condenser plate 560 returns to the power source 210 by gravity. The second condenser plate 560 connected to the lower housing 512 surrounds the first condenser plate 550 connected to the upper housing 511, and there is a certain distance between the first condenser plate 550 and the second condenser plate 560 to form the aforementioned air supply gap 570, so that the air supply gap 570 is open upward, and the lower second condenser plate 560 surrounds the upper first condenser plate 550, which can fully recover the engine oil condensed on the plate walls of the first condenser plate 550 and the second condenser plate 560.

[0168] The gas treatment device 500 further includes a first baffle group 580 and a second baffle group 590. The first baffle group 580 is connected to the first condenser plate 550 and extends toward the second condenser plate 560. The first baffle group 580 and the second condenser plate 560 are at least partially or completely non-contacting to create a disassembly port for gas flow. The first baffle group 580 and at least the second baffle group 590 are connected to the second condenser plate 560 and extend toward the first condenser plate 550. The second baffle group 590 and the first condenser plate 550 are at least partially or completely non-contacting to create a disassembly port for gas flow. The first baffle group 580 and the second baffle group 590 each have at least one baffle. By providing the first baffle group 580 and the second baffle group 590, the effective cooling surface area of ​​the recovery component can be increased without relatively increasing the inlet resistance of the exhaust gas in the gas treatment device 500. The first baffle assembly 580 and the second baffle assembly 590 are made of the same material as the condenser plate, such as aluminum or iron, which have good heat dissipation properties. Optionally, the first baffle assembly 580 and the first condenser plate 550 are integrally formed, and the second baffle assembly 590 and the second condenser are integrally formed, simplifying the manufacturing of the gas treatment device 500. Optionally, the first condenser plate 550 has multiple slots for detachable installation of the first baffle assembly 580, and the second condenser plate 560 has multiple slots for detachable installation of the second baffle assembly 590, thereby allowing for flexible selection of the number of baffles installed on the condenser plate. Depending on the exhaust volume of the vehicle's power source 210, a corresponding number of baffles are installed to adjust the intake resistance and condensation capacity of the gas treatment device 500. This improves the adaptability of the gas treatment device 500 to power sources 210 with different parameters and relatively improves the gas treatment efficiency of the gas treatment device 500 for exhaust gases.

[0169] Optionally, the first baffle group 580 and the second baffle group 590 are each provided with multiple baffles to improve the efficiency of oil recovery from exhaust gas.

[0170] Optionally, the first condenser plate 550 and the second condenser plate 560 cooperate with the air filter housing 510 to form at least a first separation chamber and a second separation chamber 2103. An exhaust port 2101 is located on the side wall of the gas processing device 500, and the first condenser plate 550 surrounds the exhaust port 2101. The first condenser plate 550 and the air filter housing 510 are connected. Optionally, both the first condenser plate 550 and the second condenser plate 560 are integrally formed with the air filter housing 510. The first condenser plate 550 and the second condenser plate 560 extend from the surface of the air filter housing 510 into the interior of the gas processing chamber, and the first condenser plate 550 and the second condenser plate 560 are arched or hemispherical. The first condenser plate 550 and the second condenser plate 560 each have at least two side walls connected to the gas processing chamber, thereby forming an oil-gas separation chamber with the air filter housing 510. By designing the first condenser plate 550 and the upper housing 511 as an integral part, and the second condenser plate 560 and the lower housing 512 as an integral part, the manufacturing process and assembly process can be simplified, and costs can be reduced. Optionally, the first condenser plate 550 and the second condenser plate 560 are independent of the air filter housing 510 and are connected to the exhaust port 2101.

[0171] The first condensing plate 550 and the second condensing plate 560 are disposed inside the gas treatment device 500, that is, the first condensing plate 550 and the second condensing plate 560 are disposed in the gas treatment chamber. This allows the gas treatment device 500 to integrate the functions of an air filter and an oil-gas separator, and the gas treatment device 500 has a flat surface, which facilitates the assembly of the whole vehicle. The recovery component is disposed inside the gas treatment device 500, thereby eliminating the need for a separate connecting pipe to connect the recovery component and the air treatment chamber, simplifying the structure and size.

[0172] An oil-gas separation chamber is formed between the first condensing plate 550 and the second condensing plate 560. By setting the first baffle group 580 and the second baffle group 590, the oil-gas separation chamber can be divided into at least a first separation chamber 2102 and a second separation chamber 2103. The setting of multiple baffles can generate more separation chambers. Taking the case of two baffles as an example, the first separation chamber is formed between the two baffles, and the second separation chamber 2103 and the third separation chamber are formed between the baffles and the first condensing plate 550 and the second condensing plate 560.

[0173] Optionally, the exhaust port 2101 is directly connected to the first separation chamber 2102, and the second separation chamber 2103 and the third separation chamber are symmetrically arranged relative to the exhaust port 2101. The exhaust gas discharged from the power source 210 enters the first separation chamber 2102 through the exhaust port. The exhaust gas collides with the baffle and condenser plate, and some of the oil and gas condenses. The remaining exhaust gas is split into two through the gap between the baffle and condenser plate, entering the second separation chamber 2103 and the third separation chamber respectively, and contacting and condensing with the baffles and condenser plates on both sides of the second and third separation chambers. It can be seen that, through the above arrangement, at least two exhaust channels are generated between the first condenser plate 550 and the second condenser plate 560. The exhaust gas entering the recovery component flows out through these two exhaust channels, thereby further reducing exhaust resistance and improving the oil recovery efficiency. Taking the airflow of the exhaust channel on one side of the second separation chamber 2103 as an example, after the gas enters the first separation chamber 2102, it flows into the second separation chamber 2103 through the gap between the second partition group 590 and the first condenser plate 550. After passing through the second separation chamber 2103, it enters the next separation chamber through the gap between the first partition group 580 and the second condenser plate 560. In this way, the exhaust gas flows out of the recovery component in a zigzag route in the exhaust channel, which increases the overall path length of the exhaust channel and can increase the effective cooling area of ​​the side walls of the exhaust channel.

[0174] Reference Figures 33 to 34 The filter assembly 540 filters the gas flowing towards the air inlet. The filter assembly 540 includes a filter element 541 and a clamping assembly 542. The filter element 541 is detachably mounted to the clamping assembly 542. The filter element 541 is used to filter the gas entering the power source 210. The clamping assembly 542 includes a first clamping member 5421 and a second clamping member 5422. The first clamping member 5421 is slidable relative to the second clamping member 5422 along the installation direction to fix the filter element 541. The first clamping member 5421 is also slidable relative to the second clamping member 5422 in a direction opposite to the installation direction to remove the filter element 541.

[0175] Optionally, the clamping assembly 542 is a wedge-shaped slider assembly, which fixes the filter element 541. The first clamping member 5421 is a slider, and the second clamping member 5422 is a fixing block. The slider can slide relative to the fixing block along an inclined plane, so that the slider and the fixing block have installation and removal positions relative to each other. The slider and the fixing block each form an inclined contact interface 5423, and the inclined directions of the slider and the fixing block are opposite, so that the slider and the fixing block form a wedge structure. The fixing block and the slider are provided with slots and clips, so that the slider is connected to the fixing block by sliding, and the fixing block and the slider clamp the filter element 541 by interference fit. The middle of the slider and the fixing block is hollow to form a space for placing the filter element 541. The filter element 541 is placed in the middle of the fixing block, and then the slider is installed on the fixing block so that the slider and the fixing block clamp the filter element 541. When filter element 541 needs to be replaced, only a little external force is needed to move the slider to the disassembly position. No additional tools are needed to disassemble the wedge slider, which facilitates the subsequent maintenance and use of the riding vehicle 10.

[0176] Reference Figure 35a After the filter assembly 540 is installed on the riding vehicle 10, the angle between the installation direction of the first clamping member 5421 and the vehicle height direction is less than or equal to 80 degrees and greater than or equal to 0 degrees. The air filter housing 510 includes an air filter cover 511, which is separable from the air filter housing 510 along a disassembly direction, with the angle between the disassembly direction and the installation direction being greater than or equal to 80 degrees and less than or equal to 120 degrees. Meanwhile, the power system 200 also includes a fuel tank 220, and the vehicle also includes a power supply unit 610 that supplies power to the riding vehicle 10. The fuel tank 220 is located above and in front of the gas treatment device 500, and the power supply unit 610 is located behind the gas treatment device 500. The fuel tank 220, power supply unit 610, and gas treatment unit 500 are all located under the seat 910. When it is necessary to replace the filter element 541 of the riding vehicle 10, the user only needs to open the seat 910, take out the power supply unit 610, and then remove the air filter cover 511 along the disassembly direction. The air filter housing 510 formed by removing the air filter cover 511 forms an upward-opening disassembly port, and the filter assembly 540 is exposed in this disassembly port. Thus, the user can take out the first clamping member 5421 from the disassembly port formed by the air filter housing 510 along the opposite direction of the installation direction, so that the filter element 541 can be taken out and replaced. Then, the first clamping member 5421 is reinstalled onto the second clamping member 5422 along the installation direction to fix the filter element 541.

[0177] Optionally, when the gas treatment device 500 is installed on the housing assembly 700 of the riding vehicle 10, the gas treatment device 500 is positioned facing rearward and upward, with the open disassembly port formed by the gas treatment device 500 facing rearward and upward of the riding vehicle 10. The filter assembly 540 is longitudinally arranged on the gas treatment device 500, such that the installation direction of the first clamping member 5421 is consistent with the orientation of the open disassembly port of the gas treatment device 500, and the angle between the installation direction of the first clamping member 5421 and the vehicle height direction is less than or equal to 60 degrees and greater than or equal to 5 degrees. The arrangement direction of the filter assembly 540 allows for a more compact structure of the gas treatment device 500, making efficient use of the space between the gas treatment device 500 and the housing assembly 700. While reducing the overall volume of the gas treatment device 500, it also allows for quick removal and installation of the filter element 541, making it convenient for users. Optionally, the air filter cover 511 can be separated from the housing 510 along the disassembly direction, with the angle between the disassembly direction and the installation direction being approximately 90 degrees. The filter assembly 540 is located below the disassembly port and connected to the disassembly port, making the gas treatment device 500 more compact overall.

[0178] Reference Figure 40 The front wheel 810 includes a wheel body 811 and an axle hole 812, with the axle hole 812 formed on the wheel body 811. The axle 813 passes through the axle hole 812 and is rotatably connected to the front wheel 810. The axle 813 includes a first connecting end 8131 and a second connecting end 8132, which are disposed at both ends of the axle 813. The walking system 800 also includes a bushing 840, which is fitted onto the outside of the first connecting end 8131. At least a portion of the bushing 840 is disposed within the axle hole 812, connecting the front wheel 810 and the axle 813. The bushing 840 axially positions the axle 813. At least a portion of the second connecting end 8132 is inserted into and supported within the axle hole 812. The walking system 800 also includes a bearing 850 and an oil seal 860, which are fitted onto the axle 813. The oil seal 860 includes a first oil seal and a second oil seal. The first oil seal passes through the bushing 840, and the second oil seal passes through the second connecting end 8132. The oil seal is disposed outside the bearing 850, sealing the bearing 850 and a portion of the axle 813 within the axle hole 812.

[0179] The second connecting end 8132 forms a snap-fit ​​portion, which protrudes relative to the axle of the wheel 813 in the radial direction of the wheel 813. The snap-fit ​​portion is sleeved by a second oil seal, so that the projections of the snap-fit ​​portion and the second oil seal at least partially overlap along the radial direction of the wheel 813. The bearing 850 is disposed inside the second oil seal and the snap-fit ​​portion, and the snap-fit ​​portion and the bearing 850 abut against each other. The bushing 840 is sleeved with the first oil seal, and the projections of the bushing 840 and the first oil seal at least partially overlap along the radial direction of the wheel 813. The snap-fit ​​portion and the wheel 813 are integrally formed. By using the snap-fit ​​portion formed by the wheel 813 itself at the second connecting end 8132, it is not necessary to set up a double bushing 840 to simultaneously support and limit the first connecting end 8131 and the second connecting end 8132, simplifying the wheel structure, reducing costs, and facilitating conversion.

[0180] The first connecting end 8131 is indirectly supported by the shaft hole 812 and the bearing 850 via the bushing 840, while the second connecting end 8132 is directly supported by the shaft hole 812 and the bearing 850. The shock-absorbing device 410 is sleeved on the first connecting end 8131 and the second connecting end 8132. During assembly, the first connecting end 8131 is aligned with the shaft hole 812 and inserted into it. The operating wheel axle 813 passes through the shaft hole 812, and the bushing 840 is sleeved on the first connecting end 8131, so that the first connecting end 8131 and the second connecting end 8132 are located at opposite ends of the shaft hole 812. Then, the bushing 840 is sleeved onto the first connecting end 8131. By installing the bearing 850 and the oil seal, the bearing 850 and the oil seal are sleeved onto the wheel axle 813 and installed onto the shaft hole 812.

[0181] Reference Figure 4 1. The walking system 800 also includes a transmission system 830, which connects the power source 210 and the rear wheel 820. The transmission system 830 includes a sprocket 831, a sprocket seat 832, and a drive belt. The drive belt is driven by the power source 210 and connects to and drives the sprocket 831 to rotate. The sprocket 831 is mounted on the sprocket seat 832. The sprocket 831 includes a plurality of teeth 8311 connected to the sprocket seat 832, and extensions 8312 disposed between the teeth 8311. The teeth 8311 protrude toward the center of the sprocket 831 relative to the extensions 8312.

[0182] The sprocket housing 832 includes a first sidewall connecting the sprocket 831 and a second sidewall connecting the rear wheel 820. The first sidewall connects to the tooth 8311, and an opening is formed between the extension 8312, the tooth 8311, and the sprocket housing 832. The sprocket 831 and the sprocket housing 832 are fixedly connected by the tooth 8311, and the opening between the extension 8312 and the tooth 8311 allows the sprocket housing 832 to be lightweight.

[0183] Reference Figure 41 The sprocket 831 also includes a buffer body 833, which is connected to the second side wall. The buffer body 833 is a boss formed by a polygonal prism. The sprocket seat 832 also includes a disc 834 for mounting the buffer body 833. The teeth 8311 include a screw hole and a connecting end face. The connecting end face abuts against the disc 834 of the sprocket 831. The sprocket 831 and the sprocket seat 832 are connected by bolts passing through the screw hole. At the same time, the connecting end face abuts against the disc 834 of the sprocket 831 to limit the connection end face. Multiple teeth 8311 are provided and are arranged around the disc 834 of the sprocket 831, so that the teeth 8311 can surround and clamp the disc 834.

[0184] Each buffer body 833 has at least two open sides, and each buffer body 833 forms a recess 8331 communicating with the open sides. By providing the recess 8331, the weight of the buffer body 833 is further reduced, making the transmission system 830 lighter while ensuring the strength and function of the sprocket 831. The side of the wheel disc 834 forms an annular mud guide groove to guide the discharge of sewage and silt, reducing the amount of silt and sewage entering the buffer body 833.

[0185] Reference Figure 42 The seat 910 is mounted and supported above the frame 100. The support system 900 also includes a seat lock 911 and a seat locking member 9111. The seat lock 911 locks the connection between the seat 910 and the frame 100. The seat locking member 9111 connects the seat lock 911 to the frame 100 and is located within the mounting space formed between the seat 910 and the frame 100. The pull strap 920 is secured to the frame 100 at both ends by the seat locking member 9111, with at least a portion of the pull strap 920 exposed outside the mounting space. By securing both ends of the pull strap 920 within the mounting space using the seat locking member 9111, and by allowing a portion of the pull strap 920 to extend beyond the seat 910 and be exposed to the air, the user can maintain a stable position on the seat 910 by holding the pull strap 920.

[0186] The middle section of the pull strap 920 forms a ring-shaped grip. Both ends of the pull strap 920 are positioned between the frame 100 and the seat 910. At least a portion of the grip is exposed outside the frame 100 and seat 910, and the grip flexibly extends outside the load-bearing system 900. The portion of the pull strap 920 exposed outside the mounting space flexibly extends outside the riding vehicle 10. By connecting the seat lock 911 and the pull strap 920 to the frame 100 simultaneously via a seat lock locator, the number of parts can be reduced, thus lowering the overall weight and size of the vehicle.

[0187] At the same time, by using the frame 100 to connect and fix the pull strap 920, the strength of the pull strap 920 and its connecting parts can be ensured, and the pull strap 920 can be prevented from being deformed due to excessive tension.

[0188] Reference Figure 43 The power system 200 also includes a fuel tank 220, a first buffer section 230, and a second buffer section 240. The fuel tank 220 and the frame 100 are connected via the first buffer section 230, and the seat cushion 910 and the fuel tank 220 are connected via the second buffer section 240. Thus, the first buffer section 230 and the second buffer section 240 provide secondary cushioning for the fuel tank 220 and the frame 100. The first buffer simultaneously cushions both the fuel tank 220 and the seat cushion 910, thereby improving the cushioning effect on the seat cushion 910 and enhancing the user's comfort when riding in the seat cushion 910.

[0189] Reference Figure 45 The first buffer portion 230 and the second buffer portion 240 include rubber blocks. The first buffer portion 230 is disposed between the frame 100 and the seat cushion 910, and at least two first buffer portions 230 are provided, connecting the front and rear ends of the fuel tank 220. The power system 200 also includes a fuel tank positioning member 2201, which connects to the fuel tank 220 and the first buffer portion 230, thus positioning the first buffer portion 230 between the fuel tank positioning member 2201 and the frame 100. The second buffer portion 240 extends forward to form a latch structure, and the fuel tank positioning member 2201 forms a latch groove, to which the second buffer portion 240 connects. The fuel tank positioning member 2201 supports the first buffer portion 230 and the second buffer portion 240 and connects the fuel tank 220 and the seat cushion 910, making the overall structure more compact.

[0190] The seat 910 includes a panel 912 facing the frame 100. The panel 912 includes a tool slot 9121 and a tool socket 9122. The tool socket 9122 is formed on one side of the tool slot 9121. The seat 910 also includes an elastic band 913 detachably mounted on the upper side of the tool slot 9121. The tool socket 9122 is formed on one side of the tool slot 9121, and there is only one such socket. A tool can be inserted into the tool socket 9122 at one end, with the other end restrained by the elastic band 913, thereby facilitating tool retrieval and storage.

[0191] Reference Figure 44The seat cushion 910 also includes a waterproof rib 9101. The side of the overlap between the housing assembly 700 and the seat cushion 910 and the waterproof rib 9101 are staggered to prevent liquid from entering between the riding vehicle 10. The seat cushion 910 also includes a water deflector 9102, which extends downward. The water deflector 9102 and the waterproof rib 9101 are arranged opposite each other. The waterproof rib 9101, the side of the housing assembly 700, and the water deflector 9102 form a labyrinth structure, and there are staggered gaps between the three, which can effectively prevent liquid from splashing into the seat cushion 910 and the interior of the housing assembly 700 without affecting the heat dissipation inside the riding vehicle 10.

[0192] Reference Figure 35b The housing assembly 700 also includes a fuel tank mounting hole 701, and the power system 200 also includes a fuel tank mounting component 221, which includes a connecting sleeve 2210 and a bolt. The connecting sleeve 2210 forms a sleeve 2211 and a snap-fit ​​portion 2212. The snap-fit ​​portion 2212 snaps into one side of the fuel tank mounting hole 701, and the sleeve 2211 passes through the fuel tank mounting hole 701. The bolt is connected to the sleeve 2211. The fuel tank mounting component 221 connects the fuel tank 220 to the housing assembly 700. The connecting sleeve can eliminate the gap deviation between the fuel tank 220 and the housing assembly 700, thereby improving the fit consistency of the fuel tank 220.

[0193] Reference Figure 46 and Figure 47 The riding vehicle 10 also includes a power housing 611, which includes a first assembly portion 6111 and a second assembly portion 6112. The first assembly portion 6111 assembles the power supply device 610, and the second assembly portion 6112 assembles the voltage regulator rectifier 6114. The first assembly portion 6111 and the second assembly portion 6112 are arranged opposite to each other. The power housing 611 also includes a third assembly portion 6113, which assembles the housing assembly 700. Thus, the power housing 611 simultaneously supports the power supply device 610 and the voltage regulator rectifier 6114, and can position the housing assembly 700. The power housing 611 is also provided with a power pull strap 920 for limiting the power supply device 610, making the internal layout of the riding vehicle 10 compact and saving assembly parts.

[0194] Reference Figure 48 The load-bearing system 900 also includes a seat lock 911, a seat lock seat, and a seat lock lever 914 connected to the seat lock 911. The seat lock seat mounts the seat lock 911, which locks the connection between the seat 910 and the frame 100. The seat lock seat forms a limiting hole for fixing the seat lock lever 914, which prevents the seat lock lever from falling off and improves the service life of the seat lock 911.

[0195] The power system 200 includes a power source 210, and the housing assembly 700 includes a lower housing 730 of the power source. The lower housing 730 of the power source is disposed below the power source 210 and forms at least one mud discharge port to prevent the accumulation of mud and sand inside the housing assembly 700.

[0196] Reference Figure 55 The housing assembly 700 is equipped with a universal serial bus interface and a flexible sleeve 2211. The flexible sleeve 2211 is fitted onto the universal serial bus, and both the flexible sleeve 2211 and the universal serial bus are installed inside the universal serial bus interface, enabling quick assembly. During later modifications, the user can remove the flexible sleeve 2211 to quickly assemble the universal serial bus interface. Optionally, the housing assembly 700 may only have the flexible sleeve 2211 for connecting to the serial bus interface. When an additional universal serial bus interface is needed, the flexible sleeve 2211 can be pulled out of the housing assembly 700, and the universal serial bus interface can be added inside the flexible sleeve 2211, thus simplifying costs and facilitating later maintenance and modifications.

[0197] Reference Figure 49 and Figure 50 The housing assembly 700 also includes a cover 750, which is located at the front of the main frame 110 and extends between the main frame 110 and the front frame. When a user is riding the vehicle, if the control system veers left or right, the control system or suspension system may interfere with or collide with the front frame, thereby affecting the riding of the vehicle and causing wear to the cover 750. The housing assembly 700 includes a main housing 760 covering the main frame 110, and the cover 750 is connected to the front section of the main housing 760. Cover 750 includes a cover plate 752 and a connecting shaft connected to the main housing 760, allowing the cover 750 and the main housing 760 to rotate relative to each other. Cover 750 also includes a reset element 751, connected to both the cover plate 752 and the main housing 760. When the cover 750 is not impacted by the suspension system, the reset element 751 supports the cover plate 752 in a forward extension. When the suspension system collides with the cover plate 752, the cover plate 752 compresses the reset element 751, allowing the cover plate 752 to avoid impacting the suspension system's performance and ensuring the lifespan of the cover plate 752. The reset element 751 maintains the cover plate 752 in an extended state, extending substantially parallel to the horizontal plane towards the front frame. Optionally, the reset element is an elastic element that can be compressed by the cover plate to allow the cover plate to disengage from its extended state.

[0198] The housing assembly 700 also includes a power source side housing 740, which is disposed on the side of the power source 210. The power source side housing 740 forms at least one heat dissipation vent 741 to dissipate heat from the power source 210 and other components. Optionally, two heat dissipation vents are provided.

[0199] Reference Figure 51 and Figure 52 The housing assembly 700 includes a connected first housing 710 and a second housing 720. At least one first housing 710 includes a coordination structure 711, which includes a first coordination portion 7111 and a second coordination portion 7112. The first coordination portion 7111 and the second coordination portion 7112 extend in two substantially perpendicular directions, and the upper surface of the first coordination portion 7111 is an inclined curved surface. The coordination structure 711 also includes a third coordination portion 7113, and a clamping space is formed between the third coordination portion 7113 and the first coordination portion 7111. The second housing 720 includes a fourth matching part 721 and a fifth matching part 722. The fourth matching part 721 and the fifth matching part 722 form an adapter hole. The matching structure 711 can be inserted into the adapter hole. The fourth matching part 721 can be inserted into the clamping space. The fifth matching part 722 abuts against the second matching part 7112. The matching structure 711 enables the rapid splicing of the first housing 710 and the second housing 720, so that the first housing 710 clamps the second housing 720.

[0200] Reference Figure 53 and Figure 54 The housing assembly 700 also includes a frame base plate 770, which is disposed at the bottom of the frame 100. The frame base plate 770 includes an opening for the shock absorber 410 to extend downward relative to the frame base plate 770. The frame 100 also includes a shock absorber connection portion 170, which is connected to the mid-frame and / or rear frame. The shock absorber is detachably connected to the shock absorber connection portion 170. For example, if the shock absorber and the frame are connected by screws, the user can directly remove the shock absorber and take it out through the frame base plate 770, facilitating future maintenance of the shock absorber.

[0201] The shock absorber also includes a preload adjustment unit 411 for adjusting the preload of the shock absorber. The preload adjustment unit 411 is located below the chassis base plate 770, allowing the user to directly operate the preload adjustment in the horizontal direction without disassembling the device, thus facilitating user operation. Simultaneously, the structure of the chassis base plate 770 also provides heat dissipation for the voltage regulating rectifier.

[0202] The riding vehicle 10 also includes pedals 301 for pedaling. Pedal support 302 supports the pedals 301 and is connected to the frame 100. The riding vehicle 10 also includes a shift assembly 303, including a linkage 304 connected to the transmission system 830. The shift assembly 303 also includes a shift element 305 and a shift pedal 306. The shift element 305 includes a rotatable connection point connected to the pedal support 302, and the shift element 305 is rotatable relative to the pedal support 302 about the rotatable connection point.

[0203] Reference Figures 56 to 58 The shift assembly 303 includes a linkage 304 connected to the transmission system 830. The shift assembly 303 also includes a shift element 305 and a shift pedal 306. The shift element 305 includes a rotating connection point connected to a foot pedal support 302. The shift element 305 is rotatable relative to the foot pedal support 302 about the rotating connection point. The shift element 305 includes a first connection point 3051 and a second connection point 3052. The linkage 304 can be connected to either the first connection point 3051 or the second connection point 3052. The shift element 305 has a centerline passing through the rotating connection point. The first connection point 3051 and the second connection point 3052 are substantially symmetrical about the centerline. The shift pedal 306 is positioned opposite to one side of the centerline. The user can manually switch the linkage 304 to connect to either the first connection point 3051 or the second connection point 3052 to switch the shift pedal 306, which controls the direction of gear shifting. The connecting rod 304 can be connected to the first connection point 3051 or the second connection point 3502 by screwing. With the above settings, the user can replace the connecting rod 304 with the first connection point 3051 or the second connection point 3502 as needed. Since the first connection point 3051 and the second connection point 3052 are basically symmetrical about the center line, and the shift pedal 306 is set on one side of the center line, when the connecting rod is connected to the first connection point 3051 and the second connection point 3052 respectively, the shift pedal 306 can switch gears in opposite directions. Thus, the user can switch the direction of gear adjustment according to their own needs, so that the shifting component can adapt to different driving scenarios.

[0204] The pedal support 302 includes a connecting middle section 3021, a connecting front section 3022, and a connecting rear section 3023. The connecting middle section 3021 is connected to the frame 100. The connecting front section 3022 is located in front of the connecting middle section 3021 and connects to the rotation connection point. The connecting rear section 3023 is located behind the connecting middle section 3021 and connects to the pedal 301. Both the connecting front section 3022 and the connecting rear section 3023 form weight-reducing holes to reduce the weight of the pedal support 302.

[0205] Optionally, the pedal support 302 is connected to the mid-frame 140, and the pedal support 302 is made of aluminum. The mid-frame 140 includes a third frame member 141, which forms a positioning part connecting the main frame 110, the rear suspension 420, and the pedal support 302. The riding vehicle 10 also includes a housing assembly 700, which encloses the frame 100 and the power system 200. The housing assembly 700 forms the pedal support 302, which simultaneously supports the pedals 301 and the shift pedal 306, making the riding vehicle 10 lighter.

[0206] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A riding vehicle, comprising: Vehicle body; A power source, supported by the vehicle body, includes an air intake and an exhaust section; A gas processing device is connected to the gas inlet; Rearview mirror, connected to the front of the vehicle body; A mirror connection assembly connects the rearview mirror to the vehicle body; A lighting device, comprising an illumination unit and a cable, wherein the cable is electrically connected to the illumination unit; Its features are, The mirror connection assembly supports the lighting device and the rearview mirror; The mirror connection assembly includes: The mirror rod includes a rod body and a connecting part, the connecting part causing the rod body to be rotatably connected to the vehicle body, and the rod body is hollow to form a first channel for the cable to pass through; The adapter is hollow to form a second channel through which the cable passes, and the first channel and the second channel are connected; the gas handling device includes: The casing forms a gas handling chamber; An air supply pipe is connected to the air inlet; The recovery pipe is connected to the exhaust section of the power source; A filter assembly for filtering the gas flowing toward the air inlet; A first condensing plate and a second condensing plate, wherein at least a first separation chamber and a second separation chamber are formed between the first condensing plate and the second condensing plate; The first condenser plate and the second condenser plate are integrally formed with the shell; The housing includes an upper housing and a lower housing, the first condenser plate is connected to the upper housing, the second condenser plate is connected to the lower housing, and an air supply gap is formed between the first condenser plate and the second condenser plate; The first condenser plate and the second condenser plate are disposed inside the gas processing device; The air supply gap opens upwards, and the exhaust port connected to the exhaust section is located below the air supply gap; The gas processing device further includes: a first partition group and a second partition group, wherein the first partition group is connected to the first condensing plate and extends toward the second condensing plate, and the second partition group is connected to the second condensing plate and extends toward the first condensing plate.

2. The riding vehicle according to claim 1, characterized in that, The endoscope rod includes an endoscope rod and an outer endoscope rod, the first channel is formed inside the endoscope rod, and the outer endoscope rod surrounds the endoscope rod.

3. The riding vehicle according to claim 2, characterized in that, The mirror connection assembly also includes a mirror mount, which is disposed on the vehicle body and forms a hole for rotatable connection with the adapter.

4. The riding vehicle according to claim 3, characterized in that, The lens mount further includes a biasing member and a first limiting member, the lens rod forms a second limiting member, and the biasing member biases the first limiting member to press the first limiting member and the second limiting member together.

5. The riding vehicle according to claim 4, characterized in that, The first limiting member and the second limiting member are a protrusion and a concave member that limit each other, and the sides of the first limiting member and the second limiting member are inclined surfaces.

6. The riding vehicle according to claim 3, characterized in that, The lighting device is a front turn signal, and there are two of them, which are arranged symmetrically at the front of the vehicle body. The rearview mirror is rotatable relative to the front turn signal, and the mirror rod is rotatable relative to the mirror base.

7. The riding vehicle according to claim 1, characterized in that, include: The lampshade is fitted with the lighting unit, and the mirror rod is formed or connected to the lampshade; the lampshade also includes a pin groove, and the rearview mirror includes a ball pin; or the lampshade includes a ball pin, the rearview mirror includes a pin groove, and the ball pin is inserted into the pin groove and can rotate relative to the pin groove.

8. The riding vehicle according to claim 1, characterized in that, The adapter includes a wire inlet, a top cover, and a connecting rod. The second channel is formed in the connecting rod. The wire inlet is formed at one end of the connecting rod. The top cover is used to cover the wire inlet. After the top cover is installed on the wire inlet, a gap is left between the top cover and the wire inlet to communicate with the first channel.

9. The riding vehicle according to claim 8, characterized in that, The mirror rod is manufactured through a secondary molding process.

10. The riding vehicle according to claim 1, characterized in that, The lighting device includes multiple light sources, a light guide element, and a flexible circuit board. The light guide element is disposed in front of the light sources. The flexible circuit board mounts the light sources. The lighting device also includes a reinforcing component that connects to the flexible circuit board. The reinforcing component positions the flexible circuit board to form multiple mounting positions for mounting the light sources, so as to evenly distribute the spacing between the multiple light sources and the light guide element.

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