Electric vehicle

Abstract

An electric vehicle may include a first foot platform, a second foot platform, a first wheel, a second wheel, a first tubular support shaft, a second tubular support shaft, and some restraint mechanisms. The first tubular supporting shaft and the second tubular supporting shaft are fixed in the first foot platform and the second foot platform respectively, and the first tubular supporting shaft is rotationally connected to the second tubular supporting shaft. The constraining mechanisms may include axial constraining mechanisms, which may include a first axial constraining member disposed on the first tubular support shaft and a second axial constraining member disposed on the second tubular support shaft. The restraining mechanisms can further comprise rotation restraining mechanisms, and the rotation restraining mechanisms can comprise a first rotation restraining component arranged on the first foot platform and a second rotation restraining component arranged on the second foot platform. Therefore, the configuration of the electric vehicle at least can well limit an overlarge relative rotation angle between the two rotatable foot platforms of the electric vehicle, so that other parts of the electric vehicle are prevented from being damaged.

Description

Technical Field

[0001] The present disclosure relates to the technical field of transportation tools, and in particular to an electric vehicle. Background Art

[0002] U.S. Patent No. 8,738,278B2 discloses a two-wheeled self-balancing electric vehicle device, comprising: a first foot placement portion and a second foot placement portion connected to each other and independently rotatable along an axis passing through the first wheel and the second wheel; the first wheel associated with the first foot placement portion and the second wheel associated with the second foot placement portion, the first wheel and the second wheel being spaced apart and substantially parallel to each other; a first position sensor and a first drive motor configured to drive the first wheel; a second position sensor and a second drive motor configured to drive the second wheel; and control logic for driving the first wheel in response to position data from the first sensor to make the first foot placement portion self-balanced and driving the second wheel in response to position data from the second sensor to make the second foot placement portion self-balanced.

[0003] This electric balancing vehicle technical solution is a relatively early solution for a two-wheeled poleless balancing vehicle, but US8738278B2 mainly involves the explanation of the principle of balance control. Some improvements need to be made in the structural design of the two-wheeled balancing vehicle to at least simplify the structure, reduce costs, and stabilize the overall structure. In particular, the angle at which the first footrest and the second footrest can rotate relative to each other needs to be limited to avoid affecting other structures / components of the balancing vehicle. Summary of the invention

[0004] In view of the above technical background and some technical problems involved, it is necessary to provide an electric vehicle with an improved structure.

[0005] In a first aspect, an embodiment of the present invention provides an electric vehicle, which may include a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a corresponding foot of a rider, and the first foot platform being rotatable relative to the second foot platform; a first wheel connected to the outer side of the first foot platform and including a first motor, and a second wheel connected to the outer side of the second foot platform and including a second motor, the outer side of the first foot platform and the outer side of the second foot platform constituting opposite sides of the electric vehicle; a first tubular support shaft fixed to the first foot platform and extending within the first foot platform, and a second tubular support shaft fixed to the second foot platform and extending within the second foot platform, the first tubular support shaft being rotatably connected to the second tubular support shaft; a first sensor disposed on the first foot platform and a second sensor disposed on the second foot platform, the first sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, Detecting the rotation of the second foot platform and generating a second sensing signal; at least one controller, which is configured to control the first motor to drive the first wheel based on the first sensing signal, and the at least one controller is also configured to control the second motor to drive the second wheel based on the second sensing signal; a power source for powering the electric vehicle; an axial restraint mechanism, which includes a first axial restraint member arranged on the first tubular support shaft and a second axial restraint member arranged on the second tubular support shaft, the first axial restraint member and the second axial restraint member are configured to cooperate with each other to limit the axial movement of the first tubular support shaft and the second tubular support shaft relative to each other; and a rotation restraint mechanism, which includes a first rotation restraint member arranged on the first foot platform and a second rotation restraint member arranged on the second foot platform, the first rotation restraint member and the second rotation restraint member are configured to cooperate with each other to limit the rotation of the first foot platform and the second foot platform relative to each other.

[0006] The configuration of the electric vehicle can prevent the axial movement / looseness between the left and right rotatable support shafts, thereby stabilizing the overall structure of the electric vehicle, and can also limit the excessive rotation angle between the left and right rotatable foot platforms, thereby avoiding damage to other components of the electric vehicle. In addition, since the axial constraint mechanism and the rotation constraint mechanism are separately arranged, the various stresses that the components used for constraint may be subjected to at the same time are dispersed, thereby improving the wear and tear of the vehicle and extending the service life of the equipment.

[0007] In a second aspect, an embodiment of the present invention further provides an electric vehicle, which may include a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a corresponding foot of a rider, and the first foot platform being rotatable relative to the second foot platform; a first wheel connected to the outer side of the first foot platform and including a first motor, and a second wheel connected to the outer side of the second foot platform and including a second motor, the outer side of the first foot platform and the outer side of the second foot platform constituting opposite sides of the electric vehicle; a first tubular support shaft fixed to the first foot platform and extending within the first foot platform, and a second tubular support shaft fixed to the second foot platform and extending within the second foot platform, the first tubular support shaft being rotatably connected to the second tubular support shaft; a first sensor disposed on the first foot platform and a second sensor disposed on the second foot platform, the first sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the first foot platform and generate a first sensing signal. for sensing the rotation of the second foot platform and generating a second sensing signal; at least one controller, which is configured to control the first motor to drive the first wheel based on the first sensing signal, and the at least one controller is also configured to control the second motor to drive the second wheel based on the second sensing signal; a power source for powering the electric vehicle; an axial restraint mechanism, which includes a first axial restraint member positioned on the first foot platform and a second axial restraint member positioned on the second foot platform, the first axial restraint member and the second axial restraint member being configured to cooperate with each other to limit the axial movement of the first tubular support shaft and the second tubular support shaft relative to each other; and a rotational restraint mechanism, which includes a first rotational restraint member positioned on the first foot platform and a second rotational restraint member positioned on the second foot platform, the first rotational restraint member and the second rotational restraint member being configured to cooperate with each other to limit the rotation of the first foot platform and the second foot platform relative to each other.

[0008] The configuration of the electric vehicle can prevent the axial movement / looseness between the left and right rotatable support shafts, thereby stabilizing the overall structure of the electric vehicle, and can also limit the excessive rotation angle between the left and right rotatable foot platforms, thereby avoiding damage to other components of the electric vehicle. In addition, since the axial constraint mechanism and the rotation constraint mechanism are separately arranged, the various stresses that the components used for constraint may be subjected to at the same time are dispersed, thereby improving the wear and tear of the vehicle and extending the service life of the equipment.

[0009] In a third aspect, an embodiment of the present invention further provides an electric vehicle, which may include a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a corresponding foot of a rider, and the first foot platform being rotatably connected to the second foot platform; a first wheel connected to the first foot platform and including a first motor, and a second wheel connected to the second foot platform and including a second motor; a first sensor disposed on the first foot platform and a second sensor disposed on the second foot platform, the first sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the second foot platform and generate a second sensing signal; and at least one controller configured to control the rotation of the first foot platform based on the first sensing signal. The first motor is used to drive the first wheel, and the at least one controller is also configured to control the second motor to drive the second wheel based on the second sensing signal; a power source for powering the electric vehicle; a first restraint mechanism, which includes two restraint components respectively arranged on the first foot platform and the second foot platform, and the two restraint components of the first restraint mechanism are configured to cooperate with each other to limit the movement of the first foot platform and the second foot platform relative to each other in a first direction; and a second restraint mechanism, which includes two restraint components respectively arranged on the first foot platform and the second foot platform, and the two restraint components of the second restraint mechanism are configured to cooperate with each other to limit the movement of the first foot platform and the second foot platform relative to each other in a second direction.

[0010] The restraint mechanism of the electric vehicle can restrict the relative movement of the two foot platforms in two directions, thereby ensuring the stability of the overall structure of the electric vehicle.

[0011] In a fourth aspect, an embodiment of the present invention also provides an electric vehicle, which may include a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a corresponding foot of a rider; a first wheel connected to the first foot platform and including a first motor, and a second wheel connected to the second foot platform and including a second motor; a first sensor disposed on the first foot platform and a second sensor disposed on the second foot platform, the first sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the second foot platform and generate a second sensing signal; at least one controller being configured to control the first motor to drive the first wheel based on the first sensing signal, and the at least one controller being further configured to control the second motor to drive the second wheel based on the second sensing signal; a power source for supplying power to the electric vehicle; a first support shaft and a second support shaft; at least one hole formed on the first support shaft; and at least one fastener fixed on the second support shaft; wherein the inner end of the first support shaft can be rotatably inserted into the inner end of the second support shaft so that the first support shaft and the second support shaft are rotatably connected; wherein the at least one fastener is configured to be movable in the at least one hole to at least limit the relative rotation angle between the first support shaft and the second support shaft.

[0012] The electric vehicle can well limit an excessively large relative rotation angle between two rotatable support shafts of the electric vehicle to avoid damage to other components of the electric vehicle.

[0013] In a fifth aspect, an embodiment of the present invention further provides an electric vehicle, which may include a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a corresponding foot of a rider; a first wheel connected to the first foot platform and including a first motor, and a second wheel connected to the second foot platform and including a second motor; a first sensor disposed on the first foot platform and a second sensor disposed on the second foot platform, the first sensor being used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor being used to sense the rotation of the second foot platform and generate a second sensing signal; a first controller disposed on the first foot platform, which is configured to control the rotation of the first foot platform based on the first sensing signal. Control the first motor to drive the first wheel; a second controller provided on the second foot platform, which is configured to control the second motor to drive the second wheel based on the second sensing signal; a power supply for powering the electric vehicle; a first tubular support shaft and a second tubular support shaft; an arc-shaped hole formed on the first support shaft; and a fastening bolt detachably fixed on the second support shaft; wherein the inner end of the first tubular support shaft can be rotatably inserted into the inner end of the second tubular support shaft so that the first tubular support shaft and the second tubular support shaft can be rotatably connected; wherein the fastening bolt is configured to be movable in the arc-shaped hole to limit the relative rotation angle between the first support shaft and the second support shaft. .

[0014] The above configuration of the electric vehicle can effectively limit the excessive relative rotation angle between the two rotatable support shafts of the electric vehicle to avoid damage to other components of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 This is a schematic diagram of the structure of an electric vehicle in one embodiment of the present disclosure;

[0017] Figure 2 It is one of the explosion diagrams of an electric vehicle in one embodiment of the present disclosure;

[0018] Figure 3 is another exploded view of an electric vehicle in one embodiment of the present disclosure;

[0019] Figure 4 is a cross-sectional view of an electric vehicle in one embodiment of the present disclosure;

[0020] Figure 5 It is a schematic diagram of the composition of some electrical components of an electric vehicle in one embodiment of the present disclosure;

[0021] Figure 6 It is a schematic diagram of the composition of another part of the electrical components of the electric vehicle in one embodiment of the present disclosure;

[0022] Figure 7 is a control flow chart of a controller involved in an electric vehicle in one embodiment of the present disclosure;

[0023] Figure 8a is a partial cross-sectional schematic diagram of a restraint mechanism of an electric vehicle in an embodiment of the present disclosure;

[0024] Figure 8b It is a structural schematic diagram of a restraint mechanism of an electric vehicle in an embodiment of the present disclosure;

[0025] Figure 8c is another structural schematic diagram of the restraint mechanism of the electric vehicle in the embodiment of the present disclosure;

[0026] Figure 8d is a cross-sectional schematic diagram of another part of the restraint mechanism of the electric vehicle in the embodiment of the present disclosure;

[0027] Fig. 9 It is a structural schematic diagram of a second implementation mode of the axial constraint mechanism involved in the embodiment of the present disclosure;

[0028] Fig.10 It is another structural schematic diagram of the second implementation mode of the axial constraint mechanism involved in the embodiment of the present disclosure;

[0029] Fig.11 It is a structural schematic diagram of a first implementation mode of the axial constraint mechanism involved in the embodiment of the present disclosure;

[0030] Fig.12 It is another structural schematic diagram of the first implementation mode of the axial constraint mechanism involved in the embodiment of the present disclosure;

[0031] Fig.13 It is a structural schematic diagram of a support assembly of an electric vehicle in another embodiment of the present disclosure;

[0032] Fig.14 for Fig.13 A schematic diagram of the relevant structure of the second support shaft in the support assembly;

[0033] Fig.15 It is a structural schematic diagram of a first embodiment of a single constraint mechanism involved in an embodiment of the present disclosure;

[0034] Fig.16 It is another structural schematic diagram of the first embodiment of the single constraint mechanism involved in the embodiment of the present disclosure;

[0035] Fig.17 It is a partial cross-sectional schematic diagram of a first embodiment of a single restraint mechanism involved in an embodiment of the present disclosure;

[0036] Fig.18 It is a partial cross-sectional schematic diagram from another angle of the first embodiment of the single restraint mechanism involved in the embodiment of the present disclosure;

[0037] Fig.19 It is a schematic structural diagram of a second embodiment of a single constraint mechanism involved in an embodiment of the present disclosure;

[0038] Fig. 20 It is another structural schematic diagram of the second embodiment of the single constraint mechanism involved in the embodiment of the present disclosure. DETAILED DESCRIPTION

[0039] In order to make the above-mentioned purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure. However, the present disclosure can be implemented in many other alternative ways different from those described herein, and those skilled in the art can make similar improvements to achieve the same or similar functional effects without violating the connotation of the present disclosure, so the present disclosure is not limited by the specific embodiments disclosed below.

[0040] In the description of the present disclosure, it needs to be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear, the orientation or position relationship indicated by these terms can be understood based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present disclosure and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure.

[0041] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present disclosure, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0042] In addition, unless otherwise clearly specified or limited, the descriptive terms indicating actions such as "install", "connect", "connect", "fix", "match", "set" and "position" involved in the present disclosure should be understood in a broad sense in combination with the inventive concept of the present disclosure. For example, they should at least be understood as direct implementation, indirect implementation, fixed implementation, movable implementation and other implementation methods. Taking "connect" as an example, it can be understood as direct connection and indirect connection such as through a third-party component, as well as fixed connection and movable connection. The movable connection can be, for example, hinged connection. For another example, "fix" can be understood as at least two methods: non-detachable fixation and detachable fixation.

[0043] In the present disclosure, unless otherwise clearly specified and limited, if there is a description such as "a first feature is above or below a second feature", it may mean that the first feature and the second feature are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than the horizontal height of the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the horizontal height of the first feature is less than the horizontal height of the second feature.

[0044] In addition, the terms “vertical”, “horizontal”, “upper”, “lower”, “left”, “right” and similar expressions used in the present disclosure are only for the purpose of explanation and do not mean the only implementation mode.

[0045] See also Figure 1 and Figure 2 As shown, the electric vehicle 10 provided by an embodiment of the present disclosure can be called an electric balance vehicle, a posture vehicle, a twisting vehicle, etc. in some examples, because the electric vehicle 10 can be designed and manufactured based on the self-balancing principle. In some examples, when the electric vehicle 10 is loaded with a rider and moves or is stationary without a rider, the electric vehicle 10 can use a certain self-balancing control algorithm to make the motor of the electric vehicle 10 output a suitable torque to maintain the electric vehicle 10 in a self-balanced or stable state. This self-balancing characteristic makes the playability of the electric vehicle 10 very high. In addition, this self-balancing characteristic can at least include a dynamic balance characteristic (for example, the electric vehicle 10 maintains balance when moving) and a static balance characteristic (for example, the electric vehicle 10 maintains balance when stationary). In addition, this self-balancing principle of the electric vehicle 10 can be substantially the same or similar to the self-balancing technical principle and self-balancing effect disclosed in US Patent USRE46964E1. More specifically, for example, this self-balancing principle can refer to the ability of the electric vehicle 10 to balance itself during its use / movement.

[0046] In some examples, the electric vehicle 10 may include a first foot platform 100, a second foot platform 200, a first wheel 300, a second wheel 400, a first tubular support shaft 110, and a second tubular support shaft 210. The top of each of the first foot platform 100 and the second foot platform 200 may be configured to support the corresponding foot of the rider. In other words, the rider may step on the first foot platform 100 and the second foot platform 200. More specifically, the rider's feet may step on a substantially flat first top surface 101 defined by the first foot platform 100 and a substantially flat second top surface 201 defined by the second foot platform 200, respectively, that is, the first top surface 101 and the second top surface 201 may be areas where the rider places the corresponding feet (e.g., left foot and right foot) to operate the electric vehicle 10. The first top surface 101 and the second top surface 201 may be substantially at the same height above the ground, or substantially coplanar. In addition, in the electric vehicle 10 , the first wheel 300 may also be referred to as the right wheel, and the second wheel 400 may be correspondingly referred to as the left wheel, so that a basic left-right orientation relationship may be defined for the electric vehicle 10 .

[0047] Also, see Figure 2 and Figure 3 , the first tubular support shaft 110 can be centrally fixed to the first foot platform 100 and extend in the first foot platform 100, and the second tubular support shaft 210 can be centrally fixed to the second foot platform 200 and extend in the second foot platform 200. In addition, the first tubular support shaft 110 is rotatably connected to the second tubular support shaft 210. In addition, the two tubular support shafts can be hollow, which can reduce the overall weight of the electric vehicle 10.

[0048] In addition, refer to Figure 4 , the first tubular support shaft 110 may have an inner end 1106 and an outer end 1107. The second tubular support shaft 210 may also have an inner end 2106 and an outer end 2107, and the inner end 1106 of the first tubular support shaft 110 may be rotatably connected to the inner end 2106 of the second tubular support shaft 210. In this way, the first foot platform 100 and the second foot platform 200 may be indirectly rotatably connected to each other. For example, when the two feet of the rider apply different forces, the first foot platform 100 and the second foot platform 200 may produce relative rotation and be in different tilting states / postures. In addition, it can also be seen that the outer end 1107 of the first tubular support shaft 110 is fixedly connected to the wheel 300, and the outer end 2107 of the second tubular support shaft 210 is also fixedly connected to the wheel 400.

[0049] In addition, the first tubular support shaft 110 and the second tubular support shaft 210 can be coaxially mounted, because the two tubular support shafts can have a common central axis, which can also serve as the motor axis or the rotation axis of the two wheels of the electric vehicle 10. In addition, the outer end of the first tubular support shaft 110 is connected to the first wheel 300, and the outer end of the second tubular support shaft 210 is connected to the second wheel 400.

[0050] For some examples, see Figure 2-Figure 4 , the first tubular support shaft 110 and the second tubular support shaft 210 actually form a support assembly, which plays the most important supporting or force-bearing role in the electric vehicle 10 (for example, when the rider pedals). For example, the manufacturing materials of the first tubular support shaft 110 and the second tubular support shaft 210 can be steel or iron, while the manufacturing materials of the first foot platform 100 and the second foot platform 200 are plastic. It is worth mentioning that in other examples, the shapes of the two support shafts in the support assembly are not limited to tubular, as long as these support shafts have a certain axial extension length in the electric vehicle 10 (the axial direction can refer to, for example, the extension direction along the center line connecting the left and right wheels), have a certain structural strength (for example, made of steel), and the two support shafts can be rotatably connected.

[0051] In addition, the first wheel 300 is connected to the outside of the first foot platform 100, and the first wheel 300 includes a first motor; the second wheel 400 is connected to the outside of the second foot platform 200, and the second wheel 400 includes a second motor. In some examples, the first wheel 300 and the second wheel 400 may be substantially identical in hardware configuration, and both may include corresponding drive motors therein, so the first wheel 300 and the second wheel 400 may also be referred to as an integrated wheel hub motor or wheel hub assembly in the field of electric vehicles.

[0052] In some examples, the first foot platform 100 and the second foot platform 200 may also be referred to as left and right frames or frames or left and right bodies, because the first foot platform 100 and the second foot platform 200 mainly define the overall configuration of the electric vehicle 10 and simultaneously provide support and placement for other components or elements of the electric vehicle 10. Figure 1-Figure 3 The upper surfaces of the first foot platform 100 and the second foot platform 200 are both substantially flat, which is mainly conducive to the rider's feet being able to step on the two foot platforms stably to ride the electric vehicle 10. In addition, it can be seen that the first foot platform 100 and the second foot platform 200 can be designed to be substantially symmetrical, or the entire electric vehicle 10 itself is substantially bilaterally symmetrical.

[0053] refer to Figure 1, the electric vehicle 10 may have or define a yaw axis D1 (YawAxis), a pitch axis D2 (Pitch Axis), and a roll or roll axis D3 (RollAxis). The pitch axis D2 may be the axis around which the tire 300 and the wheel 400 rotate together or may be parallel to that axis. For example, the pitch axis D2 may constitute the common center axis of the aforementioned first tubular support shaft 110 and the second tubular support shaft 210. The roll axis D3 may be perpendicular to the pitch axis D2 and may extend generally in the direction in which the electric vehicle 10 can be propelled by the motor. For example, the roll axis D3 may extend in the front-to-rear direction of the first foot platform 100 and the second foot platform 200. The yaw axis D1 may be perpendicular to the pitch axis D2 and the roll axis D3. For example, the yaw axis D1 may be orthogonal to the substantially flat top surface of the first foot platform 100 and the second foot platform 200. In addition, in some examples, the arrows on these axes in the drawings can be used to indicate the positive and negative directions of the axes, because generally speaking, an axis can be regarded as a straight line extending in two directions. Taking the pitch axis D2 as an example, its arrow can be used to indicate the positive and negative directions of the axis. For example, the direction of the arrow indicates the positive direction of D2, and the direction opposite to the direction of the arrow indicates the negative direction of D2.

[0054] In addition, these three axes can also define a basic orientation relationship for the electric vehicle 10. For example, the arrow direction of D3 is the front of the electric vehicle 10, and the opposite direction of the arrow direction of D3 is the rear of the electric vehicle 10; the arrow direction of D2 is the right of the electric vehicle 10, and the opposite direction of the arrow direction of D2 is the left of the electric vehicle 10; the arrow direction of D1 is the top of the electric vehicle 10, and the opposite direction of the arrow direction of D1 is the bottom of the electric vehicle 10.

[0055] In addition, the side of the electric vehicle 10 equipped with the first wheel 300 can be called the right side of the electric vehicle 10, and the side of the electric vehicle 10 equipped with the second wheel 400 can be called the left side of the electric vehicle 10, that is, these two sides are opposite sides of the electric vehicle 10. The first wheel 300 and the second wheel 400 can be configured to rotate around the aforementioned pitch axis D2. In addition, the roll axis D3 can be located in the first top surface 101 or the second top surface 201. In some embodiments, the pitch axis D2 and the roll axis D3 can define a plane, for example, a plane parallel to the horizontal ground.

[0056] In some examples, such as Figure 2 and Figure 3As shown, the electric vehicle 10 may include two main control boards / circuit boards, namely a first main control board 500 fixedly installed in the first foot platform 100 and a second main control board 500a fixedly installed in the second foot platform 200. In some examples, the main control board may also be referred to as a PCBA board. Specifically, the two main control boards may be fixedly installed in the left and right foot platforms of the electric vehicle 10 respectively by screws or bolts. In addition, the first main control board 500 and the second main control board 500a may be communicatively connected by a cable (not shown) to facilitate the sharing or exchange of relevant data / signals between the first main control board 500 and the second main control board 500a, so as to coordinately adjust the rotation speed and torque of the left and right wheel hub motors / left and right wheels, etc., so as to at least maintain the dynamic stability / balance of the electric vehicle 10.

[0057] In some examples, the two main control boards in the electric vehicle 10 may also be called main controllers. In addition, the two main control boards of the electric vehicle 10 may be fixedly mounted with microcontrollers and corresponding sensors for detecting the posture of the foot platform, so that when the posture, orientation, tilt state or position of the foot platform of the electric vehicle 10 changes, the posture, orientation, tilt state or position of the main control board and the microcontroller and sensor on the main control board will also change synchronously.

[0058] Specific reference Figure 5 An example is shown, which shows some electrical components of the electric vehicle 10 including the first main control board 500, which are mainly distributed in the first foot platform 100 to support the implementation of relevant functions of the first foot platform 100, such as posture data detection and motor drive for dynamic balancing purposes.

[0059] One or more electrical components within the first foot platform 100 may include a first main control board 500, a first microcontroller 501, a first sensor 504, a first stepping detection device 509, a power switch 519, a charging port 517, a first Hall sensor 514, a first motor 515, a first power management system 516, a Bluetooth module 513, a music module 512, and a first indicator light 511, etc.

[0060] The power supply 518 may be disposed only in the second foot platform 200, in which case the power supply 518 may be connected to the relevant electrical components in the first foot platform 100 via a cable and supply power, and the power supply 518 may be one or more rechargeable batteries, such as one or more lithium batteries that are relatively light in weight and have a relatively high power density. For example, the power supply 518 may include one or more lithium iron phosphate batteries, one or more lithium polymer batteries, one or more lithium cobalt batteries, one or more lithium manganese batteries, or a combination thereof. For example, the power supply 518 may include 16 A123 lithium iron phosphate batteries (e.g., model 26650). In other examples, the power supply 518 may also be disposed only in the first foot platform 100.

[0061] The first microcontroller 501 and / or one or more first sensors (or at least one first sensor) 504 may be included / installed in the first main control board 500 or coupled / connected to the first main control board 500. The type of the first microcontroller 501 is not particularly limited. In other examples, the first microcontroller 501 may also be replaced by devices / electronic control circuits such as complex programmable logic devices (CPLDs) and field programmable gate arrays (FPGAs) or a suitable combination of these devices / electronic control circuits to similarly perform control functions for the electric vehicle 10, such as receiving posture data about the electric vehicle 10 sensed by relevant sensors, and generating drive signals for the two wheel motors of the electric vehicle 10 based on these posture data. In addition, the English name of the first microcontroller 501 may be Microcontroller Unit, abbreviated as MCU. Since the microcontroller can integrate an arithmetic logic unit (ALU), a memory, a timer / calculator, and various I / O circuits into one chip, forming a basically complete computing system, it is also called a single chip microcomputer.

[0062] The first sensor 504 may be configured to measure attitude information or orientation information or tilt state or position information of the first foot platform 100. For example, see Figure 1The first sensor 504 may be configured to sense the movement or rotation of the first foot platform 100 around and / or along the pitch axis D2 (Pitch Axis), the roll axis D3 (RollAxis) and / or the yaw axis D1 (YawAxis). The first motor 515 may be configured to cause the first wheel 300 to rotate based on the orientation / attitude of the first foot platform 100. Specifically, the first microcontroller 501 may be configured to receive the orientation / attitude information about the first foot platform 100 measured by the first sensor 504, and drive the motor in the first wheel 300 to generate a rotational torque based on the orientation / attitude information to propel the electric vehicle 10 and / or actively keep the electric vehicle 10 balanced.

[0063] The first foot platform 100 may include one or more first light assemblies 511 for lighting or providing entertainment lighting effects, such as one or more headlight and / or taillight assemblies. The headlight / taillight assemblies may be configured to reversibly illuminate the electric vehicle 10. One or more of the headlight / taillight assemblies (e.g., their corresponding illuminators) may be connected to the first microcontroller 501 via a first LED driver 508, which may be included in or connected to the first main control board 500. In some embodiments, the illuminator may include an RGB / RGBW LED lamp bead.

[0064] In some examples, the active balancing (or self-stabilizing / self-balancing) state / mode of the first foot platform 100 in the electric vehicle 10 can be achieved by using a first feedback control loop or mechanism, which involves multiple components in the first foot platform 100, such as a first sensor 504, a first microcontroller 501 (MCU) and other hardware modules, and a firmware module or other related software modules for running a feedback control algorithm or a self-balancing algorithm. The feedback control loop or mechanism can be implemented in one or more electrical components.

[0065] In the first foot platform 100, the first feedback control mechanism may include a first sensor 504, and the first sensor 504 may be fixedly mounted on the first main control board 500. The type of the first sensor 504 is not particularly limited, as long as it can be used to measure the change in the attitude, orientation, tilt state or position of the first foot platform 100. The first sensor 504 is generally an inertial measurement unit (IMU), and more specifically, the first sensor 504 is generally a six-axis gyroscope, which may integrate a three-axis gyroscope sensor (referred to as a gyroscope) and a three-axis accelerometer sensor (referred to as an accelerometer).

[0066] The above-mentioned gyroscope and accelerometer can be configured together to estimate (or measure or sense) the inclination angle of the first foot platform 100, such as the relevant inclination angles of the first foot platform 100 around the pitch axis D2, the roll axis D3 and the yaw axis D1. Here, the inclination angle of the first foot platform 100 can be understood as a specific embodiment of the attitude information or position information of the first foot platform 100. For example, the rotation of the first foot platform 10 around the pitch axis, the roll axis and / or the yaw axis will produce a corresponding inclination angle, wherein the rotation around the pitch axis D2 corresponds to the pitch angle, the rotation around the roll axis D3 corresponds to the roll angle, and the pivoting around the yaw axis D1 corresponds to the yaw angle.

[0067] As described above, the orientation / attitude information of the first foot platform 100 can be measured (or sensed) by the gyroscope and accelerometer in the first sensor 504. Specifically, the gyroscope can measure and output angular velocity data about the first foot platform 100, for example, rotating around the pitch axis D2, and the accelerometer can measure and output acceleration data about the first foot platform 100, for example, rotating around the pitch axis D2. Then, the feedback control mechanism can use a complementary filter (ComplementaryFilter) or a Kalman filter (KalmanFilter) to perform data fusion on the two measurement data (or sensing signals) from the gyroscope and the accelerometer, and filter out the impact of collision, road texture, data drift, high and low frequency noise, and interference caused by steering input, so as to finally estimate / measure the tilt angle of the first foot platform 100 around / relative to the pitch axis D2 with high precision, and the tilt angle can be used as the attitude data of the first foot platform 100. In other examples, the attitude data of the first foot platform 100 can also include the direction data of the first foot platform 100 measured by the magnetometer.

[0068] In some examples, the first foot platform 100 in the electric vehicle 10 may include any sensors and feedback control loops configured to be suitable for a self-stabilizing / self-balancing vehicle. Preferably, the feedback control loop may include a PID controller (Proportional-Integral-Derivative), which may also be referred to as a PID control loop, and the PID controller may refer to a software module or firmware in the first microcontroller 501. In some examples, the basic principle of the feedback control loop including the PID controller may be, for example, that when a rider steps on the electric vehicle 10, the force applied by one of the rider's feet will cause the current posture (e.g., in a horizontal orientation) of the first foot platform 100 to change, such as generating a tilt angle θ, and the first microcontroller 501 may calculate a desired rotation speed according to / in response to the detected tilt angle θ, and the first motor 515 will execute or output the desired rotation speed to drive the first wheel 300 to rotate accordingly around the pitch axis D2 and move. At the same time, the first microcontroller 501 can also control the first motor 515 to induce / generate a force that enables the first foot platform 100 to maintain balance or stability at the current tilt angle θ according to / in response to the detected same tilt angle θ. Furthermore, the force caused by the motor can also be regarded as being used to resist the tilt caused by the rider to the first foot platform 100 and try to restore the first foot platform 100 from the current tilt state to its original state (for example, horizontal orientation).

[0069] It is worth noting that the aforementioned expected speed is an ideal speed calculated by the first microcontroller 501 according to the measured inclination angle, and due to various reasons (such as signal loss, signal drift, high and low frequency noise, etc.), the hub motor 515 may not be able to perfectly execute this ideal speed. Therefore, the feedback control loop will monitor the actual speed of the hub motor in the first wheel 300 in real time (for example, using an encoder / Hall sensor to monitor) and feed it back to the first microcontroller 501 or the PID controller. Then the PID controller can compare the actual speed with the expected speed, and calculate an adjusted control signal according to the error / difference between the two, and transmit the adjusted control signal back to the first motor driver 502 in the form of a PWM signal. When the first motor driver 502 receives the PWM signal, it will output a corresponding current to the motor in the first wheel 300 according to the parameters such as the duty cycle and frequency of the PWM signal so that the motor adjusts the speed, thereby enabling the electric vehicle 10 or the first foot platform 100 to achieve the purpose of balance and stability. Through this feedback control method, the PID controller can adjust the speed of the first motor 515 in the first wheel 300 in real time to make it closer to the desired speed, while ensuring that the electric vehicle 10 or the first foot platform 100 can remain stable / balanced under various conditions.

[0070] In addition, there are other ways to implement the aforementioned feedback control loop. The following are some common feedback control methods:

[0071] For example, model predictive control (MPC): Model predictive control is a model-based optimization method that optimizes the output of the controller by predicting the behavior of the system in the future. MPC is suitable for complex systems with multiple variables and multiple constraints, but the computational complexity is relatively high.

[0072] Another example is adaptive control: Adaptive control is a method that automatically adjusts controller parameters according to changes in system parameters during the control process. Adaptive control is suitable for systems with uncertainties and time-varying characteristics.

[0073] Another example is fuzzy control: fuzzy control is a control method based on fuzzy logic, which processes input variables through fuzzy reasoning to obtain the output of the controller. Fuzzy control is suitable for systems that are difficult to establish accurate mathematical models.

[0074] Another example is neural network control: neural network control is a control method based on artificial neural networks. Neural networks can control the system by training and learning the input-output relationship of the system. Neural network control is suitable for nonlinear, high-dimensional complex systems.

[0075] Each of these feedback control methods has its own applicable scenarios and advantages and disadvantages. In practical applications, a suitable control strategy can be selected according to the system characteristics and requirements of the electric vehicle 10. Sometimes, in order to achieve a better control effect, multiple control methods can be combined with each other.

[0076] In some examples, some processes of the aforementioned feedback control loop driving the first motor 515 in the first wheel 300 are as follows: For example, if Figure 1 In the embodiment, the electric vehicle 10 is placed on a horizontal ground G, and one foot of the rider can step on the first top surface 101 and make the first foot platform 100 tilt forward, and the rider's body posture is also tilted forward, and the forward direction here can refer to the direction of the arrow of the rolling axis D3), or the rider rotates the first foot platform 100 in the clockwise direction along the pitch axis D2 (the clockwise direction can be, for example, Figure 1In the direction d), at this time, the feedback control loop can drive the first motor 515 to output torque, which can cause the first wheel 300 to rotate clockwise along the pitch axis D2, so that the vehicle can move. The torque can also provide the first foot platform 100 with a counterclockwise force (opposite to the direction d) along the pitch axis D2, so as to support the first foot platform 100 and substantially offset the tilt of the first foot platform 100 caused by the rider, that is, the counterclockwise force is just opposite to the tilt of the rider or the foot platform, and can further resist the deviation / tilt of the center of gravity of the human body, so that the first foot platform 100 and / or the rider on the first foot platform 100 can be in a stable or balanced state.

[0077] Therefore, the movement of the electric vehicle 10 or the first foot platform 100 can be achieved by the rider leaning his weight forward. Similarly, deceleration can be achieved by the rider leaning backward, and continuous reverse operation can be achieved by the rider maintaining his backward leaning. Here, the rider leaning forward can be more specifically understood as the rider leaning his own weight toward his toes; and the rider leaning backward means that the rider leans his own weight toward his heels.

[0078] In some examples, the first motor driver 502 may be a BLDC (brushless direct current) motor drive logic, and the first microcontroller 501 may be configured to send a signal to the BLDC drive logic, which may convey information about the orientation (attitude) and movement of the first foot platform 100. The BLDC drive logic may then interpret the signal to drive the first motor 515 accordingly. In addition, the first Hall sensor 514 may send a signal to the first microcontroller 501 or the BLDC drive logic to provide feedback about the approximate instantaneous rotation rate of the rotor of the first motor 515. In addition, the first motor temperature sensor 510 may be configured to measure the temperature of the first motor 515 and send the measured temperature to the first microcontroller 501. The first microcontroller 501 may limit the amount of power supplied to the first motor 515 based on the measured temperature of the first motor 515 to prevent the first motor 515 from overheating.

[0079] In some examples, once the rider has properly positioned / placed one of their feet on the first foot platform 100, the aforementioned feedback control loop or first microcontroller 501 may be configured to be inactive until the rider moves the first foot platform 100 to a predetermined orientation or angle. For example, a relevant algorithm may be incorporated into the feedback control loop or first microcontroller 501 so that the control loop or first microcontroller 501 is inactive (e.g., does not drive the motor) until the rider uses their own weight to bring the first foot platform 100 (or first top surface 101) to approximately a predetermined horizontal orientation (e.g., a 0 degree pitch angle, when the first top surface 101 is parallel to the horizontal ground G). Once the predetermined orientation is detected, the feedback control loop may be enabled (or activated) to cause the electric vehicle 10 or the first foot platform 100 to enter a self-balancing state / mode and facilitate the transition of the electric vehicle 10 or the first foot platform 100 from a stationary mode (or configuration, or state, or orientation) to a moving mode (or configuration, or state, or orientation).

[0080] In some examples, the electric vehicle 10 or the first leg platform 100 can also automatically enter a preset balance state when it is started (for example, once it is turned on, the first top surface 101 of the first leg platform 100 can be kept parallel to the horizontal ground G), which is referred to as the power-on self-balancing mode, which can keep the vehicle body upright, stable or balanced when no one is standing. The electric vehicle 10 or the first leg platform 100 in this power-on self-balancing mode will immediately enter a balanced state after starting, so that the user can see that the vehicle is stable before getting on the vehicle, which is conducive to improving the user's confidence and riding experience.

[0081] In some examples, the reference is returned Figure 5 The first power management system 516 may be a battery management system configured to protect the batteries of the power source 518 from overcharging, over-discharging, and / or short circuiting. The first power management system 516 may monitor battery health, may monitor the charging state of the batteries in the power source 518, and / or may increase the safety of the electric vehicle 10. The first power management system 516 may be connected between the charging port 517 and the power source 518. The rider (or other user) may connect a charger to the charging port 517 and recharge the power source 518 via the first power management system 516.

[0082] In some examples, the first power control module 506 may mainly include a DC converter (DC-DC Converter), which is responsible for converting the DC voltage from the power supply 518 into other required DC voltages. For example, the voltage output by the battery of the power supply 518 may be 36V, but some electronic devices on the vehicle may require a voltage of 12V or 5V. The DC converter can convert the output voltage of the battery into these different voltage levels. Common types of DC converters include boost converters, buck converters, and boost-boost converters. In addition, the first power control module 506 may also include a voltage regulator (Voltage Regulator), the function of which is to maintain the stability of the output voltage of the power supply 518 to prevent voltage fluctuations from damaging the electronic devices of the electric vehicle 10. The voltage regulator may be a linear voltage regulator (Linear Voltage Regulator) or a switching voltage regulator (Switching Voltage Regulator).

[0083] In operation, the power switch 519 may be activated (e.g., by a rider), and the activation of the switch 519 may send a signal to turn on the power 518 to the first power control module 506. In response to the signal to turn on the power, the first power control module 506 may convert the direct current from the first voltage level provided by the power source 518 to one or more other voltage levels. The other voltage levels may be different from the first voltage level. The first power control module 506 may be connected to other electrical components via one or more electrical connections to provide appropriate voltages to these electrical components. The first power control module 506 (or other suitable circuits) may transmit the signal to turn on the power to the first microcontroller 501. In response to the signal to turn on the power, the first microcontroller 501 may initialize the first sensor 504 and the first pedaling detection device 509, etc.

[0084] In the electric vehicle 10 or the first pedal platform 100, when the first microcontroller (first MCU) 501 responds to a power-on signal, the process of initializing sensors (such as a gyroscope) and a stepping detection device may include the following steps:

[0085] First, the power supply is powered on: when the power supply 519 is activated / turned on, the first power supply control module 506 can provide a stable operating voltage for the first microcontroller 501, the first sensor 504 and other related electronic / electrical components. At this time, the first foot platform 100 is in a standby state after connecting to the power supply 518, but has not yet started. Starting the first foot platform 100 or the first motor requires specific operations, such as stepping on the first top surface 101 or pressing a related button. Then reset and start: the first microcontroller 501 will perform a reset operation when powered on to ensure that all registers and memory units are in a known initial state. Thereafter, the first microcontroller 501 starts to execute the pre-programmed startup code / instructions. Then configure the hardware interface. The first microcontroller 501 will configure the hardware interface with the first sensor 504, the first stepping detection device 509 and other related electrical components, such as serial communication interfaces such as I2C, SPI or UART. These interfaces are used to realize the communication between the first microcontroller 501 and an external device (such as the first sensor). Then comes the sensor calibration: For sensors such as the gyroscope in the first sensor 504, calibration is required before use to eliminate errors such as drift and noise. During the initialization process, the first microcontroller 501 will calibrate the sensors to ensure that their output data is accurate and reliable. Then comes the start-up pedaling detection: When the electric vehicle 10 or the first foot platform 100 is started, the first pedaling detection device 509 needs to be activated to detect whether the user / rider has stood on the electric vehicle 10 or the first foot platform 100 is started. During the initialization process, the first microcontroller 501 will start the first pedaling detection device 509 and put it in standby mode. Then the corresponding self-balancing control algorithm can be started: After the first sensor 504 and the first pedaling detection device 509 are initialized, the first microcontroller 501 can start the pre-programmed control algorithm (such as PID control, neural network control, etc.) to achieve dynamic balance and motion control of the electric vehicle 10 or the first foot platform 100.

[0086] In some examples, the first foot platform 100 of the electric vehicle 10 may include one or more safety mechanisms, such as a power switch 519 and / or a first stepping detection device 509, to ensure that one of the rider's feet is actually on the first top surface 100 before engaging the feedback control loop. In some embodiments, the first stepping detection device 509 may be configured to determine whether the rider's foot is set / stepped on the first top surface 100, and send a signal to the first microcontroller 501 to enable the first motor 515 to enter an active state when it is determined that the rider's foot is set / stepped on the first top surface 100.

[0087] The first stepping detection device 509 may include any suitable mechanism, structure or device for determining whether the rider is on the electric vehicle 10 or the first foot platform 100. For example, the first stepping detection device 509 may include one or more mechanical buttons, one or more capacitive sensors, one or more inductive sensors, one or more optical / photoelectric switches, one or more force resistance sensors and / or one or more strain gauges. The one or more mechanical buttons may be located on or below the first top surface 100. The one or more mechanical buttons may be pressed directly (for example, if on the board portion) or indirectly (for example, if below the board portion) to sense whether the rider is on the first foot platform 100. The one or more capacitive sensors and / or one or more inductive sensors may be located on or near the surface of any one or both of the first top surface 100 portions, and may detect whether the rider is on the first top surface 100 via changes in capacitance or changes in inductance, respectively. Similarly, the one or more optical switches may be located on or near the first top surface 100. The one or more optical switches may detect whether a rider is on the first top surface 100 based on the optical signal. The one or more strain gauges may be configured to measure the bending of the plate or shaft applied by the rider's foot to detect whether the rider is on the first top surface 100. In some embodiments, the power switch 519 may include a handheld "dead-man" switch.

[0088] If the first stepping detection device 509 detects that the rider is properly positioned / stepped on the first foot platform 100, then the first stepping detection device 509 may send a signal of the rider's presence to the first microcontroller 501. The signal of the rider's presence may be a signal to enable the first motor 515 to enter an active state. In response to the rider's presence signal (and / or the first top surface 101 moving to a horizontal orientation), the first microcontroller 501 may activate the aforementioned feedback control loop for driving the first motor 515. For example, in response to the rider's presence signal, the first microcontroller 501 may calculate the orientation / attitude information (or measurement data) about the first foot platform 100 sensed from the first sensor 504, and output a control signal matching the attitude information to the first motor driver 502, and the first motor driver 502 will provide the first motor 515 with corresponding power or current according to the control signal, so that the first motor 515 outputs corresponding torque.

[0089] In some embodiments, if the first pedaling detection device 509 detects that the rider is no longer properly positioned or present on the first foot platform 100, the first pedaling detection device 509 may send a rider absence signal to the first microcontroller 501. In response to the rider absence signal, the control circuit of the electric vehicle 10 or the first foot platform 100 (e.g., the first microcontroller 501, the first motor driver 502) may be configured to reduce the rotation rate of the rotor of the first motor 515 relative to the stator to stop the electric vehicle 10 or the first foot platform 100. For example, power may be selectively provided to the electrical coil of the rotor to reduce the rotation rate of the rotor. In some embodiments, in response to the rider absence signal, the control circuit of the electric vehicle 10 or the first foot platform 100 may be configured to energize the electrical coil with a relatively strong and / or substantially continuous constant voltage to lock the rotor relative to the stator to prevent the rotor from rotating relative to the stator and / or to stop the rotor suddenly.

[0090] In some embodiments, the electric vehicle 10 or the first foot platform 100 may be configured to actively drive the first motor 515 even though the rider may not be present on the electric vehicle 10 or the first foot platform 100 (e.g., temporarily), which may allow the rider to perform various stunts. For example, the first pedaling detection device 509 may be configured to delay sending a rider absence signal to the first microcontroller 501 for a predetermined duration, and / or the first microcontroller 501 may be configured to delay sending a signal to the first motor driver 502 to cut off power to the first motor 515 for a predetermined duration.

[0091] In some examples, reference Figure 6 , which shows some electrical components of the electric vehicle 10 including the second main control board 500a, which are mainly distributed in the second foot platform 200 to support the implementation of relevant functions of the second foot platform 200, such as posture data detection of the foot platform and motor drive for dynamic balance / self-balancing purposes.

[0092] One or more electrical components in the second foot platform 200 may include a second main control board 500a, a power supply 518, a second stepping detection device 509a, a second Hall sensor 514a, a second motor 515a, a second power management system 516a, and a second indicator light 511a. It is worth noting that one or more electrical components in the first foot platform 100 and the second foot platform 200 may be interconnected to at least achieve communication and / or transmit electrical energy. For example, the first main control board 500 and the second main control board 500a may be interconnected and communicate with each other, so a power switch 519 is sufficient to control the power on and off of the two foot platforms. For another example, the first microcontroller 501 and the second microcontroller 501a may also collaboratively control the electric vehicle 10 through a related communication protocol.

[0093] It is worth noting that, in some examples, the electrical components in the second foot platform 200 and the similar electrical components in the first foot platform 100 may be similar in terms of software and hardware composition, so the functional principles of these electrical components with similar software and hardware composition in the two foot platforms can also be understood or explained similarly, because these electrical components with similar software and hardware composition and functional principles are mainly different in placement and objects of action, for example, the first microcontroller 501 is mainly used to control the realization of the related self-balancing vehicle functions of the first foot platform 100, while the second microcontroller 501a is mainly used to control the realization of the related self-balancing vehicle functions of the second foot platform 200. In some examples, it can also be inferred from the similarity of the functional principles of the related components that their software and hardware composition / construction is also similar.

[0094] In some examples, such similarity can be reflected in the numbers of the related electrical components in the two foot platforms in the drawings, for example, the functional principles of the first microcontroller 501 and the second microcontroller 501a are similar, and the second microcontroller 501a also includes a PID controller. For another example, the functional principles of the first sensor 504 and the second sensor 504a are similar, and specifically, the second sensor 504a can be used to detect the change of the attitude or orientation or tilt state or position of the second foot platform 200 (for example, the rotation of the second foot platform 200 around the pitch axis D2), and generate a corresponding attitude sensing signal to be sent to the second microcontroller 501a. For another example, the functional principles of the first motor driver 502 and the second motor driver 502a are similar. Specifically, the second motor driver 502a may also output corresponding current or power to the second motor 515a according to a control signal (such as a PWM signal for controlling the rotation of the motor) calculated from the second microcontroller 501a and matching the corresponding posture sensing signal, so as to rotate the second motor 515a and / or provide a force for resisting the posture change of the second foot platform 200 and maintaining the balance or stability of the second foot platform 200.

[0095] Similarly, the software and hardware composition and functional principle of the second power control module 506a are similar to those of the first power control module 506. Further, the software and hardware composition and functional principle of the second stepping detection device 509a are similar to those of the first stepping detection device 509. Other similar electrical components in the two foot platforms are not described one by one.

[0096] Similarly, the active balance (or self-stabilization / self-balancing) state / mode of the second foot platform 200 can be achieved by using a second feedback control loop or mechanism, which also involves multiple components in the second foot platform 200, such as hardware modules such as the second sensor 504a, the second microcontroller 501a (MCU), and firmware modules or other related software modules for running feedback control algorithms or self-balancing algorithms. The feedback control loop or mechanism can be implemented in one or more electrical components. Further, the second feedback control loop can also include a PID controller. Therefore, through this feedback control method, the second feedback control loop can also adjust the speed of the second motor 515a in the second wheel 400 in real time to make it closer to the desired speed calculated by the second feedback control loop and matching the attitude / tilt angle of the second foot platform 200, and ensure that the second foot platform 200 can remain stable / balanced under various conditions.

[0097] It is worth noting that the above description focuses on the respective composition or self-balancing function of the first foot platform 100 and the second foot platform 200. Based on the above description, the self-balancing or dynamic balancing function of the electric vehicle 10 as a whole is further described below.

[0098] When the rider's feet step on the first foot platform 100 and the second foot platform 200, both of which are in a horizontal orientation, the first foot of the rider causes the first foot platform 100 to have an inclination angle of, for example, θ1, which is, for example, the rotation angle of the first foot platform 100 around the pitch axis D2. The θ1 will be detected by the first sensor 504 and sent to the first microcontroller 501 in the form of a sensing signal. The first microcontroller 501 will drive the first wheel 300 to rotate according to the θ1 and cause the first motor 515 to generate a force for maintaining the first foot platform 100 in balance / stability. The second foot of the rider causes the second foot platform 200 to have an inclination angle of, for example, θ2, which is also the rotation angle of the second foot platform 200 around the pitch axis D2. The θ2 will be detected by the second sensor 504a and sent to the second microcontroller 501a in the form of a sensing signal. The second microcontroller 501a will drive the second wheel 400 to rotate according to the θ2 and cause the second motor 515a to generate a force for maintaining the second foot platform 200 in balance / stability. It can be seen that the movement of the electric vehicle 10 (such as going straight or turning) can be simply controlled by the rider's feet. At the same time, the electric vehicle 10 can maintain a self-balanced state during the movement. Since the electric vehicle 10 is in a self-balanced state during its movement, the rider it carries can also be in a balanced state (at least will not fall off the electric vehicle 10). The following will continue to explain in detail how the electric vehicle 10 moves (such as going straight or turning) under the control of the rider's feet.

[0099] It is worth noting that the first microcontroller 501 and the second microcontroller 501a can share the two angle data of θ1 and θ2 through the communication cable. Further, the first microcontroller 501 and the second microcontroller 501a can independently and / or collaboratively control the two wheels of the electric vehicle 10 to rotate based on θ1 and / or θ2 through the relevant communication protocol. It is worth noting that when the rider just gets on the vehicle, the first foot platform 100 and the second foot platform 200 are both in a horizontal orientation (for example, specifically, the first top surface 101 and the second top surface 201 are parallel to the horizontal ground) and the state can be achieved through the control algorithm of power-on self-balancing.

[0100] In some examples, when θ1 and θ2 are the same (the direction and value of the tilt angle are the same), the first microcontroller 501 and the second microcontroller 501a can respectively control the first wheel 300 and the second wheel 400 to produce the same rotation direction and speed. At this time, the rider can ride the electric vehicle 10 as a whole to move forward (forward) or backward (backward). At the same time, during the movement, the two motors of the left and right wheels will also provide torque or force to resist the tilt of the two foot platforms caused by the change of the rider's center of gravity. The torque or force provided by the two motors will make the two foot platforms tend to return to a horizontal orientation, thereby ensuring the dynamic stability / dynamic balance of the electric vehicle 10. When the angle values ​​of θ1 and θ2 increase or decrease by the same degree at the same time, the electric vehicle 10 can accelerate forward or backward. Here, the forward direction refers to the arrow direction of the roll axis D3, for example, and the backward direction refers to the opposite direction of the arrow of the roll axis D3, for example. Here, θ1 and θ2 can be considered as two identical angle data within a certain difference range. For example, when the difference between θ1 and θ2 is within 0.005°, θ1 and θ2 are sufficient to be determined by the controller of the electric vehicle 10 as two identical angle data.

[0101] Next, the situation when θ1 and θ2 are different is described. First, the positive and negative directions of the angles are agreed upon. Taking θ1 as an example, when the rider's first foot presses forward on the top surface of the first foot platform 100, the first foot platform 100 will tilt forward. At the same time, from another angle, the first foot platform 100 will rotate clockwise around the pitch axis D2 (for example, Figure 1d) in the direction of rotation, the θ1 generated at this time is the positive direction, and the value of θ1 is also marked as a positive value. If the first foot platform 100 rotates counterclockwise around the pitch axis D2, θ1 is the negative direction, and the value of θ1 is also marked as a negative value. Similar regulations are made for the positive and negative directions of θ2. For example, when the second foot platform 200 rotates clockwise around the pitch axis D2, θ2 is the positive direction, and vice versa. Therefore, several situations may occur, such as θ1 and θ2 are both positive directions, θ1 and θ2 are both negative directions, and θ1 and θ2 are one positive and one negative. When θ1 and θ2 are both positive directions, it can be understood that the electric vehicle 10 is tilted forward as a whole or the center of gravity of the rider is tilted forward. When θ1 and θ2 are both negative directions, it can be understood that the electric vehicle 10 is tilted backward as a whole or the center of gravity of the rider is tilted backward. In addition, when it is necessary to compare the sizes of θ1 and θ2, it can be stipulated that the positive angle value is directly greater than the negative angle value, for example, θ1 of +0.5° is greater than θ2 of -0.5°.

[0102] When θ1 and θ2 are both in the positive direction, if θ1 is greater than θ2, at this time, the speed of the first wheel 300 controlled by the first microcontroller 501 to rotate forward (rotate clockwise around the pitch axis D2) will be greater than the speed of the second wheel 400 controlled by the second microcontroller 501a to rotate forward (rotate clockwise around the pitch axis D2), so that the electric vehicle 10 will turn left as a whole. Here, as mentioned above, the direction of the electric vehicle 10 is the arrow direction of the roll axis D3, so the left side / left direction of the electric vehicle 10 can be considered as the direction from the first wheel 300 to the second wheel 400. Further, if θ1 is less than θ2, it can be understood that the electric vehicle 10 will turn right as a whole. The movement when θ1 and θ2 are both in the negative direction can be understood similarly. In addition, here, when the rider stands on the electric vehicle 10, his face is just facing the arrow direction of the roll axis D3, so the forward movement of the electric vehicle 10 is to move in the direction of the rider's face.

[0103] Then, consider that the angles of θ1 and θ2 are different in direction, for example, θ1 is the positive angle generated by the rider's first foot leaning forward / pressing the first foot platform 100, for example, +0.5°, and θ2 is the negative angle generated by the rider's second foot leaning backward / pressing the second foot platform 200, for example, -0.5°. Then at this time, the first wheel 300 will rotate forward (also called positive rotation) under the control of the first microcontroller 501, and at the same time, the second wheel 400 will rotate backward (also called reverse rotation) under the control of the second microcontroller 501a. Therefore, the overall motion state of the electric vehicle 10 is basically turning in circles / turning in place. Specifically, at this time, the overall turning direction of the electric vehicle 10 in place is to rotate counterclockwise around the yaw axis D1. Figure 1In the figure, it is shown as rotating in the circumferential direction indicated by d1. On the contrary, if θ1 is -0.5° and θ2 is +0.5°, the direction of the in-situ turn of the electric vehicle 10 as a whole will be a clockwise rotation around the yaw axis D1. Figure 1 In the figure, it is shown as rotating in the opposite direction of the circumferential direction shown by d1. In addition, here, the turning / circling of the electric vehicle 10 as a whole can actually be regarded as a special case of its turning motion.

[0104] In some other examples, the electric vehicle 10 may include only one main control board or main control device, and the main control board also has only one single microcontroller MCU, the installation position of the single MCU is not particularly limited, and the single MCU is the same or similar to the first microcontroller 501. The single MCU can be placed on the first foot platform 100, or on the second foot platform 200. In this example, other electrical components in the electric vehicle 10 can be basically the same as the electrical components of the electric vehicle 10 in the aforementioned example. For example, the electric vehicle 10 in this embodiment can still have two inertial sensors respectively arranged on the left and right foot platforms, such as still a six-axis gyroscope, to respectively measure the inclination data of the two foot platforms and send the measured inclination data to the single MCU, for example, the inclination data about the first foot platform 100 is θ3, and the inclination data about the second foot platform 200 is θ4. The principle and process of the single MCU controlling the movement process of the electric vehicle 10 according to θ3 and θ4 and maintaining the dynamic balance of the electric vehicle 10 during the movement are similar to the control principle and process of the first microcontroller 501 or the second microcontroller 501a in the aforementioned example, for example, PID control can be used.

[0105] refer to Figure 7 , which shows a schematic diagram of the process of the aforementioned single controller controlling the movement of the electric vehicle 10 according to the detected θ3 and θ4. The specific description of the process is as follows:

[0106] In step S1, after a single controller receives inclination angle data θ3 and θ4 about two foot platforms;

[0107] In step S2, the single controller will determine whether θ3 and θ4 are the same. If they are the same, the controller will proceed to step S21. In step S21, the controller will continue to determine whether the directions of θ3 and θ4 are the same. If the directions are both positive, for example, they are both caused by the clockwise rotation of the foot platform around the pitch axis D2, the controller will proceed to step S211. In step S211, the controller will drive the two wheels of the electric vehicle 10 to rotate forward at the same rate to achieve the overall forward straight movement of the electric vehicle 10. After executing step S211, the controller will continue to execute step S213 to determine whether θ3 and θ4 increase or decrease at the same amplitude. If they decrease at the same amplitude, the controller will proceed to step S218 to drive the electric vehicle 10 to decelerate and move forward as a whole. If they increase at the same amplitude, the controller will execute step S217 to drive the electric vehicle 10 to accelerate and move forward as a whole.

[0108] In addition, when executing step S21, if it is determined that the directions of θ3 and θ4 are both negative, the process proceeds to step S212. At this time, the single controller will drive the two wheels of the electric vehicle 10 to rotate backward at the same rate to achieve the overall backward straight-forward movement of the electric vehicle 10. After executing step S212, the single controller will continue to execute step S214 to determine whether θ3 and θ4 increase or decrease at the same amplitude. If they decrease at the same amplitude, the process proceeds to step S215 to drive the electric vehicle 10 to decelerate and move backward straight-forward as a whole. If they increase at the same amplitude, the single controller will execute step S216 to drive the electric vehicle 10 to accelerate and move backward straight-forward as a whole.

[0109] In addition, when executing step S2, if it is determined that θ3 and θ4 are different. For example, only the size or direction is different, which is considered different, the control process will enter step S22 to further determine that θ3 is greater than θ4. If θ3 is greater than θ4, the single controller will execute step S221 to drive the electric vehicle 10 to turn left as a whole, including the situation where the electric vehicle 10 turns left on the spot. If θ3 is less than θ4, the single controller will execute step S222 to drive the electric vehicle 10 to turn right as a whole.

[0110] It is worth noting that the number of controllers configured in the electric vehicle 10 involved in the present disclosure is generally at most two, which can meet various control function requirements of the electric vehicle 10.

[0111] In some examples, reference Figure 3, the wheel 300 may include a stator shaft 301 extending substantially outward from the middle position of the wheel 300 (outward here means the direction from the wheel 300 toward the wheel 400). Similarly, the wheel 400 may also include a stator shaft 401 extending substantially outward from the middle position of the wheel 400 (outward here means the direction from the wheel 400 toward the wheel 300). It can be seen that the extension directions of the stator shaft 301 and the stator shaft 401 are exactly opposite. The stator shaft 301 may be fixedly connected / assembled with the first tubular support shaft 110, for example, by screws. Similarly, the stator shaft 401 may be fixedly connected / assembled with the second tubular support shaft 210. The stator shaft may be fixed to the left and right tubular support shafts, for example, by screws or welding, and the present disclosure is not limited to this.

[0112] In addition, in this embodiment, the stator shaft 301 is called the stator shaft because it can be the extension of the stator of the driving motor 515 of the wheel 300, and the tire 302 of the wheel 300 for contacting the ground can be fixed / assembled with the rotor of the driving motor 515 inside the wheel 300, so when the rotor of the motor 515 rotates relative to the stator, the tire 302 also rotates relative to the stator shaft 301. In this assembly mode, as mentioned above, the stator shaft 301 is fixed with the first tubular support shaft 110, and the first tubular support shaft 110 is fixedly installed in the first foot platform 100, and the first main control board 500 is fixedly installed in the first foot platform 100, and the first main control board 500 is fixed on the first sensor 504. Therefore, it can be seen that the stator shaft 301, the first foot platform 100 and the first sensor 504 can be synchronized and moved, such as rotating or standing still at the same time. In this case, it can also be considered that the first sensor 504 is fixedly mounted on the stator shaft 301. Therefore, when the rider's foot steps on the first foot platform 100 and causes the first foot platform to tilt, the stator shaft 301 will also synchronously produce the same tilt. In this case, it is equivalent to the rider's foot directly stepping on the stator shaft 301. Therefore, when the first sensor 504 detects and outputs the inclination signal, it is equivalent to directly detecting the inclination of the stator shaft 301. This can avoid interference from other components of the electric vehicle 10 on the output inclination signal, thereby greatly improving the accuracy of the detection signal. Further, the self-balancing control of the electric vehicle 10 can also be more sensitive. For example, the electric vehicle 10 can more easily respond to slight changes in the rider's posture (such as a 0.05 degree inclination change) and move to achieve a self-balancing feeling similar to mind control. Similarly, the technical effect brought about by the stator shaft 401 being fixedly connected to the second tubular support shaft 210 is also similar, which will not be repeated here.

[0113] In some examples, some communication / power supply cables 20 are arranged between the left and right foot platforms of the electric vehicle 10, that is, these cables 20 extend in both the foot platform 100 and the foot platform 200. These cables can enable the main control board in the first foot platform 100 and the main control board in the second foot platform 200 to share certain data, such as foot platform posture data / motor operation status data, etc. At the same time, the battery assembly may be often only arranged in one foot platform for structural optimization considerations, so it is also necessary to have cables arranged between the left and right foot platforms to transmit power.

[0114] In addition, as mentioned above, the left and right foot platforms 100, 200 of the electric vehicle 10 can rotate relative to each other, and the two tubular support shafts 110, 210 can also rotate relative to each other. Therefore, it is necessary to limit the relative rotation of the two foot platforms and / or the two tubular support shafts to ensure that these cables are not twisted and damaged during the rotation process. Therefore, certain structures / components are required to limit the relative rotation angle (for example, the circumferential rotation around D2) of the left and right foot platforms 100, 200 of the electric vehicle 10 so that the angle is not too large. In addition, the left and right directions of the electric vehicle 10 defined by the pitch axis D2 can also be referred to as the axial direction of the electric vehicle 10, and the axial direction can also be the axial direction of the two foot platforms and the two tubular support shafts. It can be found that the relative movement of the left and right foot platforms and / or the two tubular support shafts needs to be limited in the axial direction, because this movement is reflected in the axial direction as the loosening of the connection relationship or assembly relationship between the components / elements, for example, causing the two tubular support shafts to move / slide relative to each other, which on the one hand will damage the cable 20 installed in the foot platform, for example, the cable 20 may be over-stretched or over-compressed; on the other hand, it may also cause accidents during riding, for example, the relative movement / sliding of the left and right foot platforms interferes with the normal riding of the rider. Therefore, the electric vehicle 10 also needs certain structures / components to limit or prevent the two foot platforms and the two tubular support shafts from axially moving relative to each other, which can also make the overall structure of the electric vehicle 10 more stable. In the following exemplary description, solutions related to such technical problems will be specifically introduced.

[0115] like Figure 5 and Figure 6 As shown, the electric vehicle 10 may have both an axial constraint mechanism 700 and a rotational constraint mechanism 800. Figure 6As shown, the axial restraint mechanism 700 includes a first axial restraint member 710 disposed on the first tubular support shaft 110 and a second axial restraint member 720 disposed on the second tubular support shaft 210, and the first axial restraint member 710 and the second axial restraint member 720 are configured to cooperate with each other to limit the axial movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other. Since the first tubular support shaft 110 and the second tubular support shaft 210 are respectively fixed to the first foot platform 100 and the second foot platform 200, the cooperation between the first axial restraint member 710 and the second axial restraint member 720 will also simultaneously limit the axial movement of the first foot platform 100 and the second foot platform 200 relative to each other.

[0116] like Figure 5 As shown, the rotation constraint mechanism 800 may include a first rotation constraint member 810 disposed on the first foot platform 100 and a second rotation constraint member 820 disposed on the second foot platform 200, and the first rotation constraint member 810 and the second rotation constraint member 820 are configured to cooperate with each other to limit the rotation of the first foot platform 100 and the second foot platform 200 relative to each other, that is, the first foot platform 100 and the second foot platform 200 can only rotate within a certain angle range relative to each other, and cannot rotate indefinitely. It is worth noting that the rotation of the first foot platform 100 or the second foot platform 200 may refer to a circumferential rotation around the pitch axis D2. Since the first tubular support shaft 110 and the second tubular support shaft 210 are respectively fixed to the first foot platform 100 and the second foot platform 200, the cooperation between the first rotation constraint member 810 and the second rotation constraint member 820 will also simultaneously limit the angle of rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0117] In this way, the electric vehicle 10 can restrict the first tubular support shaft 110 and the second tubular support shaft 210 from moving / sliding relative to each other in the axial direction through the axial constraint mechanism 700, and can also restrict the rotation angle of the first foot platform 100 and the second foot platform 200 relative to each other through the rotation constraint mechanism 800. For ease of understanding, Figure 5 The support assembly composed of the first tubular support shaft 110 and the second tubular support shaft 210 can actually be composed of Figure 6 The support assembly composed of the first tubular support shaft 110 and the second tubular support shaft 210 is replaced as a whole, which is helpful for understanding the two kinds of restriction relationships (axial restriction and circumferential rotation restriction) that exist simultaneously in the electric vehicle 10.

[0118] Alternatively, if Figure 2 He Ru Figure 4As shown, the first tubular support shaft 110 is centrally fixed in the middle of the first foot platform 100, and the second tubular support shaft 210 is centrally fixed in the middle of the second foot platform 200. That is, in the width direction (defined by the axis D3) and the thickness direction (defined by the axis D1) of the first foot platform 100, the first tubular support shaft 110 is centrally arranged in the first foot platform 100, and in the width direction and the thickness direction of the second foot platform 200, the second tubular support shaft 210 is centrally arranged in the second foot platform 200. Through such an arrangement, the first and second feet of the rider can be more stable after stepping on the first and second foot platforms 100 and 200, and the rider can more easily achieve balance and avoid falling.

[0119] Furthermore, if Figure 3 As shown, the first foot platform 100 includes a first upper shell 130 and a first lower shell 140, which are arranged up and down and connected to each other, and the first tubular support shaft 110 is arranged between the first upper shell 130 and the first lower shell 140. The second foot platform 200 includes a second upper shell 230 and a second lower shell 240, which are arranged up and down and connected to each other, and the second tubular support shaft 210 is arranged between the second upper shell 230 and the second lower shell 240. In this way, the first foot platform 100 and the second foot platform 200 are both composed of two parts, which is convenient for assembling various components of the electric vehicle. In addition, since the first tubular support shaft 110 and the second tubular support shaft 210 are generally made of metal materials such as steel or iron, and the upper and lower shells of the two foot platforms (100 and 200) are generally made of non-metallic materials such as plastic, in the entire electric vehicle 10, the support assembly composed of the two tubular support shafts can be regarded as the most basic load-bearing part. In addition, the upper and lower shells of the two foot platforms (100 and 200) can be fixed to the left and right support shafts by fasteners such as screws.

[0120] Furthermore, the first upper shell 130 is detachably provided with a first pedal 131, and the second upper shell 230 is detachably provided with a second pedal 231, and the first pedal 131 and the second pedal 231 are used for the user's first foot and the second foot to step on, respectively. The lower surface of the first pedal 131 is connected with a first spring 150, and the end of the first spring 150 away from the first pedal 131 abuts against the first pedal 131. The lower surface of the second pedal 231 is connected with a second spring 250, and the end of the second spring 250 away from the second pedal 231 abuts against the second pedal 231. By providing the first spring 150 and the second spring 250, the user's stepping can be buffered to disperse stress and avoid damage to the first pedal 131 and the second pedal 231. At the same time, by providing the first spring 150 and the second spring 250, the function of a specific stepping detection device can also be realized, for example, the specific stepping detection device is a photoelectric switch, and when the rider steps on the spring, the photoelectric switch will send a corresponding signal to the controller, so that the controller can detect that the rider has stepped on the electric vehicle 10.

[0121] Optionally, the first tubular support shaft 110 is connected to the first upper shell 130 via a first fixing bolt 160, and the second tubular support shaft 210 is connected to the second upper shell 230 via a second fixing bolt 260. This makes the first tubular support shaft 110 fixed in the first foot platform 100 and the second tubular support shaft 210 fixed in the second foot platform 200 more stable.

[0122] Alternatively, if Figure 3 As shown, the first tubular support shaft 110 and the second tubular support shaft 210 are both circular tubular structures, and the end of the first tubular support shaft 110 away from the first wheel 300 is inserted into the end of the second tubular support shaft 210 away from the second wheel 400 to achieve the rotational connection between the first tubular support shaft 110 and the second tubular support shaft 210. And the portion of the first tubular support shaft 110 inserted into the second tubular support shaft 210 is adapted to the size of the second tubular support shaft 210 to ensure the stability of the insertion of the first tubular support shaft 110 and the second tubular support shaft 210.

[0123] Furthermore, if Figure 3 As shown, a sleeve 900 is sleeved on one end of the first tubular support shaft 110 inserted into the second tubular support shaft 210, that is, the sleeve 900 is arranged between the first tubular support shaft 110 and the second tubular support shaft 210, and the sleeve 900 is used to reduce the rotation between the first tubular support shaft 110 and the second tubular support shaft 210, so that the rotation is smoother.

[0124] like Fig.11 and Fig.12As shown, it shows a first embodiment of the axial restraint mechanism. Specifically, the first embodiment of the first axial restraint member 710 is a first annular groove 711 provided on the outer surface of the first tubular support shaft 110, and correspondingly, the first embodiment of the second axial restraint member 720 is a first bolt 721 provided on the second tubular support shaft 210, and the first bolt 721 cooperates with the first annular groove 711 to limit the axial A (the axial A is also the direction along the axis D2) movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other. Among them, the first annular groove 711 refers to a full circle of grooves formed on the outer wall of the end of the first tubular support shaft 110 and along the circumference of the first tubular support shaft 110.

[0125] In addition, the first bolt 721 is fixedly disposed on the second tubular support shaft 210, and the first bolt 721 is located on the portion of the second tubular support shaft 210 sleeved on the first tubular support shaft 110. One end of the first bolt 721 located in the second tubular support shaft 210 is embedded in the first annular groove 711, and both sides of the first bolt 721 are respectively abutted against the two side walls of the first annular groove 711, so that the first tubular support shaft 110 can be limited to move in the axial direction A relative to the second tubular support shaft 210 through the cooperation of the first bolt 721 and the first annular groove 711, so that the first tubular support shaft 110 and the second tubular support shaft 210 cannot move in the axial direction A relative to each other. Of course, the first bolt 721 can slide along the first annular groove 711, that is, the cooperation of the first bolt 721 and the first annular groove 711 cannot limit the rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0126] For some examples, see Fig. 9 and Fig.10 , which shows a second embodiment of the axial constraint mechanism. Specifically, the first axial constraint member 710 is a second bolt 712 connected to the first tubular support shaft 110, and correspondingly, the second embodiment of the second axial constraint member 720 is a connecting plate 722 fixedly arranged in the second tubular support shaft 210, and the connecting plate 722 and the second bolt 712 cooperate to limit the first tubular support shaft 110 and the second tubular support shaft 210 from moving / sliding relative to each other in the axial direction.

[0127] The end of the first tubular support shaft 110 away from the second wheel 400 is in contact with the connecting plate 722 located in the second tubular support shaft 210, and the end of the second tubular support shaft 210 in contact with the connecting plate 722 has a threaded hole 111, and the connecting plate 722 has a through hole 7221, and the through hole 7221 corresponds to the threaded hole 111, that is, the central axis of the through hole 7221 coincides with the central axis of the threaded hole 111. The second bolt 712 is inserted into the through hole 7221 and is threadedly connected to the first tubular support shaft 110 through the threaded hole 111, and the two sides of the connecting plate 722 are respectively in contact with the head of the second bolt 712 and the end of the first tubular support shaft 110, that is, the connecting plate 722 is sandwiched between the head of the second bolt 712 and the end of the first tubular support shaft 110 facing the connecting plate 722. The connecting plate 722 is fixedly connected to the second tubular support shaft 210 , so the cooperation between the connecting plate 722 and the second bolt 712 can prevent the second tubular support shaft 210 from moving in the axial direction A relative to the first tubular support shaft 110 .

[0128] Furthermore, if Fig. 9 and Fig.10 As shown, the second tubular support shaft 210 has a notch 211 corresponding to the connecting plate 722, and the notch 211 is used to facilitate the second bolt 712 to be placed in the second tubular support shaft 210 for the subsequent assembly operation when the second bolt 712 is assembled in the second tubular support shaft 210. Undoubtedly, the size of the notch 211 satisfies the second bolt 712 to be placed in the second tubular support shaft 210, and can provide enough operating space to facilitate the second bolt 712 to pass through the through hole 7221 and be threadedly connected with the first tubular support shaft 110.

[0129] Alternatively, if Figure 8a-8d As shown, the first embodiment of the first rotation constraining member 810 is a limiting plate 811 fixedly arranged on the first foot platform 100, and correspondingly, the first embodiment of the second constraining member 820 is a limiting groove 821 arranged on the second foot platform 200, and the limiting plate 811 cooperates with the limiting groove 821 to limit the rotation of the first foot platform 100 and the second foot platform 200 relative to each other. It should be noted that the cooperation between the limiting plate 811 and the limiting groove 821 still allows the first foot platform 100 to rotate relative to the second foot platform 200 within a certain angle range, rather than restricting the first foot platform 100 from completely being unable to rotate relative to the second foot platform 200.

[0130] Specifically, the limiting plate 811 is at least partially located in the limiting groove 821, and when the first foot platform 100 and the second foot platform 200 rotate relative to each other, the limiting plate 811 moves between the two side ends in the limiting groove 821. When the limiting plate 811 moves to abut against any one side end of the limiting groove 821, the limiting plate 811 can only move toward the other side end of the limiting groove 821, that is, the rotation of the first foot platform 100 and the second foot platform 200 relative to each other is limited by the movement stroke of the limiting plate 811 in the limiting groove 821. Exemplarily, during the clockwise rotation of the first foot platform 100 relative to the second foot platform 200, if the limiting plate 811 abuts against one side end of the limiting groove 821, then at this time, the first foot platform 100 cannot continue to rotate clockwise relative to the second foot platform 200, but can only rotate counterclockwise relative to the second foot platform 200.

[0131] In one embodiment, the axial restraint member allows the first tubular support shaft 110 and the second tubular support shaft 210 to rotate 360 ​​degrees relative to each other, that is, the restriction imposed by the axial restraint member on the first tubular support shaft 110 and the second tubular support shaft 210 is only to make the first tubular support shaft 110 and the second tubular support shaft 210 unable or basically unable to move / slide axially relative to each other, but the axial restraint member does not restrict the rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0132] In one embodiment, Figure 8a-8d As shown, the third embodiment of the axial restraint mechanism 700 is a first axial restraint member 713 fixed to the first foot platform 100 and a second axial restraint member 723 correspondingly fixed to the second foot platform 200. Both the first axial restraint member 713 and the second axial restraint member 723 can be integrally formed with the corresponding foot platform, or be a part of the corresponding foot platform. The first axial restraint member 713 can be roughly a circle of annular protrusions (also called a tongue or a clamping plate), and the second axial restraint member 723 can be roughly a circle of grooves (or called a clamping groove), and this circle of annular protrusions is just inserted into this circle of grooves, thereby limiting the left and right axial displacement of the left and right foot platforms, and of course indirectly limiting the axial displacement of the left and right tubular support shafts.

[0133] The rotation constraint mechanism 800 at this time includes a first rotation constraint member 810 positioned on the first foot platform 100 and a second rotation constraint member 820 positioned on the second foot platform 200. In other words, the first axial constraint member 710 and the second axial constraint member 720, as well as the first rotation constraint member 810 and the second rotation constraint member 820 are respectively arranged on the first foot platform 100 and the second foot platform 200.

[0134] The first axial restraining member 710 and the second axial restraining member 720 are configured to cooperate with each other to limit the axial movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other, and the first rotation restraining member 810 and the second rotation restraining member 820 are configured to cooperate with each other to limit the rotation of the first foot platform 100 and the second foot platform 200 relative to each other. Since the first tubular support shaft 110 and the second tubular support shaft 210 are respectively fixed in the first foot platform 100 and the second foot platform 200, the axial restraining mechanism 700 and the rotation restraining mechanism 800 can respectively limit the axial movement and rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0135] It is worth noting that in order to achieve the above two limiting functions, namely, firstly, limiting the axial movement of the left and right support shafts or the left and right foot platforms, and secondly limiting the rotation of the left and right foot platforms, the electric vehicle 10 of the present disclosure can be equipped with at least one embodiment of the above axial limiting mechanism 700 after being equipped with the above rotation limiting mechanism 800.

[0136] Optionally, the symmetry axis of the first foot platform 100 in the length direction is collinear with the symmetry axis of the second foot platform 200 in the length direction, so that the first foot platform 100 and the second foot platform 200 can be symmetrically arranged between the first wheel 300 and the second wheel 400. In this way, when the first tubular support shaft 110 and the second tubular support shaft 210 are respectively centrally arranged in the first foot platform 100 and the second foot platform 200, the axial direction A of the first tubular support shaft 110 and the axial direction A of the second tubular support shaft 210 are also on the same straight line.

[0137] Alternatively, if Figure 8a-8d As shown, when the first axial constraint member and the second axial constraint member, and the first rotation constraint member 810 and the second rotation constraint member 820 are respectively arranged on the first foot platform 100 and the second foot platform 200, the first rotation constraint member 810 includes a limiting plate 811 fixed on the first foot platform 100, and the second constraint member includes a limiting groove 821 arranged on the second foot platform 200, and the limiting groove 821 may include a first side end 8211 and a second side end 8212.

[0138] The limiting plate 811 cooperates with the limiting groove 821 to limit the rotation angle of the first foot platform 100 and the second foot platform 200 relative to each other so as not to be too large. Specifically, the limiting plate 811 is at least partially located in the limiting groove 821, and when the first foot platform 100 and the second foot platform 200 rotate relative to each other, the limiting plate 811 moves between the two side ends 8211, 8211 in the limiting groove 821. When the limiting plate 811 moves to abut against any one side end of the limiting groove 821, the limiting plate 811 can only move toward the other side end of the limiting groove 821, that is, the rotation of the first foot platform 100 and the second foot platform 200 relative to each other is limited by the movement stroke of the limiting plate 811 in the limiting groove 821.

[0139] In some examples, such as Figure 8a-8d As shown, the first axial restraining member is specifically a first clamping portion 713 provided on the first foot platform 100, and the second axial restraining member is specifically a second clamping portion 723 provided on the second foot platform 200. The first clamping portion 713 and the second clamping portion 723 cooperate with each other to limit the axial movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0140] Specifically, one embodiment of the second clamping portion is a clamping slot, see Figure 8a-8b , the slot 723 can be partially enclosed by the first wall 7231 and the second wall 7232 on the inner end of the second foot platform 200. In addition, the first clamping portion includes an annular clamping plate 713, and the clamping plate is adapted to the slot, and the clamping plate is embedded in the slot to limit the axial movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other. For example, the clamping plate is an annular clamping plate arranged at the end of the first foot platform 100 away from the first wheel 300, and the clamping plate is formed by extending inward from one side connected to the edge of the end of the first foot platform 100 away from the first wheel 300. The slot is formed by the connecting portion connected to the end of the second foot platform 200 away from the second wheel 400, and the slot can be multiple slots arranged at intervals, for example, there are two slots, and the two slots are arranged up and down, and the clamping plate is respectively inserted into the two slots to achieve the clamping connection of the first foot platform 100 and the second foot platform 200.

[0141] Optionally, the axial constraint member allows the first foot platform 100 and the second foot platform 200 to rotate 360 ​​degrees relative to each other. That is, the restriction imposed by the axial constraint member on the first foot platform 100 and the second foot platform 200 is only to allow the first foot platform 100 to rotate 360 ​​degrees relative to each other.

[0142] The platform 100 and the second foot platform 200 cannot move axially relative to each other, but the axial restraining member does not restrict the rotation between the first foot platform 100 and the second foot platform 200 relative to each other.

[0143] In one embodiment, the electric vehicle 10 may include a first restraint mechanism and a second restraint mechanism. The first restraint mechanism includes two restraint members respectively disposed on the first foot platform 100 and the second foot platform 200, and the two restraint members of the first restraint mechanism are configured to cooperate with each other to restrict the first foot platform 100 and the second foot platform 200 from moving relative to each other in a first direction.

[0144] The second restraint mechanism includes two restraint components respectively disposed on the first foot platform 100 and the second foot platform 200. The two restraint components of the second restraint mechanism are configured to cooperate with each other to restrict the first foot platform 100 and the second foot platform 200.

[0145] movement relative to each other in a second direction.

[0146] Furthermore, if Figure 1 As shown, the first direction is the transverse or axial direction of the electric vehicle defined by the axis D2, such as direction A. The second direction is the circumferential direction of the electric vehicle, such as direction d around D2.

[0147] Optionally, the first constraint mechanism is configured to still allow the first foot platform 100 and the second foot platform 200 to rotate 360 ​​degrees relative to each other when the second constraint mechanism is removed. That is, the first constraint mechanism can only limit the first foot platform 100 and the second foot platform 200 from moving relative to each other in the axial direction A, but will not limit the rotation of the first foot platform 100 and the second foot platform 200 relative to each other.

[0148] In other words, when the electric vehicle is only provided with the first restraint mechanism but not the second restraint mechanism, the first foot platform 100 and the second foot platform 200 can rotate 360 ​​degrees relative to each other.

[0149] Alternatively, if Figure 8a-8d As shown, the two components of the first restraining member are a card plate provided on the first foot platform 100 and a card slot provided on the second foot platform 200, respectively. The card plate is adapted to the card slot, and the card plate is embedded in the card slot. The card plate and the card slot cooperate and engage with each other to limit the movement of the first foot platform 100 and the second foot platform 200 relative to each other in the first direction. For example, the card plate is an annular card plate provided at the end of the first foot platform 100 away from the first wheel 300, and the card plate is formed by extending inward from one side connected to the edge of the end of the first foot platform 100 away from the first wheel 300. The card slot is formed by a connecting portion connected to the end of the second foot platform 200 away from the second wheel 400. The card slot can be a plurality of card slots arranged at intervals, for example, there are two card slots.

[0150] The two card slots are arranged vertically, and the card plates are respectively inserted into the two card slots to realize the card connection between the first foot platform 100 and the second foot platform 200 .

[0151] Optionally, the two components of the second constraint mechanism are a limit plate 811 respectively provided on the first foot platform 100 and a limit groove 821 provided on the second foot platform 200, and the limit plate 811 cooperates with the limit groove 821 to limit the movement of the first foot platform 100 and the second foot platform 200 relative to each other in the second direction. Specifically, the limit plate 811 is at least partially located in the limit groove 821, and when the first foot platform 100 and the second foot platform 200 rotate relative to each other, the limit plate 811 moves between the two side ends in the limit groove 821. When the limit plate 811 moves to abut against any one side end of the limit groove 821, the limit plate 811 can only move toward the other side end of the limit groove 821, that is, the rotation of the first foot platform 100 and the second foot platform 200 relative to each other is limited by the movement stroke of the limit plate 811 in the limit groove 821.

[0152] Alternatively, if Figure 2-Figure 4 As shown, the electric vehicle further includes a first tubular support shaft 110 fixed to the first foot platform 100 and extending in the first foot platform 100, and a second tubular support shaft 210 fixed to the second foot platform 200 and extending in the second foot platform 200, the inner end of the first tubular support shaft 110 is rotatably connected to the inner end of the second tubular support shaft 210, the outer end of the first tubular support shaft 110 is connected to the first wheel 300, and the outer end of the second tubular support shaft 210 is connected to the second wheel 400. The first tubular support shaft 110 and the second tubular support shaft 210 are coaxially arranged, and the extension direction of the first tubular support shaft 110 or the second tubular support shaft 210 is the first direction, and the rotation direction of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other is the second direction.

[0153] Furthermore, if Fig.13 and Fig.14 As shown, the two components of the first constraint mechanism are a second annular groove 1000 provided on the outer surface of the first tubular support shaft 110 and a pin 1100 provided on the second tubular support shaft 210. The pin 1100 and the second

[0154] The annular grooves 1000 cooperate with each other to limit the movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other in the first direction. The second annular groove 1000 refers to an annular groove arranged on the outer wall of the first tubular support shaft 110 and arranged along the circumferential direction B of a cross section of the first tubular support shaft 110 perpendicular to its axial direction A. Specifically, the pin 1100 is fixedly arranged on the second tubular support shaft 210, and the pin 1100 is located on the portion of the second tubular support shaft 210 sleeved on the first tubular support shaft 110. One end of the pin 1100 located in the second tubular support shaft 210 is embedded in the second annular groove 1000, and the two sides of the pin 1100 are respectively in contact with the two side walls of the second annular groove 1000, so that the axial movement A of the first tubular support shaft 110 relative to the second tubular support shaft 210 can be limited by the cooperation of the pin 1100 and the second annular groove 1000, so that the first tubular support shaft 110 and the second tubular support shaft 210 cannot move relative to each other in the axial direction A. Of course, the pin 1100 can slide along the second annular groove 1000, that is, the cooperation of the pin 1100 and the second annular groove 1000 cannot limit the rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other.

[0155] Furthermore, the two components of the second constraint mechanism are a limiting portion 1200 provided on the first tubular support shaft 110 and an angle limiting groove 1300 provided on the second tubular support shaft 210, respectively. The limiting portion 1200 and the angle limiting groove 1300 cooperate with each other to limit the movement of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other in the second direction.

[0156] Specifically, Fig.13 and Fig.14 As shown, the limiting portion 1200 is disposed on the inner wall of the second tubular support shaft 210, and the limiting portion 1200 is a convex rib disposed along the length direction of the second tubular support shaft 210, and the limiting portion 1200 is at least partially located in the angle limiting groove 1300. The angle limiting groove 1300 is located on the surface of the first tubular support shaft 110 and extends a certain angle along the rotation direction of the first tubular support shaft 110, and the angle limiting groove 1300 has two side ends parallel to the first tubular support shaft 110. When the first tubular support shaft 110 and the second tubular support shaft 210 rotate relative to each other, the limiting portion 1200 moves between the two side ends in the angle limiting groove 1300. When the limiting portion 1200 moves to abut against any side end of the angle limiting groove 1300, the limiting portion 1200 can only move toward the other side end of the angle limiting groove 1300, that is, the rotation of the first tubular support shaft 110 and the second tubular support shaft 210 relative to each other is limited by the moving range of the limiting portion 1200 in the angle limiting groove 1300.

[0157] Optionally, the inner ends of the first tubular support shaft 110 and the second tubular support shaft 210 are both in the shape of circular tubes, so that the inner end of the first tubular support shaft 110 can be inserted into the inner end of the second tubular support shaft 210 to achieve a rotational connection between the first tubular support shaft 110 and the second tubular support shaft 210.

[0158] In some embodiments, the electric vehicle 10 may have only one single constraint mechanism and still achieve the aforementioned two limiting functions (axial movement limitation and circumferential rotation limitation) at the same time. The single constraint mechanism may include two constraint members respectively arranged on the first tubular support shaft 110 and the second tubular support shaft 210, and the two constraint members may be configured to cooperate with each other to limit the relative movement / sliding / loosening of the first tubular support shaft 110 and the second tubular support shaft 210 in the axial direction (for example, the left and right direction of the electric vehicle 10 defined by D2), while also limiting the relative rotation angle of the first tubular support shaft 110 and the second tubular support shaft 210 in the circumferential direction (for example, the d direction around D2). In this way, the electric vehicle 10 can be limited in the first direction and the second direction at the same time through a constraint mechanism, which simplifies the structural design and saves production costs.

[0159] In some examples, participating Figure 15-18 , which shows a first embodiment of a single constraint mechanism, in which the single constraint mechanism includes a fastening bolt 1400 that can be fixed on the second tubular support shaft 210 and an arc groove 1500 formed on the end of the first tubular support shaft 110. Specifically, the fastening bolt 1400 can be fastened by threaded connection.

[0160] On a screw hole 2101 formed on the end of the second tubular support shaft 210. The fastening bolt 1400 includes an upper and lower part, the upper part is a hexagonal nut 1401, and the lower part is a stud 1402. The overall diameter of the hexagonal nut 1401 is larger than the diameter of the stud 1402. It can be seen that the single constraint mechanism is just formed on the support assembly composed of the first tubular support shaft 110 and the second tubular support shaft 210. When the support assembly is configured on the electric vehicle 10, the electric vehicle 10 automatically has the single constraint mechanism.

[0161] During assembly, when the fastening bolt 1400 is screwed into the screw hole 2101, since the overall diameter of the hexagonal nut 1401 is larger than the diameter of the stud 1402, the hexagonal nut 1401 will remain on the outside of the second tubular support shaft 210. Then the stud 1402 will enter the inside of the second tubular support shaft 210. At the same time, the position of the screw hole 2101 itself is aligned with the arc groove 1500, so when the fastening bolt 1400 is fixed to the screw hole 2101, the stud 1402 will also be inserted into the arc groove 1500. The arc groove 1500 is just an arc groove with an angle of about 30 degrees (relative to the axis of the support shaft 110).

[0162] The groove 1500 generally has four side walls, namely, the side wall 1503 and the side wall 1504 which are generally opposite in the axial direction, and the side wall 1501 and the side wall 1502 which are generally opposite in the circumferential direction. Moreover, the average distance (e.g., the straight-line distance) between the side wall 1501 and the side wall 1502 can be greater than the average distance (e.g., the straight-line distance) between the side wall 1503 and the side wall 1504, so that the arc groove 1500 is a narrow and long shape as a whole, that is, it is longer in the circumferential direction and shorter in the axial direction (e.g., the direction along D2 is the axial direction). Further, the average distance between the side wall 1503 and the side wall 1504 can be defined as the width dimension of the narrow and long arc groove 1500, and the side wall 1501 and the side wall 1502 can be defined as the length dimension of the narrow and long arc groove 1500. In addition, the arc groove 1500 can also be referred to as an arc hole 1500. The fastening bolt 1400 is only a preferred fastener fixed on the second support shaft 210, and it can also be replaced by other forms of fasteners such as screws.

[0163] More specifically, the distance between the side wall 1503 and the side wall 1504 is slightly larger than the diameter or width of the stud 1402, so that when the stud 1402 is inserted into the arc-shaped groove 1500, the stud 1402 will just be substantially in contact with both the side wall 1503 and the side wall 1504. At the same time, when the stud 1402 is in contact with the side wall 1503 and the side wall 1504, it can also move / move along the circumferential direction to contact the side wall 1501 or the side wall 1502. In other words, the four side walls of the arc groove 1500 define a movable space, and the stud 1402 can just move in this movable space. However, when the stud 1402 moves, it always abuts or basically abuts against the side walls 1503 and 1504 in the axial direction, and then the side walls 1503 and 1504 are equivalent to limiting the axial movement of the stud 1402, thus indirectly limiting the axial movement of the support shaft 210 and the support shaft 110 relative to each other.

[0164] In addition, it can be seen that the movement of the stud 1402 mentioned here actually mainly refers to the movement of the stud 1402 in the circumferential direction.

[0165] When the support shaft 210 and the support shaft 110 rotate relative to each other, the stud 1402 encounters the stud from the side wall 1501 in the circumferential direction.

[0166] Due to the obstruction of the side wall 1502, the relative rotation angle between the support shaft 210 and the support shaft 110 is limited. For example, the two can only rotate about 15 degrees to 30 degrees relative to each other.

[0167] It can be seen that such a single constraint mechanism mainly composed of the two constraint components of the fastening bolt 1400 and the arc groove 1500 can simultaneously achieve the above-mentioned two constraint / limitation effects, that is, it not only limits / prevents the left and right support shafts from moving / sliding in the axial direction, but also limits the angle of relative rotation of the left and right support shafts. It should be noted that, as mentioned above, after the support assembly composed of the left and right support shafts is configured on the electric vehicle 10, the left and right foot platforms are also fixed to the left and right support shafts respectively. Therefore, in this embodiment, such a single constraint mechanism mainly composed of the two constraint components of the fastening bolt 1400 and the arc groove 1500 actually simultaneously constrains / limits the left and right foot platforms of the electric vehicle 10 from relative movement / loosening in the axial direction, and limits the angle of relative rotation of the left and right foot platforms of the electric vehicle 10 in the circumferential direction.

[0168] Note that the reason why the relative rotation of the left and right support shafts is not completely restricted here is that the realization of the self-balancing function of the electric vehicle 10 requires the left and right support shafts or the left and right foot platforms to be able to produce a certain relative rotation. Because the left and right foot platforms are fixedly installed with corresponding angle sensors, when the left and right foot platforms rotate relative to each other, the inclination data detected by the sensors on the left and right foot platforms will be different, which makes it easier for the controller of the electric vehicle 10 to use these different angle data to control the electric vehicle 10 to achieve operations such as turning. However, as mentioned above, there are cables such as communication lines and power lines connected between the left and right foot platforms, so the relative rotation angle of the left and right foot platforms needs to be limited to avoid damage to the cables.

[0169] In addition, if Fig.16 and Fig.18Two sleeves 1101 of the same size are also arranged at intervals at the end of the second tubular support shaft 210. In terms of installation, the two sleeves 1101 can be fixed on the inner wall of the end of the second tubular support shaft 210. Specifically, the length of the two sleeves 1101 is roughly equal to the length L of the tubular insertion portion of the first support shaft 110 inserted into the second tubular support shaft 210, so as to cover this insertion portion as much as possible. The main function of the two sleeves 1101 is to provide lubrication or reduce friction, so that the relative rotation of the two support shafts is easier. For example, the sleeve 1101 can be an oil-free sleeve.

[0170] The oil-free sleeve can be made of high-quality low-carbon steel plate (high-density copper alloy plate, stainless steel plate) as the base, spherical bronze powder sintered in the middle, and a mixture of polytetrafluoroethylene (PTFE) and lead rolled on the surface, and rolled into a sliding bearing (which can be made into a flanged bearing, a bushing, a gasket, etc.). At the same time, it has the characteristics of low friction coefficient, good wear resistance, corrosion resistance and oil-free lubrication. The use of the oil-free sleeve can reduce costs, reduce mechanical volume, avoid shaft biting and reduce mechanical noise. In some other examples, some lubricating oil can also be applied to the sleeve 1101.

[0171] In addition, in terms of aperture relationship, the inner diameter of the second tubular support shaft 210 is slightly larger than the outer diameter of the two sleeves 1101, so that the two sleeves 1101 can be fixed to the inner wall of the second tubular support shaft 210. Then the inner diameter of the two sleeves 1101 is just larger than the outer diameter of the tubular insertion portion of the first support shaft 110 with a length of L inserted into the second tubular support shaft 210. The insertion portion can rotate with the two fixed sleeves 1101 to indirectly achieve relative rotation between the two support shafts of the support assembly. Further, when the support assembly is installed on the electric vehicle 10, the insertion portion can rotate with the two fixed sleeves 1101, which also indirectly enables the left and right foot platforms of the electric vehicle 10 to achieve relative rotation. In addition, it can be seen at this time that the length of the inner end 1106 of the first support shaft 110 can be approximately L, that is, the entire inner end 1106 of the first support shaft 110 is inserted into the inner end 2106 of the second tubular support shaft 210. Further, it can be considered that the length of the inner end 210 of the second tubular support shaft 210 is also approximately L.

[0172] In addition, in other examples, the two sleeves 1101 can also be fixed on the outside of the tubular insertion portion of the first support shaft 110 with a length L inserted into the second tubular support shaft 210, which can also reduce friction. Further, lubricating sleeves may also be fixed on both support shafts.

[0173] In addition, the dimension of the sleeve 1101 extending axially (for example, along the direction of the axis D2 is the axial direction) is defined as the length dimension of the sleeve 1101. It can be obviously seen that the sum of the length dimensions of the two sleeves 1101 plus the width dimensions of the arc groove 1500 is basically equal to the length dimension L of the tubular insertion part formed after the first support shaft 110 is inserted into the second tubular support shaft 210.

[0174] In this way, the two sleeves 1101 can basically cover the length L of the tubular insert portion to ensure the lubrication effect of the tubular insert portion as much as possible. It is worth noting that the term "basic" here can be understood as within the error range of plus or minus 25%. For example, the sum of the length of the two sleeves 1101 plus the width of the arc groove 1500 is equal to three quarters of L, that is, the error is -25% at this time; for another example, the sum of the length of the two sleeves 1101 plus the width of the arc groove 1500 is equal to five quarters of L, that is, the error is +25% at this time.

[0175] Alternatively, if Fig.19 and Fig. 20 , which shows a second embodiment of a single constraint mechanism, the second embodiment is basically similar to the first embodiment of the single constraint mechanism, compared with the first embodiment, the second embodiment is mainly improved arc groove

[0176] The number of screw holes and the length of the fastening bolts. It can be seen that the second embodiment is still mainly composed of fastening bolts and arc grooves. There are two specific arc grooves, which are arc grooves 1700A and arc grooves 1700B arranged opposite to each other at the end of the second tubular support shaft 210. In addition, the end of the second tubular support shaft 210 also has two opposite (for example, opposite to each other up and down) screw holes 2202.

[0177] In addition, the stud 1602 of the fastening bolt 1600 is also significantly longer than the stud 1402, so that the stud 1602 will pass through the first screw hole 2202, the first arc-shaped groove 1700A, the second arc-shaped groove 1700B and the second screw hole 2202 in sequence along one direction (for example, from top to bottom). The specifications of the two screw holes 2202 are the same and the upper and lower positions are aligned, that is, both can be threadedly connected with the stud 1602 to fix the fastening bolt 1600 on the second tubular support shaft 210. In addition, the specifications of the arc-shaped groove 1700A and the arc-shaped groove 1700B are also the same and the upper and lower positions are aligned. Similar to the above, the stud 1602 can move in the two arc-shaped grooves at the same time, and the stud 1602 is basically continuously in contact with the axial side walls of the two arc-shaped grooves in the axial direction, so

[0178] Therefore, the axial movement / sliding of the second tubular support shaft 210 relative to the first tubular support shaft 110 is prohibited. Then, the two arc-shaped grooves are also long and narrow in shape, which are longer in the circumferential direction and shorter in the axial direction. The stud 1602 can move circumferentially within the area defined by the two narrow arc-shaped grooves. The result of the movement is to prevent the rotation angle of the second tubular support shaft 210 relative to the first tubular support shaft 110, so that the two support shafts cannot rotate 360 ​​degrees, and finally the relative rotation angle of the two support shafts is controlled within 15 degrees to 30 degrees.

[0179] It can be seen that in the second embodiment of the single constraint mechanism, the stud 1602 is equivalent to simultaneously penetrating the mutually inserted end portions of the second tubular support shaft 210 and the first tubular support shaft 110. Compared with the first embodiment of the aforementioned single constraint mechanism, the structure of the second embodiment can more firmly fix the fastening bolt 1600 to prevent it from being loosened due to force during daily use of the electric vehicle 10.

[0180] The above-mentioned embodiments and technical features of the embodiments of the present disclosure can be reasonably combined to obtain similar technical solutions or other technical solutions without obvious conflicts. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0181] The above-described embodiments only express several implementation methods of the present disclosure, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present disclosure, and these all belong to the protection scope of the present disclosure. Therefore, the protection scope of the patent of the present disclosure shall be subject to the attached claims.

Claims

1. An electric vehicle, characterized in that: include: a first foot platform and a second foot platform, each of the first foot platform and the second foot platform being configured to support a respective foot of a rider, the first foot platform being rotatable relative to the second foot platform; A first wheel connected to the outer side of the first foot platform and including a first motor, and a second wheel connected to the outer side of the second foot platform and including a second motor, the outer side of the first foot platform and the outer side of the second foot platform forming two opposite sides of the electric vehicle; a first tubular support shaft fixed to and extending within the first foot platform and a second tubular support shaft fixed to and extending within the second foot platform, the first tubular support shaft being rotatably connected to the second tubular support shaft; A first sensor is provided on the first foot platform and a second sensor is provided on the second foot platform, wherein the first sensor is used to sense the rotation of the first foot platform and generate a first sensing signal, and the second sensor is used to sense the rotation of the first foot platform and generate a first sensing signal. The second foot platform rotates and generates a second sensing signal; at least one controller configured to control the first motor to drive the first wheel based on the first sensing signal, and the at least one controller further configured to control the second motor to drive the second wheel based on the second sensing signal; A power source for supplying power to the electric vehicle; An axial restraint mechanism, comprising a first axial restraint member disposed on the first tubular support shaft and a second axial restraint member disposed on the second tubular support shaft, wherein the first axial restraint member and the second axial restraint member are configured to cooperate with each other to restrict the first tubular support shaft and the second tubular support shaft from axially moving relative to each other; as well as The rotation restraining mechanism includes a first rotation restraining member arranged on the first foot platform and a second rotation restraining member arranged on the second foot platform, wherein the first rotation restraining member and the second rotation restraining member are configured to cooperate with each other to limit the angle of rotation of the first foot platform and the second foot platform relative to each other.

2. The electric vehicle according to claim 1, characterized in that: The first tubular support shaft is centrally fixed in the middle of the first foot platform; The second tubular support shaft is centrally fixed in the middle of the second foot platform.

3. The electric vehicle according to claim 1, characterized in that: The first tubular support shaft and the second tubular support shaft are both tubular structures, and one end of the first tubular support shaft away from the first wheel is inserted into the end of the second tubular support shaft away from the second wheel to achieve a rotational connection between the first tubular support shaft and the second tubular support shaft.

4. The electric vehicle according to claim 3, characterized in that: A shaft sleeve is sleeved on one end of the first tubular support shaft inserted into the second tubular support shaft.

5. The electric vehicle according to claim 1, characterized in that: The first axial restraining member includes a first annular groove disposed on the outer surface of the first tubular support shaft, and the second axial restraining member includes a first bolt disposed on the second tubular support shaft, the first bolt and the first annular groove The first tubular support shaft and the second tubular support shaft cooperate to limit axial movement relative to each other.

6. The electric vehicle according to claim 5, characterized in that: One end of the first bolt is embedded in the first annular groove and can abut against two side walls of the first annular groove to limit the axial movement of the first tubular support shaft and the second tubular support shaft relative to each other.

7. The electric vehicle according to claim 1, characterized in that: The first axial restraining member includes a second bolt, and the second axial restraining member includes a connecting plate disposed in the second tubular support shaft, wherein the connecting plate and the second bolt cooperate to restrict the first tubular support shaft and the second tubular support shaft from axially moving relative to each other.

8. The electric vehicle according to claim 7, characterized in that: A threaded hole is provided at one end of the first tubular support shaft away from the second wheel, and a through hole is provided on the connecting plate. The second bolt is inserted into the through hole and is threadedly connected to the first tubular support shaft through the threaded hole. Both sides of the connecting plate can respectively abut against the head of the second bolt and the end of the first tubular support shaft to limit the axial movement of the first tubular support shaft and the second tubular support shaft relative to each other.

9. The electric vehicle according to claim 7, characterized in that: The second tubular support shaft has a notch corresponding to the connecting plate.

10. The electric vehicle according to claim 1, characterized in that: The first rotation restraining member includes a limiting plate arranged on the first foot platform, and the second restraining member includes a limiting groove arranged on the second foot platform. The limiting plate cooperates with the limiting groove to limit the rotation angle of the first foot platform and the second foot platform relative to each other.

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