Scooter

Abstract

The utility model provides a scooter, and relates to the technical field of scooters. A front wheel assembly and a rear wheel assembly are arranged on the two sides of the frame in the advancing direction, the bottom end of the stand column is connected with the front wheel assembly, the distance between the axle axis of the front wheel assembly and the axle axis of the rear wheel assembly is defined as a first distance X1, and the plane where the bottommost ends of the front wheel assembly and the rear wheel assembly are located is defined as a first plane. The stand column and the front wheel assembly are connected through a folder. The stand column is unfolded or folded relative to the front wheel assembly through the folder. In the height direction of the stand column, when the stand column is unfolded, a second distance X2 exists between the center of the handlebar transverse pipe and the first plane, and the ratio of the second distance X2 to the first distance X1 ranges from 1.2 to 1.5. When the stand column is folded, a third distance X3 exists between the top end of the folder and the first plane, and the ratio of the third distance X3 to the first distance X1 ranges from 0.5 to 0.65. The scooter can solve the problem that it is difficult to balance riding comfort, transportation, packaging portability and the like.

Description

Technical Field

[0001] This application relates to the technical field of scooters, and particularly to a scooter. Background Art

[0002] Scooters, especially electric scooters, have the advantages of simple operation, light weight, portability, and long battery life. For groups such as office workers and students who commute for short distances, electric scooters can provide a fast and convenient way to travel. Electric scooters can help people easily navigate through congested urban traffic, saving time and energy.

[0003] A scooter includes a frame, a handlebar tube, a column, a pedal, and wheels. The riding posture of a scooter is usually that the driver stands on the pedal and holds the handlebar tube to control the direction. Since a scooter can provide battery-powered endurance, the driver can stand on the pedal for a long time. Therefore, the positional relationship among the handlebar tube, the pedal, and the wheels can affect the comfort of the driver during riding and even easily lead to safety problems.

[0004] In related technologies, it is difficult to balance aspects such as riding comfort and portability for transportation and packaging. For example, when the positional relationship among the handlebar tube, the pedal, and the wheels can provide a comfortable riding experience for the driver, the overall size of the folded scooter is relatively large, which is not conducive to achieving portability for carrying, transportation, and packaging. Summary of the Utility Model

[0005] This application provides a scooter, which can solve the problem of difficulty in balancing aspects such as riding comfort and portability for transportation and packaging.

[0006] This application provides a scooter, which includes:

[0007] A handlebar tube;

[0008] A column, the top end of the column is connected to the handlebar tube;

[0009] A frame, along the traveling direction, a front wheel assembly and a rear wheel assembly are respectively provided on both sides of the frame, the bottom end of the column is connected to the front wheel assembly, define the distance between the wheel axle axis of the front wheel assembly and the wheel axle axis of the rear wheel assembly as the first distance X1, and define the plane where the bottommost ends of the front wheel assembly and the rear wheel assembly are located as the first plane;

[0010] A folding device, the column and the front wheel assembly are connected through the folding device, and the column can be unfolded or folded relative to the front wheel assembly through the folding device;

[0011] Wherein, along the height direction of the column, when the column is unfolded, the center of the handlebar tube has a second distance X2 from the first plane, and the ratio of the second distance X2 (mm) to the first distance X1 (mm) is between 1.2-1.5;

[0012] When the upright is folded, a third distance X3 is present between the top of the folder and the first plane, and a ratio of the third distance X3 (mm) to the first distance X1 (mm) is between 0.5 and 0.65.

[0013] The scooter provided in the present application can meet the comfort of the driver in pushing the scooter by setting the ratio of the second distance X2 to the first distance X1 between 1.2-1.5 when the column is unfolded. By setting the ratio of the third distance X3 to the first distance X1 between 0.5-0.65 when the column is folded, the driver can carry and store the scooter conveniently in the folded state. In addition, the packaging and transportation costs can be reduced during the product packaging and transportation process.

[0014] Specifically, when the ratio of the second distance X2 to the first distance X1 is greater than 1.5, the first situation is that the second distance X2 is too large. When the second distance X2 is too large, when the driver stands on the first plane and pushes the scooter, both hands need to be raised a certain distance to rest on the gripping part of the handlebar, especially for a short driver, both hands need to be kept under stress, which is less comfortable.

[0015] When the ratio of the second distance X2 to the first distance X1 is greater than 1.5, the first distance X1 is too small. During the riding of the scooter, the driver's feet usually step on the first pedal forward and backward. Therefore, when the first distance X1 is too small, the size of the first pedal along the travel direction will also decrease, making it difficult to stand on the first pedal with both feet. Most of the rear foot of the driver is suspended in the air, which is easy to cause fatigue and affect the riding experience.

[0016] When the ratio between the second distance X2 and the first distance X1 is less than 1.2, the second distance X2 is too small or the first distance X1 is too large. If the second distance X2 is too small, the distance between the center of the cross tube and the surface (the second plane) where the first pedal is located will also be correspondingly reduced. Therefore, for tall drivers, it is difficult to stand upright during riding, thus affecting the riding experience. If the first distance X1 is large, on the one hand, it is easy to cause an increase in the overall size of the scooter, which is not conducive to portable carrying, packaging, and transportation. On the other hand, if the first distance X1 is too large, it is easy to cause an increase in the turning radius of the scooter, resulting in poor controllability, especially difficult to achieve flexible turning in narrow or crowded road conditions. Moreover, when the first distance X1 is too large, it is easy to affect the comfort during riding, especially on uneven roads, and it is easy to cause the scooter to generate large vibrations and impacts when encountering obstacles.

[0017] By setting the ratio between the third distance X3 and the first distance X1 to be between 0.5 - 0.65, the internal space of the container for transporting the scooter can be reasonably utilized to stack a larger number of scooters within the internal space of the container, thereby reducing the transportation cost.

[0018] Among them, the size of the third distance X3 can directly affect the size of the packaging. If the third distance X3 is too large, it is easy to affect the portability of carrying, storing, ensuring, and transporting. If the first distance X1 is too small, as described above, it will be difficult to satisfy the driver's feet standing on the first pedal. At least part of the driver's rear foot is suspended, which is easy to cause fatigue and affect the riding experience.

[0019] The scooter is usually provided with a front shock absorber and a rear shock absorber. The front shock absorber and the rear shock absorber can be respectively arranged on the front wheel assembly and the rear wheel assembly. When the ratio between the third distance X3 and the first distance X1 is less than 0.5, in one case, the third distance X3 is too small, and in another case, the first distance X1 is too large. Among them, as described above, the problem that the first distance X1 being too large affects riding comfort will not be elaborated. If the third distance X3 is too small, it is easy to compress the shock absorption space of the front shock absorber, resulting in affecting the shock absorption stroke of the front shock absorber, thus affecting the shock absorption effect on the front side of the electric vehicle and affecting the smoothness during riding.

[0020] According to an embodiment of the present application, the frame includes a first pedal, and along the traveling direction, the first pedal is located between the front wheel assembly and the rear wheel assembly and is connected to the front wheel assembly and the rear wheel assembly;

[0021] Define the plane where the upper surface of the first pedal is located as the second plane. There is a fourth distance X4 between the center of the handlebar tube and the second plane. When the column is unfolded, the ratio between the fourth distance X4 (mm) and the first distance X1 (mm) is between 1.0 and 1.25.

[0022] With such a setting, when the column is unfolded, the ratio between the fourth distance X4 and the first distance X1 can affect the riding experience of the driver. When the ratio between the fourth distance X4 and the first distance X1 is greater than 1.25, the size of the fourth distance X4 is too large, or the size of the first distance X1 is too small. When the size of the fourth distance X4 is too large, it is difficult for a short driver to adapt to the height of the gripping part on the handlebar tube, so that the driver's arm is always in a stressed state, resulting in an impact on the riding experience. When the size of the first distance X1 is small, as described above, it will not be elaborated here.

[0023] According to an embodiment of the present application, along the width direction of the first pedal, the ratio between the length L of the handlebar tube and the second distance X2 is between 0.4 and 0.6.

[0024] With such a setting, a better riding experience can be provided for the rider. Specifically, the influence of the too large or too small size of the second distance X2 on the riding experience of the scooter is as described above, and will not be elaborated here. Next, the influence of the length L of the handlebar tube on the riding and handling experience will be described.

[0025] During use, the driver's hands respectively hold the gripping parts at both ends of the handlebar tube. If the length L of the handlebar tube is too long, on the one hand, it is not conducive to driving in a narrow space and is also likely to affect the smoothness during turning. On the other hand, it is not easy to operate for a driver with narrow shoulders. Especially during the pushing process, the driver stands on the first plane and is located beside the scooter. If the length L of the handlebar tube is too long, limited by the shoulder width of the riding group and the opening angle of the arm during riding, it is not conducive to the stability and comfort during riding.

[0026] According to an embodiment of the present application, the axis of the column has an inclination angle Y with respect to the second plane, and the value range of the inclination angle Y is: 12° - 16°.

[0027] With such a setting, the overall center of gravity of the scooter can be closer to the center of the frame, which is beneficial to improving the overall stability of the scooter. However, when the inclination angle Y exceeds 16°, the handlebar tube at the top of the column will tilt significantly towards the first pedal and occupy the space above the first pedal, resulting in that the large space in the front of the first pedal is not suitable for standing, and the optional standing positions left for the driver are reduced, thus easily affecting the smoothness during riding.

[0028] According to an embodiment of the present application, the scooter further includes a connecting rod assembly, and the connecting rod assembly connects the front wheel assembly, the first pedal, and the column;

[0029] The folding device is disposed at an end of the connecting rod assembly away from the front wheel assembly. There is a fifth distance X5 between the folding device and the axis of the front wheel assembly. The size range of the fifth distance X5 is between 345 mm and 400 mm.

[0030] When the size of the fifth distance X5 is less than 345 mm, it is likely to affect the shock absorption stroke of the front shock absorber located at the front wheel assembly, thereby affecting the shock absorption effect of the front wheel assembly and the smoothness when riding on an uneven road surface; when the size of the fifth distance X5 is greater than 400 mm, it is likely to cause an increase in the size of the scooter in the folded state. Therefore, by setting the size range of the fifth distance X5 between 345 mm and 400 mm, the above technical problems can be effectively solved.

[0031] According to an embodiment of the present application, the scooter further includes a second pedal. One end of the second pedal is connected to the end of the first pedal close to the rear wheel assembly, and the second pedal extends obliquely backward and upward from the end of the first pedal close to the rear wheel assembly.

[0032] Since the tread surface of the first pedal of the scooter is relatively narrow, the driver's feet usually cannot be completely side by side on the first pedal. Since there are various different driving scenarios during the riding process, the driver's center of gravity will be adjusted forward and backward with the driving scenario. When the driver's center of gravity changes with the riding scenario, the heel of the rear foot will naturally lift or fall. For example, when decelerating while riding, the driver's center of gravity will change forward, and when accelerating while riding, the driver's center of gravity will change backward. When the driving scenario of the scooter 100 is complex, there are situations where the speed change is not simply acceleration or deceleration, but a rapid change between acceleration and deceleration. In such cases, the heel at the rear is likely to slip off, resulting in an impact on the smoothness during the riding process. Therefore, in the embodiment of the present application, by providing the second pedal, it can be used to provide support for the heel at the rear. When driving smoothly, the second pedal can be used to provide support for the rear heel to relieve the fatigue of the rear foot. When the vehicle scenario changes complexly, the second pedal can be used to provide stable support for the rear foot to avoid slipping off and affecting the smoothness and safety of riding.

[0033] According to an embodiment of the present application, relative to the second plane where the first pedal is located, the rear wheel assembly has a first spacing Z1, and the second pedal has a second spacing Z2, and the second spacing Z2 is less than or equal to the first spacing Z1.

[0034] With such a setting, the second pedal will not support the rear foot too high, improving the comfort of the second pedal. The smaller second spacing Z2 means that the second pedal is smaller in size in the height direction of the scooter. Within the comfortable tilt angle range a2, it means that the second pedal is smaller in size in the front-rear direction of the scooter. Therefore, it occupies less space behind the first pedal, and the overall vehicle structure is compact. At the same time, while meeting the support of the driver's rear foot, reducing the size of the second pedal can also reduce the requirements for the strength of the second pedal. On the premise of ensuring the functionality of the second pedal, the rationality of the overall vehicle layout and low cost are taken into account.

[0035] According to an embodiment of the present application, the value range of the length L of the handlebar tube is between 550 mm and 590 mm.

[0036] When the length L of the handlebar tube is greater than 590 mm, it is easy to cause an increase in the thickness of the packaging, resulting in an increase in transportation costs. When the length L of the handlebar tube is less than 550 mm, it is difficult to maintain the stability during the riding process. Therefore, by setting the value range of the length L of the handlebar tube between 550 mm and 590 mm, the driver can have a better riding experience while meeting the portability of carrying, packaging, and transportation.

[0037] According to an embodiment of the present application, the value range of the fourth distance X4 between the center of the handlebar tube and the second plane is between 950 mm and 1050 mm.

[0038] With such a setting, the comfort and stability of riders of most heights during the riding process can be satisfied. When the driver stands on the first pedal, the arms can be naturally placed on the gripping parts at both ends of the handlebar tube. Thus, during a long ride, the driver's arms are not easily fatigued and sore due to being in a bent-arm or overstretched state for a long time, improving the riding comfort, so that the rider can be more focused on riding, which is beneficial to improving the safety during the riding process.

[0039] According to an embodiment of the present application, the value range of the first distance X1 between the axial line of the front wheel assembly axle and the axis of the rear wheel assembly axle is between 850 mm and 930 mm.

[0040] With such a setting, the first pedal can have sufficient size to provide space for the driver's feet when standing on the first pedal. Moreover, for drivers of different body sizes, the size of the first pedal can allow the driver to move back and forth a certain distance on the first pedal and finally adjust to a comfortable standing position for riding.

[0041] In addition to the technical problems solved by the embodiments of the present utility model described above, the technical features constituting the technical solutions, and the beneficial effects brought by these technical features of the technical solutions, the other technical problems that the scooter provided by the embodiments of the present utility model can solve, the other technical features included in the technical solutions, and the beneficial effects brought by these technical features will be further described in detail in the specific implementation manners. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0043] Figure 1 Schematic perspective view of a scooter according to an embodiment of the present application;

[0044] Figure 2 Schematic front view of the upright column of the scooter according to an embodiment of the present application when it is unfolded;

[0045] Figure 3 is Figure 2 Schematic top view of the scooter shown;

[0046] Figure 4 Schematic front view of the upright column of the scooter according to an embodiment of the present application when it is folded;

[0047] Figure 5 is Figure 4 Schematic top view of the scooter shown;

[0048] Figure 6 Schematic partial sectional view of the scooter according to an embodiment of the present application in one state;

[0049] Figure 7 Schematic partial sectional view of the scooter according to an embodiment of the present application in another state;

[0050] Figure 8 is Figure 1 Enlarged view of part A in

[0051] Description of reference numerals:

[0052] 100 - Scooter;

[0053] 110 - Handlebar tube; 111 - Second connection part; 112 - Gripping part;

[0054] 120 - Upright column;

[0055] 130 - Frame;

[0056] 131 - First pedal; 131a - Mounting opening; 132 - Second pedal; 133 - First fixing plate; 133a - First mounting surface; 134 - First recess; 1341 - First guide post;

[0057] 140 - Folding device;

[0058] 150 - Front wheel assembly;

[0059] 160 - Rear wheel assembly; 161 - Fender; 162 - First connecting part; 162a - Engaging opening; 163 - Rear wheel;

[0060] 170 - Connecting rod assembly;

[0061] 180 - Rocker shock absorber assembly;

[0062] 181 - Rocker; 1811 - Second fixing plate; 1811a - Second mounting surface; 1812 - First mounting part; 1813 - Second mounting part; 1814 - First cantilever; 1815 - Second cantilever; 182 - Elastic member; 1821 - First end; 1822 - Second end; 183 - First rotating shaft; 184 - Second recess; 1841 - Second guide post; 185 - First buffer member; 186 - Second buffer member; 187 - Third buffer member;

[0063] 190 - Limiting assembly; 191 - Second rotating shaft; 192 - Slideway structure.

[0064] Through the above - mentioned drawings, specific embodiments of the present application have been shown, and there will be more detailed descriptions hereinafter. These drawings and text descriptions are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. Detailed Description of the Embodiment

[0065] Here, the exemplary embodiments will be described in detail, and their examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims. Obviously, the described embodiments are some embodiments of the present application, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts belong to the scope of protection of the present application.

[0066] The scooter may include a non-electric scooter, an electric scooter, a folding scooter, an off-road scooter, etc. The scooter of the embodiment of the present application may be, but is not limited to, the above scooters. The present application will be described by taking the scooter as an electric scooter as an example.

[0067] Electric scooters are a kind of transportation that can be used for both exercise and transportation. They are simple in structure, compact, easy to carry, and have a unique driving experience. Electric scooters also have the advantages of simple operation, flexibility, lightness, portability, low energy consumption, environmental protection, and fast charging, so they are widely used in urban transportation.

[0068] Electric scooters are a means of transportation based on traditional human-powered scooters, combined with power systems and batteries. During riding, the driver stands on the pedals and can control the direction and balance of the electric scooter by manipulating the handlebars at the front of the electric scooter. Therefore, electric scooters are easy to ride, not only have the speed of traditional scooters, but are also labor-saving and convenient.

[0069] Since scooters can provide battery life and drivers can stand on the pedals for a long time, the positional relationship between the handlebars, pedals and wheels can affect the driver's comfort during riding and may even lead to safety issues.

[0070] In the related art, it is difficult to strike a balance between riding comfort and portability in transportation and packaging. For example, when the positional relationship between the handlebar, pedals and wheels can provide a comfortable riding experience for the driver, the scooter is relatively large after folding, which is not conducive to achieving portability in carrying, transportation and packaging. When the scooter is relatively small in size after folding, the proportions of the scooter in the unfolded state are not coordinated, which is not conducive to riding comfort and stability.

[0071] Based on the above technical problems, the applicant has improved the structure of the existing scooter. The scooter provided in the embodiment of the present application is designed with some key dimensions of the scooter in the unfolded state and the folded state, so that the scooter can be used comfortably by people of different body shapes in the unfolded state, and the size of the scooter in the folded state can be convenient for the driver to carry, and convenient for the scooter to be packaged and transported before leaving the factory.

[0072] The scooter provided by the present application is described below with reference to the accompanying drawings and in combination with specific embodiments.

[0073] Embodiment 1

[0074] Figure 1 FIG. 1 is a schematic diagram of a three-dimensional structure of a scooter 100 according to an embodiment of the present application. Figure 2 1 is a schematic diagram of the front structure of the scooter 100 when the pillar 120 is unfolded according to an embodiment of the present application. Figure 3As shown in Figure 2 the top view structural schematic diagram of the scooter 100. Figure 4 This is the front view structural schematic diagram of the column 120 of the scooter 100 folding in an embodiment of the present application. Figure 5 As shown in Figure 4 the top view structural schematic diagram of the scooter 100.

[0075] Refer to Figures 1 to 5 As shown, the scooter 100 of the embodiment of the present application includes a handlebar tube 110, a column 120, a frame 130 and a folding device 140.

[0076] The top end of the column 120 is connected to the handlebar tube 110. Along the length direction of the handlebar tube 110, grip portions 112 may be respectively provided at both ends of the handlebar tube 110. The driver can control the grip portions 112 to control the riding direction.

[0077] Along the traveling direction, a front wheel assembly 150 and a rear wheel assembly 160 may be respectively provided on both sides of the frame 130. Both the front wheel assembly 150 and the rear wheel assembly 160 may be connected to the frame 130. The bottom end of the column 120 is connected to the front wheel assembly 150. Define the distance between the wheel axis of the front wheel assembly 150 and the wheel axis of the rear wheel assembly 160 as the first distance X1, and define the plane where the bottommost ends of the front wheel assembly 150 and the rear wheel assembly 160 are located as the first plane.

[0078] The column 120 and the front wheel assembly 150 may be connected by a folding device 140. The column 120 can be unfolded or folded relative to the front wheel assembly 150 through the folding device 140. Among them, along the height direction of the column 120, when the column 120 is unfolded, the center of the handlebar tube 110 has a second distance X2 from the first plane, and the ratio between the second distance X2 (mm) and the first distance X1 (mm) is between 1.2 - 1.5. When the column 120 is folded, the top end of the folding device 140 has a third distance X3 from the first plane, and the ratio between the third distance X3 (mm) and the first distance X1 (mm) is between 0.5 - 0.65.

[0079] In the embodiment of the present application, by setting that when the column 120 is unfolded, the ratio between the second distance X2 and the first distance X1 is between 1.2 - 1.5, the comfort of the driver pushing the scooter 100 can be satisfied.

[0080] Specifically, when the ratio between the second distance X2 and the first distance X1 is greater than 1.5, the first case is that the second distance X2 is too large. When the second distance X2 is too large, during the process that the driver stands on the first plane and pushes the scooter 100, both hands need to be raised a certain distance to rest on the grip portions 112 of the handlebar tube 110. Especially for a short driver, both hands need to maintain a stressed state, and the comfort is poor.

[0081] When the ratio between the second distance X2 and the first distance X1 is greater than 1.5, another situation is that the first distance X1 is too small. Since during the riding process of the scooter 100, the driver's feet usually step on the first pedal 131 front and back, therefore, when the first distance X1 is too small, the size of the first pedal 131 in the traveling direction will also decrease, resulting in difficulty in satisfying the standing of both feet on the first pedal 131, and most of the area of the driver's rear foot is in a suspended state, which is likely to cause fatigue and affect the riding experience.

[0082] When the ratio between the second distance X2 and the first distance X1 is less than 1.2, then the second distance X2 is too small or the first distance X1 is too large. If the second distance X2 is too small, then the distance between the center of the cross tube 110 and the surface (the second plane) where the first pedal 131 is located will also decrease accordingly. Therefore, for a tall driver, it is difficult to stand upright during the riding process, thus affecting the riding experience. If the first distance X1 is large, on the one hand, it is likely to cause an increase in the overall size of the scooter 100, which is not conducive to portable carrying, packaging, and transportation. On the other hand, if the first distance X1 is too large, it is likely to cause an increase in the turning radius of the scooter 100, resulting in poor controllability, especially difficult to achieve flexible steering in narrow or crowded road conditions. Moreover, when the first distance X1 is too large, it is likely to affect the comfort during riding, especially on an uneven road surface, and it is easy to cause the scooter 100 to generate large vibrations and impacts when encountering obstacles.

[0083] In addition, by setting the ratio between the third distance X3 and the first distance X1 to be between 0.5 - 0.65 when the column 120 is folded, it can facilitate the driver to carry and store the scooter in the folded state. And during the product's factory packaging and transportation process, it can reduce the packaging and transportation costs.

[0084] Specifically, during the transportation process of the scooter 100, the scooter 100 is in a folded state and the column 120 is folded. At this time, by setting the ratio between the third distance X3 and the first distance X1 to be between 0.5 - 0.65, the internal space of the container for transporting the scooter 100 can be reasonably utilized to stack a larger number of scooters 100 within the internal space of the container, thereby reducing the transportation costs.

[0085] Among them, the size of the third distance X3 can directly affect the size of the packaging. If the third distance X3 is too large, it is likely to affect the portability of carrying, storing, ensuring, and transporting. If the first distance X1 is too small, as described above, it will be difficult to satisfy the standing of the driver's feet on the first pedal 131. At least part of the driver's rear foot is suspended, which is likely to cause fatigue and affect the riding experience.

[0086] The scooter 100 is usually provided with a front shock absorber and a rear shock absorber. The front shock absorber and the rear shock absorber can be respectively disposed on the front wheel assembly 150 and the rear wheel assembly 160. When the ratio between the third distance X3 and the first distance X1 is less than 0.5, in one case, the third distance X3 is too small, and in another case, the first distance X1 is too large. Among them, as described above, the problem that the first distance X1 is too large affects the riding comfort will not be elaborated. If the third distance X3 is too small, it is easy to compress the shock absorption space of the front shock absorber, resulting in the influence on the shock absorption stroke of the front shock absorber, thereby affecting the shock absorption effect on the front side of the electric vehicle, and thus affecting the smoothness during the riding process. If the first distance X1 is small, as described above, it will not be elaborated here.

[0087] In some realizable ways, referring to Figures 1 to 5 As shown, the frame 130 of the embodiment of the present application may include a first pedal 131. Along the traveling direction, the first pedal 131 may be located between the front wheel assembly 150 and the rear wheel assembly 160, and connected to the front wheel assembly 150 and the rear wheel assembly 160. During the riding process, the driver's feet can step on the first pedal 131 one in front of the other.

[0088] Define the plane where the upper surface of the first pedal 131 is located as the second plane. There is a fourth distance X4 between the center of the cross tube 110 and the second plane. The ratio between the fourth distance X4 (mm) and the first distance X1 (mm) is between 1.0 - 1.25.

[0089] In the embodiment of the present application, when the column 120 is unfolded, the ratio between the fourth distance X4 and the first distance X1 can affect the driver's riding experience. When the ratio between the fourth distance X4 and the first distance X1 is greater than 1.0 - 1.25, the size of the fourth distance X4 is too large, or the size of the first distance X1 is too small. When the size of the fourth distance X4 is too large, for a short driver, it is difficult to adapt to the height of the gripping portion 112 on the handle cross tube 110, so that the driver's arm is always in a stressed state, resulting in an impact on the riding experience. When the size of the first distance X1 is small, as described above, it will not be elaborated here.

[0090] In some realizable ways, along the width direction of the first pedal 131, the ratio between the length L of the cross tube 110 and the second distance X2 is between 0.4 - 0.6.

[0091] In the embodiment of the present application, the length L of the cross tube 110 can affect the comfort of the driver during riding or pushing, as well as the stability and controllability during the riding process. Therefore, by setting the ratio between the length L of the cross tube 110 and the second distance X2 to be between 0.4 - 0.6, a better riding experience can be provided for the rider.

[0092] Specifically, the influence of the size of the second distance X2 being too large or too small on the riding experience of the scooter 100 is as described above and will not be elaborated here. Below, the influence of the length L of the handlebar tube 110 on the riding and handling experience will be described.

[0093] During use, the driver's hands respectively hold the gripping portions 112 at both ends of the handlebar tube 110. If the length L of the handlebar tube 110 is too long, on the one hand, it is not conducive to driving in a narrow space and is also likely to affect the smoothness during the steering process. On the other hand, it is not easy to operate for a driver with narrow shoulders. Especially during the pushing process, the driver stands on the first plane and is beside the scooter 100. If the length L of the handlebar tube 110 is too long, it is more laborious for the driver to hold the gripping portion 112 on the side far from himself, thus affecting the pushing experience. If the length L of the handlebar tube 110 is too short, limited by the shoulder width of the riding group and the opening angle of the arms during riding, it is not conducive to the stability and comfort during riding.

[0094] In some realizable ways, referring to Figure 2 as shown, the axis of the column 120 of the embodiment of the present application has an inclination angle Y with respect to the second plane. The value range of the inclination angle Y is: 12° to 16°.

[0095] In the embodiment of the present application, by setting the inclination angle Y between the axis of the column 120 and the second plane to be greater than 12°, the overall center of gravity of the scooter 100 can be made closer to the center of the frame 130, which is beneficial to improving the overall stability of the scooter 100. However, when the inclination angle Y exceeds 16°, the handlebar tube 110 at the top of the column 120 will tilt significantly towards the first pedal 131 and occupy the space above the first pedal 131, resulting in the fact that the relatively large space in the front part of the first pedal is not suitable for standing, and the available standing positions for the driver are reduced, thus easily affecting the smoothness during the riding process.

[0096] In some realizable ways, referring to Figure 2 and Figure 4 as shown, the scooter 100 of the embodiment of the present application may further include a connecting rod assembly 170. The connecting rod assembly 170 can be used to connect the front wheel assembly 150, the first pedal 131 and the column 120.

[0097] In some examples, the connecting rod assembly 170 may have three ends. Two of the opposite ends can be respectively used to connect the front wheel assembly 150 and the column 120, and the other end can be used to connect to the first pedal 131.

[0098] The folder 140 can be disposed at one end of the connecting rod assembly 170 away from the front wheel assembly 150. There is a fifth distance X5 between the folder 140 and the axle axis of the front wheel assembly 150. The dimension range of the fifth distance X5 is between 345 mm and 400 mm.

[0099] In the embodiment of the present application, when the dimension of the fifth distance X5 is less than 345 mm, it is likely to affect the shock absorption stroke of the front shock absorber at the front wheel assembly 150, thereby affecting the shock absorption effect of the front wheel assembly 150 and the smoothness when riding on an uneven road surface. When the dimension of the fifth distance X5 is greater than 400 mm, it is likely to cause an increase in the size of the scooter 100 in the folded state. Therefore, by setting the dimension range of the fifth distance X5 between 345 mm and 400 mm, the above technical problems can be effectively solved.

[0100] In some realizable ways, refer to Figure 2 and Figure 4 As shown, the scooter 100 of the embodiment of the present application may further include a second pedal 132. One end of the second pedal 132 is connected to the end of the first pedal 131 close to the rear wheel assembly 160. The second pedal 132 extends obliquely backward and upward from the end of the first pedal 131 close to the rear wheel assembly 160.

[0101] Since the tread surface of the first pedal 131 of the scooter 100 is relatively narrow, the driver's feet usually cannot be completely side by side on the first pedal 131. Since there are various different driving scenarios during riding, the driver's center of gravity will adjust forward and backward with the driving scenario. When the driver's center of gravity changes with the riding scenario, the heel of the rear foot will naturally lift or fall. For example, when decelerating while riding, the driver's center of gravity will change forward, and when accelerating while riding, the driver's center of gravity will change backward. When the driving scenario of the scooter 100 is complex, there is a situation where the speed change is not simply acceleration or deceleration, but a rapid change between acceleration and deceleration. In such cases, the rear heel is likely to slip off, resulting in an impact on the smoothness during riding. Therefore, in the embodiment of the present application, by providing the second pedal 132, it can be used to provide support for the rear heel. When driving smoothly, the second pedal 132 can be used to provide support for the rear heel to relieve the fatigue of the rear foot. When the vehicle scenario changes complexly, the second pedal 132 can be used to provide stable support for the rear foot to avoid slipping off and affecting the smoothness and safety of riding.

[0102] In some realizable ways, refer to Figure 2 As shown, the rear wheel assembly 160 has a first spacing Z1 relative to the second plane where the first pedal 131 is located. The second pedal 132 has a second spacing Z2. Wherein, the second spacing Z2 is less than or equal to the first spacing Z1.

[0103] It should be noted that the first spacing Z1 may refer to the distance between the highest point of the rear wheel assembly 160 and the second plane. Similarly, the second spacing Z2 may refer to the distance between the highest point of the second pedal 132 and the second plane.

[0104] The rear wheel assembly 160 generally includes a rear wheel 163 and a fender 161. The fender 161 can cover above a part of the rear wheel 163. During driving, the fender 161 can be used to prevent the mud, dust, small stones, etc. on the ground splashed by the rotation of the rear wheel 163 from flying onto the rider, so as to keep the rider's clothes and body clean and safe.

[0105] In the embodiment of the present application, by setting the second spacing Z2 to be less than or equal to the first spacing Z1, the second pedal 132 is not supported too high by the rear foot, improving the comfort of the second pedal 132. A smaller second spacing Z2 means that the second pedal 132 has a smaller size in the height direction of the scooter 100. Within the comfortable tilt angle a2 range, it means that the second pedal 132 has a smaller size in the front-rear direction of the scooter 100, so it occupies less space behind the first pedal 131, and the overall vehicle structure is compact. At the same time, while meeting the support of the driver's rear foot, reducing the size of the second pedal 132 can also reduce the requirement for the strength of the second pedal 132, taking into account the rationality of the overall vehicle layout and low cost on the premise of ensuring the functionality of the second pedal 132.

[0106] In some feasible ways, the value range of the length L of the cross tube 110 is between 550 mm and 590 mm.

[0107] In the embodiment of the present application, as described above, making the length L of the cross tube 110 too large or too small can affect the stability and comfort during vehicle use, and the length L of the cross tube 110 can also affect the thickness dimension of the package. Among them, the thickness direction of the package is the same as the width direction of the first pedal 131.

[0108] Specifically, when the length L of the cross tube 110 is greater than 590 mm, it is easy to cause an increase in the thickness of the package, resulting in an increase in transportation costs. When the length L of the cross tube 110 is less than 550 mm, it is difficult to maintain the smoothness during riding. Therefore, by setting the value range of the length L of the cross tube 110 between 550 mm and 590 mm, the driver can have a better riding experience while meeting the portability of carrying, packaging and transportation.

[0109] Exemplarily, the size L of the cross tube 110 can be 550 mm, 560 mm, 580 mm, 590 mm, etc.

[0110] In some feasible embodiments, the value range of the fourth distance X4 between the center of the cross tube 110 and the second plane is between 950 mm and 1050 mm.

[0111] In the embodiments of the present application, by setting the fourth distance X4 between 950 mm and 1050 mm, the comfort and stability of riders with most heights during the riding process can be satisfied.

[0112] When the driver stands on the first pedal 131, the arms can be naturally placed on the holding parts 112 at both ends of the cross tube 110. Thus, during a long riding process, the driver's arms are not easily fatigued and sore due to being in a bent-arm or overstretched state for a long time, so as to improve the riding comfort, and thus the rider can be more focused on riding, which is beneficial to improving the safety during the riding process.

[0113] Exemplarily, the size of the fourth distance X4 can be 950 mm, 980 mm, 1000 mm, 1050 mm, etc.

[0114] In some feasible embodiments, the value range of the first distance X1 between the wheel axle axis of the front wheel assembly 150 and the wheel axle axis of the rear wheel assembly 160 is between 850 mm and 930 mm.

[0115] In the embodiments of the present application, by setting the first distance X1 between 850 mm and 930 mm, the first pedal 131 can have a sufficient size to satisfy the placement space for the feet when the driver stands on the first pedal 131. Moreover, for drivers of different body sizes, the size of the first pedal 131 can satisfy that the driver moves a certain distance forward and backward on the first pedal 131 and finally adjusts to a comfortable standing position for riding.

[0116] It is easy to understand that the first distance X1 is less than or equal to 930 mm, which is beneficial to reducing the overall vehicle size of the scooter 100 and can improve the portability of carrying, packaging, and transportation.

[0117] Exemplarily, the size of the first distance X1 can be 850 mm, 880 mm, 900 mm, 930 mm, etc.

[0118] Embodiment 2

[0119] Figure 6 It is a schematic partial cross-sectional structure diagram of the rear wheel assembly 160 of the scooter 100 in a sunken state in an embodiment of the present application.

[0120] The embodiments of the present application further provide a scooter 100, and the same features as those in Embodiment 1 will not be described in detail.

[0121] See Figures 1 to 6As shown, the scooter 100 may include a frame 130, a handlebar tube 110, a column 120, a front wheel assembly 150, a rear wheel assembly 160, and a first connecting portion 162.

[0122] The upper end of the column 120 may be connected to the handlebar tube 110, and the lower end of the column 120 may be connected to the frame 130. The front wheel assembly 150 may be located in front of the frame 130. The rear wheel assembly 160 may be located behind the frame 130, and the rear wheel assembly 160 includes a fender 161. The first connecting portion 162 is disposed on the fender 161, and the first connecting portion 162 is used to fix the column 120 when the scooter 100 is in a folded state.

[0123] A first pedal 131 and a second pedal 132 are connected on the frame 130. One end of the second pedal 132 is connected to the end of the first pedal 131 close to the rear wheel assembly 160. The second pedal 132 extends obliquely backward and upward from the end of the first pedal 131 close to the rear wheel assembly 160.

[0124] See Figure 6 As shown, the plane where the first pedal 131 is located is defined as the first reference plane. It should be noted that the first reference plane and the second plane described above may refer to the same plane. The plane where the highest point of the fender 161 is located is the second reference plane. The second reference plane is parallel to the first reference plane, and the distance between the second reference plane and the first reference plane is the first spacing Z1. The plane where the highest point of the second pedal 132 is located is the third reference plane. The third reference plane is parallel to the first reference plane, and the distance between the third reference plane and the first reference plane is the second spacing Z2.

[0125] The plane where the front end point of the first connecting portion 162 is located is the fourth reference plane. The fourth reference plane is parallel to the first reference plane.

[0126] The distance between the fourth reference plane and the first reference plane is the third spacing Z3.

[0127] Among them, the second spacing Z2 is less than the first spacing Z1, and the second spacing Z2 is less than the third spacing Z3.

[0128] In the embodiment of the present application, the end of the first pedal 131 close to the rear wheel assembly 160 may be provided with the second pedal 132. The second pedal 132 may be used to provide support for the heel at the rear. By setting the second spacing Z2 to be less than the first spacing Z1, the second pedal 132 can be prevented from supporting the rear foot too high, so that the height of the rear foot supported above the fender 161 can be reduced, and the possibility that mud, dust, small stones, etc. on the ground splash to some areas around the rear foot of the rider during the riding process, resulting in soiling the driver's clothes or body and thus affecting the riding experience can be reduced.

[0129] Since the first connecting portion 162 is provided on the mudguard 161, the front end point of the first connecting portion 162 can be used to place the upright column 120 in a folded state. The smaller the distance between the first connecting portion 162 and the first reference plane, the lower the position of the end of the upright column 120 away from the folder 140, so that the end of the upright column 120 away from the folder 140 is likely to collide with and interfere with the second pedal 132. Therefore, by setting the second distance Z2 to be less than the third distance Z3, the highest point of the second pedal 132 can be lower than the front end point of the second connecting portion 111, thereby solving the above technical problem.

[0130] In some examples, the end of the upright column 120 away from the folder 140 may refer to the end of the upright column 120 used to connect to the handlebar tube 110. For example, the scooter 100 may include a forehead. The forehead may be provided at the end of the upright column 120 away from the folder 140 to fix the handlebar tube 110. Therefore, the end of the upright column 120 away from the folder 140 may also refer to the forehead, the handlebar tube 110, etc.

[0131] In some implementable ways, referring to Figure 6 As shown, the third distance Z3 in the embodiment of the present application is not greater than the first distance Z1.

[0132] Since the third distance Z3 is greater than or equal to the second distance Z2, that is, when the front end point of the second connecting portion 111 can be higher than the highest point of the second pedal 132, it can be used to avoid interference between the end of the upright column 120 away from the folder 140 and the second pedal 132. However, if the buckling position of the handlebar tube 110 in the folded state is adjusted upward to avoid the auxiliary pedal, the length of the upright column 120 correspondingly increases, which easily causes the fourth distance X4 between the center of the handlebar tube 110 and the first reference plane to increase, thus affecting the riding experience of short drivers. Therefore, in the embodiment of the present application, by setting the third distance Z3 not to be greater than the first distance Z1, it is possible to still meet the riding comfort for people of different body sizes while solving the interference and collision between the upright column 120 and the rear auxiliary pedal.

[0133] In some implementable ways, the difference between the first distance Z1 and the second distance Z2 in the embodiment of the present application is not less than 10 mm.

[0134] Due to the tolerances in the processing and assembly of the scooter 100, by setting the difference between the first distance Z1 and the second distance Z2 to be not less than 10 mm, when the scooter 100 is in a folded state, there can still be a safety distance between the end of the upright column 120 away from the folder 140 and the first pedal 131 to avoid collision and interference between the two. In addition, it can also provide a flexible design space for parameters such as the size of the upright column 120 and the inclination angle Y of the axis of the upright column 120 relative to the first reference plane.

[0135] In some realizable ways, referring to Figure 6 As shown, define the straight line passing through the axle center of the rear wheel assembly 160 and perpendicular to the front-rear direction of the vehicle as the first straight line M. The first connecting portion 162 can be located on one side of the first straight line M facing the front wheel assembly 150. The connecting line between the front end point of the first connecting portion 162 and the axle center of the rear wheel assembly 160 is the second straight line N. The first straight line M and the second straight line N are arranged at an angle a1.

[0136] In the embodiment of the present application, at least part of the outer contour of the mudguard 161 can extend in an arc surface matching the rear wheel 163. When the first connecting portion 162 is located on one side of the first straight line M facing the front wheel assembly 150, the first connecting portion 162 can be located on the arc surface of the mudguard 161, so that the first straight line M and the second straight line N are arranged at an angle a1. Therefore, during the folding process of the column 120, the end of the column 120 can easily move along the mating structure on the first connecting portion 162, so that the column 120 can maintain the folded state, thereby realizing the stability and safety of the folded state. In other words, if the front end point of the first connecting portion 162 is located on the side of the first straight line M away from the front wheel assembly 150, especially when the second distance Z2 is less than the third distance Z3, the highest point of the mudguard 161 is likely to block the connection between the end of the column 120 and the first connecting portion 162, resulting in the difficulty for the column 120 to maintain the folded state.

[0137] In some realizable ways, in the embodiment of the present application, the angle a1 between the first straight line M and the second straight line N is not greater than 37°.

[0138] In the embodiment of the present application, when the angle a1 between the first straight line M and the second straight line N is greater than 37°, the distance between the plane where the highest point of the first connecting portion 162 is located and the third reference plane decreases. Thus, when the column 120 is folded, the end of the column 120 away from the folder 140 is likely to collide and interfere with the second pedal 132. And, since the first connecting portion 162 is arranged on the arc surface of the mudguard 161, when the angle a1 between the first straight line M and the second straight line N is greater than 37°, the first connecting portion 162 is relatively forward. Therefore, it is likely to cause the size of the column 120 to decrease, thereby reducing the fourth distance X4 between the center of the cross tube 110 and the first reference plane when the column 120 is unfolded, and further affecting the riding experience of tall drivers.

[0139] In some examples, the top end of the first connecting portion 162 may not protrude from the second reference plane where the highest point of the mudguard 161 is located, so as to improve the overall aesthetics of the scooter 100. And, it is also possible to reduce the possibility that the top end of the first connecting portion 162 protrudes from the second reference plane and is easily damaged by external forces.

[0140] In some implementable ways, refer to Figures 1 to 5 As shown, the scooter 100 according to an embodiment of the present application may further include a folding device 140. One end of the column 120 is connected to the folding device 140, and the other end of the column 120 is connected to the handlebar crossbar.

[0141] The folding device 140 may include a first state and a second state. In the first state, the scooter 100 is in an unfolded state. In the second state, the scooter 100 is in a folded state. The column 120 can drive the handlebar tube 110 to flip relative to the frame 130. A second connecting portion 111 cooperating with the first connecting portion 162 is provided on the handlebar tube 110.

[0142] In the embodiment of the present application, the column 120 can be connected to the first connecting portion 162 through the second connecting portion 111 on the handlebar tube 110, so that the column 120 can maintain a folded state, thereby facilitating the driver to carry the scooter 100.

[0143] The embodiment of the present application does not limit the connection manner between the second connecting portion 111 and the first connecting portion 162. For example, the second connecting portion 111 and the first connecting portion 162 can be engaged with each other or hooked.

[0144] In some implementable ways, refer to Figure 6 As shown, the first connecting portion 162 according to an embodiment of the present application may be provided with a engaging opening 162a for the second connecting portion 111 to hook. The opening direction of the engaging opening 162a is inclined downward.

[0145] In the embodiment of the present application, the first connecting portion 162 can be inclined along the arc surface of the fender 161. Therefore, when the column 120 is folded so that the second connecting portion 111 approaches the fender 161, the second connecting portion 111 can first abut against the fender 161. Then, there is a mutual abutting force between the fender 161 and the second connecting portion 111. Since the engaging opening 162a of the first connecting portion 162 is inclined downward, under the action of the fender 161, the second connecting portion 111 can enter the inside of the engaging opening 162a along the inclined inner wall of the engaging opening 162a.

[0146] In some examples, the second connecting portion 111 is usually provided with an elastic body. The second connecting portion 111 can be held in the engaging opening 162a under the action of the elastic body, so that the column 120 has high reliability when folded, and the second connecting portion 111 is prevented from disengaging from the engaging opening 162a of the first connecting portion 162.

[0147] In some examples, the plane where the inner wall of the engaging opening 162a is located is defined as the fifth reference plane. The angle between the fifth reference plane and the second straight line N can be between 75° and 105°. For example, the angle between the fifth reference plane and the second straight line N can be 90°.

[0148] In some realizable ways, as shown in Figure 1 the second pedal 132 of the embodiment of the present application is detachably connected to the first pedal 131.

[0149] In the embodiment of the present application, the second pedal 132 can provide support for the rear heel during deceleration or acceleration. Especially during emergency braking or sudden acceleration, the second pedal 132 is subjected to an instantaneous impact force, which easily causes the second pedal 132 to deform. As a vulnerable part, the second pedal 132 can be maintained and replaced in a detachable manner, thereby reducing the possibility of increasing the maintenance cost caused by synchronously replacing the first pedal 131 or replacing the frame 130.

[0150] In some realizable ways, as shown in Figure 2 the second pedal 132 of the embodiment of the present application and the fender 161 can have a gap.

[0151] In the embodiment of the present application, since the second pedal 132 is easily deformed under the instantaneous impact force during emergency braking or sudden acceleration, therefore, having a gap between the second pedal 132 and the fender 161 can avoid the possibility that the force received by the second pedal 132 is transmitted to the fender 161, resulting in the deformation of the fender 161.

[0152] Moreover, when the second pedal 132 and the first pedal 131 are detachably connected, the gap between the fender 161 and the second pedal 132 can reserve an installation space for the second pedal 132 to reduce the installation difficulty.

[0153] In some examples, the second pedal 132 and the fender 161 can be an integral structure, or the second pedal 132 and the fender 161 are a split structure. For example, the second pedal 132 and the fender 161 can be detachably connected. It is not limited in the embodiment of the present application.

[0154] In some realizable ways, as shown in Figure 6 the first pedal 131 and the second pedal 132 of the embodiment of the present application can have a smooth transition. The second pedal 132 has a smooth buffer surface.

[0155] In the embodiments of the present application, when the driver stands on the first pedal 131, the front sole of the rear foot is located on the first pedal 131, and the rear heel is located on the second pedal 132. The smooth transition between the first pedal 131 and the second pedal 132 allows the rider to stand on the first pedal 131 and the second pedal 132 comfortably and stably, improving the comfort during riding. When the second pedal 132 is subjected to an instantaneous impact force, the smooth buffer surface of the second pedal 132 can reduce the possibility of deformation of the second pedal 132 caused by stress concentration, which is beneficial to improving the service life of the second pedal 132.

[0156] In some implementable ways, referring to Figure 6 As shown, the second pedal 132 of the embodiments of the present application is inclined relative to the first reference plane, and the inclination angle a2 of the second pedal 132 relative to the first reference plane is between 25° and 45°.

[0157] In the embodiments of the present application, when the inclination angle a2 of the second pedal 132 is greater than 45°, the inclination angle of the driver's rear foot is relatively large, which is likely to affect the riding experience. Moreover, when the inclination angle of the rear foot is too large, it is easy to cause injury to the rear foot under the interaction force between the second pedal 132 and the rear foot during emergency braking. When the inclination angle a2 of the second pedal 132 is less than 25°, the second pedal 132 is difficult to play a supporting role.

[0158] In some implementable ways, the value range of the second spacing Z2 of the second pedal 132 in the embodiments of the present application is between 35 mm and 80 mm.

[0159] In the embodiments of the present application, by setting the value range of the second spacing Z2 of the second pedal 132 between 35 mm and 80 mm, a relatively comfortable supporting effect can be provided for the rider, and moreover, the second pedal 132 itself can have better structural strength.

[0160] Embodiment Three

[0161] Figure 7 It is a partial cross-sectional structural schematic diagram of the rear wheel assembly 160 of the scooter 100 in a floating state in an embodiment of the present application. Figure 8 For Figure 1 The enlarged schematic diagram of part A in

[0162] The embodiments of the present application also provide a scooter 100, and the features identical to those in Embodiment One and Embodiment Two will not be described in detail.

[0163] In some implementable ways, referring to Figure 1 、 Figure 2 And Figure 7 As shown, the scooter 100 of the embodiments of the present application may include a rear wheel assembly 160, a frame 130, and a swing arm shock absorption assembly 180.

[0164] The frame 130 may include a first fixing plate 133. The rocker shock absorption assembly 180 may include a rocker 181 and an elastic member 182. The rocker 181 is rotatably connected to the frame 130. One end of the rocker 181 may be connected to the rear wheel assembly 160. A second fixing plate 1811 is provided at the other end of the rocker 181. The second fixing plate 1811 and the first fixing plate 133 may be oppositely arranged in the vertical direction of the vehicle and form a receiving portion for accommodating the elastic member 182. The first end 1821 of the elastic member 182 in the direction of elastic deformation is connected to the first fixing plate 133, and the second end 1822 of the elastic member 182 in the direction of elastic deformation is connected to the second fixing plate 1811.

[0165] The elastic member 182 in the embodiment of the present application can be used to provide a shock absorption function for the rear wheel assembly 160. The rocker 181 can be used to transfer the bumping force received by the rear wheel assembly 160 to the elastic member 182, so that the bumps and vibrations on the uneven road surface can be effectively absorbed by the elastic member 182, thereby reducing the impact transmitted to the frame 130 and the driver, and improving the stability and comfort of the driver when riding on the uneven road surface.

[0166] The embodiment of the present application can provide a rocker shock absorption assembly 180 with a simple structure. When the rocker 181 is connected to the frame 130, a receiving portion for accommodating the elastic member 182 can be formed between the first fixing plate 133 of the frame 130 and the second fixing plate 1811 of the rocker 181. The first fixing plate 133 and the second fixing plate 1811 can fix the elastic member 182 in the receiving portion, thereby realizing the fixation of the elastic member 182.

[0167] Among them, referring to Figure 6 and Figure 7 the directions shown, when the rear wheel assembly 160 is located in a pothole, the rear wheel assembly 160 sinks downward with the pothole, the rocker 181 moves in the clockwise direction, and the second fixing plate 1811 moves toward the first fixing plate 133, so that the elastic member 182 generates a compressive deformation, and the elastic member 182 can absorb part of the bumping feeling, thereby buffering the bumping feeling and vibration feeling brought by the pothole to the rider. Correspondingly, when the rear wheel assembly 160 returns to the flat road surface or is located on a convex bump, the rear wheel assembly 160 moves upward, the rocker 181 moves in the counterclockwise direction, and the second fixing plate 1811 moves away from the first fixing plate 133, so that the elastic member 182 rebounds, thereby absorbing part of the bumping feeling, and further buffering the bumping feeling and vibration feeling brought by the convex bump to the rider.

[0168] In some realizable ways, referring to Figure 6 and Figure 7As shown, the elastic member 182 of the embodiment of the present application can be inclined. The second end 1822 of the elastic member 182 can be located on the side of the first end 1821 of the elastic member 182 facing the traveling direction.

[0169] It should be noted that when the deformation direction of the elastic member 182 deviates greatly from the movement direction of the second fixing plate 1811 applying the acting force, the elastic member 182 needs to overcome its own deformation during the deformation process under the action of the second fixing plate 1811. Therefore, on the one hand, it is easy to affect the shock absorption effect. On the other hand, the force on the elastic member 182 is uneven, resulting in local stress concentration on the elastic member 182, thereby affecting the service life of the elastic member 182.

[0170] Therefore, to solve the above technical problems, in the embodiment of the present application, since the rocker arm 181 is rotatably connected to the vehicle frame 130, the movement trajectory of the second fixing plate 1811 of the rocker arm 181 can be arc-shaped. Therefore, by the second end 1822 of the elastic member 182 being located on the side of the first end 1821 of the elastic member 182 facing the traveling direction, the deformation direction of the elastic member 182 can be made close to the shape of the arc-shaped movement trajectory of the second fixing plate 1811. In other words, the deformation direction of the elastic member 182 can be tangent to the arc trajectory of the second fixing plate 1811, and the acting force received by the elastic member 182 from the second fixing plate 1811 can continue to move along its own deformation direction, so that the force on the elastic member 182 is uniform, the bumpy feeling can be buffered more effectively, and it is beneficial to improve the service life of the elastic member 182.

[0171] In some implementable ways, refer to Figure 6 As shown, a plane perpendicular to the vehicle's forward direction is defined as the main plane. The included angle b between the elastic deformation direction of the elastic member 182 and the main plane is not greater than 15°.

[0172] Among them, the included angle b between the elastic deformation direction of the elastic member 182 and the main plane should not be too large. For example, when the inclination angle of the elastic member 182 approaches the horizontal plane direction, the elastic deformation direction of the elastic member 182 also tends to be horizontal. Therefore, a complex link structure needs to be set on the rocker arm 181 to convert the arc-shaped movement trajectory of the second fixing plate 1811 into a movement trajectory similar to the deformation direction of the elastic member 182 through the link structure, which easily leads to a complex structure and complex assembly process of the rocker arm shock absorption assembly 180.

[0173] In some examples, the included angle b between the elastic deformation direction of the elastic member 182 and the main plane can be 10°, 12°, 13°, etc.

[0174] In some implementable ways, refer to Figure 7As shown, the rocker arm 181 of the embodiment of the present application may include a first mounting portion 1812 at one end away from the elastic member 182 and a second mounting portion 1813 between the two ends of the rocker arm 181. The rocker arm 181 is connected to the rear wheel assembly 160 at the first mounting portion 1812. The rocker arm 181 is connected to the frame 130 through a first rotating shaft 183 at the second mounting portion 1813. Along the vehicle forward direction, the first mounting portion 1812, the second mounting portion 1813, and the elastic member 182 are arranged in sequence.

[0175] In the embodiment of the present application, along the traveling direction, one end of the rocker arm 181 is a second fixing plate 1811, and the second fixing plate 1811 corresponds to the elastic member 182 for directly applying a force to the elastic member 182. The other end of the rocker arm 181 is the first mounting portion 1812 for connecting to the rear wheel assembly 160. The second mounting portion 1813 is located between the second fixing plate 1811 and the first mounting portion 1812. The second fixing plate 1811 and the first mounting portion 1812 can rotate synchronously relative to the second mounting portion 1813.

[0176] Therefore, when the rear wheel assembly 160 is jolted, the first mounting portion 1812 and the rear wheel assembly 160 fluctuate up and down. The first mounting portion 1812 can rotate around the first rotating shaft 183 of the second mounting portion 1813 to make the second fixing plate 1811 rotate synchronously, so that the second fixing plate 1811 can apply a force to the elastic member 182, and the elastic member 182 absorbs the jolt feeling to achieve the shock absorption effect.

[0177] In some examples, relative to the first mounting portion 1812, the second mounting portion 1813 can be closer to the second fixing plate 1811, so that the moment between the second mounting portion 1813 and the second fixing plate 1811 is less than the moment between the second mounting portion 1813 and the first mounting portion 1812, and thus a larger jolt feeling received by the rear wheel assembly 160 can be absorbed by a smaller deformation of the elastic member 182.

[0178] In some examples, the second mounting portion 1813 can be a hole structure. The first rotating shaft 183 can be arranged on the frame 130. The first rotating shaft 183 can pass through the second mounting portion 1813 so that the frame 130 and the rocker arm 181 are rotationally connected through the first rotating shaft 183.

[0179] In some realizable ways, refer to Figure 7 As shown, a first mounting surface 133a and a second mounting surface 1811a connected to the elastic member 182 are respectively provided on the first fixing plate 133 and the second fixing plate 1811 of the embodiment of the present application. At least one of the first mounting surface 133a and the second mounting surface 1811a is inclined relative to the main plane to make the elastic member 182 inclined.

[0180] In the embodiments of the present application, since the first mounting surface 133a and the second mounting surface 1811a are connected to the elastic member 182, at least one of the first mounting surface 133a and the second mounting surface 1811a being inclined relative to the main plane can be used to keep the elastic member 182 in an inclined state, so that there is no need to additionally provide a structure for inclining the elastic member 182, which is beneficial to simplifying the mounting structure.

[0181] In some examples, taking the second fixing plate 1811 being located above the first fixing plate 133 as an example, the first mounting surface 133a can be inclined relative to the main plane so that when the elastic member 182 is placed on the first fixing plate 133, the elastic member 182 is inclined by the first mounting surface 133a. Alternatively, the second mounting surface 1811a can be inclined relative to the main plane so that when the elastic member 182 is placed on the first fixing plate 133, the deformation direction of the elastic member 182 is inclined by the second mounting surface 1811a inclined relative to the main plane. Furthermore, both the first mounting surface 133a and the second mounting surface 1811a can be inclined relative to the main plane. The first mounting surface 133a and the second mounting surface 1811a can be parallel surfaces to each other, which is not limited in this embodiment.

[0182] In some examples, taking the first mounting surface 133a being inclined relative to the main plane as an example, when the included angle between the first mounting surface 133a and the main plane is 77°, the included angle b between the elastic deformation direction of the elastic member 182 and the main plane can be 13°.

[0183] In some realizable ways, as shown in Figure 7 The first fixing plate 133 of the embodiment of the present application is provided with a first recess 134 that can accommodate a part of the elastic member 182. The first mounting surface 133a is located on the bottom wall of the first recess 134. The second fixing plate 1811 is provided with a second recess 184 that can accommodate a part of the elastic member 182. The first recess 134 and the second recess 184 are opposite and face the accommodating part, and the second mounting surface 1811a is located on the bottom wall of the second recess 184.

[0184] In the embodiments of the present application, the first recess 134 can be used to accommodate a part of the elastic member 182. Therefore, the side wall of the first recess 134 can be used to fix the first end 1821 of the elastic member 182 so that the first end 1821 of the elastic member 182 is not easily disengaged from the first recess 134. Similarly, the second recess 184 can be used to accommodate a part of the elastic member 182. Therefore, the side wall of the second recess 184 can be used to fix the second end 1822 of the elastic member 182 so that the second end 1822 of the elastic member 182 is not easily disengaged from the second recess 184. Thus, the elastic member 182 can be fixed by the first recess 134 and the second recess 184, which is beneficial to simplifying the installation process.

[0185] In some examples, the first end 1821 of the elastic member 182 can abut against the bottom wall of the first recess 134, i.e., the first mounting surface 133a. The second end 1822 of the elastic member 182 can abut against the bottom wall of the second recess 184, i.e., the second mounting surface 1811a.

[0186] In some examples, the first recess 134 and the first fixing plate 133 can be an integral structure. The second recess 184 and the second fixing plate 1811 can also be an integral structure. Taking the first recess 134 and the first fixing plate 133 as an example, the first recess 134 can be an integrally formed structure with the first fixing plate 133, or the first recess 134 can be integrally formed with the first fixing plate 133 by means of welding, crimping, etc., and an inseparable integral structure is formed. No specific limitation is made in the embodiments of the present application.

[0187] In some implementable ways, referring to Figure 7 As shown, a first guiding post 1341 is provided in the first recess 134 of the embodiment of the present application. The first guiding post 1341 protrudes from the first mounting surface 133a, and at least a part of the elastic member 182 is sleeved outside the first guiding post 1341. The first end 1821 of the elastic member 182 can abut against the first mounting surface 133a. A second guiding post 1841 is provided in the second recess 184. The second guiding post 1841 protrudes from the second mounting surface 1811a, and at least a part of the elastic member 182 is sleeved outside the first guiding post 1341, and the second end 1822 of the elastic member 182 can abut against the second mounting surface 1811a.

[0188] In the embodiment of the present application, the first guiding post 1341 can be used to fix the first end 1821 of the elastic member 182 connected to the first mounting surface 133a. Since the first guiding post 1341 protrudes from the first mounting surface 133a, the first guiding post 1341 can more effectively prevent the first end 1821 of the elastic member 182 from disengaging from the first recess 134, thereby reducing the possibility of the elastic member 182 popping out. Similarly, since the second guiding post 1841 protrudes from the second mounting surface 1811a, the second guiding post 1841 can more effectively prevent the second end 1822 of the elastic member 182 from disengaging from the second recess 184, thereby reducing the possibility of the elastic member 182 popping out.

[0189] Moreover, the first guiding post 1341 and the second guiding post 1841 can be used to provide a guiding effect for the deformation direction of the elastic member 182, so as to prevent the elastic member 182 from deviating from the deformation direction, resulting in affecting the shock absorption effect and service life of the elastic member 182.

[0190] In some examples, the axis of the first guiding post 1341 can be perpendicular to the first mounting surface 133a. The axis of the second guiding post 1841 can also be perpendicular to the second mounting surface 1811a.

[0191] In some examples, the first guide post 1341 and the second guide post 1841 may have a gap so that when the elastic member 182 is compressed and deformed, the first guide post 1341 and the second guide post 1841 are not likely to collide and generate abnormal noises. Or at least one of the first guide post 1341 and the second guide post 1841 may have a buffering effect so that when the first guide post 1341 and the second guide post 1841 collide, the mutual acting force between the two can be buffered to reduce the possibility of abnormal noises.

[0192] In some realizable ways, as shown in Figure 7 the second guide post 1841 and the first guide post 1341 of the embodiment of the present application may have a gap. The rocker arm shock absorption assembly 180 may further include a first buffer member 185. The first buffer member 185 may be connected to at least one of the first guide post 1341 and the second guide post 1841. At least a part of the first buffer member 185 may be located between the gaps of the first guide post 1341 and the second guide post 1841.

[0193] In the embodiment of the present application, the first buffer member 185 may be used to prevent rigid collision between the first guide post 1341 and the second guide post 1841 when the elastic member 182 generates compressive deformation, so as to reduce the possibility of the shock feeling and abnormal noises caused by the rigid collision between the first guide post 1341 and the second guide post 1841.

[0194] In some examples, taking the connection between the first buffer member 185 and the first guide post 1341 as an example, the first buffer member 185 and the first guide post 1341 may be fixedly connected by means of threaded connection, interference fit, bonding, etc.

[0195] In some examples, the structure of the first buffer member 185 may be, but is not limited to, a columnar structure. The material of the first buffer member 185 may be, but is not limited to, rubber, PP (polypropylene), etc.

[0196] In some realizable ways, as shown in Figure 7 the second fixing plate 1811 of the embodiment of the present application may be located above the first fixing plate 133. The first recess 134 may be recessed in a direction away from the second fixing plate 1811.

[0197] In some examples, part of the outer wall of the first recess 134 may not protrude from the lower surface of the first fixing plate 133 either. For example, the first recess 134 may be located in the accommodating portions of the first fixing plate 133 and the second fixing plate 1811.

[0198] In other examples, part of the outer wall of the first recess 134 may protrude from the lower surface of the first fixing plate 133.

[0199] In the embodiments of the present application, when the demand for the shock absorption stroke of the rear wheel assembly 160 is large, a part of the outer wall of the first recess 134 can protrude from the lower surface of the first fixing plate 133 to meet the deformation amount of the elastic member 182. Moreover, when a part of the outer wall of the first recess 134 protrudes from the lower surface of the first fixing plate 133, the distance between the first fixing plate 133 and the second fixing plate 1811 can be kept unchanged, so that the overall appearance size of the scooter 100 is not easily affected, and the possibility that the distance between the first fixing plate 133 and the second fixing plate 1811 increases, resulting in an increase in the thickness of the first pedal 131 and the visual appearance of the scooter 100 being relatively bulky, can be reduced.

[0200] In some realizable ways, referring to Figure 7 As shown, the swing arm shock absorption assembly 180 of the embodiments of the present application may further include a second buffer member 186 and a third buffer member 187. The second buffer member 186 is located in the first recess 134, and the second buffer member 186 at least partially wraps the first end 1821 of the elastic member 182 to space the elastic member 182 and the inner wall of the first recess 134. The third buffer member 187 is located in the second recess 184. The third buffer member 187 wraps the second end 1822 of the elastic member 182 to space the elastic member 182 and the inner wall of the second recess 184.

[0201] In the embodiments of the present application, the second buffer member 186 can be used to prevent the first end 1821 of the elastic member 182 from rigidly rubbing against the inner wall of the first recess 134, thereby reducing the abnormal noise generated by the friction and the possibility that the friction affects the service life of the elastic member 182 and the first fixing plate 133. Similarly, the third buffer member 187 can be used to prevent the second end 1822 of the elastic member 182 from rigidly rubbing against the inner wall of the second recess 184, thereby reducing the abnormal noise generated by the friction and the possibility that the friction affects the service life of the elastic member 182 and the second fixing plate 1811.

[0202] In some examples, the structure of the second buffer member 186 can match the structure of the first recess 134. The structure of the third buffer member 187 can match the structure of the second recess 184.

[0203] In some examples, the second buffer member 186 can be fixed in the first recess 134 through the first guide post 1341. The third buffer member 187 can be fixed in the second recess 184 through the second guide post 1841.

[0204] In some realizable ways, referring to Figure 7As shown, a limiting component 190 is provided between the vehicle frame 130 and the swing arm 181 in the embodiment of the present application. The limiting component 190 may include a second rotating shaft 191 and a slideway structure 192. The second rotating shaft 191 may be located on one of the vehicle frame 130 or the swing arm 181. The slideway structure 192 is located on the other of the vehicle frame 130 or the swing arm 181. The slideway structure 192 can move relative to the second rotating shaft 191 within a certain range to constrain the relative movement of the swing arm 181 relative to the vehicle frame 130.

[0205] In the embodiment of the present application, through the cooperative movement of the second rotating shaft 191 and the slideway structure 192, it can be used to constrain the movement range of the swing arm 181 relative to the vehicle frame 130, so as to protect the elastic member 182 from excessive compression and rebound, thereby protecting the elastic member 182 from being easily damaged and further improving the service life of the elastic member 182.

[0206] In some examples, the relative movement range between the slideway structure 192 and the second rotating shaft 191 can be set according to the deformation amount of the elastic member 182.

[0207] In some examples, the second rotating shaft 191 may be located on the vehicle frame 130, the slideway structure 192 may be located on the swing arm 181, and the second rotating shaft 191 may pass through the slideway structure 192 to move on the travel path of the slideway structure 192. Or, the second rotating shaft 191 may be provided on the swing arm 181, and the slideway structure 192 may be located on the vehicle frame 130, which is not limited in the embodiment of the present application.

[0208] In some examples, the movement trajectory of the slideway structure 192 may be arc-shaped.

[0209] In some implementable ways, the swing arm shock absorption assembly 180 in the embodiment of the present application may further include a fourth buffer member. The fourth buffer member may be located between the second rotating shaft 191 and the inner wall of the slideway structure 192 to space the second rotating shaft 191 and the inner wall of the slideway structure 192.

[0210] In the embodiment of the present application, through the fourth buffer member, it can be used to prevent rigid collision from easily occurring between the second rotating shaft 191 and the inner wall of the slideway structure 192, thereby avoiding abnormal noise caused by rigid collision and wear on the inner wall of the second rotating shaft 191 and the slideway structure 192.

[0211] In some instances, the fourth buffer member may be sleeved on the outer wall of the second rotating shaft 191 to space the second rotating shaft 191 and the inner wall of the slideway structure 192. Or, the fourth buffer member may be sleeved on the inner wall of the slideway structure 192. It is not limited in the embodiment of the present application.

[0212] In some implementable ways, see Figure 1 and Figure 2As shown, the frame 130 of the embodiment of the present application may include a first pedal 131. A first fixing plate 133 may be disposed on the first pedal 131. The first fixing plate 133 and the first pedal 131 enclose a receiving space. At least a part of the second fixing plate 1811 is located in the receiving space.

[0213] In the embodiment of the present application, both the second fixing plate 1811 and the elastic member 182 may be located in the receiving space formed by the first fixing plate 133 and the first pedal 131, so that the elastic member 182 is not easily exposed, which is beneficial to reducing the possibility that dust and small stones get stuck in the elastic member 182 and affecting the damping effect of the elastic member 182.

[0214] In some examples, the frame 130 may further include a connecting plate. The connecting plate is connected to the first fixing plate 133 and is also connected to the first pedal 131. An included angle may exist between the connecting plate and the first fixing plate 133. A wire clamping structure for fixing a wire harness may be provided on the connecting plate.

[0215] In some realizable ways, referring to Figure 1 and Figure 8 As shown, the frame 130 of the embodiment of the present application may further include a second pedal 132. Along the vertical direction, the second pedal 132 is correspondingly disposed above the elastic member 182, and the second pedal 132 is detachably connected to the first pedal 131.

[0216] In the embodiment of the present application, the second pedal 132 can be used to support the driver's rear heel. By detachably connecting the second pedal 132 to the first pedal 131, when the second pedal 132 is detached from the first pedal 131, the installation position of the second pedal 132 can be used to install and fix the elastic member 182 and the rocker arm 181, so as to reserve sufficient installation space for the rocker arm damping assembly 180.

[0217] In some realizable ways, referring to Figure 1 and Figure 8 As shown, an installation opening 131a may be provided on the first pedal 131 of the embodiment of the present application. Along the up-and-down direction of the vehicle, the positive projection of the outer contour of the installation opening 131a and the positive projection of the second fixing plate 1811 have an overlapping area. The second pedal 132 is disposed at the installation opening 131a of the first pedal 131 to at least partially cover the installation opening 131a. In other words, the positive projection of the installation opening 131a along the up-and-down direction of the vehicle is the positive projection of the installation opening 131a on the first plane. Similarly, the positive projection of the second fixing plate 1811 along the up-and-down direction of the vehicle is the positive projection of the second fixing plate 1811 on the first plane.

[0218] In the embodiment of the present application, by setting that the orthographic projection of the outer contour of the mounting port 131a overlaps with the orthographic projection of the second fixing plate 1811, it can be used to facilitate the fixed installation of the rocker shock absorption assembly 180. During the installation process, the first end 1821 of the elastic member 182 can be abutted against the first mounting surface 133a of the first fixing plate 133 first, and then the rocker 181 can be fixed. The second fixing plate 1811 of the rocker 181 can be placed into the accommodating space from the mounting port 131a, so that the second mounting surface 1811a of the second fixing plate 1811 abuts against the second end 1822 of the elastic member 182. After the rocker 181 is fixed, the second pedal 132 can be connected to the first pedal 131 to cover the mounting port 131a.

[0219] In some realizable ways, referring to Figure 8 As shown, along the width direction of the first pedal 131, the rocker 181 may include opposite first cantilever 1814 and second cantilever 1815. At least a part of the second fixing plate 1811 may be located between the first cantilever 1814 and the second cantilever 1815 to connect the first cantilever 1814 and the second cantilever 1815.

[0220] In the embodiment of the present application, since the second fixing plate 1811 is located between the first cantilever 1814 and the second cantilever 1815, and the elastic member 182 is also located between the first cantilever 1814 and the second cantilever 1815, therefore, the bumpy feeling transmitted through the first cantilever 1814 and the second cantilever 1815 can be absorbed by one elastic member 182, which is beneficial to saving the number of elastic members 182 and reducing the material cost.

[0221] The first cantilever 1814 and the second cantilever 1815 are respectively located on both sides of the second fixing plate 1811. Therefore, the first cantilever 1814 and the second cantilever 1815 can transmit the bumpy feeling of the rear wheel assembly 160 to the second fixing plate 1811 respectively, and the first cantilever 1814 and the second cantilever 1815 can share the bumpy feeling together to improve the service life of the first cantilever 1814 and the second cantilever 1815.

[0222] In some realizable ways, the rear wheel assembly 160 may include a rear wheel 163. The ends of the first cantilever 1814 and the second cantilever 1815 far from the second fixing plate 1811 are connected to the rear wheel 163. Along the width direction of the first pedal 131, the first cantilever 1814 and the second cantilever 1815 are located on both sides of the rear wheel 163.

[0223] In the embodiment of the present application, the first cantilever 1814 and the second cantilever 1815 are arranged on both sides of the rear wheel 163, which can be used to evenly transfer the bumpy feeling received by the rear wheel 163 to the second fixing plate 1811, so that the elastic member 182 can be acted on by the second fixing plate 1811, so that the elastic member 182 absorbs the bumpy feeling of the rear wheel 163.

[0224] It should be noted here that the numerical values and numerical ranges involved in the present application are approximate values. Affected by the manufacturing process, there may be a certain range of errors, which can be considered negligible by those skilled in the art.

[0225] In the description of the embodiment of the present application, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be understood in a broad sense. For example, it can be a fixed connection or an indirect connection through an intermediate medium. It can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiment of the present application can be understood according to specific situations.

[0226] In the description of the present application, it should be understood that the terms "center", "length", "width", "thickness", "top end", "bottom end", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "inner", "outer", "axial", "circumferential", etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated position or component must have a specific orientation, a specific structure and operation. Therefore, it cannot be understood as a limitation of the present invention.

[0227] In the embodiment of the present application or it is implied that the indicated device or component must have a specific orientation, a specific orientation structure and operation. Therefore, it cannot be understood as a limitation of the embodiment of the present application. In the description of the embodiment of the present application, the meaning of "a plurality" is two or more, unless otherwise specifically and precisely specified.

[0228] The terms "first", "second", "third", "fourth", etc. (if any) in the specification, claims and above-mentioned drawings of the embodiment of the present application are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances, so that the embodiments of the present application described here, for example, can be implemented in an order other than those illustrated or described here.

[0229] In addition, the terms "comprising", "having", and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or are inherent to these processes, methods, products, or apparatuses.

[0230] The term "plurality" as used herein means two or more. The term "and / or" as used herein is merely a description of the associated relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after; in a formula, the character " / " represents a "division" relationship between the associated objects before and after.

[0231] It should be understood that the various numerical numbers involved in the embodiments of the present application are only for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0232] It should be understood that in the embodiments of the present application, the magnitudes of the sequence numbers of the above processes do not mean the order of execution, and the order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

Claims

1. A scooter (100), characterized in that, Comprising: A handlebar cross tube (110); A vertical column (120), the top end of the vertical column (120) being connected to the handlebar cross tube (110); A vehicle frame (130), on both sides of the vehicle frame (130) along the traveling direction, a front wheel assembly (150) and a rear wheel assembly (160) are respectively provided, the bottom end of the vertical column (120) being connected to the front wheel assembly (150), defining the distance between the wheel axle axis of the front wheel assembly (150) and the wheel axle axis of the rear wheel assembly (160) as a first distance X1, and defining the plane where the lowermost ends of the front wheel assembly (150) and the rear wheel assembly (160) are located as a first plane; A folding device (140), the vertical column (120) and the front wheel assembly (150) being connected through the folding device (140), and the vertical column (120) being able to be unfolded or folded relative to the front wheel assembly (150) through the folding device (140); Wherein, along the height direction of the vertical column (120), when the vertical column (120) is unfolded, the center of the handlebar cross tube (110) has a second distance X2 from the first plane, and the ratio between the second distance X2 (mm) and the first distance X1 (mm) is between 1.2 - 1.5; When the vertical column (120) is folded, the top end of the folding device (140) has a third distance X3 from the first plane, and the ratio between the third distance X3 (mm) and the first distance X1 (mm) is between 0.5 - 0.

65.

2. The scooter (100) according to claim 1, characterized in that, The vehicle frame (130) includes a first pedal (131), along the traveling direction, the first pedal (131) is located between the front wheel assembly (150) and the rear wheel assembly (160), and is connected to the front wheel assembly (150) and the rear wheel assembly (160); Defining the plane where the upper surface of the first pedal (131) is located as a second plane, there is a fourth distance X4 between the center of the handlebar cross tube (110) and the second plane, and when the vertical column (120) is unfolded, the ratio between the fourth distance X4 (mm) and the first distance X1 (mm) is between 1.0 - 1.

25.

3. The scooter (100) according to claim 2, wherein, Along the width direction of the first pedal (131), the ratio of the length L of the handlebar cross tube (110) to the second distance X2 is between 0.4 - 0.

6.

4. The scooter (100) according to claim 2, characterized in that, The axis of the vertical column (120) has an inclination angle Y relative to the second plane, and the value range of the inclination angle Y is: 12° - 16°.

5. The scooter (100) according to claim 2, characterized in that, The scooter (100) further includes a connecting rod assembly (170), the connecting rod assembly (170) connecting the front wheel assembly (150), the first pedal (131) and the vertical column (120); The folding device (140) is arranged at one end of the connecting rod assembly (170) far from the front wheel assembly (150), and there is a fifth distance X5 between the folding device (140) and the wheel axle axis of the front wheel assembly (150), and the dimension range of the fifth distance X5 is between 345 mm - 400 mm.

6. The scooter (100) according to any one of claims 2 to 5, characterized in that, The scooter (100) further includes a second pedal (132). One end of the second pedal (132) is connected to the end of the first pedal (131) close to the rear wheel assembly (160), and the second pedal (132) extends obliquely backward and upward from the end of the first pedal (131) close to the rear wheel assembly (160).

7. The scooter (100) according to claim 6, characterized in that, Relative to the second plane where the first pedal (131) is located, the rear wheel assembly (160) has a first spacing Z1, and the second pedal (132) has a second spacing Z2, and the second spacing Z2 is less than or equal to the first spacing Z1.

8. The scooter (100) according to claim 1, characterized in that, The length L of the handlebar tube (110) ranges from 550 mm to 590 mm.

9. The scooter (100) according to claim 2, characterized in that, The value range of the fourth distance X4 between the center of the handlebar tube (110) and the second plane is between 950 mm and 1050 mm.

10. The scooter (100) according to claim 1, characterized in that, The value range of the first distance X1 between the axial direction of the front wheel assembly (150) axle and the axis of the rear wheel assembly (160) axle is between 850 mm and 930 mm.

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