Cross device and vehicle

Abstract

The application provides a handlebar device and a vehicle, and relates to the technical field of walking aids. The handlebar device comprises a forehead shell and a handlebar assembly, and the handlebar assembly comprises a first handlebar assembly and a second handlebar assembly. In a first direction, the first handlebar assembly and the second handlebar assembly are oppositely arranged on two sides of the forehead shell, and at least one of the first handlebar assembly and the second handlebar assembly is detachably connected with the forehead shell. At least two handlebar accessories are arranged on the first handlebar assembly and the second handlebar assembly. The application can simplify the disassembly and assembly process of the at least two handlebar accessories, and thus improves the disassembly and assembly efficiency and convenience of the vehicle.

Description

[0001] This application claims priority to Chinese Patent Application No. 202411909888.0, filed on December 23, 2024, entitled "Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of personal transportation technology, and more particularly to a handlebar device and a vehicle. Background Technology

[0003] Electric scooters are becoming increasingly common in people's daily lives, and their agility and portability have made them popular among young consumers.

[0004] In related technologies, a vehicle typically includes a handlebar assembly, a chassis, and a overhead housing. The handlebar assembly usually passes through the overhead housing and is connected to the chassis. The handlebar assembly is equipped with multiple handlebar accessories, such as grips, bells, or other accessories.

[0005] However, the disassembly and assembly process of multiple handlebar components is relatively complicated, which reduces the efficiency of disassembly and assembly of handlebar components. Utility Model Content

[0006] In view of the above problems, this application provides a handlebar device and a vehicle, which can simplify the disassembly and assembly process of the handlebar accessories, thereby improving the disassembly and assembly efficiency of the vehicle.

[0007] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0008] In a first aspect, embodiments of this application provide a handle device, comprising:

[0009] Forehead shell;

[0010] The handlebar assembly includes a first handlebar assembly and a second handlebar assembly; along a first direction, the first handlebar assembly and the second handlebar assembly are disposed opposite to each other on both sides of the forehead housing, and at least one of the first handlebar assembly and the second handlebar assembly is detachably connected to the forehead housing; wherein, at least two handlebar accessories are provided on both the first handlebar assembly and the second handlebar assembly.

[0011] In one possible implementation, the first horizontal assembly and the second horizontal assembly are detachably connected to the forehead housing, respectively.

[0012] In one possible implementation, the first handle assembly includes a first handle and at least two first handle accessories fitted onto the first handle, the first handle being detachably connected to the forehead housing, wherein the at least two first handle accessories include a first handle cover, a bell, and a first end cap.

[0013] The second crossbar assembly includes a second crossbar and at least two second crossbar fittings fitted onto the second crossbar. The second crossbar is detachably connected to the forehead housing. The at least two second crossbar fittings include a second grip and a second end cap.

[0014] In one possible implementation, the forehead housing includes:

[0015] The mounting hole has a first opening and a second opening. The first opening is located at the end of the front housing facing the corresponding handlebar, allowing the corresponding handlebar to be inserted into the mounting hole. The second opening extends along the axial direction of the corresponding handlebar and breaks the sidewall of the mounting hole to form a deformable clamping part.

[0016] Fasteners, which are disposed on the front housing and span across both sides of the second opening, are used to adjust the opening size of the second opening to lock or unlock the corresponding handlebars.

[0017] In one possible implementation, the forehead housing further includes a main body portion, which includes a first main body portion and two second main body portions; the two second main body portions are disposed opposite to each other on both sides of the first main body portion and are respectively connected to the first main body portion;

[0018] Each of the second main body portions has the mounting hole.

[0019] In one possible implementation, each of the second main body portions further includes a hollow connecting lug, the inner cavity of which communicates with the second opening of the mounting hole, and the connecting lug is provided with a threaded hole group, the threaded hole group including two threaded holes coaxially arranged, the two threaded holes being located on both sides of the second opening respectively;

[0020] The fastener is threaded into the threaded hole group. By tightening or loosening the fastener, the opening of the second opening is adjusted to lock or unlock the corresponding handlebar.

[0021] In one possible implementation, the number of threaded hole groups includes two, and the two threaded hole groups are arranged axially spaced along corresponding handles.

[0022] In one possible implementation, at least one of the first handlebars and the second handlebars is provided with a guide protrusion that extends along the axial direction of the corresponding handlebar.

[0023] In one possible implementation, at least one of the first handlebars and the second handlebars is provided with a through hole extending along the axial direction of the corresponding handlebar.

[0024] In one possible implementation, the handle further includes an electronic control component and at least one operating element;

[0025] The electronic control assembly includes a first electronic control board and at least one sensing element disposed on the first electronic control board; in the first direction, the electronic control assembly has a first end and a second end disposed opposite to each other, and either the first end or the second end is adjacent to the corresponding end of the forehead housing;

[0026] At least one of the operating elements is connected to the electronic control assembly, and each operating element includes a trigger element; wherein each trigger element is connected to a corresponding sensing element for triggering the corresponding sensing element to output a sensing signal.

[0027] Secondly, embodiments of this application provide a vehicle including the handlebar device described in the first aspect.

[0028] In the handlebar device and vehicle provided in this application embodiment, the handlebar assembly is configured as a split structure, that is, the handlebar assembly includes a first handlebar assembly and a second handlebar assembly, at least one of which is detachably connected to the overhead housing. When it is necessary to replace the handlebar components, the handlebar assembly detachably connected to the overhead housing can be removed. This allows at least two handlebar components located on the handlebar assembly to be removed from both sides, simplifying the disassembly and assembly of the handlebar components and thus improving the disassembly and assembly efficiency of the vehicle.

[0029] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the cross-handling device and vehicle provided by the embodiments of this application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 An explosion diagram of a vehicle provided in an embodiment of this application;

[0032] Figure 2 A perspective view of one side of the vehicle provided in an embodiment of this application;

[0033] Figure 3 A front view of the vehicle provided in an embodiment of this application;

[0034] Figure 4 A top view of the vehicle provided in an embodiment of this application;

[0035] Figure 5 A perspective view of the forehead component provided in an embodiment of this application;

[0036] Figure 6 A top view of the forehead component provided in an embodiment of this application;

[0037] Figure 7 A perspective view of the electronic control component provided in the embodiments of this application;

[0038] Figure 8 A top view of the electronic control component provided in the embodiments of this application;

[0039] Figure 9 An exploded view of the electronic control component provided in the embodiments of this application;

[0040] Figure 10 For along Figure 4 A cross-sectional view along the AA direction;

[0041] Figure 11 A perspective view of the vehicle from another angle, provided in an embodiment of this application;

[0042] Figure 12 for Figure 11 Enlarged schematic diagram of region B in the middle.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1000: Vehicles;

[0045] 100: Front housing; 110: Clearance area; 120: Main body; 121: First main body; 122: Second main body; 1221: Connecting lug; 1222: Threaded hole; 123: First receiving cavity; 130: Protrusion; 131: Second receiving cavity; 140: Second electronic control board; 150: Electrical component; 160: Fastener;

[0046] 200: Electronic control components;

[0047] 210: Connecting housing; 211: Connecting protrusion; 212: First screw; 213: Housing; 214: Cover plate; 2141: Base plate; 2142: Side plate; 215: Instrument;

[0048] 220: First electronic control board; 221: Sensing element; 2211: First sensing element; 2212: Second sensing element; 2213: Third sensing element;

[0049] 230: First rotating shaft; 240: Second rotating shaft; 250: Third rotating shaft;

[0050] 300: Operating component; 310: Brake lever assembly; 311: Brake lever; 312: Rotating component; 3121: First rotating hole; 313: Second screw;

[0051] 320: Dial lever;

[0052] 330: Toggle component;

[0053] 400: Turn signal;

[0054] 500: First crossarm assembly; 510: First crossarm; 520: First grip; 530: Bell; 540: First end cap; 550: Guide protrusion; 560: Through hole;

[0055] 600: Second crossarm assembly; 610: Second crossarm; 620: Second grip sleeve; 630: Second end cap;

[0056] 700: Ambient light; 710: Light-emitting element; 720: Transparent lampshade; 730: Light guide strip;

[0057] 800: Headlight; 810: Headlight housing. Detailed Implementation

[0058] In related technologies, the handlebar assembly typically consists of a single, integral structure, with the handlebar passing through the overhead housing and its two ends positioned at opposite ends of the housing. Multiple handlebar components are mounted on the handlebar. When replacing or repairing these components, multiple components must be disassembled sequentially in the same direction, a cumbersome process. For example, replacing a component near the overhead housing requires first removing all components from the other side, leading to unnecessary repetition and reducing the efficiency of disassembling and assembling multiple handlebar components, thus lowering the overall vehicle assembly and disassembly efficiency.

[0059] To address the aforementioned technical problems, this application provides a handlebar device and vehicle in which the handlebar assembly is configured as a split structure, specifically, the handlebar assembly includes a first handlebar assembly and a second handlebar assembly, at least one of which is detachably connected to the overhead housing. When it is necessary to replace the handlebar components, the handlebar assembly detachably connected to the overhead housing can be removed. This allows at least two handlebar components located on the handlebar assembly to be removed from both sides, simplifying the disassembly and assembly of the handlebar components and thus improving the vehicle's disassembly and assembly efficiency.

[0060] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0061] This application provides a vehicle, which can be a scooter, a balance bike, or an electric vehicle. The vehicle can also be a foldable vehicle for easy carrying. Specifically, the vehicle can be a foldable scooter, a foldable balance bike, a foldable bicycle, or a foldable electric vehicle.

[0062] Please refer to the attached document. Figure 1 To be continued Figure 4 The handlebar assembly includes a front housing 100, which is used to mount the handlebar assembly and the vehicle body to achieve the connection between the handlebar assembly and the vehicle body. The front housing 100 also serves as a passageway for the wiring harness; this allows the wiring harness to be housed within the front housing 100, preventing it from being exposed externally, improving the neatness of the wiring harness, and reducing the potential risk of failure due to external environmental factors (such as wear, corrosion, water immersion, etc.), thus improving the safety and reliability of the wiring harness. In this embodiment, the material of the front housing 100 includes, but is not limited to, aluminum alloy.

[0063] The steering mechanism also includes steering components, which include a first steering component 500 and a second steering component 600. Along a first direction, the first steering component 500 and the second steering component 600 are disposed opposite each other on both sides of the front housing 100. In this embodiment, the steering mechanism is applied to a vehicle; the following embodiments use the vehicle as a reference to define the orientation of the first direction. Exemplarily, the vehicle 1000 typically includes a lateral direction and a longitudinal direction (or, the direction of travel). The first direction is the lateral direction of the vehicle 1000, and the first direction is the auxiliary... Figure 4 The M direction is the direction of travel. The second direction is the longitudinal direction of the vehicle (the direction of travel). Figure 4 The N direction in the middle.

[0064] It should be noted that the extension direction of the handlebar assembly can have a preset angle with the first direction. In some embodiments, the preset angle is 0 degrees, in which case the entire handlebar assembly is in a straight line. The extension directions of the first handlebar 510 and the second handlebar 610 are both relatively parallel to the first direction, so that the front housing 100, the first handlebar assembly 500 and the second handlebar assembly 600 form a straight line shape. This facilitates the manufacture of the vehicle 1000 and reduces the production cost of the vehicle 1000.

[0065] In other embodiments, the preset included angle is greater than 0 and less than 30 degrees, and the end of the horizontal component facing away from the forehead housing 100 faces the user, so that the entire handlebar device presents a shape with a curved arc, which improves the design smoothness of the handlebar device.

[0066] With attachment Figure 4 Taking the orientation shown as an example, the first horizontal component 500 and the second horizontal component 600 are respectively disposed on the left and right sides of the forehead housing 100. At least one of the first horizontal component 500 and the second horizontal component 600 is detachably connected to the forehead housing 100; wherein, each of the first horizontal component 500 and the second horizontal component 600 is provided with at least two horizontal accessories.

[0067] In this way, when it is necessary to replace the handlebar components, the handlebar assembly that is detachably connected to the front housing 100 can be removed, so that at least two handlebar components located on the handlebar assembly can be removed from both sides respectively. This eliminates the need to remove the handlebar components in the same direction as in related technologies, simplifying the disassembly and assembly of the handlebar components and thus improving the efficiency of disassembly and assembly of the handlebar components and the vehicle.

[0068] It should be understood that, in the embodiments of this application, at least one of the first horizontal component 500 and the second horizontal component 600 is detachably connected to the forehead housing 100. This can be understood as one of the first horizontal component 500 and the second horizontal component 600 being detachably connected to the forehead housing 100. It can also be understood that the first horizontal component 500 and the second horizontal component 600 are respectively detachably connected to the forehead housing 100.

[0069] Both the first and second crossbar components 500 and 600 can be disassembled independently without following a fixed sequence. Maintenance personnel can simultaneously remove the target components from both sides of the vehicle, reducing operation time. For example, when replacing the crossbar component on the first crossbar component 500, it is only necessary to separate the first crossbar component 500 from the front cover 100; there is no need to disassemble the second crossbar component 600. This modular replacement achieves modular replacement and reduces maintenance costs.

[0070] In one possible implementation, the first handle assembly 500 includes a first handle 510 and at least two first handle accessories fitted onto the first handle 510. The first handle 510 is detachably connected to the forehead housing 100, and the at least two first handles include a first handle sleeve 520, a bell 530, and a first end cap 540. The bell 530, the first handle sleeve 520, and the first end cap 540 are sequentially fitted onto the first handle 510, and the first end cap 540 is used to seal the end of the first handle sleeve 520 that faces away from the bell 530.

[0071] The second handle assembly 600 includes a second handle 610 and at least two second handle accessories fitted onto the second handle 610. The second handle 610 is detachably connected to the forehead housing 100, and the at least two second handle accessories include a second handle sleeve 620 and a second end cap 630. The second handle sleeve 620 and the second end cap 630 are sequentially fitted onto the second handle 610, and the second end cap 630 is used to seal the end of the second handle sleeve 620 that faces away from the forehead housing 100.

[0072] With attachment Figure 3 Taking the orientation shown as an example, when it is necessary to replace the bell 530, the first handle 510 can be removed from the forehead housing 100. Then, the bell 530 can be directly removed from the right side. Unlike related technologies, where the first end cover 540 and the first handle cover 520 must be removed before the bell 530 can be taken out, this simplifies the disassembly process of the bell 530 and improves the disassembly efficiency of the bell 530.

[0073] Meanwhile, when the first grip sleeve 520 of the first crossarm assembly 50 is damaged, the first crossarm assembly 500 can be directly removed from the front housing 100. Afterwards, the first grip sleeve 520 can be removed from both sides of the first crossarm 510, which facilitates the replacement or repair of the first crossarm assembly 500.

[0074] It should be noted that in this embodiment, both the first horizontal bar 510 and the second horizontal bar 610 can be connected to the forehead housing 100 by means of a clamp, which can facilitate the disassembly and installation of the forehead housing 100.

[0075] In one possible implementation, the forehead housing 100 includes a mounting hole (not shown) extending along the axis of the corresponding handlebar. The mounting hole has a first opening (not shown) and a second opening (not shown). The first opening is located at the end of the forehead housing 100 facing the corresponding handlebar, allowing the corresponding handlebar to be inserted into the mounting hole. The second opening extends along the axis of the corresponding handlebar and breaks the sidewall of the mounting hole to form a deformable clamping portion. In other words, the area where the forehead housing 100 connects to the corresponding handlebar forms a clamp-like structure.

[0076] The front housing 100 also includes fasteners 160, which are disposed on the front housing 100 and span across both sides of the second opening for adjusting the opening size of the second opening to lock or unlock the corresponding handlebars.

[0077] By adjusting the preload of the fasteners and the opening of the second opening, handlebars of different diameters can be adapted, thus improving the fit between the front housing 100 and the corresponding handlebars.

[0078] To further define the location of the mounting holes, the structure of the forehead housing 100 is further refined in this embodiment.

[0079] Please refer to the attached document. Figure 5 and attached Figure 6 For example, the forehead housing 100 also includes a main body portion 120, which includes a first main body portion 121 and two second main body portions 122 connected to the first main body portion 121. The two second main body portions 122 are respectively located on both sides of the first main body portion 121. That is, along the first direction, the two second main body portions 122 are respectively located on both sides of the first main body portion 121.

[0080] Each of the second main body parts 122 has mounting holes, which allows for improvements to the forehead housing 100 so that the two second main body parts 122 form a clamp structure, simplifying the manufacturing process of the forehead housing 100.

[0081] Furthermore, in this embodiment, the first horizontal bar 510 is detachably connected to one of the second main body parts 122 via a clamp, and the second horizontal bar 610 is detachably connected to the other second main body part 122 via a clamp. At this time, the first horizontal bar 510, the second horizontal bar 610, and the front shell 100 form a bent shape, which is particularly suitable for scenarios that need to withstand large lateral forces or torsional forces, thus improving the durability and safety of the vehicle 1000.

[0082] In one possible implementation of the front housing 100, the second main body portion 122 and the first main body portion 121 form an angle; wherein the second main body portion 122 and the first main body portion 121 enclose a clearance area 110. The first main body portion 121 and the second main body portion 122 adopt an arc transition, which, while forming the clearance area 110, also reduces air resistance during driving, improving the aerodynamic performance of the vehicle 1000. Furthermore, the arc transition reduces stress concentration points, making the front housing 100 more resistant to deformation and damage when subjected to external forces, thus improving safety and service life.

[0083] It should also be noted that the forehead housing 100 includes a protrusion 130, which is connected to the first main body 121 and extends in a second direction away from the main body 120. In other words, in riding mode, the protrusion 130 extends towards the user. This configuration increases the internal space of the forehead housing 100, facilitating the integration of more functional modules, such as those for installing electrical components.

[0084] In one possible implementation, please refer to the appendix. Figure 1 and attached Figure 4 Each second main body 122 also includes a hollow connecting lug 1221. The inner cavity of the connecting lug 1221 communicates with the second opening of the mounting hole, and the connecting lug 1221 is provided with a threaded hole group, which includes two threaded holes 1222 coaxially arranged, and the two threaded holes 1222 are respectively located on both sides of the second opening.

[0085] Fastener 160 is threaded into the threaded hole assembly. By tightening or loosening fastener 160, the opening of the second opening can be adjusted to lock or unlock the corresponding handlebar.

[0086] The hollow design of the connecting lug 1221 connects to the second opening of the mounting hole, allowing the locking force of the fastener 160 to act directly on the deformable clamping part, forming a uniform annular clamping force, thereby locking the corresponding handlebar. In addition, the hollow inner cavity of the connecting lug 1221 provides a concealed cable routing channel for brake cables, shift cables, etc., avoiding tangling or wear caused by exposed cables.

[0087] It should be noted that the number of threaded hole groups can be one or more. For example, there are two threaded hole groups, which are arranged at intervals along the axial direction of the corresponding handlebars. In this way, a fastener 160 can be installed in each threaded hole group, which can improve the connection stability between the handlebars and the front housing 100.

[0088] Please continue to refer to the appendix. Figure 1 In one possible implementation, at least one of the first handlebar 510 and the second handlebar 610 is provided with a guide protrusion 550, which extends along the axial direction of the corresponding handlebar. Exemplarily, both the first handlebar 510 and the second handlebar 610 are provided with guide protrusions 550. Taking the first handlebar 510 as an example, guide grooves are provided on the inner walls of the first handlebar sleeve 520, the bell 530, and the mounting holes into which the first handlebar 510 is inserted. The guide protrusions 550 and guide grooves enable blind-insertion installation, eliminating the need for repeated adjustments to the handlebar angle and ensuring that the first handlebar 510 and the second handlebar 610 automatically align when inserted into the mounting holes, reducing installation time. Furthermore, these guides also provide guidance for the installation of the first handlebar sleeve 520 and the bell 530, facilitating their installation.

[0089] Please continue to refer to the appendix. Figure 1 In one possible implementation, at least one of the first handlebar 510 and the second handlebar 610 is provided with a through hole 560, which extends along the axial direction of the corresponding handlebar. This allows for weight reduction of the first handlebar 510 and the second handlebar 610, thereby achieving a lightweight handlebar device. In another possible implementation, please continue to the appendix. Figure 7 To be continued Figure 9 The horizontal device also includes an electronic control assembly 200 and at least one operating element 300. The electronic control assembly 200 is connected to the forehead housing 100. Exemplarily, the electronic control assembly 200 is detachably connected to the forehead housing 100 to facilitate the installation and removal of the electronic control assembly 200.

[0090] The electronic control assembly 200 includes a first electronic control board 220 and at least one sensing element, wherein at least one sensing element 221 is disposed on the first electronic control board 220.

[0091] The vehicle 1000 includes at least one operating element 300, which is connected to the electronic control component 200. Each operating element 300 includes a trigger (not shown in the figure); each trigger is connected to a corresponding sensing element 221 to trigger the corresponding sensing element 221 to output a sensing signal. It should be noted that in this embodiment, the connection between the at least one operating element 300 and the electronic control component 200 can be direct or indirect.

[0092] Please refer to the attached document. Figure 4 In the first direction, the electronic control assembly 200 has a first end and a second end disposed opposite to each other, with either the first end or the second end adjacent to the corresponding end of the front housing 100. In other words, the first end is adjacent to the left end of the front housing 100, and the second end is adjacent to the right end of the front housing 100. This allows the dimensions of the electronic control assembly 200 in the first direction to be similar to those of the front housing 100 in the first direction, so that the operating element 300 is closer to the sensing element 221, thereby facilitating timely and effective sensing of the operating element 300 by the sensing element 221. Furthermore, the length of the electronic control assembly 200 can be extended, thereby allowing for the placement of more devices on the first electronic control board 220 and improving the integration of the vehicle 1000.

[0093] It should be understood that after the sensing element 221 generates a sensing signal, the sensing signal can be processed by the first electronic control board 220 or by the controller of the vehicle 1000. In some embodiments, the first electronic control board 220 is used to receive the sensing signal from the sensing element 221 and can generate corresponding action commands based on the sensing signal.

[0094] For example, vehicle 1000 also includes a controller (not shown in the figure), which is electrically connected to the first electronic control board 220. When the sensing element 221 generates a sensing signal, the first electronic control board 220 can transmit this sensing signal to the controller, which then generates corresponding action commands based on the sensing signal. For example, when the operating element is a brake lever, the controller can control the battery to disconnect based on the sensing signal, thereby switching the power output of vehicle 1000 to achieve the braking function. For another example, when the operating element 300 is a shifter, the controller can control the transmission to adjust the gears of vehicle 1000 to meet different driving needs based on the sensing signal. Furthermore, when the operating element 300 is a turn signal switch, the controller can turn on the turn signal based on the sensing signal to alert other vehicles and pedestrians to the vehicle's turning intention.

[0095] Thus, when disassembling a certain operating component 300, it is only necessary to separate the operating component 300 from the electronic control component 200, without having to open the front housing 100 and disconnect the wiring harness connected to the controller, thereby simplifying the disassembly and assembly process and improving the disassembly and assembly efficiency and convenience of the vehicle 1000.

[0096] When there are at least two operating elements 300, each operating element 300 is connected to the electronic control component 200 via induction. The electronic control component 200 is then connected to the controller via a single wiring harness. Unlike related technologies, where each operating element 300 requires a separate wiring harness to connect to the controller, this reduces the number of wiring harnesses, significantly simplifies the wiring harness layout inside the front housing 100, making it neater and more organized, and reducing the potential risk of malfunctions due to messy wiring harnesses. Furthermore, reducing the number of wiring harnesses reduces material input and lowers material costs.

[0097] It should be noted that the controller is electrically connected to the first control board 220, which can be understood as a direct connection or an indirect connection. In one example, the controller can be directly plugged into the first control board 220. In another example, the controller and the first control board 220 are separate units, and the controller and the first control board 220 are connected via a wiring harness.

[0098] In one possible implementation, the electronic control assembly 200 further includes a connecting housing 210, within which the first electronic control board 220 is disposed. This arrangement allows the connecting housing 210 to protect the first electronic control board 220, providing a physical barrier that effectively isolates it from external contaminants such as dust, moisture, and oil, reducing environmental damage to the electronic components and extending the assembly's lifespan. Simultaneously, the connecting housing 210 can also serve as a connecting component to enable the connection between the electronic control assembly 200 and the front housing 100.

[0099] For example, the connecting housing 210 is detachably connected to the front housing 100 and is located below the front housing 100. In this embodiment, the detachable connection between the connecting housing 210 and the front housing 100 allows the electronic control component 200 to be easily removed from the front housing 100 for necessary repairs or replacements when it malfunctions or requires maintenance. This significantly reduces the difficulty and time cost of maintenance and improves vehicle maintenance efficiency.

[0100] Furthermore, the electronic control component 200 is located below the front housing 100, which can at least partially shield the electronic control component 200. This reduces the safety risks caused by accidental contact or impact. It also reduces the corrosion from external environmental factors such as rainwater, dust, and dirt, extending the service life of the electronic control component 200.

[0101] To facilitate the detachable connection between the housing 210 and the forehead housing 100, please refer to the attached document in this embodiment. Figure 5 and attached Figure 6The connecting housing 210 also includes at least two connecting protrusions 211, which are detachably connected to the front housing 100 by a first screw 212. This disperses the stress at the connection point, improves the stability and reliability of the connection, and helps ensure a secure connection between the connecting housing 210 and the front housing 100, preventing loosening or damage due to vibration or impact during driving.

[0102] At least two connecting protrusions 211 extend in a direction away from the vehicle, meaning that at least two connecting protrusions 211 can be located at the rear of the connecting housing 210, which helps to avoid spatial conflicts with other vehicle components and optimize the overall spatial layout.

[0103] As one possible implementation of the connecting housing 210, please refer to the appendix. Figure 9 The connecting housing 210 includes:

[0104] The housing 213 has a mounting opening located on the side of the housing 213 opposite to the front housing 100 and communicating with the inner cavity of the housing; in other words, the mounting opening is located on the lower surface of the housing 213. The first electronic control board 220 is disposed within the housing 213.

[0105] Cover plate 214 is sealed to housing 213 and covers the installation opening. The sealing connection between cover plate 214 and housing 213 can be achieved by a sealing ring or by potting adhesive.

[0106] It should be understood that the cover plate 214 may simply cover the installation opening, meaning the shape of the cover plate 214 matches the shape of the installation opening, or it may have other structures. For example, the cover plate 214 may include a base plate 2141 and a side plate 2142, with the side plate 2142 disposed on the base plate 2141 and forming a cavity with the base plate 2141. When connected to the housing 213, the side plate 2142 can be inserted into the inner cavity of the housing 213. This increases the contact area between the cover plate 214 and the housing 213, thereby improving the structural strength of the connection to the housing 210.

[0107] It should be noted that the vehicle 1000 provided in this application embodiment also includes other structures; please refer to the appendix. Figure 1 To be continued Figure 3 In one possible implementation, at least one actuating element 300 includes a brake lever assembly 310, at least two triggering elements include a first triggering element, and at least one sensing element 221 includes a first sensing element 2211.

[0108] Brake lever assembly 310 includes:

[0109] A rotating member 312 is rotatably connected to the electronic control assembly 200 and is adjacent to the first sensing element 2211; a first trigger member is disposed on the rotating member 312. Exemplarily, the connecting housing 210 is provided with a first rotating shaft 230, and the rotating member 312 is provided with a first rotating hole 3121. The first rotating shaft 230 is rotatably connected to the first rotating hole 3121 to achieve a rotatable connection between the first rotating shaft 230 and the connecting housing 210.

[0110] Brake lever 311 is rotatably connected to forehead housing 100; brake lever 311 is also connected to rotating member 312 for driving rotating member 312 to rotate, so that the first trigger member can trigger the first sensing element 2211. Brake lever 311 has a first actuating protrusion, and correspondingly, rotating member 312 has a second actuating protrusion, with the first actuating protrusion abutting against the second actuating protrusion.

[0111] When the operator pulls the brake lever 311, the brake lever 311 rotates, which in turn drives the rotating component 312 to rotate, thereby causing the first trigger component to displace. The first sensing element 2211 can generate a sensing signal based on the displacement of the first trigger component. The controller can control the battery to disconnect based on the sensing signal, thereby switching the power output of the vehicle 1000 to achieve the braking function.

[0112] It should be noted that a first elastic reset member (not shown in the figure) is provided between the brake lever 311 and the rotating member 312. The first elastic reset member is used to drive the brake lever 311 back to its initial state. The first elastic reset member can be a tension spring. When the operator pulls the brake lever 311, the first elastic reset member changes from an extended state to a compressed state; when the operator releases the brake lever 311, the elastic restoring force of the first elastic reset member drives the brake lever 311 back to its initial state.

[0113] The brake lever assembly 310 also includes a brake cable (not shown) with a connecting portion, which passes through and is connected to the front housing 100. The connecting portion is connected to the brake lever 311 by a second screw 313. It should be noted that there are usually two brake levers 311, and correspondingly, there are also two rotating members 312 and two first sensing elements 2211.

[0114] When the brake lever 311 malfunctions and needs replacement, the pivot between the brake lever 311 and the front housing 100 can be removed. This exposes the brake cable and the connecting part. Then, the second screw 313 can be removed to detach the brake lever 311. This eliminates the need to open the front housing 100 to separate the brake lever 311 from the connecting part, as is done in existing technologies, thus improving the ease of installation and removal of the brake lever 311.

[0115] Please refer to the attached document. Figure 11In one possible implementation, at least one actuating element 300 includes a dial element 320, at least two trigger elements include second trigger elements, and at least one sensing element includes a second sensing element 2212.

[0116] The shifter 320 is rotatably connected to the connecting housing 210, and the second trigger is disposed on the shifter 320 and adjacent to the second sensing element 2212. Exemplarily, the connecting housing 210 is provided with a second rotating shaft 240, and the shifter 320 is rotatably connected to the second rotating shaft 240.

[0117] When the shifter 320 is damaged, it can be directly removed from the second rotating shaft 240, which improves the efficiency of disassembly and assembly of the shifter 320.

[0118] In one possible implementation, at least one actuating element 300 further includes a toggle element 330, at least two triggering elements include a third triggering element, and at least one sensing element 221 includes a third sensing element 2213. The toggle element 330, the third triggering element, and the third sensing element 2213 constitute a turn signal switch.

[0119] The actuating member 330 is rotatably connected to the connecting housing 210, and the third trigger member is disposed on the actuating member 330 and adjacent to the third sensing element 2213. Exemplarily, the connecting housing 210 is provided with a third rotating shaft 250, and the actuating member 330 is rotatably connected to the third rotating shaft 250.

[0120] When the toggle switch 330 is rotated, changing the displacement of the third trigger element, the third sensing element 2213 can detect the third trigger element and generate a sensing signal. The controller can then control the turn signals to turn on based on the sensing signal.

[0121] It should be noted that the power source for the turn signals can be directly controlled by the controller, or other options are available. For example, the vehicle 1000 also includes a turn signal 400, which is disposed below the connecting housing 210 and electrically connected to the first electronic control board 220; for example, the turn signal 400 is disposed on the cover plate 214.

[0122] The controller can also control the first electronic control board 220 to supply power to the turn signal 400 based on the sensing signal of the third sensing element 2213.

[0123] In related technologies, the turn signal 400 is typically positioned at the left and right ends of the handlebars, which increases the distance between the turn signal 400 and the battery, and consequently increases the length of the wiring harness connecting the battery and the turn signal 400. This embodiment, by directly mounting the turn signal 400 on the connecting housing 210 and electrically connecting it to the first electronic control board 220, avoids connecting the turn signal 400 to the first electronic control board 220 via a wiring harness, thus simplifying the vehicle's wiring structure and resulting in a more compact and neat overall layout.

[0124] It should be noted that the connection between the turn signal 400 and the first electronic control board 220 can be achieved by providing conductive terminals on the first electronic control board 220, which can extend to the outside of the connecting housing 210; the turn signal 400 can be directly connected to the conductive terminals.

[0125] When the turn signal 400 is damaged, the connection between the turn signal 400 and the conductive terminal can be directly disconnected. Unlike related technologies, it is not necessary to remove the front housing and expose the connection between the turn signal 400 and the wiring harness, which improves the replacement efficiency of the turn signal 400.

[0126] In this design, the trigger element can be a magnet, and the sensing element 221 can be a Hall effect device. Thus, the turn signal switch is also controlled by induction. Compared to the mechanical drive method in related technologies, this avoids the contact problems or failures caused by long-term wear of traditional mechanical switches, thereby significantly improving the reliability and durability of the switch and extending its service life. It should be noted that the working principles of the Hall effect device and the magnet are related technologies and will not be elaborated further in this embodiment.

[0127] In this embodiment, the actuating member 330 is connected to the connecting housing 210 via a third rotating shaft 250; a second elastic reset member (not shown in the figure) is provided between the third rotating shaft 250 and the connecting housing 210, and the elastic reset member is used to drive the actuating member 330 to reset. The second elastic reset member can be a torsion spring, a tension spring, or other elastic element.

[0128] Please continue to refer to the appendix. Figure 4 In the first direction, the electronic control component 200 of this embodiment has a first end and a second end that are arranged opposite to each other. Either the first end and the second end have a preset distance from the rotation point of the brake lever 311 and the front housing 100. The preset distance can be freely set according to the installation requirements of the brake lever 311.

[0129] In this way, the connection points of the brake lever 311, the shifter 320, and the toggle 330 are all located on the electronic control assembly 200, eliminating the need for the brake lever 311, the shifter 320, and the toggle 330 to be connected to the electronic control assembly 200 via connecting wire harnesses. This reduces the number of connecting wire harnesses and significantly simplifies the wiring harness layout inside the front housing 100.

[0130] It should be noted that the preset distance in this embodiment is within the allowable range and can be slightly larger. The brake lever 311 can drive the corresponding trigger to rotate through a simple connecting mechanism. In this embodiment, the preset distance can also be slightly smaller, so that the brake lever 311 can directly drive the corresponding trigger to rotate.

[0131] The second direction (the direction of travel or the longitudinal direction of the vehicle) is attached. Figure 4 In the N direction, the first direction is the auxiliary direction. Figure 4 In the M direction.

[0132] In one possible implementation, please refer to the appendix. Figure 11 and attached Figure 12 The vehicle 1000 includes an ambient light 700, which is disposed on the front housing 100 and adjacent to the electronic control components 200.

[0133] In this embodiment, the ambient light 700 is electrically connected to the first electronic control board 220, and the ambient light 700 can directly draw power from the first electronic control board 220. In this way, it is not necessary to set up an additional connection harness to connect the ambient light to the vehicle battery, and thus, it is not necessary to run the connection harness through the front housing 100, reducing the density of the wiring harness inside the front housing 100.

[0134] Furthermore, when it is necessary to disassemble the ambient light 700, it is only necessary to separate the ambient light 700 from the first electronic control board, without having to open the front housing 100 and disconnect the wiring harness connected to the battery, thus simplifying the disassembly and assembly process and improving the disassembly and assembly efficiency and convenience of the vehicle 1000.

[0135] In one possible implementation, the ambient light 700 surrounds at least a portion of the forehead housing 100 and is located below the electronic control assembly 200. It should be noted that when the forehead housing 100 includes a protrusion 130, the ambient light 700 surrounds the protrusion 130.

[0136] This arrangement allows the ambient light 700 to be positioned closer to the first electronic control board 220, shortening the distance between them and reducing power consumption and interference, thus ensuring the ambient light 700's indicator function. Furthermore, the ambient light 700 is located below the electronic control component 200.

[0137] Please continue to refer to the appendix. Figure 11 and attached Figure 12 The ambient light 700 includes a light-emitting element 710, a transparent lampshade 720, and a light guide strip 730. The light-emitting element 710 is disposed on the first electronic control board 220 and protrudes from the electronic control assembly 200. The transparent lampshade 720 is disposed on the light-emitting element 710, and the light guide strip 730 is connected to the transparent lampshade 720. It should be noted that when the electronic control assembly 200 includes a connecting housing 210, the light-emitting element 710 protrudes from the connecting housing 210 of the electronic control assembly 200.

[0138] The light-emitting element 710 is typically a component composed of LEDs or other high-efficiency light sources. It emits light after receiving electrical energy from the first electronic control board 220. Then, the light guide strip 730 conducts and diffuses the light emitted by the light-emitting element 710, ultimately creating ambient lighting around the forehead housing 100 or other target areas. The light guide strip 730 typically has a special structure or coating that guides light to distribute evenly along its length, thereby achieving the overall lighting effect of the ambient light.

[0139] In this embodiment, the transparent lampshade 720 covers the light-emitting element 710, which can be used to protect the light-emitting element 710 from damage by the external environment and allow light to pass through.

[0140] It should be noted that in this embodiment, the ambient light is in a constantly on state, and its on / off state can be directly controlled by the controller. The ambient light can also function as an indicator light; when a component of the vehicle malfunctions, the controller can change the color of the ambient light to alert the user.

[0141] It should also be noted that the connection position between the transparent lampshade 720 and the light guide strip 730 can be selected in several ways. In some embodiments, the light guide strip 730 can be connected to the bottom of the transparent lampshade 720. In other embodiments, the transparent lampshade 720 passes through the light guide strip 730. That is, the light guide strip 730 and the opposing surfaces of the transparent lampshade 720 are in contact, and the transparent lampshade 720 protrudes from the light guide strip 730. This increases the contact area between the transparent lampshade 720 and the light guide strip 730, reduces light scattering and leakage during transmission, and allows light from the transparent lampshade 720 to enter the light guide strip 730 more efficiently, thereby improving overall brightness.

[0142] In one possible implementation, please refer to the appendix. Figure 4 A portion of the connecting housing 210 of the electronic control component 200 is exposed in the clearance area 110; this exposed portion is equipped with an instrument 215, which can display battery level, driving speed, or other data.

[0143] In related technologies, the instrument panel is positioned on the top surface of the front housing 100, which is closer to the driver's eye level, thus improving readability and ease of use. Furthermore, the instrument panel can draw power directly from the first electronic control board 220, reducing the distance between the instrument panel and the first electronic control board 220 and avoiding the need for complex wiring harnesses.

[0144] Please continue to refer to the appendix. Figure 5 and attached Figure 10 The protrusion 130 has a second receiving cavity 131, which is connected to the first receiving cavity 123 of the main body 120.

[0145] Please refer to the attached document. Figure 5 For example, a second control board 140 and an electrical component 150 electrically connected to the second control board 140 are disposed in the second receiving cavity 131; the second control board 140 is electrically connected to the first control board 220. For example, the second control board 140 and the first control board 220 are electrically connected via a connecting wire harness.

[0146] Thus, the second electronic control board 140 and electrical components 150 can draw power from the first electronic control board 220. Since the wiring harnesses of the vehicle 1000 do not need to pass through the inner cavity of the front housing, the space within the second receiving cavity 131 is utilized more fully. This allows for the integration of more electronic components and functions within a limited space, improving the overall electrical system integration of the vehicle.

[0147] Among them, electrical component 150 can be an NFC, GPS receiver or other AI interaction module.

[0148] In one possible implementation, the vehicle 1000 also includes a functional component (not shown) disposed on the top of the forehead housing 100; the functional component includes at least a mobile phone holder.

[0149] By mounting the instrument cluster on the electronic control unit 200, rather than directly on top of the overhead housing 100, space at the top of the overhead housing 100 is effectively saved. This space optimization allows for the installation of additional functional components, such as a phone holder, thereby enhancing the vehicle's functionality and practicality.

[0150] In this embodiment, the forehead housing 100 is also provided with a headlight mounting port, so that the headlight 800 can be mounted in the headlight mounting port. It should be noted that the headlight 800 can be directly mounted in the headlight mounting port, or other options are also possible. For example, the headlight 800 is mounted in the headlight mounting port through the headlight housing 810.

[0151] The headlight 800 can be switched using a conventional mechanical button or controlled via an app on the application terminal.

[0152] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0153] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0154] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A horizontal holding device, characterized in that, include: Forehead shell; The handlebar assembly includes a first handlebar assembly and a second handlebar assembly; along a first direction, the first handlebar assembly and the second handlebar assembly are disposed opposite to each other on both sides of the forehead housing, and at least one of the first handlebar assembly and the second handlebar assembly is detachably connected to the forehead housing; wherein, at least two handlebar accessories are provided on both the first handlebar assembly and the second handlebar assembly. The forehead housing includes: The mounting hole has a first opening and a second opening. The first opening is located at the end of the front housing facing the corresponding handlebar, allowing the corresponding handlebar to be inserted into the mounting hole. The second opening extends along the axial direction of the corresponding handlebar and breaks the sidewall of the mounting hole to form a deformable clamping part. Fasteners, which are disposed on the front housing and span across both sides of the second opening, are used to adjust the opening size of the second opening to lock or unlock the corresponding handlebars.

2. The horizontal holding device according to claim 1, characterized in that, The first horizontal assembly and the second horizontal assembly are detachably connected to the forehead housing.

3. The horizontal holding device according to claim 2, characterized in that, The first handle assembly includes a first handle and at least two first handle accessories fitted onto the first handle. The first handle is detachably connected to the forehead housing. The at least two first handle accessories include a first handle cover, a bell, and a first end cap. The second crossbar assembly includes a second crossbar and at least two second crossbar fittings fitted onto the second crossbar. The second crossbar is detachably connected to the forehead housing. The at least two second crossbar fittings include a second grip and a second end cap.

4. The horizontal holding device according to claim 3, characterized in that, The forehead shell also includes a main body, which includes a first main body and two second main bodies; the two second main bodies are disposed opposite to each other on both sides of the first main body and are respectively connected to the first main body; Each of the second main body portions has the mounting hole.

5. The horizontal handle according to claim 4, characterized in that, Each of the second main body portions also includes a hollow connecting lug, the inner cavity of which communicates with the second opening of the mounting hole, and the connecting lug is provided with a threaded hole group, which includes two threaded holes arranged coaxially, the two threaded holes being located on both sides of the second opening respectively; The fastener is threaded into the threaded hole group. By tightening or loosening the fastener, the opening of the second opening is adjusted to lock or unlock the corresponding handlebar.

6. The horizontal holding device according to claim 5, characterized in that, The number of threaded hole groups includes two, and the two threaded hole groups are arranged at an axial interval along the corresponding handle.

7. The handle device according to any one of claims 3-6, characterized in that, At least one of the first handlebars and the second handlebars is provided with a guide protrusion, which extends along the axial direction of the corresponding handlebar.

8. The handle device according to any one of claims 3-6, characterized in that, At least one of the first handlebars and the second handlebars is provided with a through hole, which extends along the axial direction of the corresponding handlebar.

9. The handle device according to any one of claims 1-6, characterized in that, The handlebar device also includes an electronic control component and at least one operating element; The electronic control assembly includes a first electronic control board and at least one sensing element disposed on the first electronic control board; in the first direction, the electronic control assembly has a first end and a second end disposed opposite to each other, and either the first end or the second end is adjacent to the corresponding end of the forehead housing; At least one of the operating elements is connected to the electronic control assembly, and each operating element includes a trigger element; wherein each trigger element is connected to a corresponding sensing element for triggering the corresponding sensing element to output a sensing signal.

10. A vehicle, characterized in that, Includes the handle as described in any one of claims 1-9.

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