two-wheeled vehicle

Abstract

This utility model discloses a two-wheeled vehicle, comprising: a frame, wheels, and a body assembly. The wheels are connected to the frame and include at least one front wheel and at least one rear wheel. The body assembly is mounted on the frame and includes: a rear inner mudguard disposed above the rear wheel; and at least one wiring harness clip disposed on the side of the rear inner mudguard opposite to the rear wheel, used to constrain the routing of the wiring harness. The technical solution disclosed in this utility model solves the problem in existing two-wheeled vehicles where the wiring harness fixed to the frame is susceptible to vibration.

Description

Technical Field

[0001] This utility model belongs to the technical field of two-wheeled vehicles, specifically relating to a two-wheeled vehicle. Background Technology

[0002] With the continuous development of technology, the types of transportation tools are gradually increasing. Various simple and easy-to-drive electric vehicles are gradually entering daily life. Due to their ease of use and lightweight convenience, electric vehicles are favored by many users. However, with the development of electric vehicles, user demands are also increasing, leading to a rise in the number of wiring harnesses. These harnesses are typically fixed to the frame. During vehicle operation, especially when traversing uneven roads, the vibrations of the frame are directly transmitted to the wiring harnesses. Over time, this can cause the harness connectors to loosen or even damage the harnesses, affecting the vehicle's safety and reliability. Furthermore, current wiring harness fixing methods do not consider the effective utilization of the frame's internal space. For example, the area above the rear wheel, specifically the space between the rear wheel well and the frame, is often neglected and not fully utilized.

[0003] In other words, existing two-wheeled vehicles have the problem that the wiring harnesses fixed to the frame are susceptible to vibration. Utility Model Content

[0004] Therefore, the technical problem to be solved by this utility model is how to reduce the susceptibility of wiring harnesses fixed on the vehicle frame to vibration.

[0005] To solve the above-mentioned technical problems, this utility model provides a two-wheeled vehicle, including a frame, wheels and a body assembly. The wheels are connected to the frame and include at least one front wheel and at least one rear wheel. The body assembly is mounted on the frame and includes: a rear inner mudguard disposed on the upper side of the rear wheel; and at least one wiring harness clip disposed on the side of the rear inner mudguard away from the rear wheel, which is used to constrain the direction of the wiring harness.

[0006] Optionally, the rear inner mudguard has a central axis that extends circumferentially along the rear wheel. The wiring harness clip is located on one side of the central axis, which helps to make full use of the space on the other side of the central axis of the rear inner mudguard and effectively avoids interference of the wiring harness with other structural components.

[0007] Optionally, the rear inner mudguard includes: a body extending circumferentially along the wheel, the body having a raised portion and a connecting flange surrounding the raised portion; at least one connecting protrusion located on the side of the raised portion away from the wheel, and a wiring harness clip disposed on the connecting protrusion. The number of connecting protrusions and wiring harness clips is the same, which helps to simplify the installation process of the wiring harness clip and the rear inner mudguard, reduce costs, and ensure the consistency of the position of the wiring harness clip on different rear inner mudguards.

[0008] Optionally, the connecting protrusion has a clearance notch to avoid the shock absorber, and at least one connecting protrusion is positioned directly opposite the clearance notch. This effectively restrains the wiring harness, preventing it from entering the clearance notch and interfering with the shock absorber, further improving vehicle safety.

[0009] Optionally, the board body has at least one limiting hole, in which the wire harness passes, with the limiting hole and the wire harness clip spaced apart. This layout not only maintains the visual neatness of the wire harness and avoids direct contact between the wire harness and moving parts, but also reduces wear and potential failure risks.

[0010] Optionally, the limiting hole includes a guide hole section and a limiting hole section. The guide hole section is connected to the side wall of the plate body, and the width of the guide hole section is smaller than the width of the limiting hole section. This ensures that the wire harness has a large degree of freedom within the limiting hole section, avoids damage caused by excessive stretching of the wire harness, and ensures the long-term stability of the wire harness.

[0011] Optionally, the width of the guide hole section is smaller than the diameter of the wire harness, while the width of the limiting hole section is larger than the diameter of the wire harness. This ensures that the wire harness has a certain degree of freedom within the limiting hole section to accommodate minor displacements caused by vibrations during vehicle operation, thereby effectively reducing the risk of wire harness wear or breakage due to vibrations and enhancing the durability and safety of the wire harness.

[0012] Optionally, the body assembly also includes an ambient lighting assembly. The rear inner fender has at least one light-transmitting section. The ambient lighting assembly is located on the side of the rear inner fender away from the rear wheel. The emitted beam of the ambient lighting assembly radiates outward through the at least one light-transmitting section, and the centerline of the emitted beam is tilted away from the frame. The beam of the ambient lighting assembly can be projected to the outside through the light-transmitting section, creating a unique visual effect as a welcome light entertainment function, increasing the practicality and entertainment value of the entire vehicle.

[0013] Optionally, the connecting flange has a clearance notch to avoid the shock absorber, and a light-transmitting part is disposed on the connecting flange, with the light-transmitting part and the clearance notch spaced apart. The wire harness clip and the clearance notch are located on the same side of the light-transmitting part. This arrangement allows the wire harness clip to restrain the wires and prevents the wires and shock absorbers from blocking the light-transmitting part.

[0014] Optionally, the rear inner mudguard has a central axis that extends circumferentially along the rear wheel. The wiring harness clip and the light-transmitting part are located on both sides of the central axis. This arrangement can reduce the obstruction of the light-transmitting part by the wiring harness constrained on the rear inner mudguard, which is conducive to the smooth passage of the emitted beam of the ambient light assembly through the light-transmitting part.

[0015] This utility model also provides a two-wheeled vehicle, including a frame, wheels and a body assembly. The wheels are connected to the frame and include at least one front wheel and at least one rear wheel. The body assembly is mounted on the frame and includes a rear inner mudguard and at least one wiring harness clip. The rear inner mudguard is located on the upper side of the rear wheel. The wiring harness clip is located on the side of the rear inner mudguard away from the rear wheel and is used to constrain the direction of the wiring harness.

[0016] By installing a wiring harness clip on the side of the rear inner mudguard away from the rear wheel, part of the wiring harness is restrained on the rear inner mudguard, eliminating the need to rely solely on the frame for harness fixation. This effectively solves the problems of high wiring harness layout costs and susceptibility to vibration. The wiring harness clip provides a stable and centralized constraint point for the wiring harness, reducing the number of fasteners required, simplifying the assembly process, and lowering costs. Simultaneously, the wiring harness clip prevents wear or loosening of the wiring harness caused by frame vibration during operation, improving the reliability and lifespan of the wiring harness. This design does not alter the basic functions of the rear inner mudguard itself, such as mud protection and frame enclosure, achieving a multi-functional structure and improving wiring harness management and overall vehicle performance without adding extra burden. Attached Figure Description

[0017] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the frame structure of a two-wheeled vehicle according to an optional embodiment of the present invention is shown;

[0019] Figure 2 It shows Figure 1 A structural diagram of the frame of a two-wheeled vehicle from another angle;

[0020] Figure 3 It shows Figure 1 A structural diagram of the frame of a two-wheeled vehicle from another angle;

[0021] Figure 4 A comparison diagram of the assembly stress of a two-wheeled vehicle frame with a support member according to an optional embodiment of the present invention and that of a prior art vehicle without a support member is shown.

[0022] Figure 5 A comparison diagram of the front longitudinal stiffness of the frame of a two-wheeled vehicle according to an optional embodiment of the present invention is shown;

[0023] Figure 6A schematic diagram of the frame structure of a two-wheeled vehicle according to another optional embodiment of the present invention is shown;

[0024] Figure 7 It shows Figure 6 A partial schematic diagram of the frame of a two-wheeled vehicle from another angle;

[0025] Figure 8 A schematic diagram of the frame structure of a two-wheeled vehicle according to another optional embodiment of the present invention is shown;

[0026] Figure 9 It shows Figure 8 A partial schematic diagram of the frame of a two-wheeled vehicle;

[0027] Figure 10 It shows Figure 8 A schematic diagram of the structure of the connecting plate in the middle;

[0028] Figure 11 A schematic diagram of the structure of a two-wheeled vehicle according to another optional embodiment of the present invention is shown;

[0029] Figure 12 It shows Figure 11 A structural diagram of a two-wheeled vehicle from another angle;

[0030] Figure 13 It shows Figure 12 A schematic diagram of the structure of a two-wheeled vehicle;

[0031] Figure 14 It shows Figure 11 A schematic diagram showing the locations of the rear mudguard, ambient lighting components, and rear shock absorber on the two-wheeled vehicle.

[0032] Figure 15 This diagram illustrates the positional relationship between the rear wheel mudguard, the rear inner mudguard, and the ambient light assembly in an optional embodiment of the present invention.

[0033] Figure 16 It shows Figure 15 A schematic diagram showing the assembly relationship between the rear wheel mudguard and the wiring harness clamp at one angle;

[0034] Figure 17 It shows Figure 15 A schematic diagram showing the assembly relationship between the rear wheel mudguard and the wiring harness clamp from another angle;

[0035] Figure 18 It shows Figure 17 Enlarged view at point M;

[0036] Figure 19 A schematic diagram showing the cooperation relationship between the first limiting member and the limiting protrusion in an optional embodiment of the present invention is shown;

[0037] Figure 20 A schematic diagram of the rear wheel mudguard at one angle is shown in an optional embodiment of the present invention;

[0038] Figure 21 A schematic diagram of the rear wheel mudguard at one angle is shown in an optional embodiment of the present invention;

[0039] Figure 22 It shows Figure 21 View from AA direction;

[0040] Figure 23 This diagram illustrates the angular relationship between the rear wheel mudguard, the wiring harness clip, and the wire in an optional embodiment of the present invention.

[0041] Figure 24 This diagram illustrates the positional relationship between the rear wheel mudguard and the wiring harness clip at an angle in an optional embodiment of the present invention.

[0042] Figure 25 This diagram illustrates the positional relationship between the headgear, handlebars, and brake assembly in one optional embodiment of the present invention.

[0043] Figure 26 This diagram illustrates the positional relationship of the headgear, handlebars, and braking assembly from another angle in one alternative embodiment of the present invention.

[0044] Figure 27 This diagram illustrates the positional relationship of the headgear, handlebars, and braking assembly from another angle in one alternative embodiment of the present invention.

[0045] Figure 28 An exploded view of the rear cover at one angle of an alternative embodiment of the present invention is shown;

[0046] Figure 29 An exploded view of the rear cover from another angle of an alternative embodiment of the present invention is shown;

[0047] Figure 30 This diagram illustrates the positional relationship between the instrument assembly and the rear cover in an optional embodiment of the present invention.

[0048] Figure 31 A schematic diagram showing the positional relationship between the instrument assembly and the rear cover in another optional embodiment of the present invention is shown.

[0049] Explanation of reference numerals in the attached figures:

[0050] 10. Frame; 11. Head tube; 12. Upper side tube; 1201. Upper side tube; 1202. Second straight tube section; 1203. Second transition tube section; 1204. Second bent tube section; 13. Lower side tube; 1301. First tube section; 1302. Second tube section; 1303. Third tube section; 1304. First straight tube section; 1305. First transition tube section; 1306. First bent tube section; 14. Main beam tube; 1401. Round tube section; 1402. Flat tube section; 15. Tail tube; 16. Support component; 401. First reinforcing plate; 402. Second reinforcing plate; 101. Front section area; 102. Middle section area; 103. Rear section area; 190. First reinforcing plate structure; 191. Through hole; 192. Reinforcing rib; 200. Second reinforcing plate structure; 210. Center plate; 211. Flat fork lock fixing hole; 212. Support rib; 213. First connecting part; 214. Second connecting part; 215. Third connecting part; 216. Notch section; 20. Wheel; 21. Front wheel; 22. Rear wheel; 30. Body assembly; 40. Rear wheel mudguard; 80. Rear inner mudguard; 81. Light-transmitting part; 180. Shock absorber; 181. Rear shock absorber; 90. Ambient light assembly; 91. Protective shell; 92. Light-emitting element; 93. Center line of emitted beam; Q1. Projection area; 300. Support surface. 31. First fastener; 41. First limiting member; 42. Mudslide body; 43. Second fixing hole; 50. Wiring harness clamp; 51. Second limiting member; 52. Limiting protrusion; 53. First fixing hole; 60. Wiring channel; 61. Wiring inlet; 62. Wiring outlet; 70. License plate light; 82. Plate body; 821. Raised portion; 822. Connecting flange; 823. Clearance notch; 824. Limiting hole; 825. Guide hole section; 826. Limiting hole section; 83. Connecting protrusion; 100. Handlebar; 110. Braking assembly; 111. Brake pump; 112. Brake lever; 120. Headgear; 121. Receiving cavity; 122. Clearance opening; 130. Main cover body; 131. First face mask ; 132. Second face shield; 140. Rear cover body; 141. Mounting notch; 142. Double-layer recessed platform; 143. Mounting hole; 1431. Waist hole; 144. Rear cover body; 1441. Limiting post; 145. Double-layer groove structure; 1451. First groove structure; 1452. Second groove structure; 146. Assembly opening; 147. Matching cover body; 1471. First matching structure; 1472. Second matching structure; 1473. First through hole; 1474. Buckle structure; 1475. Limiting groove; 150. Connecting cover body; 151. First side; 152. Second side; 153. Third side; 154. Fourth side; 160. Instrument assembly; 170. Wiring harness clip. Detailed Implementation

[0051] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The present utility model will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0052] It should be noted that the terms "first," "second," etc., in the specification, claims, and drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0053] In this utility model, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0054] This invention solves the problem in the prior art that the wiring harnesses fixed to the frame of two-wheeled vehicles are easily affected by vibration.

[0055] like Figures 1 to 31 As shown, the two-wheeled vehicle includes a frame 10, wheels 20, and a body assembly 30. The wheels 20 are connected to the frame 10 and include at least one front wheel 21 and at least one rear wheel 22. The body assembly 30 is mounted on the frame 10 and includes a rear inner mudguard 80 and at least one wiring harness clip 170. The rear inner mudguard 80 is located on the upper side of the rear wheel 22. The wiring harness clip 170 is located on the side of the rear inner mudguard 80 away from the rear wheel 22 and is used to constrain the direction of the wiring harness.

[0056] By installing a wiring harness clip 170 on the side of the rear inner mudguard 80 away from the rear wheel 22, part of the wiring harness is restrained on the rear inner mudguard 80, eliminating the need to rely solely on the frame 10 for harness fixation. This effectively solves the problems of high wiring harness layout costs and susceptibility to vibration. The wiring harness clip 170 provides a stable and centralized wiring harness restraint point, reducing the number of fasteners required for the wiring harness, simplifying the assembly process, and lowering costs. Simultaneously, the wiring harness clip 170 prevents wear or loosening of the wiring harness caused by frame vibration during operation, improving the reliability and service life of the wiring harness. This design does not require altering the basic functions of the rear inner mudguard 80 itself, such as mud protection and frame enclosure, achieving a multi-functional structure and improving wiring harness management and overall vehicle performance without adding extra burden.

[0057] In addition, since the rear inner mudguard 80 has a certain deformation capacity relative to the frame 10, during vibration, the wiring harness clip 170 moves synchronously with the rear inner mudguard 80, reducing the hard pulling force of the wiring harness clip 170 on the wiring harness, thereby reducing the impact of vibration on the wiring harness.

[0058] In some alternative embodiments, please refer to Figure 23 The rear inner mudguard 80 has a central axis Z, which extends circumferentially along the rear wheel 22. The wiring harness clip 170 is located on one side of the central axis Z. By constraining the wiring harness clip 170 to one side of the central axis Z, the routing of the wiring harness is constrained to one side of the central axis of the rear inner mudguard 80. This facilitates full utilization of the space on the other side of the central axis Z of the rear inner mudguard 80 and effectively avoids interference of the wiring harness with other structural components.

[0059] In some alternative embodiments, please refer to Figure 23 The rear inner mudguard 80 has a light-transmitting part 81. The wire harness clip 170 and the light-transmitting part 81 are located on both sides of the central axis. This arrangement can reduce the obstruction of the light-transmitting part 81 by the wire harness constrained on the rear inner mudguard 80, and facilitate the smooth passage of the emitted beam of the ambient light assembly 90 through the light-transmitting part 81.

[0060] In some alternative embodiments, please refer to Figure 24 The rear inner mudguard 80 includes a body 82 and at least one connecting protrusion 83. The body 82 extends circumferentially along the wheel 20 and has a raised portion 821 and a connecting flange 822 surrounding the raised portion 821. The connecting protrusion 83 is located on the side of the raised portion 821 facing away from the wheel 20. A wiring harness clip 170 is disposed on the connecting protrusion 83, and the number of connecting protrusions 83 and wiring harness clips 170 is the same. By setting the rear inner mudguard 80 to a structure of a body 82 and at least one connecting protrusion 83, the installation process of the wiring harness clip 170 and the rear inner mudguard 80 is simplified, reducing costs. At the same time, it ensures the consistency of the position of the wiring harness clip 170 on different rear inner mudguards 80. In addition, the setting of the connecting protrusion 83 provides a certain gap between the wiring harness clip 170 and the body 82, which can reduce interference between the wiring harness and other components under complex road conditions and ensure the safety and stability of the wiring harness path. The raised portion 821 is provided to avoid interference between the rear inner mudguard 80 and the rear wheel mudguard 40. The connecting flange 822 is used to connect to the frame 10.

[0061] In some alternative embodiments, please refer to Figure 23 and Figure 24The connecting flange 822 has a clearance notch 823 for the shock absorber 180, and at least one connecting protrusion 83 is positioned opposite the clearance notch 823. One end of the shock absorber 180 is connected to the frame 10, and the other end of the shock absorber 180 is connected to the rear wheel 22. The shock absorber 180 passes through the clearance notch 823. By positioning at least one connecting protrusion 83 opposite the clearance notch 823, the wiring harness can be effectively constrained, preventing the wiring harness from entering the clearance notch 823 and interfering with the shock absorber 180, thereby further improving the vehicle's safety.

[0062] In some alternative embodiments, please refer to Figure 23 and Figure 24 The plate body 82 has at least one limiting hole 824, within which the wire harness passes. The limiting hole 824 and the wire harness clip 170 are spaced apart. The limiting hole 824 allows the wire harness to pass through and be positioned therein. Simultaneously, the spaced arrangement of the limiting hole 824 and the wire harness clip 170 ensures the stable fixation and reasonable distribution of the wire harness on the rear inner mudguard 80. This layout not only maintains the visual neatness of the wire harness and avoids direct contact between the wire harness and moving parts, reducing wear and potential failure risks, but also reduces the wire harness length and saves material costs through reasonable wire harness path planning. The combined use of the limiting hole 824 and the wire harness clip 170 provides fixation for the wire harness while allowing it a certain degree of freedom. This reduces the risk of damage caused by excessive pulling of the wire harness under single-degree-of-freedom conditions, further enhancing the stability of the wire harness during vehicle operation and improving the reliability and durability of the entire system.

[0063] In some alternative embodiments, please refer to Figure 23 and Figure 24 The limiting hole 824 includes a guide hole section 825 and a limiting hole section 826. The guide hole section 825 communicates with the side wall of the plate body 82, and the width of the guide hole section 825 is smaller than the width of the limiting hole section 826. This design allows the wire harness to smoothly pass through the guide hole section 825 and enter the limiting hole section 826 during assembly. Setting the width of the limiting hole section 826 to be larger than that of the guide hole section 825 ensures that the wire harness has greater freedom within the limiting hole section 826, preventing the wire harness from being excessively stretched and damaged, and ensuring the long-term stability of the wire harness.

[0064] In some alternative embodiments, please refer to Figure 23 and Figure 24The width of the guide hole section 825 is smaller than the diameter of the wire harness, while the width of the limiting hole section 826 is larger than the diameter of the wire harness. The wider limiting hole section 826 ensures a certain degree of freedom for the wire harness within it, accommodating minor displacements caused by vibrations during vehicle operation. This effectively reduces the risk of wire harness wear or breakage due to vibration, enhancing the wire harness's durability and safety. Because the rear inner mudguard 80 has a certain deformation, making the width of the guide hole section 825 smaller than the diameter of the wire harness allows workers to use external force to install the wire harness from the guide hole section 825 into the limiting hole section 826 when assembling it into the limiting hole 824. Once installed in the limiting hole section 826, the wire harness will not detach from the guide hole section 825, effectively constraining the wire harness routing while ensuring a certain degree of freedom.

[0065] In some alternative embodiments, please refer to Figure 11 and Figure 14 The vehicle body assembly 30 also includes an ambient lighting assembly 90. The rear inner mudguard 80 has at least one light-transmitting portion 81. The ambient lighting assembly 90 is located on the side of the rear inner mudguard 80 away from the rear wheel 22. The emitted beam of the ambient lighting assembly 90 radiates outward through the at least one light-transmitting portion 81, and the center line of the emitted beam of the ambient lighting assembly 90 is tilted away from the frame 10. This layout not only beautifies the appearance of the rear of the vehicle but also utilizes the structural characteristics of the rear inner mudguard 80 to guide the light, allowing the beam of the ambient lighting assembly 90 to be projected to the outside through the light-transmitting portion 81, creating a unique visual effect as a welcome light entertainment function, increasing the practicality and entertainment value of the entire vehicle.

[0066] In some alternative embodiments, please refer to Figure 23 and Figure 24 The connecting flange 822 has a clearance notch 823 to avoid the shock absorber 180. A light-transmitting part 81 is disposed on the connecting flange 822, and the light-transmitting part 81 and the clearance notch 823 are spaced apart. The wire harness clip 170 and the clearance notch 823 are located on the same side of the light-transmitting part 81. This arrangement allows the wire harness clip 170 to restrain the wire and prevent the wire and the shock absorber from blocking the light-transmitting part 81.

[0067] In some alternative embodiments, the vehicle body assembly 30 further includes a shock absorber 180, which includes at least one front shock absorber and at least one rear shock absorber 181. A first end of the rear shock absorber 181 is connected to the frame 10, and a second end of the rear shock absorber 181 is connected to the rear wheel 22. The vehicle body assembly 30 includes a rear inner mudguard 80, which has at least one light-transmitting portion 81. At least a portion of the ambient light assembly 90 is mounted above the rear inner mudguard 80. Along the height direction of the two-wheeled vehicle, at least a portion of the ambient light assembly 90 coincides with the light-transmitting portion 81. The ambient light of the ambient light assembly 90 radiates outward through the at least one light-transmitting portion 81, and the center line 93 of the emitted light beam of the ambient light assembly 90 is inclined to the side away from the vehicle body assembly 30.

[0068] This application places the ambient light assembly 90 on the rear inner mudguard 80, a relatively concealed position that ensures a reasonable placement and avoids the obstruction and layout inconsistencies that can occur with traditional front inner mudguard arrangements. This not only enhances the aesthetics of the two-wheeled vehicle but also creates a more attractive visual effect. Especially during nighttime driving, the light-transmitting part 81 can evenly and beautifully emit the light from the ambient light assembly 90, enhancing the vehicle's visibility and personalization. Traditionally, the ambient light assembly 90 is positioned low, making it easily obstructed by mud and water splashed from the road, affecting its performance and lifespan. This application places the ambient light assembly 90 above the rear inner mudguard 80, raising its position relative to the ground, effectively preventing mud and water splashes, ensuring stable operation of the ambient light under various road conditions, and extending its service life. Ambient light radiates outward through the light-transmitting part 81, enhancing the vehicle's visibility in low-light conditions. This is especially true when the centerline 93 of the emitted beam is tilted away from the vehicle body assembly 30, improving rear and side visibility and helping other road users notice the vehicle earlier, thus enhancing driving safety. By adjusting the position and shape of the light-transmitting part 81 and the mounting angle of the ambient light assembly 90, various lighting effects can be provided to meet different vehicle models and design requirements, offering greater freedom and innovation in ambient lighting design for two-wheeled vehicles.

[0069] In an optional embodiment of this application, the vehicle body assembly 30 further includes a rear wheel mudguard 40 located above the rear wheel 22. The rear wheel mudguard 40 is located below the rear inner mudguard 80. The rear wheel mudguard 40 is used to shield the mud and water splashed during the rear vehicle's operation and can prevent the mud and water from splashing out towards the rear inner mudguard 80.

[0070] like Figure 11As shown, the ambient lighting assembly 90 is positioned on the rear inner mudguard 80 behind the connection point between the rear shock absorber 181 and the frame 10, and in front of the rear edge of the rear wheel 22. This arrangement ensures that the ambient lighting assembly 90 is not obstructed, and its relatively concealed position does not affect the overall appearance of the vehicle. Compared to the traditional front inner mudguard installation position, the rear inner mudguard 80 is positioned higher, effectively preventing mud and water from interfering with the effectiveness of the ambient lighting assembly 90 during driving.

[0071] like Figure 11 As shown, along the longitudinal direction of the two-wheeled vehicle, the projections of the ambient lighting assembly 90 and the rear shock absorber 181 on each other at least partially overlap. This design further enhances the compactness and aesthetics of the two-wheeled vehicle. This arrangement makes full use of the space at the rear of the two-wheeled vehicle, especially in combination with the layout of the rear shock absorber 181, allowing for a rational arrangement of the ambient lighting assembly 90 within a limited space, avoiding the occupation of additional valuable volume, making the overall vehicle design more compact and efficient. As an inherent structure of the two-wheeled vehicle, the rear shock absorber 181 provides a certain degree of physical protection for the ambient lighting assembly 90, especially under bumpy road conditions, reducing the risk of external impacts on the ambient lighting and enhancing its durability and reliability. Because the ambient lighting assembly 90 is cleverly integrated into the natural position of the rear shock absorber 181, its presence is not easily observed from an external perspective. This design maintains the overall streamlined and simple appearance of the vehicle, enhancing its aesthetics.

[0072] In optional embodiments of this application, the light-transmitting portion 81 includes, but is not limited to, openings, transparent plates, or grilles, etc., as long as light can pass through smoothly, it can meet the usage requirements of the ambient lighting assembly 90. By rationally planning the specific implementation of the light-transmitting portion 81, it is beneficial to ensure the reliability of the light-transmitting portion 81 and ensure that the light emitted from the ambient lighting assembly 90 can stably radiate to the side of the vehicle body assembly 30 through the light-transmitting portion 81.

[0073] like Figure 14 As shown, along the height direction of the two-wheeled vehicle, the rear wheel 22 forms a projection area Q1 on the lower surface of the rear inner mudguard 80, and the ambient light assembly 90 is located on the lower surface of the rear inner mudguard 80 excluding the projection area. This arrangement positions the ambient light assembly 90 on the outer periphery of the rear inner mudguard 80 and avoids the rear wheel 22, effectively preventing the light emitted by the ambient light assembly 90 from being blocked and ensuring the reliability of the ambient light assembly 90.

[0074] At the same time, this effectively prevents mud and water from contaminating and potentially damaging the ambient lighting component 90, ensuring the clarity and lifespan of the lighting. The ambient lighting component 90 is positioned away from the Q1 area, meaning its relatively high position allows the light to propagate more freely and is not obstructed by material splashed up by the rear wheels 22. This allows the light emitted by the ambient lighting component 90 to better illuminate the surrounding environment or the vehicle itself, improving nighttime driving safety and visual experience.

[0075] In an optional embodiment of this application, the centerline 93 of the emitted beam of the ambient light assembly 90 forms an acute angle with the plane perpendicular to the axle of the rear wheel 22. This ensures that the emitted beam can effectively illuminate the support surface 300 where the two wheels are located without being obstructed by the vehicle body assembly 30. This layout not only improves the visibility of the light and avoids the lighting effect being affected by mud and water, but also, since the ambient light assembly 90 is located on the rear inner mudguard 80, its position is relatively concealed and does not affect the overall appearance design of the vehicle. The acute angle allows the light to better avoid the vehicle body assembly 30 and directly illuminate the ground, thereby avoiding light scattering and attenuation, ensuring the illumination effect and user experience of the ambient light assembly 90.

[0076] Furthermore, this angle adjustment effectively reduces interference with other road users and improves nighttime driving safety. This allows the ambient lighting component 90 to fulfill its decorative function without affecting the vehicle's normal operation or aesthetics due to improper installation.

[0077] like Figure 13 As shown, the two-wheeled vehicle has a first support state and a second support state. The first support state is when the vehicle body assembly 30 is perpendicular to the support surface 300, and the second support state is when the vehicle body assembly 30 is tilted to the support surface 300. The obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the support surface 300 when the two-wheeled vehicle is in the first support state is shown. 1. The obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 when the two-wheeled vehicle is in the second support state and the support surface 300. 2. Differences. Specifically, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 when the two-wheeled vehicle is in its first supported state and the supporting surface 300. 1 is greater than the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 when the two-wheeled vehicle is in the second support state and the support surface 300. 2.

[0078] This design ensures that the obtuse angle between the centerline 93 of the emitted light beam and the support surface 300 varies depending on the support state of the two-wheeled vehicle. This means that when the two-wheeled vehicle is parked upright or in motion (first support state), and when it is parked on its side or turning (second support state), the emitted light beam from the ambient light assembly 90 can always illuminate the support surface 300, thus guaranteeing its effectiveness and enhancing the safety of the two-wheeled vehicle while it is in motion.

[0079] Additionally, in the first supported state of the two-wheeled vehicle, i.e. when the vehicle is parked perpendicular to the ground or driving normally, the center line of the ambient light beam forms a large obtuse angle with the ground. 1. This design allows the light to diffuse more forward and upward, effectively illuminating a longer distance ahead. Simultaneously, some light is scattered to the sides, improving the vehicle's side visibility and providing better lighting and safety for straight-line driving at night or in low-light conditions. When the vehicle is in a second-support position, such as when parked at an angle or turning, the center line of the ambient lighting component 90 forms an obtuse angle with the ground. 2 is smaller. This makes the light more concentrated in the area below the side of the vehicle body component 30, which can better illuminate the support surface 300.

[0080] In an optional embodiment of this application, when the two-wheeled vehicle is in the first supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 1 satisfies: .

[0081] In another optional embodiment of this application, when the two-wheeled vehicle is in the first supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 1 satisfies: .

[0082] In another optional embodiment of this application, when the two-wheeled vehicle is in the first supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 1 satisfies: .

[0083] The first support state, that is, when the two-wheeled vehicle is upright or moving normally, is at an obtuse angle. The setting 1 ensures that the light from the ambient lighting component 90 can illuminate the supporting surface 300 and that the beam is far away from the vehicle body component 30, effectively preventing the vehicle body component 30 from blocking the beam. This is achieved by limiting the angle. The range of 1 allows for more precise control over the distribution of the light beam in the ambient lighting component 90, preventing light waste in unimportant areas, thereby saving energy to some extent and extending the lifespan of the ambient lighting component 90.

[0084] In an optional embodiment of this application, when the two-wheeled vehicle is in the second supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 2. Satisfies: .

[0085] In another optional embodiment of this application, when the two-wheeled vehicle is in the second supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 2. Satisfies: .

[0086] In another optional embodiment of this application, when the two-wheeled vehicle is in the second supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 2. Satisfies: .

[0087] Through this precise angle control, the ambient lighting assembly 90 ensures that its light is projected at the optimal angle even under different support conditions, avoiding light obstruction or scattering problems caused by changes in the tilt angle of the vehicle body assembly 30. This design not only enhances the usability of the ambient lighting assembly 90, providing stable and aesthetically pleasing lighting in various parking postures, but also ensures a reasonable layout of the wiring harness, reduces the risk of mud and water obstruction, and improves overall durability and user experience. In other embodiments not shown in the figures, the position and angle of the ambient lighting assembly 90 may be further optimized to adapt to a wider variety of two-wheeled vehicles and usage scenarios, maintaining professionalism while improving design flexibility and applicability.

[0088] In a specific embodiment of this application, when the two-wheeled vehicle is in the first supported state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the supporting surface 300 is... 1 is 110° or 120°. When the two-wheeled vehicle is in the second support state, the obtuse angle between the center line 93 of the emitted beam of the ambient light assembly 90 and the support surface 300 is... 2 represents 108° or 100°.

[0089] In a specific embodiment of this application, the ambient light assembly 90 includes a protective shell 91 and a light-emitting element 92. The protective shell 91 is mounted above the rear inner mudguard 80. The light-emitting element 92 is disposed within the protective shell 91, and at least a portion of the light-emitting element 92 overlaps with the light-transmitting portion 81 along the height direction of the two-wheeled vehicle. The ambient light from the light-emitting element 92 radiates outward through at least one light-transmitting portion 81. This arrangement not only makes the light provided by the ambient light assembly 90 more concealed and less prone to obstruction, but also increases the installation height of the ambient light assembly 90, effectively preventing mud and water from obstructing it and ensuring the normal use of the ambient light assembly 90. By cleverly integrating the ambient light assembly 90 into the design of the rear inner mudguard 80, not only is the wiring harness length saved, but the overall aesthetics of the two-wheeled vehicle are also enhanced, making the ambient light assembly 90 not only provide lighting effects but also become part of enhancing the vehicle's design.

[0090] In a specific embodiment of this application, the two-wheeled vehicle also includes a controller, which is electrically connected to the ambient lighting assembly 90 via a wiring harness. The controller is located inside the vehicle body assembly 30. The rear inner mudguard 80 is positioned relatively close to the rear of the two-wheeled vehicle, which means that the length of the wiring harness from the controller to the ambient lighting assembly 90 can be reduced. This not only simplifies the installation process and reduces costs, but also reduces interference from the wiring harness to the two-wheeled vehicle, improving overall reliability and safety.

[0091] like Figures 1 to 31 As shown, the vehicle body assembly 30 also includes a rear wheel mudguard 40 and a wiring harness clamp 50. The rear wheel mudguard 40 is disposed on the upper side of the rear wheel 22. The wiring harness clamp 50 is detachably connected to the surface of the rear wheel mudguard 40 facing the rear wheel 22, and the wiring harness clamp 50 and the rear wheel 22 form a wiring channel 60. The wiring harness clamp 50 has at least one wiring inlet 61 communicating with the wiring channel 60 and at least one wiring outlet 62 communicating with the wiring channel 60. Some of the wires of the two-wheeled vehicle pass through a wiring inlet 61, the wiring channel 60 and exit through a wiring outlet 62 in sequence.

[0092] By setting up a wiring harness clamp 50 and forming a wiring channel 60 between the clamp 50 and the rear wheel mudguard 40, the wiring harness is constrained within the channel 60. This not only stably guides the wiring harness but also shields it from view, reducing exposed wiring and the risk of it sagging. This further reduces the risk of interference between the wiring harness and the rear wheel 22, which could cause wear and breakage. The design of the wiring inlet 61 and outlet 62 ensures the orderly entry and exit of the wiring harness, preventing it from swinging arbitrarily in complex environments.

[0093] Furthermore, the rear wheel mudguard 40 of the two-wheeled vehicle and the added wiring harness clamp 50 are connected in a detachable manner to form an effective wiring harness guiding and protection structure. This solves the risk in existing technologies where the license plate light wiring harness, due to lack of fixation or obstruction, may sag and interfere with the rear wheel 22, causing wear and breakage. This design not only improves the service life of the wiring harness and reduces safety hazards caused by wiring harness failure, but also, due to the standardized and modular design of the wiring harness clamp 50, significantly enhances assembly consistency and reliability compared to traditional wiring harness fixing methods (such as using cable ties), reducing production costs and maintenance difficulty. The structure of the wiring channel 60 can also be optimized according to different driving conditions, further ensuring the safety and stability of the wiring harness under various driving conditions.

[0094] In some alternative embodiments, please refer to Figure 16 A license plate light 70 is installed on the side of the rear wheel mudguard 40 opposite to the rear wheel 22, and at least the wire connected to the license plate light 70 is run through the wiring channel 60. The license plate light 70 is installed on the rear wheel mudguard 40 and is located behind the rear wheel mudguard 40 to ensure the safety of the two-wheeled vehicle at night. At the same time, running the wire connected to the license plate light 70 in the wiring channel 60 can effectively hide the wires at the rear wheel mudguard 40, which can reduce the risk of wires drooping and improve driving safety, and also improve the aesthetics of the rear wheel mudguard 40.

[0095] In some alternative embodiments, other electrical structures may also be installed on the rear wheel mudguard 40, and the wires connected to the other electrical structures may also be confined within the wiring channel 60. No specific restrictions are imposed here, and the design can be carried out according to the actual structure of the two-wheeled vehicle.

[0096] In some alternative embodiments, there can be multiple wiring inlets 61, which are set at different locations and in different directions to bring wires from different directions into the wiring channel 60. The number of wiring outlets 62 can be one, in which case wires from multiple directions extend out of the wiring channel 60 through the same wiring outlet 62. Of course, there can be multiple wiring outlets 62, and at least one wire extends out of each wiring outlet 62. There is no specific limitation here, and the design can be based on the actual structure and function of the two-wheeled vehicle.

[0097] In some alternative embodiments, there are multiple wiring outlets 62, which are located at different positions and in different directions, so that the wires in the wiring channel 60 extend from different directions. At least one wire extends from each wiring outlet 62. The wires extending from different wiring outlets 62 can be connected to different electrical structures or to different positions of the same electrical structure, thereby reducing exposed wires and the risk of wires drooping. Of course, there can be one or more wiring inlets 61; there is no specific limitation here, and the design can be based on the actual structure and function of the two-wheeled vehicle.

[0098] In some alternative embodiments, please refer to Figures 18 to 20 The rear wheel mudguard 40 has multiple first limiting members 41 on the surface facing the rear wheel 22, and the wiring harness clamp 50 has multiple second limiting members 51 that cooperate with the first limiting members 41. One of the first limiting members 41 and the second limiting member 51 is a hole-like structure, and the other of the first limiting member 41 and the second limiting member 51 is a snap-fit ​​structure. The rear wheel mudguard 40 and the wiring harness clamp 50 cooperate with each other through the hole-like structure and the snap-fit ​​structure to achieve effective fixation and restriction of the wiring harness. This cooperation mechanism ensures the stability of the wiring harness under complex working conditions, avoids the wiring harness from falling off due to vibration or external force, and thus effectively reduces the risk of the wiring harness sagging or swinging, and reduces the risk of interference between the wiring harness and the rear wheel 22, thereby improving the durability of the wiring harness and the safety of vehicle operation. At the same time, due to the precise cooperation of the first limiting members 41 and the second limiting members 51, the consistency of the wiring harness arrangement is improved. Regardless of the skill level of the assembly personnel, the correct fixation of the wiring harness on the predetermined path can be guaranteed, reducing safety hazards caused by improper wiring harness arrangement. This design not only optimizes wiring harness management, but also effectively prevents direct contact between the wiring harness and the rear wheel 22 during use by connecting the wiring harness clip 50 to the rear wheel mudguard 40, reducing the risk of wiring harness wear and breakage, and improving overall reliability and service life.

[0099] During assembly, first ensure that the wiring harness follows a pre-planned path to avoid contact or interference with moving parts. Then, align the second limiting member of the wiring harness clamp 50 with the first limiting member on the rear wheel mudguard 40, and fix the wiring harness clamp 50 in the predetermined position through the precise engagement of the hole structure and the snap-fit ​​structure.

[0100] In alternative solutions, the limiting components of the snap-fit ​​structure can be spring clips, threaded connectors, or other mechanical locking devices. As long as the hole structure and the snap-fit ​​structure can be effectively matched, the same technical effect can be achieved. At the same time, these alternative solutions may further simplify the assembly process and improve production efficiency.

[0101] In other embodiments not shown, the shape and number of the first limiting member 41 and the second limiting member 51 can be adjusted according to actual needs to adapt to the requirements of different vehicle models and environments, further enhancing the applicability and flexibility of the solution.

[0102] In some alternative embodiments, please refer to Figure 20 The rear wheel mudguard 40 includes a mudguard body 42 and a first limiting member 41. The first limiting member 41 is a snap-fit ​​structure, and the second limiting member 51 is a hole-like structure. A portion of the snap-fit ​​structure is spaced apart from the mudguard body 42, and the spaced portion of the snap-fit ​​structure passes through the hole-like structure and snaps onto the side of the wiring harness clamp 50 structure away from the mudguard body 42. This design facilitates quick installation between the wiring harness clamp 50 and the rear wheel mudguard 40. By sliding the snap-fit ​​structure into the hole-like structure and achieving a snap-fit ​​connection, it facilitates quick installation and maintenance by workers.

[0103] In some alternative embodiments, please refer to Figure 18 and Figure 19 The wiring harness clamp 50 also includes multiple limiting protrusions 52 located on the protruding side of the perforated structure. The distance from the top surface to the bottom surface of the limiting protrusion 52 gradually increases away from the perforated structure. A portion of the engaging structure extends through the perforated structure and abuts against the limiting protrusion 52. This design allows a portion of the engaging structure to extend through the perforated structure and abut against the top surface of the limiting protrusion 52. As the engaging structure extends, the engaging force between the limiting protrusion 52 and the engaging structure gradually increases, thus achieving the limiting and initial installation between the wiring harness clamp 50 and the rear wheel mudguard 40. This improvement not only simplifies the assembly process and improves production efficiency but also ensures the reliability and safety of the wiring harness during normal vehicle use. Of course, the specific number and distribution of the limiting protrusions 52 can be flexibly adjusted according to the type of wiring harness and the installation position to achieve the best fixing effect. In other embodiments not shown, the shape and size of the hole structure and the limiting protrusions 52 can also be varied accordingly to meet the needs of different vehicle models and working conditions.

[0104] In some alternative embodiments, please refer to Figure 18 At least two perforated structures are located on opposite sides of the wiring channel 60, and the arrangement direction of the two perforated structures intersects the extension direction of the wiring channel 60. By setting at least two perforated structures on opposite sides of the wiring channel 60, a limiting effect can be formed on opposite sides of the wiring channel 60, effectively reducing the risk of relative movement and detachment between the wire harness clamp 50 and the rear wheel mudguard 40, and effectively improving the stability of the assembly between the wire harness clamp 50 and the rear wheel mudguard 40.

[0105] Preferably, the parallel arrangement of the planes containing the multiple perforated structures allows multiple snap-fit ​​structures to slide into the perforated structures simultaneously, which is beneficial for the rapid assembly of the wire harness clamping plate 50 and the rear wheel mudguard 40.

[0106] In some alternative embodiments, please refer to Figure 18 The vehicle body assembly 30 also includes a first fastener 31. The wiring harness clamp 50 has at least one first fixing hole 53, and the rear wheel mudguard 40 has at least one second fixing hole 43 that mates with the first fixing hole 53. The first fastener 31 passes through the first fixing hole 53 and the second fixing hole 43 to connect the wiring harness clamp 50 and the rear wheel mudguard 40. The vehicle body assembly 30 introduces a connection mechanism between the wiring harness clamp 50 and the rear wheel mudguard 40. The wiring harness clamp 50 has at least one first fixing hole 53, and the rear wheel mudguard 40 is correspondingly equipped with at least one second fixing hole 43. The first fastener 31 passes through and engages with the rear wheel mudguard 40, effectively achieving a stable connection between them. The mutual engagement between the first fastener 31 and the first fixing hole 53 and the second fixing hole 43 effectively prevents the wiring harness clamp 50 from retracting, avoiding the risk of separation between the clamping structure and the hole structure, and further improving the stability and tightness of the connection between the wiring harness clamp 50 and the rear wheel mudguard 40.

[0107] Furthermore, the standardized mating of the first fixing hole 53 and the second fixing hole 43 ensures assembly consistency, maintaining the same assembly effect even under different worker operations, thus improving production efficiency and product quality. This connection mechanism significantly enhances the stability of the wiring harness during vehicle movement, thereby reducing maintenance costs and improving user experience. In other embodiments not shown, the number and position of the first fixing hole 53 and the second fixing hole 43 can be flexibly adjusted according to the specific vehicle model and wiring harness layout to achieve the best fixing effect; no specific limitations are imposed here.

[0108] In some alternative embodiments, the two-wheeled vehicle further includes a braking assembly 110, which is disposed on the handlebars 100. The braking assembly 110 includes a brake pump 111 and a brake handlebar 112. The vehicle body assembly 30 includes a head cover 120, which is disposed around the handlebars 100 and includes a receiving cavity 121 and a clearance opening 122 communicating with the receiving cavity 121. A portion of the handlebars 100 is located inside the receiving cavity 121, and another portion of the handlebars 100 extends through the clearance opening 122 to the outside of the receiving cavity 121. Both the brake pump 111 and the brake handlebar 112 are located outside the receiving cavity 121. The head cover 120 is formed by splicing at least two covers, and at least a portion of at least one cover is located on the front side of the handlebars 100, and at least a portion of at least another cover is located on the rear side of the handlebars 100.

[0109] The two-wheeled vehicle's fairing 120 comprises at least two spliced ​​covers, one part of which is located on the front side of the handlebars 100, and the other part of which is located on the rear side of the handlebars 100. This front-to-rear split design avoids the obvious segmented lines around the perimeter caused by an upper-lower split design, effectively improving the overall aesthetics of the fairing 120. Simultaneously, placing the brake pump 111 and brake lever 112 on the outside of the receiving cavity 121 helps reduce the size of the fairing 120, allowing for greater design freedom and facilitating a thinner and lighter design, further enhancing the aesthetics of the two-wheeled vehicle's front end.

[0110] Furthermore, exposing the brake pump 111 to the outside of the helmet 120 allows for easy observation of the remaining brake fluid level in the reservoir and facilitates the user's refilling of the reservoir. By disassembling the helmet 120 into at least two parts, it better accommodates the structures of the handlebars 100 and the brake assembly 110, ensuring both the visibility and maintainability of the brake pump 111 and the brake reservoir while maintaining a slim profile. This design optimizes the helmet's appearance, reduces assembly difficulty, and improves the versatility and replaceability of the brake assembly 110, thereby enhancing the overall functionality and user experience of the two-wheeled vehicle.

[0111] In some alternative embodiments, please refer to Figure 25 and Figure 26The at least two covers include a main cover 130, a rear cover 140, and at least one connecting cover 150. The main cover 130 is at least partially disposed on the front and lower side of the handlebar 100. The rear cover 140 is at least partially disposed on the rear side of the handlebar 100, and a portion of the main cover 130 is connected to a portion of the rear cover 140. The connecting cover 150 is located on the front side of the handlebar 100, and at least one of the main cover 130 and the rear cover 140 is connected to the connecting cover 150. The main cover 130, the rear cover 140, and the connecting cover 150 form a clearance opening 122. This design ensures that the main cover 130, rear cover 140, and connecting cover 150 surround the handlebars 100, allowing the brake assembly 110 and parts of the handlebars 100 to be concealed within the headgear 120. This helps maintain the aesthetics of the two-wheeled vehicle's front end, while also making the headgear 120 appear thinner and more refined, avoiding the bulkiness caused by excessively covering the brake assembly 110. Furthermore, this split structure significantly enhances versatility. When replacing different models of brake assemblies 110, especially different sizes of brake pumps 111, only the dimensions of the connecting cover 150 need to be adjusted for a suitable fit, without modifying the overall headgear 120 design. In addition, the design of the clearance opening 122 ensures that the brake assembly 110 is easily observed and maintained, such as checking the fluid level and adding fluid, thereby optimizing the user experience and product functionality. Overall, the split design of the headgear 120 achieves a dual improvement in aesthetics and practicality, facilitating subsequent assembly while ensuring good maintainability and versatility.

[0112] In some alternative embodiments, please refer to Figure 26 The connecting cover 150 includes a first side 151 and a second side 152, and a third side 153 and a fourth side 154, which are arranged opposite to each other. The second side 152 is located above the first side 151. The first side 151 is connected to the main cover 130, and the second side 152 is connected to the rear cover 140. The clearance opening 122 is located at at least one of the third side 153 and the fourth side 154. The clearance opening 122 is cleverly located at at least one of the third side 153 and the fourth side 154. This layout not only solves the assembly problem between the main cover 130 and the brake pump 111, but also maintains the slim appearance of the head cover 120, avoiding the bulky feeling caused by completely encasing the brake pump 111. In addition, by adjusting the size of the connecting cover 150, it can be adapted to different models of brake components 110, greatly enhancing versatility and maintainability, and providing convenience for the maintenance and replacement of the braking system. This technical solution, while ensuring functionality and aesthetics, also improves assembly efficiency and parts interchangeability, and is an effective improvement measure to address the design defects of the headgear in existing technologies.

[0113] In some alternative embodiments (not shown in the figures), there are two clearance openings 122 and one connecting cover 150. One clearance opening 122 is located at the third side 153, and the other clearance opening 122 is located at the fourth side 154. In this embodiment, the main cover 130 and the rear cover 140 are spaced apart above the handlebar 100 and connected by a connecting cover 150. At this time, the third side 153 and the fourth side 154 on both sides of the connecting cover 150 are spaced apart from the main cover 130 and the rear cover 140 to form the head cover 120, which effectively reduces the assembly difficulty.

[0114] In some alternative embodiments, please refer to Figure 25 There are two connecting covers 150, which are spaced apart along the width direction of the two-wheeled vehicle. The third side 153 of both connecting covers 150 is connected to the main cover 130, and the fourth side 154 of both connecting covers 150 are arranged opposite to each other, with the clearance opening 122 located at the fourth side 154. In this embodiment, the main cover 130 has a connecting mask section, the length of which is less than the length of the main cover 130. The connecting mask section is located in front of the handlebar 100 and connected to the rear cover 140, and its length is less than the length of the rear cover 140. The two connecting covers 150 are located on opposite sides of the connecting mask, and their third side 153 is connected to the connecting mask.

[0115] In some alternative embodiments, there are two connecting covers 150, which are spaced apart along the width direction of the two-wheeled vehicle. The third side 153 of both connecting covers 150 are connected to the rear cover 140, and the fourth side 154 of the two connecting covers 150 are arranged opposite to each other, with the clearance opening 122 located at the fourth side 154. That is, the rear cover 140 has a connecting mask section, similar to the embodiment where the main cover 130 has a connecting mask section, which will not be described again here.

[0116] In some alternative embodiments, please refer to Figure 26 The main cover 130 includes a first cover 131 and a second cover 132. The first cover 131 is located below the brake handlebar 112; the second cover 132 is located above the first cover 131 and in front of the brake handlebar 112. A connecting cover 150 is connected to the second cover 132, and the connecting cover 150 is located above at least a portion of the second cover 132. The design of the first cover 131 and the second cover 132 can cover different positions of the handlebar 100, which helps improve the overall aesthetics of the two-wheeled vehicle's front end and optimizes the overall appearance of the head cover 120, making it look lighter.

[0117] like Figures 1 to 31As shown, the two-wheeled vehicle also includes at least one instrument panel 160. The vehicle body assembly 30 includes a main cover 130 and a rear cover 140. The main cover 130 is at least partially disposed on the front side of the handlebars 100. The rear cover 140 is at least partially disposed on the rear side of the handlebars 100. At least a portion of the main cover 130 is connected to at least a portion of the rear cover 140 and is disposed around the handlebars 100. The rear cover 140 has a mounting notch 141. The bottom surface of the mounting notch 141 has a double-layered recessed platform 142. The instrument panel 160 is detachably connected to the bottom surface of the double-layered recessed platform 142.

[0118] By setting the main cover 130 and the rear cover 140 around the handlebar 100, a portion of the structure within the handlebar 100 is concealed between the main cover 130 and the rear cover 140. The rear cover 140 has a mounting notch 141, and the bottom surface of the mounting notch 141 has a double-layered recessed platform 142. This double-layered recessed design of the rear cover 140 allows the instrument cluster 160 to be embedded more deeply within the rear cover 140, reducing the height of the bottom line of the instrument cluster 160. This design eliminates the problem of the bottom line of the instrument cluster 160 being higher than the headgear, making the instrument cluster 160 visually more seamlessly integrated into the rear cover 140. The rear cover 140 provides stronger coverage of the instrument cluster 160, thereby enhancing the sense of unity between the rear cover 140 and the instrument cluster 160, improving the embedded design of the instrument cluster 160, making the overall appearance more harmonious, and improving the overall aesthetics of the product and the user's comfort in reading the instrument cluster. The detachable connection between the instrument assembly 160 and the rear cover 140 facilitates the maintenance and replacement of the instrument assembly 160, improving the user experience and product versatility. Furthermore, the optimized design of the head cover's components reduces assembly difficulty, facilitating instrument maintenance and replacement, while also reducing the overall weight of the head cover, making it appear lighter without sacrificing stability.

[0119] In some alternative embodiments, please refer to Figure 30 and Figure 31The instrument assembly 160 includes at least two different sizes of instrument panels. The bottom surface of the double-layered recessed platform 142 has multiple mounting holes 143, which can be connected to at least two different sizes of instrument panels. This arrangement allows the rear cover 140 to not only match instruments with fixed hole positions but also adapt to instrument panels of different sizes, enhancing the flexibility and versatility of the instrument assembly 160 installation. Through this structural design, the instrument assembly 160 can quickly adapt to different needs, whether in the assembly stage or in subsequent maintenance and upgrades, enhancing the maintainability of the product and the user customization experience. Of course, this technical solution is not limited to the embodiment described herein. The layout design of the double-layered recessed platform 142 and mounting holes 143 of the rear cover 140 can be adjusted according to specific application scenarios to achieve better pressure distribution and force transmission effects, further optimizing the rigidity and stability of the instrument assembly 160, and ensuring the stability of the assembly between the instrument panel and the rear cover 140 under various operating conditions.

[0120] In some alternative embodiments, please refer to Figure 29 The multiple mounting holes 143 include at least two waist holes 1431, which are symmetrically arranged and can connect to instrument panels of different sizes. Because the waist holes 1431 have a certain length, they are compatible with instrument panels with various mounting hole positions, allowing for a tight fit between the rear cover 140 and the side wall of the instrument assembly 160, enhancing their overall integration. Regardless of the size of the instrument panel connected to the mounting holes 143, the instrument assembly 160 can conceal the mounting holes 143, ensuring the visual aesthetics of the head cover.

[0121] In other embodiments not shown, more variations in the distribution and connection of the mounting holes 143 can be explored to achieve a gradual and gentle pressure transition, thereby enabling superior performance in the design and manufacture of the instrument assembly 160. For example, in some alternative embodiments, instrument panels of different sizes are connected to mounting holes 143 at different locations; no specific limitations are imposed here, and the design can be tailored to actual usage requirements.

[0122] In some alternative embodiments, please refer to Figure 30 and Figure 31The top surface of the instrument panel is located above the plane where the opening of the double-layer recessed platform 142 is located, and the mounting hole 143 is located below the instrument panel. This arrangement hides the mounting hole 143 below the instrument panel, ensuring a stable connection between the mounting hole 143 and the instrument panel, while also improving the aesthetics of the head cover. It also allows the sides of the instrument panel to be more tightly enclosed by the rear cover 140, resulting in a stronger sense of unity and an embedded effect. This avoids the problem of protruding bottom lines on the instrument panel in traditional designs, making the overall appearance more streamlined and harmonious. The lower placement of the mounting hole 143 further optimizes the instrument panel's fixing method, reduces assembly difficulty, ensures the stability of the instrument panel, and improves product assembly efficiency and user experience.

[0123] In some alternative embodiments, please refer to Figure 28 and Figure 29 The rear cover 140 includes a rear cover body 144 and a mating cover 147. The rear cover body 144 has an installation notch 141, the bottom surface of which is a double-layer groove structure 145, and the bottom surface of the double-layer groove structure 145 has an assembly opening 146. The mating cover 147 is detachably connected to the rear cover body 144, and at least a portion of the mating cover 147 is located at the assembly opening 146, forming a double-layer recessed platform 142 with the rear cover body 144. This double-layer groove structure 145 and the mating cover 147 not only enhance the coverage of the instrument panel and make the overall design more compact and harmonious, but also facilitate the manufacturing of the rear cover 140 through the component design, making it easier to demold the rear cover body 144 and the mating cover 147.

[0124] In some alternative embodiments, please refer to Figure 28 and Figure 29 The rear cover 140 has multiple mounting holes 143. By setting the rear cover 140 to fit the rear cover body 144 with the rear cover body 147, various sizes of the rear cover body 147 can be configured for the rear cover body 144. The different sizes of the mating covers 147 can form different sizes of mounting openings with the mounting notch 141. A part of the instrument assembly 160 passes through the mounting opening. The different sizes of mounting openings can accommodate different instrument assemblies 160 and instrument panels of different sizes, effectively improving the versatility of the rear cover 140.

[0125] In some alternative embodiments, please refer to Figure 28 and Figure 29The mating cover 147 includes a first mating structure 1471 and a second mating structure 1472. The first mating structure 1471 is located within the assembly opening 146. The second mating structure 1472 is arranged around the first mating structure 1471 and is located on the lower side of the double-layer groove structure 145 and is detachably connected to the non-exterior surface of the rear cover body 144. The second mating structure 1472 is arranged around the first mating structure 1471 and is detachably connected to the non-exterior surface of the rear cover body 144, so that the mating cover 147 is replaceable. At the same time, the second mating structure 1472 is hidden under the rear cover body 144, while the first mating structure 1471 is exposed within the double-layer groove structure 145, to ensure the aesthetics of the rear cover 140.

[0126] In some alternative embodiments, please refer to Figure 28 and Figure 29 The second mating structure 1472 has multiple first through holes 1473, and the non-exterior surface of the rear cover body 144 has multiple snap-fit ​​structures 1474, which pass through the first through holes 1473. By setting the first through holes 1473 and snap-fit ​​structures 1474 to cooperate with each other, it is beneficial for the mating cover body 147 and the rear cover body 144 to be quickly assembled together. At the same time, the multiple snap-fit ​​structures 1474 and the multiple first through holes 1473 can also form a limit, so that the mating cover body 147 and the rear cover body 144 can be accurately positioned, which is beneficial for subsequent fastening of the two.

[0127] In some alternative embodiments, please refer to Figure 28 and Figure 29 The rear cover 140 also includes a second fastener. The second mating structure 1472 has multiple limiting grooves 1475, and the non-exterior surface of the rear cover body 144 has multiple limiting posts 1441. The limiting posts 1441 extend into the limiting grooves 1475 and engage with them. The limiting posts 1441 and the limiting grooves 1475 are fixed by the second fastener. This design not only provides additional mechanical positioning, preventing misalignment during assembly, but also enhances the reliability and durability of the connection, enabling the head cover 120 to effectively protect the internal instrument assembly 160 from damage when subjected to external impacts. Through the dual fixation of snap-fit ​​and fasteners, this embodiment achieves convenient installation and stable fixation of the instrument assembly 160 and the head cover 120, while also simplifying the maintenance and replacement process and improving the overall assembly efficiency and user experience.

[0128] In some alternative embodiments, please refer to Figure 28 and Figure 29 The rear cover 140 includes multiple mounting holes 143, with at least two mounting holes 143 located on the bottom surface of the double-layer recessed structure 145, and at least two mounting holes 143 positioned on the mating cover 147, all on the same plane. This design ensures that the instrument assembly 160 can be securely mounted on different positions of the head cover 120 using the mating cover 147, enhancing the fit and integration between the instrument assembly 160 and the head cover 120, and accommodating various instrument assemblies 160 with different mounting hole positions. Furthermore, by unifying the multiple mounting holes 143 to the same plane, the assembly process is simplified, production efficiency is improved, and the positional misalignment of the instrument assembly 160 due to assembly errors is effectively reduced, ensuring the accuracy and reliability of the instrument assembly 160 installation. In addition, this layout helps to conceal a portion of the instrument assembly 160 within the double-layer recessed platform 142, making the overall appearance of the head cover 120 more harmonious and aesthetically pleasing.

[0129] In some alternative embodiments, please refer to Figure 28 The double-layer recessed structure 145 includes a first recessed structure 1451, a recessed second recessed structure 1452 on the bottom surface of the first recessed structure 1451, and an assembly opening 146 on the bottom surface of the second recessed structure 1452. The area of ​​the bottom surface of the first recessed structure 1451, excluding the recessed second recessed structure 1452, is located in front of the assembly opening 146. By placing the second recessed structure 1452 on the bottom surface of the first recessed structure 1451, after the instrument assembly 160 is installed into the double-layer recessed platform 142, the first recessed structure 1451 is located below the instrument assembly 160, making it invisible to the user and improving the aesthetics of the rear cover 140. Simultaneously, placing the assembly opening 146 on the front side facilitates the assembly of the mating cover 147 with the rear cover body 144, while reducing the risk of the mating cover 147 being visible to the user.

[0130] Furthermore, the recessed design of the first groove structure 1451 helps the lower edge of the instrument assembly 160 blend seamlessly with the surface of the head cover 120, enhancing the overall integration and aesthetic harmony. Simultaneously, it maintains complete coverage of the sidewalls of the instrument assembly 160, strengthening its fixation. This technical solution ensures the stable installation and overall aesthetic integrity of the instrument assembly 160 while simplifying the assembly process, reducing compatibility issues caused by differences in instrument mounting hole positions, and improving product compatibility and production efficiency.

[0131] In some alternative embodiments, please refer to Figure 25 and Figure 26The vehicle body assembly 30 also includes at least one connecting cover 150 located on the front side of the handlebar 100. At least one of the main cover 130 and the rear cover 140 is connected to the connecting cover 150, and the main cover 130, the rear cover 140, and the connecting cover 150 form a head cover 120 surrounding the handlebar 100. This design ensures that the main cover 130, the rear cover 140, and the connecting cover 150 surround the handlebar 100, so that the brake assembly 110 and part of the handlebar 100 are hidden inside the head cover 120. This helps to maintain the aesthetics of the two-wheeled vehicle's front end, while the head cover 120 as a whole appears thinner and more refined, avoiding the bulky feeling caused by excessively covering the brake assembly 110. Meanwhile, this split structure significantly enhances versatility. When replacing different models of brake components 110, especially brake pumps 111 of different sizes, only the dimensions of the connecting cover 150 need to be adjusted for adaptation, without modifying the overall design of the head cover 120. Furthermore, the design of the clearance opening 122 ensures that the brake component 110 is easy to observe and maintain, such as checking the oil level and adding oil, thereby optimizing the user experience and product functionality. Overall, the split design of the head cover 120 achieves a dual improvement in aesthetics and practicality, providing convenience for subsequent assembly operations while ensuring good maintainability and versatility.

[0132] Furthermore, this utility model also solves the problem of poor longitudinal stiffness in the frame 10 of existing two-wheeled vehicles.

[0133] like Figures 1 to 5 As shown, the frame 10 of the two-wheeled vehicle includes a head tube 11, a main beam tube 14, side tubes, and a support member 16. The head tube 11 is connected to the main beam tube 14. The side tubes include an upper side tube 12 and a lower side tube 13, both of which are connected to the main beam tube 14. The lower side tube 13 is located below the upper side tube 12. The support member 16 connects the upper side tube 12 and the lower side tube 13, and the support member 16 is located on the side of the frame 10. The support member 16 is set at an angle with the upper side tube 12 and / or the lower side tube 13, and the angle is acute or obtuse.

[0134] By placing a support member 16 between the upper side tube 12 and the lower side tube 13, and arranging the support member 16 on the side of the frame 10, the overall rigidity of the frame 10 is significantly improved, especially in the front longitudinal direction. Since the two ends of the support member 16 are fixed to the upper side tube 12 and the lower side tube 13 respectively, this structure effectively distributes loads and stresses, avoiding stress concentration, thereby significantly improving the frame 10's ability to resist external forces and ensuring safety and stability during riding. Simultaneously, constraining the support member 16 to form an angle with the upper side tube 12 and / or the lower side tube 13 (the angle being acute or obtuse) helps optimize stress distribution and significantly reduces the maximum stress at the side tube weld locations. Under bench testing conditions, the maximum stress at the side tube weld of the frame 10 with the support member 16 was 87 MPa, and the overall stress was effectively improved. This indicates that the design of adding the support member 16 in this application can distribute stress more evenly and reduce the potential risk of structural failure. In addition, the support member 16 also improves the longitudinal stiffness of the side tube, significantly improving the front longitudinal stiffness of the frame 10. Compared with the prior art, the stiffness value increases from 289 N / mm to 319 N / mm, indicating that the frame 10 reduces deformation when subjected to external forces in the longitudinal direction, thus enhancing handling and safety during riding.

[0135] In summary, the improved frame 10 of the two-wheeled vehicle in this application, by adding support members 16, not only significantly improves the rigidity and stability of the frame 10, but also optimizes the stress distribution, enhances the front longitudinal stiffness, and provides flexibility in design and manufacturing.

[0136] In some alternative embodiments, the support member 16 and the upper side tube 12 are set at an angle, which can be acute or obtuse. Connecting the support member 16 to the upper side tube 12 at a non-right angle (i.e., acute or obtuse angle) can produce a more effective mechanical effect structurally. An acute angle connection can enhance the support strength of the support member 16 to the upper side tube 12, especially when facing lateral or longitudinal impacts; while an obtuse angle is beneficial for dispersing stress, reducing local stress concentration, and improving the fatigue resistance and damage resistance of the entire frame 10. The non-right angle design allows the support member 16 to be better integrated into the overall structure of the frame 10, forming a more stable and robust triangular or trapezoidal frame. Under dynamic driving conditions, this structure can effectively resist instability caused by uneven road surfaces or sudden turns, ensuring vehicle handling and safety. By adjusting the angle between the support member 16 and the upper side tube 12, the internal space of the frame 10 can be utilized flexibly, avoiding interference with other components such as the engine, suspension system, or passenger legroom. This degree of design freedom helps create more compact and efficient vehicle layouts without compromising or even enhancing the vehicle's comfort and practicality.

[0137] In some alternative embodiments, the support member 16 and the lower side tube 13 are set at an angle, which can be acute or obtuse. The acute or obtuse angle design alters the connection between the support member 16 and the lower side tube 13, creating a more robust mechanical structure. This non-right-angle connection disperses forces over a wider area, reducing stress concentration and significantly improving the strength and stability of the frame 10, especially when subjected to irregular ground impacts or high-speed riding. The lower side tube 13 is typically closer to the ground and bears more lateral and longitudinal forces. The non-right-angled support member 16 connection increases the overall torsional rigidity of the frame 10, which is crucial for maintaining the stability and control of the two-wheeled vehicle when cornering or riding on slopes. The acute or obtuse angle design allows the support member 16 to fit more closely to the frame 10, reducing unnecessary space occupation and providing more installation space for other critical components such as the engine and suspension system. It also optimizes the passenger's seating position and legroom, improving riding comfort. The non-right-angle design provides more flexibility in the manufacturing process, allowing for the use of standardized tubing or sheet metal parts for production. The required angle can be achieved by adjusting the position of welding or fixing points, simplifying the manufacturing process and reducing production costs.

[0138] In some alternative embodiments, the end of the support member 16 near the front end of the frame 10 is connected to the upper side tube 12, and the end of the support member 16 near the rear end of the frame 10 is connected to the lower side tube 13. In this case, the angle between the support member 16 and the upper side tube 12 towards the front end of the frame 10 is an obtuse angle, and the angle between the support member 16 and the upper side tube 12 towards the rear end of the frame 10 is an acute angle; the angle between the support member 16 and the lower side tube 13 towards the front end of the frame 10 is an acute angle, and the angle between the support member 16 and the lower side tube 13 towards the rear end of the frame 10 is an obtuse angle.

[0139] In some alternative embodiments, the end of the support member 16 near the front end of the frame 10 is connected to the lower side tube 13, and the end of the support member 16 near the rear end of the frame 10 is connected to the upper side tube 12. In this case, the angle between the support member 16 and the upper side tube 12 on the side facing the front end of the frame 10 is an acute angle, and the angle between the support member 16 and the upper side tube 12 on the side facing the rear end of the frame 10 is an obtuse angle; the angle between the support member 16 and the lower side tube 13 on the side facing the front end of the frame 10 is an obtuse angle, and the angle between the support member 16 and the lower side tube 13 on the side facing the rear end of the frame 10 is an acute angle.

[0140] In some alternative embodiments, the support member 16 is a tubular component, sheet metal part, or casting, and both ends of the support member 16 are welded to the portions of the upper side tube 12 and the lower side tube 13 located on the same side of the frame 10, respectively. Using tubular components, sheet metal parts, or castings as the support member 16, these materials, due to their high strength and lightweight characteristics, can significantly enhance the rigidity of the frame 10. At the same time, this arrangement provides versatility in the manufacturing process. Manufacturers can choose the most suitable material based on cost, process capabilities, and performance requirements. Fixing by welding ensures the connection strength between the support member 16 and the side tube, effectively improving the overall stability of the frame 10, especially under longitudinal or lateral external forces. Welding as a connection method ensures a rigid connection between the support member 16 and the side tube, helping to disperse stress, reduce stress concentration, and thus reduce the risk of structural damage to the frame 10 under complex road conditions or high-intensity use. The support member 16 is welded to the upper side tube 12 and the lower side tube 13 on the same side, which means that the support structure can be more tightly integrated into the frame 10 design, making full use of the space on the side of the side tube and improving structural efficiency. It should be noted that the same side or side of the frame 10 mentioned above refers to the periphery of the frame 10.

[0141] In some alternative embodiments, the support member 16 has a circular or polygonal cross-section perpendicular to its length. Circular or polygonal cross-sections of the support member 16 offer higher structural strength and rigidity compared to other shapes, such as flat shapes. Circular cross-sections exhibit the same bending resistance in all directions, while polygonal cross-sections (especially hexagonal and octagonal) provide enhanced compressive and tensile strength in specific directions, both of which significantly contribute to improving the overall stability and load-bearing capacity of the frame 10. Circular or polygonal tubing is generally lighter than solid sheet metal, but its structural strength is not inferior. This means that the frame 10 can be lightweight while maintaining sufficient strength, positively impacting the two-wheeled vehicle's handling, fuel efficiency, and acceleration performance.

[0142] In a preferred embodiment of this application, the support member 16 has a circular cross-section in the direction perpendicular to its length.

[0143] like Figure 3As shown, the support member 16 is located in the middle section region 102 of the frame 10 in the longitudinal direction. Specifically, the frame 10 includes a front section region 101, a middle section region 102, and a rear section region 103 connected sequentially from front to rear, with the support member 16 located in the middle section region 102 in the longitudinal direction. The middle section region 102 is the most complex and critical part of the frame 10 under stress, connecting the front section region 101 and the rear section region 103, and bearing loads from multiple directions. Placing the support member 16 in the middle section region 102 can effectively enhance the rigidity of this region, optimize the central support of the frame 10, and improve overall stability. Adding the support member 16 to the middle section region 102 can effectively disperse the stress in this region, reduce stress concentration, help extend the service life of the frame 10, and reduce structural fatigue caused by long-term use. Strengthening the middle section region 102 is crucial for improving the vehicle's handling performance, especially when cornering or driving at high speeds. By increasing the rigidity of the middle section of the frame 10, lateral or longitudinal deformation can be reduced, improving the vehicle's responsiveness and handling precision. Placing the support member 16 in the middle section region 102 helps optimize the weight distribution of the frame 10, preventing excessive weight distribution at the front or rear, which has a positive effect on maintaining vehicle balance and improving fuel efficiency.

[0144] Specifically, the head tube 11, the main beam tube 14, and a portion of the upper side tube 12 and a portion of the lower side tube 13 connected to the main beam tube 14 are located in the front region 101 of the frame 10, while another portion of the upper side tube 12 and another portion of the lower side tube 13 are located in the middle region 102 of the frame 10. The frame 10 also includes a tail tube 15 connected to the rear end of the upper side tube 12, which is located in the rear region 103 of the frame 10.

[0145] like Figures 1 to 3As shown, the frame 10 also includes multiple reinforcing plates, each located on the side of the frame 10. The middle section 102 includes a first reinforcing plate 401 and a second reinforcing plate 402 spaced apart along the front-rear direction. Both the first and second reinforcing plates 401 and 402 are located between the upper side tube 12 and the lower side tube 13 on one side of the frame 10. The two ends of the reinforcing plates are connected to the upper side tube 12 and the lower side tube 13, respectively. The connection between the support member 16 and the upper and lower side tubes 12 and 13 is located between the first and second reinforcing plates 401 and 402. The reinforcing plates increase the lateral and longitudinal rigidity of the sides of the frame 10. As reinforcing elements, they effectively resist deformation of the frame 10 during operation, especially bending and twisting, which is crucial for improving the overall stability and durability of the two-wheeled vehicle. The welding or fixing points between the reinforcing plates and the side tubes effectively disperse and absorb stress, preventing excessive stress concentration at any point on the frame 10 and reducing the risk of cracks and damage to the frame 10 under prolonged use or extreme conditions. By placing a reinforcing plate between the upper side tube 12 and the lower side tube 13, the bending resistance of the middle section 102 of the frame 10 can be significantly improved.

[0146] Furthermore, the support member 16 is positioned between the first reinforcing plate 401 and the second reinforcing plate 402, allowing it to utilize the additional rigidity provided by the two reinforcing plates while avoiding stress interference with them. This arrangement ensures that the support member 16 can maximize its reinforcing effect without affecting the effectiveness of the reinforcing plates. The reinforcing plates and the support member 16 work together to significantly improve the overall torsional stiffness of the frame 10. This mutually supportive structure allows the frame 10 to maintain better rigidity when subjected to lateral forces, which is extremely beneficial for maintaining the handling stability of the two-wheeled vehicle during straight-line travel and cornering. The arrangement of the support member 16 between the first reinforcing plate 401 and the second reinforcing plate 402 also facilitates future maintenance and structural upgrades. If adjustments or reinforcements to the support member 16 are needed, operations can be performed only within the area between the first reinforcing plate 401 and the second reinforcing plate 402, without requiring large-scale modifications to other parts of the frame 10.

[0147] Specifically, the angle between the reinforcing plate and the upper side tube 12 is a right angle, and the angle between the reinforcing plate and the lower side tube 13 is also a right angle. This arrangement helps to improve the connection strength between the reinforcing plate and the upper and lower side tubes 12 and 13. The two ends of the reinforcing plate are welded to the upper and lower side tubes 12 and 13 respectively, and the right-angle connection forms a stable L-shaped structure. This structure exhibits high bending and torsional rigidity when subjected to external loads, effectively enhancing the overall structural stability of the frame 10.

[0148] In some alternative embodiments, the minimum distance between the connection between the support member 16 and the side tube and the connection between the reinforcing plate and the side tube is greater than or equal to 1 cm and less than or equal to half the distance between the first reinforcing plate 401 and the second reinforcing plate 402.

[0149] Specifically, when the end of the support member 16 near the front end of the frame 10 is connected to the upper side tube 12, and the end of the support member 16 near the rear end of the frame 10 is connected to the lower side tube 13, the minimum distance from the front end of the support member 16 near the frame 10 to the connection point of the first connecting plate and the upper side tube 12 is greater than or equal to 1 cm and less than or equal to half the distance between the first reinforcing plate 401 and the second reinforcing plate 402; the minimum distance from the end of the support member 16 near the rear end of the frame 10 to the connection point of the second connecting plate and the lower side tube 13 is greater than or equal to 1 cm and less than or equal to half the distance between the first reinforcing plate 401 and the second reinforcing plate 402.

[0150] When the end of the support member 16 near the front end of the frame 10 is connected to the lower side tube 13, and the end of the support member 16 near the rear end of the frame 10 is connected to the upper side tube 12, the minimum distance between the end of the support member 16 near the front end of the frame 10 and the connection point between the first connecting plate and the lower side tube 13 is greater than or equal to 1 cm and less than or equal to half the distance between the first reinforcing plate 401 and the second reinforcing plate 402, and the minimum distance between the end of the support member 16 near the rear end of the frame 10 and the connection point between the second connecting plate and the upper side tube 12 is greater than or equal to 1 cm and less than or equal to half the distance between the first reinforcing plate 401 and the second reinforcing plate 402.

[0151] By rationally planning the minimum distance between the connection points of the support member 16 and the side tube and the connection points of the reinforcing plate and the side tube, direct contact or excessive proximity between the support member 16 and the reinforcing plate can be prevented, avoiding interference during installation or under load, and ensuring that their respective functions are not affected. By ensuring an appropriate spacing between the support member 16 and the reinforcing plate, stress distribution can be optimized, reducing the possibility of stress concentration. In this way, the support member 16 and the reinforcing plate can each function effectively under load, avoiding structural failure caused by excessive local stress. Simultaneously, the longitudinal and lateral stability of the frame 10 can be enhanced. Evenly distributing the support member 16 between the first reinforcing plate 401 and the second reinforcing plate 402 helps to form a more stable structural frame, improving the overall strength of the frame 10.

[0152] Optionally, the diameter or side length of the cross-section of the upper side tube 12 perpendicular to its length is greater than that of the lower side tube 13 perpendicular to its length, while the diameter or side length of the cross-section of the support member 16 perpendicular to its length is less than or equal to that of the lower side tube 13 perpendicular to its length. That is, the thickness of the upper side tube 12 is greater than that of the lower side tube 13, and the thickness of the support member 16 is less than or equal to that of the lower side tube 13. The larger cross-sectional size of the upper side tube 12 means it has stronger bending and torsional rigidity, which is crucial for supporting the weight of the vehicle body, resisting lateral forces, and maintaining the overall structural stability of the frame 10. The lower side tube 13 and the support member 16 use smaller or the same cross-sectional size. This design allows the support member 16 to fit tightly against the lower side tube 13, providing effective local support while reducing unnecessary material usage and achieving a lightweight design. By controlling the cross-sectional size of different components, stress can be guided to distribute along a predetermined path, avoiding excessive concentration at weak points in the frame 10. The large size of the upper side tube 12 can disperse the load at the top, while the small size of the support member 16 helps to handle local stress. The cross-sectional size of the support member 16 matches that of the lower side tube 13, ensuring a more stable and reliable connection between the two. The smaller cross-sectional size of the support member 16 also facilitates installation and adjustment, avoiding excessive gaps or instability during connection.

[0153] In specific embodiments of this application, reference is made to Figure 2 As shown, the upper side tube 12 includes two upper side tubes 1201, which are arranged opposite each other on a set of opposite sides of the frame 10. The ends of the two upper side tubes 1201 near the front of the frame 10 are connected to the main beam tube 14, and the ends of the two upper side tubes 1201 near the rear of the frame 10 are connected to the tail tube 15. The lower side tube 13 is U-shaped and connected to the bottom end of the main beam tube 14, and the head tube 11 is connected to the top end of the main beam tube 14. The set of opposite sides of the frame 10 mentioned here specifically refers to the left and right sides of the frame 10. One of the left and right sides of the frame 10 is provided with a first reinforcing plate 401, a support member 16, and a second reinforcing plate 402 in sequence from front to back. By adding support members 16 on both sides of the frame 10, the bidirectional lateral rigidity of the frame 10 can be significantly improved. This means that the frame 10 remains stable and less prone to lateral deformation regardless of the force applied from either side, thereby improving vehicle safety under various conditions. The presence of the side supports 16 enhances the frame 10's ability to resist torque. When the vehicle is turning or driving on uneven surfaces, the supports 16 effectively prevent the frame 10 from twisting, maintaining the vehicle's straightness and directional control. Simultaneously, they ensure that the external load on the frame 10 is evenly distributed. This not only reduces the risk of excessive load on one side but also helps prevent structural problems such as cracks or deformation caused by excessive stress on one side.

[0154] refer to Figure 4 As shown in the figure, the right side diagram illustrates the stress situation between the upper side pipe 12, the first reinforcing plate 401, and the lower side pipe 13 without the support member 16. The figure shows that the stress at the connection point between the first reinforcing plate 401 and the upper side pipe 12 is 213 MPa and 229 MPa. The left side diagram illustrates the stress situation between the upper side pipe 12, the first reinforcing plate 401, and the lower side pipe 13 with the support member 16 added. The figure shows that the stress at the connection point between the first reinforcing plate 401 and the upper side pipe 12 decreases to 172 MPa and 183 MPa, and the maximum stress at the connection point between the connector and the side pipe is 87 MPa. The figure demonstrates that adding the support member 16 reduces the overall stress and improves the stress concentration situation.

[0155] refer to Figure 5 As shown in the figure, the right side of the figure shows the front longitudinal stiffness of the frame 10 without the support member 16, which is 289 N / mm. The left side of the figure shows the front longitudinal stiffness of the frame 10 with the support member 16, which is 319 N / mm. It can be seen that by adding the support member 16, this application greatly improves the front longitudinal stiffness of the frame 10, increasing the stiffness value from 289 N / mm to 319 N / mm. This indicates that the deformation of the frame 10 is reduced when subjected to external forces in the longitudinal direction, thus enhancing the handling and safety during riding.

[0156] In an optional embodiment of this application, one or more support members 16 may be provided on one side of the frame 10. When multiple support members 16 are provided on one side of the frame 10, all multiple support members 16 are located between the first reinforcing plate and the second reinforcing plate, and at least two support members 16 on the same side of the frame 10 are arranged in parallel or cross directions. The arrangement of multiple support members 16 increases the local rigidity of the frame 10. Parallel support members 16 can provide additional support in the straight direction, while cross directions enhance torsional resistance and bending rigidity at multiple angles, especially the triangular structure formed near the intersection point has extremely high stability. The parallel or cross arrangement of support members 16 can more effectively disperse and balance stress. When the frame 10 is under load, stress can be evenly distributed along the support member 16 network, avoiding excessive concentration on any single structural element, thereby reducing the risk of structural failure. Multiple support members 16 can provide multiple lines of defense against impact forces from different directions. The two parallel support members 16 can absorb energy in the straight direction, while the two intersecting support members 16 can provide protection in the lateral and diagonal directions, improving the overall impact resistance of the frame 10.

[0157] Furthermore, this utility model also solves the problem of poor structural strength of the front components of the frame 10 of the existing two-wheeled vehicle.

[0158] like Figure 6 and Figure 7 As shown, the frame 10 of the two-wheeled vehicle provided by this utility model also includes a reinforcing plate structure, and at least a reinforcing plate structure is provided between the side tube and the main beam tube 14.

[0159] By adding a reinforcing plate structure between the side tube and the main beam tube 14, the overall torsional stiffness of the frame 10 can be significantly improved. The supporting effect of the reinforcing plate structure helps to distribute the load and reduce stress concentration, thereby enhancing the frame 10's resistance to deformation. This application effectively solves the problems of insufficient stability and stress concentration in existing designs by adding reinforcing plate structures to key parts of the frame 10, thus improving the overall performance of the two-wheeled vehicle's frame 10.

[0160] In some alternative embodiments, reinforcing plate structures are provided between the upper side tube 12 and the main beam tube 14, and between the lower side tube 13 and the main beam tube 14. The reinforcing plate structure between the upper side tube 12 and the main beam tube 14 is a first reinforcing plate structure 190, and the reinforcing plate structure between the lower side tube 13 and the main beam tube 14 is a second reinforcing plate structure 200. The first reinforcing plate structure 190 and the second reinforcing plate structure 200 are different. The different designs of the first reinforcing plate structure 190 and the second reinforcing plate structure 200 can provide customized support effects for the characteristics and stress conditions of the upper side tube 12 and the lower side tube 13. The upper side tube 12 usually bears more lateral forces, while the lower side tube 13 may bear more vertical impacts from the support surface 300. Therefore, different reinforcing plate structures can more effectively resist these external loads and improve the overall compressive and torsional resistance of the entire frame 10.

[0161] Furthermore, by setting reinforcing plate structures at the connections between the upper side tube 12, the lower side tube 13, and the main beam tube 14, stress can be effectively dispersed, avoiding structural damage caused by excessive stress concentration in specific areas. Different reinforcing plate structure designs can guide stress to be evenly distributed over a wider range, enhancing the durability of the frame 10 under complex working conditions. The first reinforcing plate structure 190 and the second reinforcing plate structure 200 do not directly overlap with the deformation area, avoiding the problem of poor welding. They maintain an appropriate distance from the tube weld, ensuring the stability of the weld and avoiding the impact of stress concentration on the welding effect, thereby improving the welding quality and the manufacturing precision of the frame 10.

[0162] Specifically, the two ends of the first reinforcing plate structure 190 are connected to the upper side tube 12 and the main beam tube 14, respectively, so that the first reinforcing plate structure 190, the upper side tube 12, and the main beam tube 14 form a triangular support area. The triangular support area formed by the first reinforcing plate structure 190, the upper side tube 12, and the main beam tube 14 significantly enhances the stability and torsional stiffness of the frame 10, reduces deformation during riding, especially at high speeds or when turning, and improves the handling of the two-wheeled vehicle. The addition of the first reinforcing plate structure 190 helps to disperse and evenly distribute the stress at the connection between the upper side tube 12 and the main beam tube 14, avoiding reliance solely on the material strength at the tube connection to resist stress concentration, thus reducing metal fatigue and potential fracture risks caused by stress concentration. The connection between the first reinforcing plate structure 190 and the upper side tube 12 and the main beam tube 14 provides a more stable welding platform, helping to improve welding quality and structural integrity. Direct welding at the connection point between the main beam tube 14 and the side tube is avoided, reducing the possibility of poor welding and ensuring the manufacturing precision and reliability of the frame 10. The design of the triangular support area not only increases the structural performance of the frame 10, but may also improve the appearance design of the product, making the lines of the frame 10 smoother, enhancing the overall visual effect and product recognition, and providing consumers with a more attractive model choice.

[0163] In some alternative embodiments, the shape of the first reinforcing plate structure 190 can be set according to the actual situation, so as to ensure that the first reinforcing plate structure 190, the upper side tube 12 and the main beam tube 14 can form a triangular support area.

[0164] In some alternative embodiments, the main beam tube 14 comprises, from top to bottom, sequentially connected circular tube segments 1401 and flat tube segments 1402. The upper side tube 12 and the first reinforcing plate structure 190 are both connected to the circular tube segments 1401. Connecting the upper side tube 12 and the first reinforcing plate structure 190 to the circular tube segments 1401 of the main beam tube 14 utilizes the good torsional stiffness of the circular tube segments 1401 to help disperse and reduce stress at critical connections of the frame 10, thereby improving the overall rigidity and stability of the frame 10. The circular tube segments 1401 possess high bending and torsional resistance in structural mechanics, effectively resisting deformation caused by external forces. The use of the circular tube segments 1401 allows for a more even distribution of stress around the main beam tube 14, rather than concentrating it only in the flat sections. This design avoids excessive localized stress, reduces stress concentration, extends the service life of the frame 10, and improves its overall durability. The surface of the round tube segment 1401 provides a sufficiently large connection surface to ensure good contact with the welding surfaces of the upper side tube 12 and the first reinforcing plate structure 190, which is beneficial to improving welding quality and connection reliability. Compared with the flat tube segment 1402, the round tube segment 1401 may be easier to weld, reducing the risk of welding defects and ensuring the manufacturing precision and structural safety of the frame 10.

[0165] Furthermore, the structural characteristics of the circular tube segment 1401 make it easier to position during assembly, allowing for the use of standardized tooling fixtures, simplifying the assembly process, and improving the assembly efficiency of the production line. At the same time, the connection method between the circular tube segment 1401 and the reinforcing plate structure and side tubes facilitates the operation of automated welding equipment, helping to shorten the manufacturing cycle and reduce costs.

[0166] In some alternative embodiments, the end of the flat tube segment 1402 away from the round tube segment 1401 is connected to the lower side tube 13. A second reinforcing plate structure 200 is disposed at the connection point between the flat tube segment 1402 and the lower side tube 13, and the second reinforcing plate structure 200 conforms to the shape of the lower side tube 13. Here, "conforms" means that the second reinforcing plate structure 200 covers the lower side tube 13 and conforms to its shape. The connection point between the flat tube segment 1402 and the lower side tube 13 is typically subjected to significant vertical loads and lateral impacts. The addition of the second reinforcing plate structure 200 can significantly enhance the rigidity at this point, preventing deformation or fracture due to stress concentration, and improving the overall stability and safety of the frame 10. Due to the cross-sectional shape of the flat tube segment 1402, it has good load-bearing capacity in the vertical direction, but its torsional stiffness is relatively low. By incorporating a second reinforcing plate structure 200 at the connection point and conforming it tightly to the lower side tube 13, the torsional characteristics of the flat tube segment 1402 can be improved, while the stress distribution is optimized, allowing the force to be applied more evenly throughout the connection area and reducing local overload. The conformally connected second reinforcing plate structure 200 forms a continuous welding surface with the lower side tube 13, which helps to improve welding strength and quality. At the same time, the design of the reinforcing plate structure avoids direct welding at the connection point between the flat tube segment 1402 and the lower side tube 13, thereby reducing stress concentration caused by welding and extending the life of the frame 10.

[0167] Furthermore, the introduction of the second reinforcing plate structure 200 provides an additional positioning reference for the assembly process, which helps to improve assembly accuracy. At the same time, the pre-formed reinforcing plate structure is easier to match with the flat tube section 1402 and the lower side tube 13, reducing adjustment time and cost during the assembly process and improving production efficiency.

[0168] Specifically, the first reinforcing plate structure 190 has a through hole 191 and at least two reinforcing ribs 192. The through hole 191 is located between the at least two reinforcing ribs 192, and the width of the through hole 191 in the direction perpendicular to the reinforcing ribs 192 is less than the distance between the at least two reinforcing ribs 192. The presence of the through hole 191 helps to reduce the amount of material used in the first reinforcing plate structure 190, thereby reducing its weight. This is especially important for two-wheeled vehicles that pursue lightweight design, as lightweighting can improve the vehicle's handling and acceleration performance, while reducing energy consumption and extending the range of electric two-wheeled vehicles. The reinforcing ribs 192 provide additional support, especially in the direction perpendicular to the reinforcing ribs 192. Even though the width of the through hole 191 is less than the distance between the reinforcing ribs 192, it can maintain good tensile and compressive strength, ensuring the stability of the connection. The through hole 191 can guide stress to be distributed along the direction of the reinforcing ribs 192, reducing the possibility of excessive stress in a single area, thereby extending the service life of the first reinforcing plate structure 190 and improving safety.

[0169] In some alternative embodiments, the connection points of the first reinforcing plate structure 190 with the upper side tube 12 and the main beam tube 14 are spaced apart. The width of the first reinforcing plate structure 190 is greater than the diameter of the upper side tube 12, and the width of the first reinforcing plate structure 190 is greater than the diameter of the main beam tube 14. The greater width of the first reinforcing plate structure 190 than the diameter of the tubes it connects to means that it has a larger surface area, providing more support points and significantly improving the rigidity of the frame 10. The large first reinforcing plate structure 190 can more effectively resist external forces, reduce relative displacement between tubes, and improve the overall stability and safety of the two-wheeled vehicle. By spaced the connection points of the first reinforcing plate structure 190 with the upper side tube 12 and the main beam tube 14, excessive stress concentration can be avoided to some extent. This design allows forces to be evenly distributed over a wider area, reducing the possibility of local overload, extending the service life of the frame 10, and reducing the risk of accidental damage.

[0170] Meanwhile, the length of the connection between the first reinforcing plate structure 190 and the upper side pipe 12 and the main beam pipe 14 is greater than the diameter of the corresponding pipe fittings. This allows the first reinforcing plate structure 190 to provide a larger welding surface, which helps to increase the contact area and welding depth during welding, ensuring the strength of the weld. At the same time, the larger width also means better heat dispersion, which helps to avoid thermal deformation during welding and improve the reliability of the structure.

[0171] like Figure 6As shown, the upper side tube 12 includes two upper side tubes 1201, one end of which is connected to both sides of the main beam tube 14. Each upper side tube 1201 is supported by a first reinforcing plate structure 190 between itself and the main beam tube 14. Specifically, the ends of the two upper side tubes 1201 near the front of the frame 10 are connected to both sides of the circular tube section 1401. The two first reinforcing plate structures 190 on both sides of the circular tube section 1401 are axially symmetrically arranged with the main beam tube 14 as the axis of symmetry. The axially symmetrical arrangement of the two first reinforcing plate structures 190 can evenly distribute the force acting on the front frame 10, significantly improving the torsional stiffness and vertical stiffness of the front of the frame 10, ensuring the stability and impact resistance of the front structure during riding, especially at high speeds or when encountering complex road conditions. The symmetrical reinforcing plate structure design ensures the welding quality and symmetry on both sides, reducing structural distortion and stress unevenness caused by welding asymmetry. The principle of axisymmetric design not only applies to functional optimization, but also enhances the vehicle's appearance design, creating more harmonious and symmetrical frame lines.

[0172] Furthermore, by setting a first reinforcing plate structure 190 between each upper tube 1201 and the main beam tube 14, multiple force transmission nodes are formed, optimizing the force transmission path and allowing the force to be distributed more evenly in different parts of the frame 10, avoiding excessive load in a single area. The reinforcement and stability of the front of the frame 10 has a direct impact on the dynamic response and handling performance of the electric two-wheeler. The two axisymmetric first reinforcing plate structures 190 can ensure the working stability of the steering mechanism and the front suspension system, improving the vehicle's handling and driving pleasure.

[0173] In some alternative embodiments, the lower side tube 13 is U-shaped, comprising a first tube segment 1301, a second tube segment 1302, and a third tube segment 1303 connected sequentially. The main beam tube 14 is connected to the second tube segment 1302, and a second reinforcing plate structure 200 is disposed at the connection position between the main beam tube 14 and the second tube segment 1302, and the second reinforcing plate structure 200 is conformally connected to the second tube segment 1302. The first tube segment 1301 and the third tube segment 1303 are located on opposite sides of the frame 10. The U-shaped design allows the lower side tube 13 to provide stronger lateral support, enhancing the overall rigidity of the frame 10. The second tube segment 1302 is located in the middle of the U-shaped lower side tube 13 and at the bottom of the front side of the frame 10, bearing greater force at its connection with the main beam tube 14. By setting the second reinforcing plate structure 200, the force distribution here can be optimized, stress concentration can be avoided, and the force transmission efficiency can be enhanced, ensuring that the frame 10 can maintain good performance when subjected to various loads.

[0174] Furthermore, the second reinforcing plate structure 200, which conformally connects to the second tube segment 1302, significantly enhances the connection strength between the main beam tube 14 and the lower side tube 13. This design helps improve welding quality and structural reliability, reducing the risk of cracks and failures at the connection. The U-shaped lower side tube 13, in conjunction with the second reinforcing plate structure 200, improves the torsional rigidity of the frame 10. During vehicle operation, especially on uneven surfaces, this enhanced torsional rigidity helps maintain vehicle stability, reduces vibration, and improves riding comfort. The U-shaped lower side tube 13, particularly the first tube segment 1301 and the third tube segment 1303, provides additional lateral protection, protecting the vehicle and rider from direct impacts of side collisions, thus increasing vehicle safety.

[0175] Specifically, the reinforcing plate structure is made of metal. More specifically, both the first reinforcing plate structure 190 and the second reinforcing plate structure 200 are sheet metal parts. The thickness and shape of the sheet metal parts can be designed to suit specific stress distribution requirements, thereby effectively improving the structural strength of the frame 10 at key connection points and ensuring the safety and stability of the vehicle under complex road conditions and heavy loads. Sheet metal parts can be mass-produced through processes such as stamping and bending, which has lower production costs and higher production efficiency compared to castings or forgings. The flexibility of this manufacturing method also makes the reinforcing plate structure easier to adjust and optimize to adapt to different design requirements and cost control objectives. Sheet metal parts can achieve lightweighting while ensuring sufficient strength through precise hole design and thickness control. This is crucial for electric vehicles because weight reduction can improve vehicle handling, reduce energy consumption, and increase range without sacrificing vehicle safety and durability.

[0176] Furthermore, this invention also solves the problems of insufficient rigidity, poor stability, and low connection strength in the frame structure of existing two-wheeled vehicles.

[0177] like Figures 8 to 10 As shown, the frame 10 of the two-wheeled vehicle provided by this utility model also includes a central connecting plate 210. At least a portion of the lower side tube 13 away from the main beam tube 14 is bent toward the upper side tube 12 to form a first bent tube segment 1306. The central connecting plate 210 is disposed on the side of the frame 10, and the first side of the central connecting plate 210 is connected to the upper side tube 12, and the second side of the central connecting plate 210 is connected to the first bent tube segment 1306. Along the thickness direction of the central connecting plate 210, at least a portion of the first bent tube segment 1306 coincides with the central connecting plate 210.

[0178] The first bent tube segment 1306, formed by bending upwards at the rear end of the lower side tube 13, together with the center plate 210 and the upper side tube 12, constitutes a triangular support structure. A triangle is one of the most stable shapes in geometry, which significantly improves the structural rigidity of the frame 10, reduces deformation under lateral or longitudinal forces, and enhances the stability of the frame 10. This significantly improves the rigidity of the frame 10 under torsional, bending, and longitudinal loads. This means that the frame 10 can better resist external forces and maintain its shape and structural integrity when facing complex road conditions or high-speed driving, thereby improving driving safety and handling performance. The optimized design of the connection points between the upper side tube 12, the lower side tube 13, and the center plate 210 reduces stress concentration at the connection points, which helps extend the service life of the frame 10 and reduces potential fatigue damage caused by excessive stress.

[0179] In summary, the frame 10 design of this application significantly improves the rigidity, stability and connection strength of the frame 10 by optimizing the bending shape of the lower side tube 13 and the connection method of the center plate 210, and reduces stress concentration.

[0180] In an optional embodiment of this application, the center plate 210 is provided with multiple sets of component mounting positions, including a swingarm lock fixing hole 211, which is located on the rear side of the first bent tube section 1306. Viewed along the front-rear direction of the frame 10, the swingarm lock fixing hole 211 is located between the connection point of the upper side tube 12 and the center plate 210 and the connection point of the first bent tube section 1306 and the center plate 210. By placing the swingarm lock fixing hole 211 on the rear side of the first bent tube section 1306, and between the connection point of the upper side tube 12 and the center plate 210 and the connection point of the first bent tube section 1306 and the center plate 210, this design fully utilizes the principle of triangles, forming a more stable structure. In the front-rear direction of the frame 10, the horizontal fork locking point, the upper side tube 12, and the lower side tube 13 form a stable triangular support through the center plate 210, which significantly improves the longitudinal and lateral stiffness of the frame 10, reduces the deformation of the frame 10 under high-speed driving or complex road conditions, and enhances the stability and rigidity of the entire frame 10.

[0181] Furthermore, the placement of the swingarm lock fixing hole 211 helps optimize the stress distribution on the frame 10, reducing stress concentration at critical connection points under extreme driving conditions, extending the service life of the frame 10, and reducing safety risks caused by excessive component wear or structural fatigue. This arrangement makes the connection between the swingarm lock fixing point and the frame 10 more secure, less prone to loosening or damage due to external forces, thereby improving the locking effect of the swingarm components and the overall handling performance of the vehicle. At the same time, this arrangement places the swingarm lock fixing hole 211 closer to the upper side tube 12 and the lower side tube 13, allowing the center plate 210 to provide better support for the tail ends of the upper side tube 12 and the lower side tube 13, ensuring the overall strength and connection stability of the rear components of the frame 10.

[0182] In an optional embodiment of this application, the multiple component mounting positions also include a central support connection position, which is located below the flat fork lock fixing hole 211.

[0183] In an optional embodiment of this application, the multiple component mounting positions also include rear fork mounting positions, wiring harness fixing mounting positions, etc.

[0184] like Figure 9 As shown, the minimum distance L1 from the center of the swingarm lock fixing hole 211 to the upper side tube 12 is greater than or equal to 50 mm and less than or equal to 70 mm. Preferably, L1 is 60 mm. By constraining the minimum distance from the center of the swingarm lock fixing hole 211 to the upper side tube 12, a smaller distance is ensured, which helps to form a better force transmission path and a more stable structural layout. This ensures that when subjected to external impact, the force can be more evenly distributed to other components of the frame 10, rather than concentrated at a single point. This effectively improves the overall rigidity and stability of the frame 10, especially when traveling at high speeds or encountering uneven road surfaces, resulting in more stable and reliable vehicle performance. At the same time, controlling the distance from the center of the swingarm lock fixing hole 211 to the upper side tube 12 to be smaller is beneficial to improving the longitudinal rigidity of the frame 10 and the center plate 210, which helps to reduce the amount of deformation during the movement of the two-wheeled vehicle, ensuring structural stability and connection stability.

[0185] Moreover, the L1 distance is set between 50mm and 70mm, providing an appropriate clearance for the swingarm locking point and its surrounding structure. This not only facilitates daily inspection and maintenance but also makes it easier for future technical upgrades or parts replacements without requiring major modifications to the frame 10.

[0186] like Figure 9As shown, the minimum distance L2 from the center of the swingarm lock fixing hole 211 to the lower side tube 13 is greater than or equal to 30 mm and less than or equal to 50 mm. Preferably, L2 = 40 mm. Keeping the distance between the swingarm lock fixing hole 211 and the lower side tube 13 within a close range helps to form a tighter structural connection. When the vehicle encounters longitudinal impact forces, such as acceleration, braking, or bumpy road conditions, this design can more effectively transmit forces and reduce force attenuation, thereby improving the longitudinal stiffness of the frame 10. This means that the frame 10 can better resist longitudinal compressive or tensile forces, maintain structural integrity, and improve the stability and safety of the vehicle. The optimized setting of distance L2 helps to form a more stable triangular support structure, which is directly related to the degree of deformation of the frame 10 under external forces. When the distance between the swingarm lock fixing hole 211 and the lower side tube 13 is close, the force is distributed more evenly, reducing the amount of deformation of the frame 10 under complex road conditions or high-speed driving, especially reducing the deformation of the swingarm lock fixing point area. This helps to maintain the vehicle's straight-line driving ability and reduce instability during handling.

[0187] Furthermore, the L2 distance setting optimizes the force transmission path, making the force transmission from the wheel 20 through the swingarm to the frame 10 more direct and efficient. This not only improves the vehicle's response speed under dynamic driving conditions but also reduces energy loss during force transmission, ensuring excellent performance in various driving situations. Simultaneously, by ensuring a certain but not excessive distance between the swingarm lock fixing hole 211 and the lower side tube 13, excessive stress concentration at a single point can be effectively avoided, reducing the risk of material fatigue and potential structural failure due to excessive local stress, and extending the service life of the frame 10.

[0188] In an optional embodiment of this application, the side of the upper edge pipe 12 away from the main beam pipe 14 includes a second straight pipe section 1202, a second transition pipe section 1203, and a second bent pipe section 1204 connected in sequence, with the second bent pipe section 1204 bent upwards. Specifically, the upper edge pipe 12 includes two upper edge pipes 1201, and each upper edge pipe 1201, on the side away from the main beam pipe 14, includes a second straight pipe section 1202, a second transition pipe section 1203, and a second bent pipe section 1204 connected in sequence, with each second bent pipe section 1204 bent upwards. The first side of the connecting plate 210 has a first connecting portion 213, which is at least partially connected to the lower surface of the upper edge pipe 12, and the contact area between the first connecting portion 213 and the upper edge pipe 12 extends from the second straight pipe section 1202 to the second bent pipe section 1204.

[0189] By planning the side of the upper side tube 12 away from the main beam tube 14, including the sequentially connected second straight tube section 1202, second transition tube section 1203, and second bent tube section 1204, with the second bent tube section 1204 bending upwards, the structure at the tail end of the upper side tube 12 is constrained, which helps to increase its structural strength and deformation resistance. In particular, the upward bending design of the second bent tube section 1204 creates additional support points, further enhancing the stability of the frame 10. The setting of the second bent tube section 1204, combined with the extensive contact between the first side of the center plate 210 and the lower surface of the upper side tube 12, forms a more effective force transmission path. When subjected to external forces, the force can be more evenly distributed through the second straight tube section 1202, second transition tube section 1203, second bent tube section 1204, and center plate 210, reducing stress concentration and improving the overall rigidity of the frame 10.

[0190] Specifically, the contact area between the first side of the center plate 210 and the upper side tube 12 extends from the second straight tube section 1202 to the second bent tube section 1204, increasing the connection area between the center plate 210 and the upper side tube 12, which helps to ensure the connection strength between the two. At the same time, it makes the center plate 210, the upper side tube 12 and the lower side tube 13 form a more robust triangular support structure, which can significantly improve the lateral and longitudinal stability of the frame 10 and reduce the amount of deformation under complex road conditions or high-speed driving.

[0191] In an optional embodiment of this application, the first connecting part 213 is the edge of the central connecting plate 210 or a strip plate structure. The first connecting part 213 is welded to the upper side tube 12, and can be adjusted according to the actual situation.

[0192] like Figure 10 As shown, the center plate 210 also has a supporting rib 212, which is located below the first connecting portion 213. The supporting rib 212 provides a supporting surface 300 for supporting the upper side tube 12 on one side surface facing the first connecting portion 213. The supporting rib 212 extends along the extending direction of the first connecting portion 213. The provision of the supporting rib 212 increases the stability of the contact area between the center plate 210 and the upper side tube 12. By providing an additional supporting surface 300, the stability of the upper side tube 12 under lateral or longitudinal external forces is ensured. This structural reinforcement helps reduce the deformation of the frame 10 during operation and improves the overall structural rigidity. The design of the supporting rib 212 optimizes the force distribution. When the vehicle encounters an impact or tilt during operation, the force can be more evenly transmitted from the upper side tube 12 to the center plate 210, and further dispersed to other components of the frame 10 through the supporting rib 212, reducing stress concentration at a single connection point and lowering the potential risk of structural damage.

[0193] Furthermore, the support surface provided by the supporting rib 212 improves the stress state at the connection between the upper side tube 12 and the center plate 210, reducing material fatigue caused by repeated stress. This is significant for improving the durability and extending the service life of the frame 10. The supporting rib 212 not only enhances the connection strength between the center plate 210 and the upper side tube 12, but also improves the structural strength of the center plate 210 itself. This design allows the center plate 210 to better withstand forces from different directions on the frame 10, maintaining its structural stability and integrity.

[0194] like Figure 10 As shown, the second side of the center plate 210 has a second connecting portion 214 and a third connecting portion 215. Both the second connecting portion 214 and the third connecting portion 215 are located below the first connecting portion 213, and the third connecting portion 215 is located in front of the second connecting portion 214. The third connecting portion 215 abuts against the upper surface of the lower side tube 13. The second connecting portion 214 has a recess for accommodating the first bent tube segment 1306. The direct abutment between the third connecting portion 215 and the lower side tube 13 provides a stable support point and enhances the connection strength between the lower side tube 13 and the center plate 210. This helps reduce the deformation of the lower side tube 13 under pressure or impact, and improves the rigidity and stability of the overall frame 10. The recessed design of the second connecting part 214 provides precise positioning and stable fixation for the first bent pipe section 1306, ensuring a tight connection between the first bent pipe section 1306 and the central connecting plate 210, improving the accuracy of the connection, increasing the strength of the structure, reducing vibration and noise caused by loose connection, and improving driving comfort.

[0195] Furthermore, the arrangement of the recesses in the first connecting portion 213 and the second connecting portion 214, together with the third connecting portion 215, forms a stable connection area, making the connection between the upper side tube 12, the first bent tube segment 1306, and the center plate 210 more robust, thus improving the stability and torsional stiffness of the frame 10 under various dynamic conditions. Through the recesses in the second connecting portion 214 and the third connecting portion 215, forces can be more effectively transferred from the first bent tube segment 1306 to the center plate 210, and then distributed to other parts of the frame 10. This optimized force transmission path helps reduce local stress concentration and lowers the risk of structural damage.

[0196] Furthermore, the multi-connection-point design of the central connecting plate 210 simplifies the assembly process of the upper side tube 12 and the lower side tube 13. The recesses and abutment positions provide clear guidance for assembly, reducing the need for additional fasteners while ensuring assembly accuracy and efficiency.

[0197] It should be noted here that the first side and the second side of the connecting plate 210 specifically refer to the upper side and the lower side of the connecting plate 210, respectively.

[0198] In an optional embodiment of this application, the first bent tube segment 1306 is connected to the side of the recess facing the inside of the frame 10, that is, the recess is located on the side surface of the center plate 210 facing the inside of the vehicle body, and the first bent tube segment 1306 is accommodated in the recess to achieve the connection between the two.

[0199] In an optional embodiment of this application, the lower side tube 13 further includes a first transition tube section 1305 and a first straight tube section 1304 located in front of the first bent tube section 1306. The first straight tube section 1304 is connected to the first bent tube section 1306 via the first transition tube section 1305, and the third connecting portion 215 abuts against the upper surface of the first straight tube section 1304. The continuous design of the first straight tube section 1304, the first transition tube section 1305, and the first bent tube section 1306 helps to ensure the structural strength and rigidity of the tail section of the lower side tube 13. This increased rigidity helps the frame 10 resist external impact forces and reduces deformation under complex driving conditions. The presence of the first transition tube section 1305 helps to smoothly transition between the first straight tube section 1304 and the first bent tube section 1306, reducing stress concentration.

[0200] The third connecting part 215 abuts against the first straight pipe section 1304, and the recess of the second connecting part 214 abuts against the first bent pipe section 1306, so that the first transition pipe section 1305 does not directly contact the central connecting plate 210. This avoids the formation of too many rigid connection points in this area, thereby reducing stress concentration and helping to ensure the connection stability between the central connecting plate 210 and the upper side pipe 12 and the lower side pipe 13. The force is mainly transmitted through the connection points between the first straight pipe section 1304 and the first bent pipe section 1306 and the central connecting plate 210. The first transition pipe section 1305 acts as a buffer, which can help the force transition smoothly, reduce sudden changes in force during transmission, make the force transmission more continuous and uniform, and improve the dynamic response performance of the frame 10. The direct contact between the first straight pipe section 1304, the first bent pipe section 1306 and the central connecting plate 210 creates a more stable support structure. Meanwhile, the first transition pipe section 1305, as a non-direct contact part, can reduce the negative impact of external interference on the stability of the frame 10 and improve the vehicle's driving stability and handling under different road conditions.

[0201] In an optional embodiment of this application, the second connecting portion 214 and the third connecting portion 215 are spaced apart, and the edge of the central connecting plate 210 has a notch 216 in the area between the second connecting portion 214 and the third connecting portion 215, forming a gap between the edge of the central connecting plate 210 and the lower side pipe 13 at the notch 216. This arrangement ensures that the edges of the first transition pipe section 1305 and its corresponding central connecting plate 210 are spaced apart, which helps to reduce the transmission of vibration. During vehicle operation, vibrations caused by road bumps are partially absorbed or weakened, thereby reducing the vibrations transmitted to the driver and passengers and improving driving and riding comfort.

[0202] In an optional embodiment of this application, the angle between the first bent pipe section 1306 and the first straight pipe section 1304 is greater than the angle between the second bent pipe section 1204 and the second straight pipe section 1202. By increasing the angle between the first bent pipe section 1306 and the first straight pipe section 1304, the longitudinal stiffness of the frame 10 can be increased. This means that when the frame 10 is subjected to longitudinal compressive or tensile forces, its deformation will be reduced, improving the stability and handling of the vehicle during acceleration, braking, or driving on uneven road surfaces. The larger angle makes the force transmission more direct, reducing force loss and ineffective transmission, ensuring that the force can be absorbed and dispersed more efficiently by the frame 10.

[0203] The use of bends at varying angles in the tubing increases the design versatility of the frame 10. Designers can adjust the angles of each tubing segment to achieve optimal frame 10 performance, based on specific vehicle requirements such as load capacity, speed performance, or passenger comfort.

[0204] Preferably, the angle between the first bent pipe section 1306 and the first straight pipe section 1304 is 145°, and the angle between the second bent pipe section 1204 and the second straight pipe section 1202 is 115°.

[0205] In a specific embodiment of this application, the connecting plate 210 is a sheet metal part, and the recess of the second connecting part 214, the flat fork lock fixing hole 211, and the support rib 212 for supporting the upper side tube 12 are all stamped by the connecting plate 210.

[0206] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, those skilled in the art can make other variations or modifications without creative effort, and all such variations or modifications should fall within the protection scope of this utility model.

Claims

1. A two-wheeled vehicle characterized by, The vehicle includes a frame (10), wheels (20), and a body assembly (30). The wheels (20) are connected to the frame (10) and each wheel (20) includes at least one front wheel (21) and at least one rear wheel (22). The body assembly (30) is mounted on the frame (10) and includes: Rear inner mudguard (80), the rear inner mudguard (80) is disposed on the upper side of the rear wheel (22); At least one wiring harness clip (170) is disposed on the side of the rear inner mudguard (80) opposite to the rear wheel (22), and the wiring harness clip (170) is used to constrain the direction of the wiring harness.

2. Scooter according to claim 1, characterized in that The rear inner mudguard (80) has a central axis that extends circumferentially along the rear wheel (22), and the harness clip (170) is located on one side of the central axis.

3. Scooter according to claim 1, characterized in that The rear inner mudplate (80) includes: Plate body (82), the plate body (82) extends circumferentially along the wheel (20), the plate body (82) has a raised portion (821) and a connecting flange (822) surrounding the raised portion (821). At least one connecting protrusion (83) is located on the side of the raised portion (821) away from the wheel (20), and the wiring harness clip (170) is disposed on the connecting protrusion (83), and the number of connecting protrusions (83) and wiring harness clips (170) is the same.

4. Scooter according to claim 3, characterized in that The connecting flange (822) has a clearance notch (823) for the shock absorber (180), and at least one of the connecting protrusions (83) is positioned opposite the clearance notch (823).

5. Scooter according to claim 3, characterized in that The plate body (82) has at least one limiting hole (824), the wire harness passes through the limiting hole (824), and the limiting hole (824) is spaced apart from the wire harness clip (170).

6. Scooter according to claim 5, characterized in that The limiting hole (824) includes a guide hole section (825) and a limiting hole section (826). The guide hole section (825) is connected to the side wall of the plate body (82). The width of the guide hole section (825) is smaller than the width of the limiting hole section (826).

7. The two-wheeled vehicle according to claim 6, characterized in that, The width of the guide hole segment (825) is smaller than the diameter of the wire harness, and the width of the limiting hole segment (826) is larger than the diameter of the wire harness.

8. Scooter according to any of claims 3 to 7, characterized in that The vehicle body assembly (30) also includes an ambient lighting assembly (90), the rear inner mudguard (80) has at least one light-transmitting part (81), the ambient lighting assembly (90) is located on the side of the rear inner mudguard (80) away from the rear wheel (22), the emitted light beam of the ambient lighting assembly (90) radiates outward through at least one of the light-transmitting parts (81), and the center line of the emitted light beam of the ambient lighting assembly (90) is inclined to the side away from the frame (10).

9. Scooter according to claim 8, characterized in that The connecting flange (822) has a clearance notch (823) to avoid the shock absorber (180). The light-transmitting part (81) is disposed on the connecting flange (822), and the light-transmitting part (81) and the clearance notch (823) are spaced apart. The wire harness clip (170) and the clearance notch (823) are located on the same side of the light-transmitting part (81).

10. Scooter according to claim 8, characterized in that The rear inner mudguard (80) has a central axis that extends circumferentially along the rear wheel (22), and the wiring harness clip (170) and the light-transmitting part (81) are located on both sides of the central axis.

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