Transport vehicle

Abstract

A transport vehicle (100). The transport vehicle (100) comprises a frame (10), a front wheel guide mechanism (20), a seat (30), a front wheel (40), a rear wheel (40'), a power mechanism (50), and at least one storage mechanism (60). The front wheel guide mechanism (20) is connected to the front end of the frame (10); and the seat (30) is connected to the rear end of the frame (10). The front wheel (40) is disposed at the front end of the frame (10); and the rear wheel (40') is disposed at the rear end of the frame (10). The power mechanism (50) is disposed on the frame (10) so as to provide power for the movement of the transport vehicle (100). The storage mechanism (60) is disposed on the frame (10); and the storage mechanism (60) is used for carrying articles.

Description

A transport tool

[0001] Cross-reference to Related Applications

[0002] This application claims priority to the Chinese application No. 202410885010.1, filed on July 03, 2024, entitled “A transport tool”, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present application relates to the field of transportation technology, in particular to a transport tool. BACKGROUND

[0004] At present, with the development of society, the technology of transport tools becomes more and more mature, and has been widely used in public transport tools, freight transport tools and personal transport tools and other fields.

[0005] The current transport tools at least include a bicycle, an electric bicycle (e-bike) and a motorcycle, which include a stand, a frame, a seat, two wheels and a power mechanism. The handlebar is connected to the front end of the frame, and the seat is connected to the rear end of the frame. The two wheels are respectively connected to the front end and the rear end of the frame. The power mechanism is arranged on the frame to provide power for the movement of the transport tool. SUMMARY

[0006] The embodiments of the present application provide a transport tool to solve the technical problem that the existing transport tools cannot accommodate articles.

[0007] To achieve the above-mentioned purpose, the transport tool provided by the embodiments of the present application comprises a frame, a front wheel guiding mechanism, a seat, a front wheel, a rear wheel, a power mechanism and at least one storage mechanism; the front wheel guiding mechanism is connected to the front end of the frame, the seat is connected to the rear end of the frame; the front wheel is arranged at the front end of the frame, and the rear wheel is arranged at the rear end of the frame; the power mechanism is arranged on the frame to provide power for the movement of the transport tool; and the storage mechanism is arranged on the frame, and the storage mechanism is used for carrying articles.

[0008] Optionally, in an embodiment, the direction from the seat to the front wheel guiding mechanism is perpendicular to the opposite direction of gravity; the length of the storage mechanism along the direction from the seat to the front wheel guiding mechanism is 50 cm; the height of the storage mechanism along the opposite direction of gravity is 21 cm; and the width of the storage mechanism along the opposite direction is 23 cm, wherein the opposite direction is perpendicular to the direction from the seat to the front wheel guiding mechanism and the opposite direction of gravity, respectively.

[0009] Optionally, in an embodiment, the volume of the storage mechanism is 24.15 liters.

[0010] Optionally, in an embodiment, the storage mechanism comprises a first limiting member, a second limiting member, a third limiting member and a fourth limiting member; the first limiting member, the second limiting member, the third limiting member and the fourth limiting member are connected in sequence and enclose a storage cavity for placing articles.

[0011] Optionally, in an embodiment, the first limiting member and the third limiting member are arranged at intervals, and the second limiting member and the fourth limiting member are arranged at intervals; the storage mechanism further comprises at least one mounting member, the mounting member is clamped between the second limiting member and the fourth limiting member, and the mounting member is used for mounting the storage mechanism on the frame.

[0012] Optionally, in an embodiment, the first limiting member comprises a first horizontal bar and a plurality of first vertical bars arranged at intervals, and the plurality of first vertical bars are connected with the first horizontal bar; the second limiting member comprises a second vertical bar and a plurality of second horizontal bars arranged at intervals, and the plurality of second horizontal bars are connected with the second vertical bar, one end of the plurality of second horizontal bars is connected with the first limiting member, and the other end of the plurality of second horizontal bars is connected with the third limiting member; the third limiting member comprises a third horizontal bar and a plurality of third vertical bars arranged at intervals, and the plurality of third vertical bars are connected with the third horizontal bar; and the fourth limiting member comprises a fourth vertical bar and a plurality of fourth horizontal bars arranged at intervals, and the plurality of fourth horizontal bars are connected with the fourth vertical bar, one end of the plurality of fourth horizontal bars is connected with the first limiting member, and the other end of the plurality of fourth horizontal bars is connected with the third limiting member.

[0013] Optionally, in an embodiment, the plurality of first vertical bars are connected with the plurality of third vertical bars through a plurality of fifth horizontal bars; the plurality of fifth horizontal bars are arranged at intervals, and the plurality of fifth horizontal bars are located at the lower end of the storage mechanism.

[0014] Optionally, in an embodiment, the first limiting member is plate-shaped, and / or the second limiting member is plate-shaped, and / or the third limiting member is plate-shaped, and / or the fourth limiting member is plate-shaped.

[0015] Optionally, in an embodiment, the frame comprises a head tube, a first support, a second support, a support plate and a middle tube; the front end of the first support and the front end of the second support respectively extend forward and upward and then are connected with the head tube; the rear end of the first support and the rear end of the second support respectively extend forward and upward and then clamp the middle tube; the middle part of the first support and the middle part of the second support are arranged at intervals; and the support plate is mounted on the middle part of the first support and the middle part of the second support.

[0016] Optionally, in an embodiment, the frame further comprises a reinforcing plate, the reinforcing plate is formed by extending upward and forward from the support plate, the reinforcing plate is installed at the front end of the first support and the front end of the second support.

[0017] The transportation tool provided by the embodiments of the present application can be used to carry various articles that the user wants to carry, such as goods, children, pets, groceries, and the like. Compared with the transportation tool of the prior art, the transportation tool disclosed by the embodiments of the present application can accommodate articles, thereby facilitating the travel of the user. BRIEF DESCRIPTION OF DRAWINGS

[0018] FIG. 1 is a schematic diagram of one direction of one implementation of the transportation tool provided by the embodiments of the present application;

[0019] FIG. 2 is a schematic diagram of another direction of one implementation of the transportation tool provided by the embodiments of the present application;

[0020] FIG. 3 is a schematic diagram of another implementation of the transportation tool provided by the embodiments of the present application;

[0021] FIG. 4 is a schematic diagram of one direction of the frame provided by the embodiments of the present application;

[0022] FIG. 5 is a schematic diagram of another direction of the frame provided by the embodiments of the present application;

[0023] FIG. 6 is a schematic diagram of another direction of one implementation of the transportation tool provided by the embodiments of the present application;

[0024] FIG. 7 is a schematic diagram of a state of the vertical rod in the folding process provided by the embodiments of the present application;

[0025] FIG. 8 is a schematic diagram of one direction of a state of the vertical rod after folding provided by the embodiments of the present application;

[0026] FIG. 9 is a schematic diagram of another direction of a state of the vertical rod after folding provided by the embodiments of the present application;

[0027] FIG. 10 is an enlarged schematic diagram of A in FIG. 8;

[0028] FIG. 11 is an enlarged schematic diagram of B in FIG. 9;

[0029] FIG. 12 is a schematic diagram of the shell in the folding mechanism provided by the embodiments of the present application;

[0030] FIG. 13 is a schematic diagram of one direction of the storage mechanism connected with the foot pedal provided by the embodiments of the present application;

[0031] FIG. 14 is a schematic diagram of another direction of the basket connected with the foot pedal provided by the embodiments of the present application;

[0032] Fig. 15 is another direction view of the bicycle basket with pedals according to an embodiment of the present application;

[0033] Fig. 19 is another exemplary structure of the bicycle frame;

[0034] Fig. 24 is another exemplary structure of the mounting frame;

[0035] Fig. 25 is a structural schematic view of an electric bicycle according to an embodiment of the present application.

[0036] Fig. 26 is a structural schematic view of the electric bicycle shown in Fig. 1 from another perspective.

[0037] Fig. 27 is a structural schematic view of the electric bicycle shown in Fig. 1 from another perspective.

[0038] Fig. 28 is a structural schematic view of the electric bicycle shown in Fig. 1 from another perspective.

[0039] Fig. 29 is a structural schematic view of the bicycle frame shown in Fig. 1.

[0040] Fig. 30 is a structural schematic view of the bicycle frame shown in Fig. 29 from another perspective.

[0041] Fig. 31 is a structural schematic view of the bicycle frame shown in Fig. 29 from another perspective.

[0042] Fig. 32 is a sectional view of the bicycle frame shown in Fig. 30 along the direction of A-A.

[0043] Fig. 33 is a structural schematic view of the bicycle frame shown in Fig. 29 from another perspective.

[0044] Fig. 34 is a structural schematic view of the mounting frame of the bicycle frame shown in Fig. 29.

[0045] Fig. 35 is a structural schematic view of the mounting frame shown in Fig. 34 from another perspective.

[0046] Fig. 36 is a structural schematic view of the mounting frame shown in Fig. 34 from another perspective.

[0047] Fig. 37 is a sectional view of the mounting frame shown in Fig. 35 along the direction of B-B.

[0048] Fig. 38 is a structural schematic view of the first support beam shown in Fig. 34.

[0049] Fig. 39 is a structural schematic view of the first support beam shown in Fig. 38 from another perspective.

[0050] Fig. 40 is a sectional view of the first support beam shown in Fig. 39 along the direction of C-C.

[0051] Fig. 41 is a sectional view of the first support beam shown in Fig. 39 along the direction of D-D.

[0052] Fig. 42 is a structural schematic view of the first support beam shown in Fig. 38 from another perspective.

[0053] Fig. 43 is a sectional view of the first support beam shown in Fig. 42 along the direction of E-E.

[0054] Fig. 44 is a schematic view of the structure of the second support beam shown in Fig. 34.

[0055] Fig. 45 is a schematic view of the structure of the second support beam shown in Fig. 44 from another perspective.

[0056] Fig. 46 is a sectional view of the second support beam shown in Fig. 45 along the direction of F-F.

[0057] Fig. 47 is a schematic view of the structure of the second support beam shown in Fig. 44 from another perspective.

[0058] Fig. 48 is a sectional view of the second support beam shown in Fig. 47 along the direction of G-G.

[0059] Fig. 49 is a sectional view of the mounting bracket shown in Fig. 35 along the direction of H-H.

[0060] Fig. 50 is an enlarged view of A in Fig. 49.

[0061] Fig. 51 is a sectional view of the mounting bracket shown in Fig. 35 along the direction of I-I.

[0062] Fig. 52 is an enlarged view of B in Fig. 51.

[0063] Fig. 53 is a schematic view of the structure shown in Fig. 37 from another perspective.

[0064] Fig. 54 is a schematic view of the electric vehicle shown in Fig. 1 from another perspective.

[0065] Fig. 55 is a schematic view of the plug shown in Fig. 54 after being disassembled from the extension section along the axial direction thereof.

[0066] Fig. 56 is an enlarged view of C in Fig. 54.

[0067] Fig. 57 is a sectional view of the plug shown in Fig. 55.

[0068] Fig. 58 is an enlarged view of D in Fig. 32.

[0069] Fig. 59 is a schematic view of the structure in which the seat is fixedly connected to the frame of the electric vehicle shown in Fig. 1.

[0070] Fig. 60 is a sectional view of the structure shown in Fig. 59 along the direction of B-B shown in Fig. 35.

[0071] Fig. 61 is a schematic view of the first fixing assembly shown in Fig. 59.

[0072] Fig. 62 is a schematic view of the first fixing assembly shown in Fig. 61 from another perspective.

[0073] Fig. 63 is a sectional view of the first fixing assembly shown in Fig. 62 along the direction of J-J.

[0074] Fig. 64 is a sectional view of the first fixing assembly shown in Fig. 62 along the direction of K-K.

[0075] Fig. 65 is a schematic view of the structure shown in Fig. 59 after adjusting the height of the seat.

[0076] Fig. 66 is a schematic view of the structure of the first basket shown in Fig. 25.

[0077] Fig. 67 is a schematic view of the structure of the electric vehicle according to an embodiment of the present application.

[0078] Fig. 70 is a schematic view of the structure of the support plate.

[0079] Fig. 71 is a schematic view of the structure of the support plate from another perspective.

[0080] Fig. 72 is a schematic view of the structure of the support rod.

[0081] Fig. 73 is a sectional view of the rear wheel.

[0082] Fig. 74 is an exploded schematic view of the rear wheel.

[0083] Fig. 75 is a schematic view of the structure of the rear wheel from another direction.

[0084] Fig. 76 is a schematic view of the disassembly of the rear wheel.

[0085] Fig. 77 is a schematic view of the structure of the mounting frame.

[0086] Fig. 78 is a sectional view of the battery assembly.

[0087] Fig. 79 is another sectional view of the battery assembly.

[0088] Fig. 80 is a schematic view of the structure of the battery box.

[0089] Fig. 81 is another schematic view of the structure of the battery box.

[0090] Fig. 82 is another schematic view of the structure of the battery box.

[0091] Fig. 85 is a schematic view of the use of the second basket.

[0092] Fig. 86 is a schematic view of the use of the vertical rod.

[0093] Fig. 87 is a schematic view of the use of the seat.

[0094] Fig. 88 is a schematic view of the opening of the pedal assembly.

[0095] Fig. 89 is a schematic view of the storage of the pedal assembly.

[0096] Figure 90 is an exploded view of the battery assembly;

[0097] Figure 91 is a structural schematic view of an electric vehicle;

[0098] Figure 92 is a structural schematic view of a battery box;

[0099] Figure 93 is a structural schematic view of an electric vehicle;

[0100] Figure 94 is a structural schematic view of a spring shock absorber;

[0101] Figure 95 is a structural schematic view of a mounting bracket;

[0102] Figure 96 is a distribution illustration of connection sites;

[0103] Figure 97 is another distribution illustration of connection sites;

[0104] Figure 98 is a structural schematic view of an electric vehicle;

[0105] Figure 99 is another structural schematic view of an electric vehicle;

[0106] Figure 100 is a structural schematic view of a spring shock absorber;

[0107] Figure 101 is a structural schematic view of an electric vehicle provided by another embodiment of the present application.

[0108] Figure 102 is a structural schematic view of the electric vehicle shown in Figure 101 from another perspective.

[0109] Figure 103 is a structural schematic view of the electric vehicle shown in Figure 101 from another perspective.

[0110] Figure 104 is a structural schematic view of a frame, a second basket, and a footrest of the electric vehicle shown in Figure 101.

[0111] Figure 105 is a structural schematic view of the structure shown in Figure 104 from another perspective.

[0112] Figure 106 is a structural schematic view of the structure shown in Figure 104 from another perspective.

[0113] Figure 107 is a sectional view of the structure shown in Figure 105 along the direction of AA-AA.

[0114] Figure 108 is an enlarged view of AA in Figure 107.

[0115] Figure 109 is a sectional view of the structure shown in Figure 105 along the direction of AB-AB.

[0116] Figure 110 is an enlarged view of AB in Figure 109.

[0117] Figure 111 is a sectional view of the structure shown in Figure 105 along the direction of AC-AC.

[0118] Figure 112 is an enlarged view of the portion AC in Figure 111.

[0119] Figure 113 is a structural view of the second basket and the pedal in Figure 101.

[0120] Figure 114 is a structural view of the second basket in Figure 101.

[0121] Figure 115 is a structural view of the second basket in Figure 114 from another perspective.

[0122] Figure 116 is a structural view of the second basket in Figure 114 from another perspective.

[0123] Figure 117 is a structural view of the second basket in Figure 114 from another perspective.

[0124] Figure 118 is a structural view of the second basket in Figure 114 from another perspective.

[0125] Figure 119 is a structural view of the second basket in Figure 114 from another perspective.

[0126] Figure 120 is a structural view of the electric vehicle in Figure 101 from another perspective.

[0127] Figure 121 is a structural view of the side door in Figure 114.

[0128] Figure 122 is a structural view of the side door in Figure 121 from another perspective.

[0129] Figure 123 is a structural view of the side door in Figure 121 from another perspective.

[0130] Figure 124 is a structural view of the side door in Figure 113 after being opened.

[0131] Figure 125 is a structural view of the second basket in Figure 114 after the side door is removed.

[0132] Figure 126 is a structural view of the pedal assembly in Figure 113.

[0133] Figure 127 is a structural view of the pedal assembly in Figure 126 from another perspective.

[0134] Figure 128 is an exploded view of the pedal assembly in Figure 126.

[0135] Figure 129 is a structural view of the pedal assembly in Figure 126 from another perspective.

[0136] Figure 130 is a sectional view of the structure in Figure 129 along the AD-AD direction.

[0137] Figure 131 is a structural view of the pedal assembly in Figure 126 from another perspective.

[0138] Fig. 132 is a sectional view of the structure shown in Fig. 131 along the direction of AE-AE.

[0139] Fig. 133 is a sectional view of the structure shown in Fig. 131 along the direction of AF-AF.

[0140] Fig. 134 is a structural schematic view of a first fixing member in Fig. 126.

[0141] Fig. 135 is a structural schematic view of the first fixing member shown in Fig. 134 from another perspective.

[0142] Fig. 136 is a structural schematic view of the first fixing member shown in Fig. 134 from another perspective.

[0143] Fig. 137 is a structural schematic view of the first fixing member shown in Fig. 134 from another perspective.

[0144] Fig. 138 is a structural schematic view of the first fixing member shown in Fig. 134 from another perspective.

[0145] Fig. 139 is a structural schematic view of a pedal in Fig. 126.

[0146] Fig. 140 is a structural schematic view of the pedal shown in Fig. 139 from another perspective.

[0147] Fig. 141 is a structural schematic view of the pedal shown in Fig. 139 from another perspective.

[0148] Fig. 142 is a structural schematic view of the pedal shown in Fig. 139 from another perspective.

[0149] Fig. 143 is a structural schematic view of the pedal shown in Fig. 139 from another perspective.

[0150] Fig. 144 is a structural schematic view of a second rotating shaft, a first blocking member and a second blocking member in Fig. 128.

[0151] Fig. 145 is an exploded view of the structure shown in Fig. 144.

[0152] Fig. 146 is a structural schematic view of a first fixing plate and a second fixing member in Fig. 114.

[0153] Fig. 147 is a structural schematic view of the structure shown in Fig. 146 from another perspective.

[0154] Fig. 148 is a structural schematic view of a rider when riding.

[0155] Fig. 149 is a partial enlarged view of AD in Fig. 148.

[0156] Fig. 151 is a structural schematic view of a second basket provided by another embodiment of the present application.

[0157] Fig. 152 is a structural schematic view of the second basket shown in Fig. 151 when the basket cover is closed.

[0158] Fig. 153 is a structural schematic view of a second basket according to another embodiment of the present application.

[0159] Fig. 154 is a structural schematic view of the second basket shown in Fig. 153 from another perspective.

[0160] Fig. 155 is a structural schematic view of a frame and pedal assembly according to another embodiment of the present application.

[0161] Fig. 156 is a structural schematic view of an electric vehicle according to another embodiment of the present application.

[0162] Fig. 157 is a structural schematic view of a second basket shown in Fig. 156.

[0163] Fig. 158 is a structural schematic view of the second basket shown in Fig. 157 from another perspective.

[0164] Fig. 159 is a structural schematic view of an electric vehicle according to another embodiment of the present application.

[0165] Fig. 160 is a structural schematic view of the electric vehicle shown in Fig. 159 from another perspective.

[0166] Fig. 161 is a structural schematic view of a frame and a second fixing member shown in Fig. 160.

[0167] Fig. 162 is a structural schematic view of the structure shown in Fig. 161 from another perspective.

[0168] Fig. 163 is a structural schematic view of a frame and a second basket shown in Fig. 159.

[0169] Fig. 164 is a structural schematic view of the structure shown in Fig. 163 from another perspective.

[0170] Fig. 165 is a structural schematic view of a second basket shown in Fig. 159.

[0171] Fig. 166 is a sectional view of the second basket shown in Fig. 165 along the direction of BA-BA.

[0172] Fig. 167 is a structural schematic view of the second basket shown in Fig. 165 from another perspective.

[0173] Fig. 168 is a structural schematic view of the second basket shown in Fig. 165 from another perspective.

[0174] Fig. 169 is a sectional view of the basket shown in Fig. 165 along the direction of BB-BB.

[0175] Fig. 170 is a structural schematic view of a first intermediate inclined side rod, an edge bottom rod, a second edge side rod and a second top side rod shown in Fig. 168.

[0176] Fig. 171 is a structural schematic view of another perspective of the structure shown in Fig. 170.

[0177] Fig. 172 is a structural schematic view of another perspective of the structure shown in Fig. 170.

[0178] Fig. 173 is a sectional view of the structure shown in Fig. 171 along the direction of BC-BC.

[0179] Fig. 174 is a sectional view of the structure shown in Fig. 171 along the direction of BD-BD.

[0180] Fig. 175 is a sectional view of the second basket shown in Fig. 165 along the direction of BE-BE.

[0181] Fig. 176 is an enlarged view of BA in Fig. 175.

[0182] Fig. 177 is a sectional view of the second basket shown in Fig. 167 along the direction of BF-BF.

[0183] Fig. 178 is an enlarged view of BC in Fig. 177.

[0184] Fig. 179 is a sectional view of the side door shown in Fig. 167 along the direction of BG-BG.

[0185] Fig. 180 is an enlarged view of BD in Fig. 179.

[0186] Fig. 181 is a partial structural schematic view of the second basket in Fig. 159.

[0187] Fig. 182 is a structural schematic view of the frame in Fig. 159.

[0188] Fig. 183 is a structural schematic view of an electric vehicle provided by another embodiment of the present application.

[0189] Fig. 184 is a structural schematic view of a mounting rack.

[0190] Fig. 186 is a sectional view of a battery assembly.

[0191] Fig. 187 is a structural schematic view of an electric vehicle.

[0192] Fig. 188 is another structural schematic view of an electric vehicle.

[0193] Fig. 189 is another structural schematic view of an electric vehicle.

[0194] Fig. 190 is a schematic view of the use of a cushion.

[0195] Fig. 191 is another schematic view of the use of a cushion.

[0196] Fig. 192 is a schematic view of the connection of a second basket and an animal safety rope.

[0197] : transport tool 100; opposite direction of gravity D1', normal driving direction D2', relative direction D3'; frame 10, front wheel guiding mechanism 20, seat 30, front wheel 40, rear wheel 40', power mechanism 50, storage mechanism 60, footrest 70, seat tube 80; foot support 1, rear basket 2, tail light 3, headlight 3', front fender 4, rear fender 4', rear brake 5, front brake 5', motor shaft 6, brake wire 7, adapter 8, brake lever 9; head tube 11, first support 12, second support 13, support plate 14, reinforcing plate 15, middle tube 16, reinforcing rib 17; first threaded hole 1411, second threaded hole 1412; first welding piece 101, second welding piece 102, third welding piece 103, reinforcing rod 104, rear fork piece 105, wire clamping structure 106; first mounting convex plate 1051, second mounting convex plate 1052, first recess 1053, second recess 1054, mounting hole 1055; clamping hole 1061; handlebar 21, vertical rod 22, front fork 23; first rod 221, second rod 222, folding mechanism 223; clamping ring 2211, opening 2212, connecting part 2221; shell 2231, starting piece 2232, clamping piece 2233 and connecting rod 2234; first side wall 201, second side wall 202, accommodating groove 203; sliding hole 2011; sliding buckle 22321, resisting piece 22322, first clamping hook 2232a, first rolling surface 2232b; second clamping hook 2233a, second rolling surface 2233b; storage cavity 6a; first limiting piece 61, second limiting piece 62, third limiting piece 63, fourth limiting piece 64 and mounting piece 65; first horizontal strip 611, first vertical strip 612; second horizontal strip 621, second vertical strip 622; third horizontal strip 631, third vertical strip 632; fourth horizontal strip 641, fourth vertical strip 642; fifth horizontal strip 661; mounting plate 651; limiting piece 71, anti-skid strip 72; connecting plate 81, connecting column 82; 500 / 600 / 700 / 800 / 900, electric vehicle; 501, handlebar; 502, vertical rod; 503, front fork; 504, frame; 504a, first section; 504b, second section; 504c, third section; 504d, first connecting part; 504e, second connecting part; 504f, third connecting part; 504fa, first fixing hole; 504h, fifth connecting part; 504i, first transition section; 504j, second transition section; 504k, extension section; 504m, third transition section; 504n, plug; 504na, plugging body; 504nb, sealing ring; 504nc, first weight-reducing groove; 504nd, edge; 504p, first bolt connecting assembly; 5041, mounting bracket; 5042, support plate; 5042a, first anti-skid structure; 5042b, fourth fixing hole; 5042c, seventh fixing hole; 5042d, second flat part;5042e, third upward extension; 5042f, fourth upward extension; 5043, avoiding groove; 5044, support rod; 5044a, first upward extension; 5044b, first flat part; 5044c, second upward extension; 5044d, first inclined part; 5044e, first arc-shaped part; 5044f, second arc-shaped part; 5044g, second inclined part; 5044h, third arc-shaped part; 5044i, horizontal segment; 5044j, first mounting groove; 5044k, first accommodating groove; 5044m, first recess; 5044n, first mounting hole; 5044o, second mounting hole; 5045, first support beam; 5045a, first through hole; 5045b, first drainage hole; 5045c, fifth fixing hole; 5045d, first avoiding recess; 5046, second support beam; 5046a, second through hole; 5046b, second drainage hole; 5046c, second avoiding recess 5047, third support beam; 5048, sixth connecting part; 5049, seventh connecting part; 5050, linking segment; 505, front wheel; 505a, wheel rim; 505b, front tire; 506, rear wheel; 506a, rear tire; 506b, rear wheel axle; 507, first basket; 5071, second fixing hole; 508, saddle; 5081, saddle support rod; 509, battery assembly; 509a, protruding segment; 509b, exposed segment; 509c, battery box; 509d, battery pack; 509e, controller; 509f, battery cover; 509g, first wire passing hole; 509h, second wire passing hole; 509i, stud; 510, driving mechanism; 511, wheel stay; 512, first fixing assembly; 5121, clamping piece; 5122, first locking piece; 5123, first mounting part; 5124, second mounting part; 5125, extruding part; 5126, first guide hole; 5127, first guide piece; 5128, first rotation shaft; 513, spring shock absorber; 514, connecting assembly; 515, rear dropout; 516, wire reel; 517a, first nut; 517b, first gasket; 517c, second gasket; 518a, brake caliper; 518b, disc brake pad; 518c, brake caliper seat; 601, second basket; 602, bottom rod; 602a, edge bottom rod; 602b, middle bottom rod; 603, first fixing plate; 603a, second bolt connecting assembly; 603b, third fixing hole; 603c, first connecting site; 603d, second connecting site; 603e, third connecting site; 603f, fourth connecting site; 603g, fifth connecting site; 603h, sixth connecting site; 603i, seventh connecting site; 603j, eighth connecting site; 604, second fixing plate; 604a, third bolt connecting assembly; 604b, sixth fixing hole; 605, first side edge; 605a, first side rod; 605b, second side rod;605c, first top side rod; 605d, first middle side rod; 605e, first middle cross side rod; 605f, first middle inclined side rod; 606, second side edge; 606a, third side rod; 606b, fourth side rod; 606c, second top side rod; 606d, second middle side rod; 606e, second side rod; 607, third side edge; 607a, fifth side rod; 607b, sixth side rod; 607c, third top side rod; 607d, third middle side rod; 607e, side door mounting rod; 608, fourth side edge; 608a, seventh side rod; 608b, eighth side rod; 608c, fourth top side rod; 608d, fourth middle side rod; 609, fourth transition section; 610, fifth transition section; 611, side door; 611a, door frame; 611b, door middle side rod; 611c, first frame edge; 611d, second frame edge; 611e, third frame edge; 611f, fourth frame edge; 612, door lock; 613, operation part; 614, lap joint part; 615, first limiting part; 616, pedal assembly; 617, pedal; 617a, tread surface; 617b, second anti-skid structure; 617c, protruding part; 617d, second weight-reducing groove; 617e, first reinforcing rib; 617f, first rotation hole; 618, fourth bolt connecting assembly; 619, first fixing member; 619a, eighth fixing hole; 619b, second rotation hole; 619c, cantilever; 620, second fixing member; 620a, ninth fixing hole; 621, second rotation shaft; 621a, first perforation; 622, retaining structure; 622a, first limiting member; 622b, first return member; 622c, first limiting groove; 622d, second limiting groove; 622e, retaining groove; 623, first blocking member; 624, second blocking member; 625, second limiting member; 6251, first limiting surface; 6252, second limiting surface; 626, basket cover; 627, third limiting part; 6271, abutting surface; 628, baffle; 629, cushion; 901, mobile phone support; 01, first direction; 02, second direction; 03, third direction; 04, forward direction; 05, axis of plug; 06, rotation axis of pedal; β1, included angle between first section 504a and second section 504b; β2, included angle between third section 504c and second section 504b; β3, included angle between third section 504c and first plane; β5, included angle between vertical rod 502 and first direction 01; β6, included angle between front fork 503 and first direction 01; β7, included angle between saddle support rod 5081 and first direction 01; β8, included angle between side edge of first section 504a along second direction 02 and second direction 02; β9, included angle between side edge of third section 504c along second direction 02 and second direction 02; β10, included angle between first side edge 605 and bottom wall of second basket 601; β11, included angle between second side edge 606 and bottom wall of second basket 601;β12, the angle between the tread 617a and the first plane; β13, the angle between the first side edge 605 and the first section 504a; β14, the angle between the third side edge 607 and the bottom wall of the second basket 601; β17, the angle between the first connecting portion 504d and the first section 504a; β22, the angle between the extension section 504k and the third section 504c; β23, the angle between the second connecting portion 504e and the first plane; β24, the angle between the second connecting portion 504e and the third section 504c; β26, the bending angle of the rear crosspiece 105; β27, the angle between the first accommodating groove 5044k and the first plane; β28, the angle between the left side of the battery box 509c and the second plane; β29, the angle between the front side of the battery box 509c and the third plane; D1', the opposite direction of gravity; D2', the normal driving direction; D3', the relative direction; D1, the outer diameter of the front wheel 505 and the rear wheel 506; D3, the outer diameter of the second support beam 5045; H, the height of the storage mechanism 60; H1, the height of the saddle 508; H1max, the maximum height of the saddle 508; H1min, the minimum height of the saddle 508; H2, the ground clearance of the handlebar 501; H3, the ground clearance of the first section 504a of the frame 504; H4, the height from the rim 505a to the tread of the front tire 505b; H5, the ground clearance of the third upward extension 5042e along the third direction 03; H6, the thickness of the sealing ring 504nb along the axial direction of the plug 504n; H7, the adjustment stroke of the saddle 508; H8, the height of the third upward extension along the third direction 03; H9, the height of the second basket 601; H10, the height of the protruding section 509a along the third direction 03; H11, the height of the exposed section 509b along the third direction 03; H12, the height of the support plate 5042 from the ground; H13, the height of the battery assembly 509; H14, the height of the third side edge 607 along the third direction 03; H15, the height of the first support beam 5045 along the third direction 03; H16, the height of the third side edge 607 from the ground; H17, the height of the first accommodating groove 5044k; H18, the height of the joint position of the saddle 508 and the frame 504; H19, the height of the fifth connecting portion 504h along the third direction 03; K1, the ratio of H3 to H2; K2, the ratio of L13 to L12; K3, the ratio of L17 to L16; K4, the ratio of L18 to L19; K5, the ratio of L18 to L20; K6, the ratio of H10 to H11; K7, the ratio of H12 to H13; K8, the ratio of L8 to L26; K9, the ratio of L27 to W9; K10, the ratio of L28 to L29; K11, the ratio of H14 to H8; K12, the ratio of H16 to H12; K13, the ratio of L32 to L15; K14, the ratio of L33 to R4; K15, H4 / W1x100%; K16, the ratio of L2 to L1;K17, L9 and L5; L, length of the storage mechanism 60; L1, distance between the front end of the front wheel 505 and the rear end of the rear wheel 506 along the first direction 01; L2, length of the frame 504 along the first direction 01 (distance between the front end of the first connecting portion 504d and the rear end of the second transition section 504j); L3, length of the first basket 507 along the first direction 01; L4, distance between the seat 508 and the stand 502 along the first direction 01; L5, distance between the seat 508 and the front wheel 505 along the first direction 01; L8, distance between the first support beam 5045 and the second support beam 5046; L9, distance between the pedal assembly 616 and the seat 508 along the first direction 01; L10, length of the tread surface 617a; L11, distance between the second fixing member 620 and the front end of the second section 504b of the frame 504; L12, projected length of the first upwardly-extending portion 5044a on the first plane; L13, projected length of the first flat portion 5044b on the first plane; L14, projected length of the first inclined portion 5044d on the first plane; L15, length of the second flat portion 5042 along the first direction 01; L16, distance between the support position provided by the fifth connecting portion 504h and the rear end of the first flat portion 5044b; L17, distance between the support position provided by the fifth connecting portion 504h and the front end of the first flat portion 5044b; L18, length of the support rod 5044 along the first direction 01; L19, distance between the first support beam 5045 and the front end of the support rod 5044; L20, distance between the second support beam 5046 and the rear end of the support rod 5044; L21, distance between the rear side of the first support beam 5045 and the front side of the protruding section 509a along the first direction 01; L22, distance between the rear side of the protruding section 509a and the front side of the second support beam 5046 along the first direction 01; L23, distance between the right side of the support rod 5044 and the left side of the protruding section 509a along the second direction 02; L24, distance between the second side edge 606 and the third section 504c; L25, length of the inner cavity of the battery box 509c along the first direction 01; L26, length of the battery assembly 509 along the first direction 01; L27, distance between the two first flat portions 5044b; L28, distance between the first row of studs 509i and the last row of studs 509i along the first direction 01; L29, length of the top side of the battery box 509c; L30, groove depth of the avoiding groove 5043; L31, distance between the front side of the third side edge 607 and the rear side of the first section along the first direction 01; L32, length of the bottom side of the third side edge 607 along the first direction 01; L33, distance between the side edge of the support plate 5042 and the top end of the support rod 5044 along the second direction 02; R1, radius of curvature of the first arc-shaped portion 5044e; R2, radius of curvature of the second arc-shaped portion 5044f; R3, radius of curvature of the third arc-shaped portion 5044h; R4, radius of the support rod 5044;W, width of the storage mechanism 60; W1, width of the front wheel 505 and the rear wheel 506 along the second direction 02; W2, width of the handlebar 501 along the second direction 02; W3, width of the frame 504 along the second direction 02; W4, width of the first basket 507 along the second direction 02; W5, width of the avoiding groove 5043; W6, width of the second flat portion 5042 along the second direction 02; W7, width of the first support beam 5045 along the first direction 01; W8, width of the inner cavity of the battery box 509c along the second direction 02; W9, width of the battery assembly 509 along the second direction 02; W10, width of the first accommodating groove 5044k; W11, width of the tread 617a; W12, thickness of the first reinforcing rib 617e along the first direction 01; W13, width of the front end of the second section 504b along the second direction 02; W14, width of the rear end of the second section 504b along the second direction 02.

[0198] It should be understood that the frame is labeled as 10 in some embodiments, and can be labeled as 504 in other embodiments. The front wheel is labeled as 40 in some embodiments, and can be labeled as 505 in other embodiments. The rear wheel is labeled as 40’ in some embodiments, and can be labeled as 506 in other embodiments. The power mechanism can be referred to as a battery assembly in other embodiments. The storage mechanism can be referred to as a second basket in other embodiments. The footrest can be referred to as a pedal in other embodiments. The seat tube can be referred to as a seat support rod in other embodiments. The foot support can be referred to as a wheel support in other embodiments. The rear basket can be referred to as a first basket in other embodiments. The adapter can be referred to as a first fixing member in other embodiments. The head tube can be referred to as a first connecting portion in other embodiments. The first support can be referred to as a support rod in other embodiments. The second support can be referred to as a support rod in other embodiments. The support plate can be referred to as a second flat portion in other embodiments. The reinforcing plate can be referred to as a third upward extending portion in other embodiments. The middle tube can be referred to as a second connecting portion in other embodiments. The reinforcing rib can be referred to as a first support beam or a second support beam in other embodiments.

[0199] The first threaded hole can be referred to as a fourth fixing hole in other embodiments. The second threaded hole can be referred to as a first mounting hole in other embodiments. The first soldering patch can be referred to as a fifth connecting part in other embodiments. The second soldering patch can be referred to as a third connecting part in other embodiments. The second recess can be referred to as a first accommodating groove in other embodiments. The mounting hole can be referred to as a first groove in other embodiments. The handle is labeled as 21 in some embodiments, and can be labeled as 501 in other embodiments. The vertical rod is labeled as 22 in some embodiments, and can be labeled as 502 in other embodiments. The front fork is labeled as 23 in some embodiments, and can be labeled as 503 in other embodiments. The first limiting part can be referred to as a first side edge in other embodiments. The second limiting part can be referred to as a third side edge in other embodiments. The third limiting part 63 can be referred to as a second side edge in other embodiments. The fourth limiting part can be referred to as a fourth side edge in other embodiments. The mounting part can be referred to as a first fixing plate or a second fixing plate in other embodiments. The first horizontal bar can be referred to as a first side rod in other embodiments. The first vertical bar 612 can be referred to as a second side rod in other embodiments. The second horizontal bar can be referred to as a fifth side rod or a sixth side rod in other embodiments. The fourth horizontal bar can be referred to as a seventh side rod or an eighth side rod in other embodiments. The fifth horizontal bar can be referred to as an intermediate bottom rod in other embodiments. The mounting plate can be referred to as a second fixing part in other embodiments. The anti-skid bar can be referred to as a protrusion in other embodiments. The connecting plate can be referred to as a cantilever in other embodiments. The connecting column can be referred to as a second rotating shaft in other embodiments. The first section can be referred to as a connecting section in other embodiments. The fifth connecting position can be referred to as a fourth fixing hole in other embodiments. DETAILED DESCRIPTION

[0200] The technical solutions in the embodiments of the present application will be clearly and completely described in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application.

[0201] In the present application, the drawings are not necessarily drawn to scale, and local features can be enlarged or reduced to more clearly show the details of the local features.

[0202] Unless otherwise defined, all technical and scientific terms used in the present application have the same meanings as commonly understood by one of ordinary skill in the art to which this application belongs. The terms used in the present application are only for the purpose of describing the specific embodiments of the present application, and are not intended to limit the scope of the present application. The term "and / or" used in the present application includes any and all combinations of one or more of the listed items. The singular forms "a", "an" and "the" used in the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0203] In the description of the present application, it should be understood that the terms "first", "second" are used only for descriptive purposes and are not to be construed as indicating or implying relative importance or an indicated number of technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly specified. In the description of the present application, the meaning of "several" is one or more, unless otherwise explicitly specified.

[0204] In the description of the present application, the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "height", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. are based on the orientation or positional relationship shown in the drawings, which is only for the convenience of the simplified description of the present application, and does not indicate that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, that is, cannot be understood as a limitation of the present application.

[0205] In the description of the present application, unless otherwise explicitly defined, the terms "mounting", "connecting", "connecting", "fixing", "setting", etc. should be broadly understood. For example, "connecting" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be directly connected, or indirectly connected through intermediate medium, or the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0206] In the description of the present application, unless otherwise explicitly defined, the first feature "on", "over", "above", and "on", "below", "under", "below" or "under" the second feature can be direct contact between the first feature and the second feature, or indirect contact between the first feature and the second feature through intermediate medium. Moreover, the first feature "over", "above" and "on" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than the horizontal height of the second feature. The first feature "under", "below" and "under" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than the horizontal height of the second feature.

[0207] In this application, in order to facilitate the understanding of the relative positions of different structures in the electric vehicle, a three-dimensional coordinate system indicating the direction is added in each of the drawings of the specification. The first direction 01, the second direction 02 and the third direction 03 in the coordinate system are perpendicular to each other. It can be understood that due to the different view directions, in some views, only two of them may be displayed.

[0208] The first direction 01 is the length direction of the electric vehicle. When the electric vehicle is a two-wheeled vehicle, i.e., there is only one front wheel 505 and only one rear wheel 506, the first direction 01 can be the arrangement direction of the front wheel 505 and the rear wheel 506. When the electric vehicle is a three-wheeled vehicle, and there is one front wheel 505 and two rear wheels 506, the first direction 01 can be a direction perpendicular to the arrangement direction of the two rear wheels 506. When the electric vehicle is a three-wheeled vehicle, and there are two front wheels 505 and one rear wheel 506, the first direction 01 can be a direction perpendicular to the arrangement direction of the two front wheels 505. When the electric vehicle is a four-wheeled vehicle, i.e., there are two front wheels 505 and two rear wheels 506, the first direction 01 can be a direction perpendicular to the arrangement direction of the two rear wheels 506, or a direction perpendicular to the arrangement direction of the two front wheels 505.

[0209] The third direction 03 is the height direction of the electric vehicle when it is upright, i.e., the direction perpendicular to the road surface when the front wheel 505 and the rear wheel 506 of the electric vehicle are perpendicular to the road surface. The third direction 03 can be the height direction of the front wheel 505 or the rear wheel 506 when the electric vehicle is upright.

[0210] The second direction 02 is perpendicular to the first direction 01 and the third direction 03. It can be understood that when the electric vehicle walks along a straight line, the first direction 01 and the second direction 02 are parallel to the road surface, and the third direction 03 is perpendicular to the direction of the road surface.

[0211] It can be understood that when the electric vehicle walks along a straight line, the axis a of the front wheel 505 relative to the front fork 503 and the axis b of the rear wheel 506 relative to the frame 504 are parallel.

[0212] It should be noted that the first direction 01, the second direction 02 and the third direction 03 are only used to facilitate the differentiation of the relative positions of various structures in the electric vehicle, and do not constitute an absolute limitation on the structure of the electric vehicle. For example, when the electric vehicle is placed obliquely or placed upside down, the corresponding third direction 03 is no longer the direction perpendicular to the road surface, but the direction after being inclined by the same angle in the same oblique direction as the electric vehicle.

[0213] Further, for the convenience of description, the surface parallel to the first direction 01 and the second direction 02 is referred to as the first plane; the surface parallel to the first direction 01 and the third direction 03 is referred to as the second plane; and the surface parallel to the second direction 02 and the third direction 03 is referred to as the third plane. It can be understood that the first plane is perpendicular to the third direction 03, the second plane is perpendicular to the second direction 02, and the third plane is perpendicular to the first direction 01.

[0214] In the present application, the direction in which the rear wheel 506 points to the front wheel 505 along the first direction 01 is defined as the forward direction 04. The "front end" refers to the end of the structure along the forward direction 04; and the "rear end" refers to the starting end of the structure along the forward direction 04. For example, the front end of the front wheel 505 is the end of the front wheel 505 away from the rear wheel 506 along the first direction 01, and the rear end of the front wheel 505 is the end of the front wheel 505 close to the rear wheel 506 along the first direction 01. Correspondingly, the "front side" refers to the front side of the structure along the forward direction 04; and the "rear side" refers to the rear side of the structure along the forward direction 04. For example, the front side of the front wheel 505 is the side of the front wheel 505 away from the rear wheel 506 along the first direction 01, and the rear side of the front wheel 505 is the side of the front wheel 505 close to the rear wheel 506 along the first direction 01.

[0215] In the present application, the "top end" refers to the end of the electric vehicle away from the road surface along the third direction 03 when the electric vehicle is upright; and the "bottom end" refers to the end of the electric vehicle close to the road surface along the third direction 03 when the electric vehicle is upright. For example, the top end of the stand rod 502 is the direction of the stand rod 502 close to the handlebar 501 along the third direction 03, and the bottom end of the stand rod 502 is the direction of the stand rod 502 away from the handlebar 501 along the third direction 03. Correspondingly, the "top side" refers to the side of the electric vehicle away from the road surface along the third direction 03 when the electric vehicle is upright; and the "bottom side" refers to the side of the electric vehicle close to the road surface along the third direction 03 when the electric vehicle is upright. For example, the top side of the stand rod 502 is the side of the stand rod 502 close to the handlebar 501 along the third direction 03, and the bottom side of the stand rod 502 is the side of the stand rod 502 away from the handlebar 501 along the third direction 03.

[0216] In the present application, the "left side" refers to the side of the rider's left hand along the second direction 02 when the rider is seated on the electric vehicle; and the "right side" refers to the side of the rider's right hand along the second direction 02 when the rider is seated on the electric vehicle. For example, the left side of the stand rod 502 is the side of the stand rod 502 along the second direction 02 where the rider's left hand is located, and the right side of the stand rod 502 is the side of the stand rod 502 along the second direction 02 where the rider's right hand is located. Correspondingly, the "left end" refers to the end of the rider's left hand along the second direction 02 when the rider is seated on the electric vehicle; and the "right end" refers to the end of the rider's right hand along the second direction 02 when the rider is seated on the electric vehicle. For example, the left end of the stand rod 502 is the end of the stand rod 502 along the second direction 02 where the rider's left hand is located, and the right end of the stand rod 502 is the end of the stand rod 502 along the second direction 02 where the rider's right hand is located.

[0217] In the description of the present application, the expressions involving angle, size, numerical range, unless otherwise explicitly stated, the range is by default to include its end point value. For example, the included angle is 0°-5°, then 0° and 5° corresponding technical features and effects, all belong to the content covered by the present application.

[0218] The symmetry plane a refers to a plane perpendicular to the first plane and bisecting the first connecting portion along the first direction.

[0219] The embodiments of the present application provide a transport tool 100, as shown in FIG. 1 and FIG. 2, or as shown in FIG. 3. The transport tool 100 includes a frame 10, a front wheel guide mechanism 20, a seat 30, a front wheel 40, a rear wheel 40', a power mechanism 50 (in other embodiments, it can be referred to as a battery assembly) and at least one storage mechanism 60 (in other embodiments, it can be referred to as a second basket). The front wheel guide mechanism 20 is connected to the front end of the frame 10, and the seat 30 is connected to the rear end of the frame 10. The front wheel 40 is arranged at the front end of the frame 10, and the rear wheel 40' is arranged at the rear end of the frame 10. The power mechanism 50 is arranged on the frame 10 to provide power for the movement of the transport tool 100.

[0220] The storage mechanism 60 is a multifunctional accessory that can be used to carry various items that the user wants to carry, such as goods, children, pets, or groceries, etc. Compared with the transport tool 100 of the prior art, the transport tool 100 disclosed by the embodiments of the present application can accommodate items, thereby facilitating the user's travel.

[0221] In some embodiments, the storage mechanism 60 can be a basket (as shown in FIG. 1), or a frame (as shown in FIG. 3), or a box, or any mechanism for carrying items to prevent the items from falling. When the storage mechanism 60 is one, the storage mechanism 60 can be mounted on the frame 10 and located between the front wheel guide mechanism 20 and the seat 30. Since the storage mechanism 60 is mounted on the frame 10 and located between the front wheel guide mechanism 20 and the seat 30, the user can take care of the items in the storage mechanism 60 even when riding, and the special design of the structure of the transport tool 100 disclosed by the embodiments of the present application can enhance the safety of the items in the storage mechanism 60.

[0222] When the storage mechanism 60 is two, one of the storage mechanisms 60 is mounted on the frame 10 and located between the front wheel guiding mechanism 20 and the seat 30; the other storage mechanism 60 can be located at the front end or the rear end of the frame 10. By providing two storage mechanisms 60, the number of articles carried by the transport tool 100 can be increased. In addition, two storage mechanisms 60 can be used to store articles in different areas, thereby preventing the articles carried in the two storage mechanisms 60 from being contaminated with each other, and facilitating users to find the articles carried in the two storage mechanisms 60, thereby improving the user experience of using the transport tool 100. For example, dry articles can be placed in one of the storage mechanisms 60, and wet articles can be placed in the other storage mechanism 60. It can be understood that the two storage mechanisms 60 can be mounted on the frame 10, for example, the two storage mechanisms 60 are mounted side by side on the frame 10, thereby storing articles in different areas and improving the user experience of using the transport tool 100.

[0223] It is worth noting that the number of storage mechanisms 60 can also be multiple. For example, several storage mechanisms 60 are mounted on the frame 10 and located between the front wheel guiding mechanism 20 and the seat 30, and / or one of the storage mechanisms 60 is located at the front end of the frame 10, and / or one of the storage mechanisms 60 is located at the rear end of the frame 10. It is worth noting that no matter how many storage mechanisms 60 are provided, the storage mechanisms 60 can be used to carry various articles that users want to carry, such as goods, children, pets, or groceries. The transport tool 100 disclosed in the embodiments of the present application can accommodate articles, thereby facilitating the travel of users.

[0224] For the above-mentioned frame 10, the frame 10 can be used to connect the front wheel guiding mechanism 20 and the seat 30, and the frame 10 can be used to provide the storage mechanism 60. Please refer to FIG. 4 and FIG. 5, which show the implementation of the frame 10 from different perspectives. The overall shape of the frame 10 is roughly that the two ends extend upward and forward, and the middle is concave, so that the two ends of the frame 10 provide support for the front wheel guiding mechanism 20 and the seat 30, and the middle of the frame 10 is concave so as to accommodate the storage mechanism 60.

[0225] In some embodiments, referring to FIG. 4 and FIG. 5, the frame 10 can include a head tube 11 (may be referred to as a first connecting portion in other embodiments), a first support 12 (may be referred to as a support rod in other embodiments), a second support 13 (may be referred to as a support rod in other embodiments), a support plate 14 (may be referred to as a second flat portion in other embodiments), a reinforcing plate 15 (may be referred to as a third upwardly extending portion in other embodiments), and a middle tube 16 (may be referred to as a second connecting portion in other embodiments). The head tube 11 is used to connect the front wheel guiding mechanism 20 to the frame 10. The middle tube 16 is used to connect the seat 30 to the frame 10. The first support 12, the second support 13, and the support plate 14 are used to support the head tube 11 and the middle tube 16. The front end of the first support 12 and the front end of the second support 13 are respectively extended forwardly and upwardly and then connected to the head tube 11. The rear end of the first support 12 and the rear end of the second support 13 are respectively extended forwardly and upwardly and then clamped to the middle tube 16. The middle portion of the first support 12 and the middle portion of the second support 13 are spaced apart, and the support plate 14 is installed on the middle portion of the first support 12 and the middle portion of the second support 13. The support plate 14 is a flat plate located in the above-mentioned middle recessed area of the frame 10, and the support plate 14 can be used to set the storage mechanism 60. The reinforcing plate 15 is extended upwardly and forwardly from the support plate 14, and the reinforcing plate 15 is installed on the front end of the first support 12 and the front end of the second support 13. In some embodiments, the support plate 14 has a plurality of first threaded holes 1411 (may be referred to as fourth fixing holes in other embodiments) and a plurality of second threaded holes 1412 (may be referred to as first mounting holes in other embodiments). The first threaded holes 1411 are used to install the storage mechanism 60, and the second threaded holes 1412 are used to set the power mechanism 50.

[0226] In some embodiments, the frame 10 further includes at least one reinforcing rib 17 (may be referred to as a first support beam or a second support beam in other embodiments), which is installed on the side of the support plate 14 facing away from the seat 30. After the reinforcing rib 17 is installed, the load-bearing capacity of the frame 10 can be enhanced. In addition, the storage mechanism 60 can be installed on the reinforcing rib 17 to increase the stability of the connection between the storage mechanism 60 and the frame 10. In some embodiments, the number of reinforcing ribs 17 is two, and the two reinforcing ribs 17 are oppositely arranged and connected to the front end and the rear end of the support plate 14, respectively.

[0227] In some embodiments, please refer to FIG. 4 and FIG. 5, the frame 10 further comprises a first welding piece 101 (may be referred to as a fifth connecting part in other embodiments), a second welding piece 102 (may be referred to as a third connecting part in other embodiments), a third welding piece 103, a rear fork piece 105 and a reinforcing rod 104. The first welding piece 101 is connected to the middle part of the first support 12 or the middle part of the second support 13, and is used to connect the foot support 1 (as shown in FIG. 1). The second welding piece 102 is in number of two, one of which is connected to the rear end of the first support 12, and the other of which is connected to the rear end of the second support 13. The second welding piece 102 is used to mount the rear basket 2 (as shown in FIG. 1). The third welding piece 103 has one end connected to the rear end of the first support 12 and the rear end of the second support 13, and the other end extends upward, which is used to connect the tail light 3 (as shown in FIG. 1). The reinforcing rod 104 is supported on the rear end of the first support 12 and the rear end of the second support 13, and is used to connect the rear fender 4 (as shown in FIG. 1).

[0228] Referring to FIG. 73, in some embodiments, the rear fork piece 105 is configured to enclose or form a space for mounting the rear wheel 40' at the bottom end along the second direction 02. In addition, the rear fork piece 105 is also used to link the rear wheel 40' and other parts of the frame 10, such as the first support 12 or the second support 13.

[0229] In some embodiments, the rear fork piece 105 is generally in the shape of a sheet or a plate, and the thickness falls within the range of 4mm-7mm. When the thickness is less than 4mm, the structural strength is insufficient, and when the frame 10 has a large self weight or carries a heavy load, the rear fork piece 105 is prone to bending or deformation. When the thickness is greater than 7mm, the self weight will be significantly increased, and the material cost will be increased.

[0230] Specifically, the thickness of the rear fork piece 105 can be any value within the range of 4mm-7mm, for example, 4mm, 4.5mm, 5mm, 5.5mm, 6mm, 6.5mm or 7mm.

[0231] In some embodiments, the rear fork piece 105 is configured to extend outward at the front end along the first direction 01, and the rear end is generally flat. The outward extension of the front end facilitates the adhesion to the first support 12 or the second support 13, without the need to increase the connecting parts, facilitating the installation, and having a certain contact area after the installation, ensuring the stability of the connection. The rear end is generally flat, facilitating the hole opening for mounting the rear wheel 40'.

[0232] In some embodiments, the front end of the rear fork piece 105 is arc-shaped, which has better adhesion to the first support 12 or the second support 13.

[0233] In some embodiments, the rear fork piece 105 is a bent piece, and the bending angle β26 falls within a range of 150°-170°. When β26 is less than 150°, in the first direction 01, to meet the requirement of the front end of the rear fork piece 105 abutting against the first support 12 or the second support 13, the front end of the rear fork piece 105 needs to be moved forward to increase the abutting area with the first support 12 or the second support 13, so as to ensure the connection strength, which will cause the rear end to be lengthened to ensure that there is enough length to install the rear wheel 40', increasing the material cost. When β26 is greater than 170°, the rebound effect will be intensified, that is, the elastic deformation is restored, and it is difficult to ensure the dimensional stability even after artificial correction, and the consistency is poor in batch production.

[0234] Specifically, β26 can be any value within the range of 150°-170°, for example, 150°, 154°, 158°, 162°, 166°, or 170°.

[0235] Referring to FIGS. 74, 75, and 77, in some embodiments, the rear fork piece 105 is configured to be narrow at the front end and wide at the rear end in the first direction 01. The narrow front end of the rear fork piece 105 reduces the occupation of the peripheral space of the first support 12 or the second support 13 when the front end is installed with the first support 12 or the second support 13, so as to facilitate the installation of other parts or components, such as the rear wheel 40'. At the same time, it is also beneficial to reduce the material cost. The wide rear end of the rear fork piece 105 is beneficial to have good material strength after the hole is opened, so as to ensure the service life.

[0236] In some embodiments, the rear wheel 40' includes a rear tire 506a and a rear wheel shaft 506b, and the bottom side of the rear fork piece 105 is provided with a first accommodating groove 5044k for accommodating the rear wheel shaft 506b. When installed, the rear wheel shaft 506b can be pushed into the side of the rear fork piece 105, and the installation is convenient. In addition, in the second direction 02, the left end and the right end of the rear wheel shaft 506b are installed in the same way, and here the left end is taken as an example for description. The transportation tool 100 further includes a first nut 517a, a first gasket 517b, and a second gasket 517c arranged in sequence in the second direction 02. The first nut 517a is used to connect the part of the rear wheel shaft 506b extending out of the rear fork piece 105, the first gasket 517b is clamped between the first nut 517a and the rear fork piece 105, and the second gasket 517c is clamped between the rear fork piece 105 and the rear wheel shaft 506b.

[0237] In some embodiments, the first nut 517a is a round nut, and the edge is free of edges and corners, so that it is not easy to scratch the surface of other parts or components when installed, and it is also not easy to scratch or knock the surrounding personnel or animals, thereby improving the safety. In addition, the round shape also improves the aesthetics of the transportation tool 100.

[0238] In other examples, the first nut 517a can also be other types of nuts, such as a hub nut, a hex nut, or a flange nut.

[0239] In some embodiments, the first nut 517a is M12, which provides good load capacity and is relatively small, facilitating the miniaturization design of the electric vehicle.

[0240] In other examples, the first nut 517a can also be other specifications, such as M8, M10, or M14.

[0241] In some embodiments, the first washer 517b is a hooked washer, and the rear fork 105 is provided with a first groove 5044m for embedding the first washer 517b. When installed, the hook of the hooked washer is embedded in the first groove 5044m, preventing the first nut 517a from loosening, especially on bumpy roads. Specifically, when the first nut 517a has a tendency to loosen, it will tend to rotate with the hooked washer. However, the hook of the hooked washer is limited by the first groove 5044m and cannot rotate, so the first nut 517a cannot rotate in the loosening direction.

[0242] In other examples, the first washer 517b can also be other types of washers, such as a round hole flat washer.

[0243] In some embodiments, the first washer 517b is M12, which provides good load capacity and is relatively small, facilitating the miniaturization design of the electric vehicle.

[0244] In other examples, the first washer 517b can also be other specifications, such as M8, M10, or M14.

[0245] In some embodiments, the second washer 517c is a square hole washer, facilitating quick positioning and installation with the rear wheel shaft 506b.

[0246] In some embodiments, both the first washer 517b and the second washer 517c are metal washers, which are high in strength and good in rigidity, suitable for complex road conditions such as rugged or vibrating environments.

[0247] Referring to FIG. 77, in some embodiments, the width W10 of the first accommodating groove 5044k falls within a range of 8mm-15mm, and the height H17 falls within a range of 8mm-15mm. When W10 is less than 8mm, the rear wheel shaft 506b that can be accommodated is too thin, the load capacity is limited, and the applicability is poor. When W10 is greater than 15mm, the rear wheel shaft 506b that can be fitted is too thick, the material cost is high, the weight is large, and it is not conducive to miniaturization design. In addition, the first accommodating groove 5044k that is too large will reduce the strength of the rear fork sheet 105. When H17 is less than 8mm, the rear wheel shaft 506b is difficult to be fully accommodated or mostly accommodated by the first accommodating groove 5044k, resulting in part of the rear wheel shaft 506b exposed from the first accommodating groove 5044k, which is not beautiful and is easy to be knocked, and is not conducive to effective protection. When H17 is greater than 15mm, the first accommodating groove 5044k that is too deep will reduce the strength of the rear fork sheet 105, and is prone to deformation or bending.

[0248] Specifically, W10 can be any value within a range of 8mm-15mm, such as 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, or 15mm. H17 can be any value within a range of 8mm-15mm, such as 8mm, 9mm, 10mm, 11mm, 12mm, 13mm, 14mm, or 15mm.

[0249] Referring to FIGS. 74-76, in some embodiments, the rear brake 5 includes a brake caliper 518a located at the rear side of the rear fork plate 105 and fixed thereto along the first direction 01, and a disc brake pad 518b fixed to the rear wheel 40'. The first accommodating groove 5044k and the first plane form an angle β27 falling within a range of 55°-70°. When β27 is less than 55°, when disassembling the rear wheel 40', since the inclination angle of the rear wheel shaft 506b is small, it deviates less to the oblique lower side in the process of moving out of the first accommodating groove 5044k, and the disc brake pad 518b fixed to the rear wheel 40' is easy to collide with or even be blocked by the brake caliper 518a, resulting in an increase in installation difficulty, i.e., the position of the brake caliper 518a needs to be accurately adjusted to prevent the brake caliper 518a from blocking the disc brake pad 518b. If the brake caliper 518a blocks the disc brake pad 518b, the maintenance personnel need to first disassemble the brake caliper 518a to make room for the rear wheel 40' and the disc brake pad 518b, which makes the disassembly more complex and time-consuming. If the brake caliper 518a is not disassembled, the maintenance personnel need to move the rear wheel 40' and the disc brake pad 518b slightly to perceive whether they will collide with the brake caliper 518a, which is time-consuming and laborious, and is also easy to damage the brake caliper 518a due to misoperation. When β27 is greater than 70°, when disassembling the rear wheel 40', since the inclination angle of the rear wheel shaft 506b is large, it needs more space obliquely downward in the process of moving out of the first accommodating groove 5044k, resulting in that other parts or components located in front of the rear wheel 40' need to be moved forward, otherwise collisions are easy to occur, which is not conducive to ensuring the reliability of use, and at the same time, it also causes the vehicle frame 10 to be longer, which is not conducive to the miniaturization design of the transport tool 100.

[0250] Specifically, β27 can be any value within the range of 55°-70°, for example, 55°, 57°, 59°, 61°, 63°, 65°, 67°, 69°, or 70°.

[0251] In some embodiments, the first recess 5044m and the first plane form an angle identical to β27, which is the angle between the first accommodating groove 5044k and the first plane, so that the rear fork plate 105 is more aesthetically pleasing and has more regular processing position characteristics, which simplifies the processing path and reduces the processing difficulty.

[0252] In some embodiments, the rear brake 5 further includes a brake caliper seat 518c, and among the two rear fork plates 105, one is provided with a first mounting hole 5044n corresponding to the brake caliper 518c along the second direction 02, which facilitates making full use of the rear fork plate 105 to make it have more functions, such as being fixed or mounted with the rear wheel shaft 506b to the first support 12 or the second support 13, thereby simplifying the structural design.

[0253] In some embodiments, the rear fork 105 is welded to the first support 12 or the second support 13.

[0254] In some embodiments, the rear basket 2 and the storage mechanism 60 can be made of the same material, both of which are made of lighter (in terms of density) materials, such as aluminum or iron. Alternatively, since the rear basket 2 is generally suspended, i.e., only the bottom end is supported, in some embodiments, the storage mechanism 60 can be made of a lighter material than the rear basket 2, such as a plastic material, and the rear basket 2 is made of a metal material, so that the rear basket 2 has better support strength.

[0255] It is worth noting that the second welding sheet 102, the third welding sheet 103 and the reinforcing rod 104 are all installed at the rear end of the first support 12 and the rear end of the second support 13, and the reinforcing rod 104, the second welding sheet 102 and the third welding sheet 103 are arranged in sequence in the direction of extending forward and upward along the rear end of the first support 12. Among them, the number of rear forks 105 is two, one rear fork 105 is connected at the substantially bent portion, specifically the connection between the middle portion of the first support 12 and the rear end of the first support 12, and the other rear fork 105 is connected at the substantially bent portion, specifically the connection between the middle portion of the second support 13 and the rear end of the second support 13.

[0256] It is worth noting that the rear fork 105 is used to connect the frame 10 and the rear wheel 40’. Specifically, the front end of the rear fork 105 is connected to the first support 12 or the second support 13. The upper part of the rear end of the rear fork 105 extends a first mounting tab 1051 and a second mounting tab 1052, which are arranged at intervals, and the first mounting tab 1051 and the second mounting tab 1052 are used to install the rear brake 5 (as shown in FIG. 1); The part between the first mounting tab 1051 and the second mounting tab 1052 is recessed to form a first recess 1053, which is adapted to the shape of the rear brake 5. In addition, the lower part of the rear end of the rear fork 105 is recessed upward and backward to form a second recess 1054 (which can be referred to as a first receiving groove in other embodiments), which is used to clamp the motor shaft 6 (which can be referred to as a rear wheel shaft in other embodiments) (as shown in FIG. 1), and the rear end of the rear fork 105 is provided with a mounting hole 1055 (which can be referred to as a first recess in other embodiments), which is arranged close to the second recess 1054, and the mounting hole 1055 is used for parts installation of the motor shaft 6.

[0257] It is worth mentioning that in some embodiments, the frame 10 further comprises a wire clamping structure 106, which is arranged on the side of the reinforcing plate 15 away from the seat 30, i.e. the wire clamping structure 106 is arranged on the front side of the reinforcing plate 15; the wire clamping structure 106 is provided with a clamping hole 1061, which can be used to clamp the brake wire 7 (as shown in FIG. 1), so that the brake wire 7 is as close as possible to the frame 10, reducing the risk of being hooked by foreign matter and even causing damage. For the above-mentioned front wheel guiding mechanism 20, please refer to FIG. 6, the front wheel guiding mechanism 20 is connected to the front end of the frame 10, and is used to guide the direction of the front wheel 40.

[0258] In some embodiments, the front wheel guiding mechanism 20 comprises a handlebar 21, a stem 22 and a front fork 23. The handlebar 21 is mounted on one end of the stem 22. The other end of the stem 22 passes through the head tube 11 (as shown in FIG. 5) of the frame 10 and is connected to the front fork 23. The stem 22 and the front fork 23 are both rotationally connected to the head tube 11 of the frame 10. The front wheel 40 is mounted on the front fork 23, and through the handlebar 21, the stem 22 and the front fork 23, the direction of the front wheel 40 can be guided. In some embodiments, please refer to FIG. 1 and FIG. 7, the stem 22 is foldable to reduce the size of the entire transport tool 100, making it more portable. In other embodiments, please refer to FIG. 8, the stem 22 can be folded towards the seat 30, and the handlebar 21 can be stored in the area between the seat 30 and the front end of the frame 10, so that the transport tool 100 can be carried on the subway, city bus or put into the trunk of a car.

[0259] In some embodiments, please refer to FIG. 9, the stem 22 comprises a first rod 221, a second rod 222 and a folding mechanism 223. One end of the first rod 221 is connected to the handlebar 21, one end of the second rod 222 is connected to the front fork 23, and the other end of the first rod 221 is rotationally connected to the other end of the second rod 222, so that when the first rod 221 rotates relative to the second rod 222 towards the seat 30, the stem 22 is folded towards the seat 30; one end of the folding mechanism 223 is connected to the other end of the first rod 221, and the other end of the folding mechanism 223 is connected to the other end of the second rod 222, so that when the folding mechanism 223 is in a loosened state, the first rod 221 can rotate relative to the second rod 222 towards the seat 30, and the stem 22 is folded to form a folded state, and when the folding mechanism 223 is in a locked state, the other end of the first rod 221 and the other end of the second rod 222 are clamped, and the stem 22 is stretched to form a normal use state.

[0260] In some embodiments, the other end of the first rod 221 is provided with a snap ring 2211, the front end of the snap ring 2211 is provided with an opening 2212, the other end of the second rod 222 is recessed along the radial direction of the second rod 222 to form a connecting portion 2221, the connecting portion 2221 can be clamped in the snap ring 2211 to achieve the clamping of the other end of the first rod 221 and the other end of the second rod 222. When the other end of the first rod 221 and the other end of the second rod 222 are clamped, the opening 2212 of the front end of the snap ring 2211 is adapted to the shape of the folding mechanism 223. For the folding mechanism 223 described above, please refer to FIGS. 9 to 12, the folding mechanism 223 includes a housing 2231, an actuating piece 2232, a clamping piece 2233 and a connecting rod 2234. The housing 2231 is recessed to form a first side wall 201, a second side wall 202 and a receiving groove 203, the first side wall 201 and the second side wall 202 are oppositely arranged, and the receiving groove 203 is located between the first side wall 201 and the second side wall 202. The first side wall 201 (or the second side wall 202) is provided with a sliding hole 2011.

[0261] The actuating piece 2232 is located in the sliding hole 2011 and can slide relative to the sliding hole 2011. The actuating piece 2232 includes a sliding buckle 22321 and a blocking piece 22322, the sliding buckle 22321 and the blocking piece 22322 are connected and oppositely arranged on both sides of the first side wall 201, and the blocking piece 22322 is received in the receiving groove 203. The blocking piece 22322 extends towards the second rod 222 with a first hook 2232a, which is arranged close to the slot of the receiving groove 203. One side of the first hook 2232a close to the slot of the receiving groove 203 is provided with a first rolling surface 2232b. The first hook 2232a can rotate relative to the first side wall 201 towards the slot bottom of the receiving groove 203.

[0262] The clamping piece 2233 is installed at the other end of the first rod 221, the clamping piece 2233 extends towards the handlebar 21 with a second hook 2233a, which is arranged away from the first rod 221. One side of the second hook 2233a away from the first rod 221 is provided with a second rolling surface 2233b, which can roll along the first rolling surface 2232b when the folding mechanism 223 is locked, and drive the first hook 2232a to rotate relative to the first side wall 201 towards the slot bottom of the receiving groove 203.

[0263] One end of the connecting rod 2234 is rotationally connected with one end of the first side wall 201 and one end of the second side wall 202; the other end of the first side wall 201 and the other end of the second side wall 202 are both rotationally connected with the other end of the second rod 222; the other end of the connecting rod 2234 is rotationally connected with the clamping piece 2233. When the folding mechanism 223 is in the loosening state, i.e., the stand rod 22 is in the folding state, the first rod 221 is rotated relative to the second rod 222 in a direction away from the seat 30, one end of the connecting rod 2234 is rotated relative to the shell 2231, the other end of the connecting rod 2234 is rotated relative to the clamping piece 2233, and when the second rolling surface 2233b contacts the first rolling surface 2232b, the second rolling surface 2233b rolls along the first rolling surface 2232b, driving the first clamping hook 2232a to rotate relative to the first side wall 201 toward the groove bottom of the accommodation groove 203, and when the second rolling surface 2233b is separated from the first rolling surface 2232b, the first clamping hook 2232a rotates relative to the first side wall 201 toward the groove opening of the accommodation groove 203 to return to the original position, so that the second clamping hook 2233a abuts against the first clamping hook 2232a, the clamping piece 2233 is limited by the first clamping hook 2232a, the folding mechanism 223 is locked, and the stand rod 22 is stretched to form a normal use state.

[0264] When the folding mechanism 223 is in the locked state, i.e., the stand rod 22 is in the normal use state, the slide buckle 22321 is slid upward, the abutting piece follows, the first clamping hook 2232a extended by the abutting piece is away from the second clamping hook 2233a, the second clamping hook 2233a is released, and the folding mechanism 223 is loosened; at this time, the first rod 221 can be rotated toward the seat 30, so that the stand rod 22 is folded to form a folding state. It should be noted that in some embodiments, the folding mechanism 223 is connected to the left side of the first rod 221 and the left side of the second rod 222, so as to facilitate the user to push the slide buckle 22321 with the left hand to loosen the folding structure, and facilitate the user to rotate the first rod 221 toward the seat 30 with the right hand to realize the folding of the stand rod 22. Through this setting, the user's habit of using the transportation tool 100 is met, and the user experience is good.

[0265] For the above-mentioned seat 30, please refer to FIG. 1, the seat 30 is connected to the rear end of the frame 10 through a seat tube 80 (which can be referred to as a seat support rod in other embodiments). Please refer to FIGS. 1 and 4 together, one end of the seat tube 80 carries the seat 30, and the other end of the seat tube 80 penetrates the middle tube 16 and then extends out. In some embodiments, the storage mechanism 60 is arranged between the front end of the frame 10 and the part of the seat tube 80 that penetrates the middle tube 16, i.e., the seat tube 80 does not extend into the storage mechanism 60, so that when the height of the seat tube 80 is adjusted, the seat tube 80 does not occupy the internal space of the storage mechanism 60.

[0266] For the power mechanism 50, please refer to FIG. 2, the power mechanism 50 includes a battery 51, which is arranged on the side of the frame 10 opposite to the seat 30. Please refer to FIG. 2 and FIG. 5, the battery 51 is specifically arranged on the side of the support plate 14 opposite to the seat 30. For the storage mechanism 60, the storage mechanism 60 can be a basket (as shown in FIG. 1), a frame (as shown in FIG. 3), or other forms. Regardless of whether the storage mechanism 60 is a basket, a frame, or other forms, the storage mechanism 60 has a certain shape structure and size.

[0267] For the basket form of the storage mechanism 60, please refer to FIG. 13, the storage mechanism 60 includes a first limiting member 61 (which can be referred to as a first side in other embodiments), a second limiting member 62 (which can be referred to as a third side in other embodiments), a third limiting member 63 (which can be referred to as a second side in other embodiments), a fourth limiting member 64 (which can be referred to as a fourth side in other embodiments), and at least one mounting member 65 (which can be referred to as a first fixing plate or a second fixing plate in other embodiments); the first limiting member 61, the second limiting member 62, the third limiting member 63, and the fourth limiting member 64 are sequentially connected and enclose a storage cavity 6a for placing articles; wherein the first limiting member 61 and the third limiting member 63 are arranged at intervals, and the second limiting member 62 and the fourth limiting member 64 are arranged at intervals; the mounting member 65 is clamped between the second limiting member 62 and the fourth limiting member 64, and the mounting member 65 is used to mount the storage mechanism 60 to the frame 10.

[0268] The implementation forms of the first limiting member 61, the second limiting member 62, the third limiting member 63 and the fourth limiting member 64 can be various. For example, as shown in FIG. 13, the first limiting member 61 comprises a first horizontal bar 611 (which can be referred to as a first side rod in other embodiments) and a plurality of first vertical bars 612 (which can be referred to as second side rods in other embodiments) arranged at intervals, and the plurality of first vertical bars 612 are all connected with the first horizontal bar 611; the second limiting member 62 comprises a second vertical bar 622 and a plurality of second horizontal bars 621 (which can be referred to as fifth side rods or sixth side rods in other embodiments) arranged at intervals, and the plurality of second horizontal bars 621 are all connected with the second vertical bar 622, the second vertical bar 622 supports the plurality of second horizontal bars 621, one end of the plurality of second horizontal bars 621 is connected with the first limiting member 61, and the other end of the plurality of second horizontal bars 621 is connected with the third limiting member 63; the third limiting member 63 comprises a third horizontal bar 631 and a plurality of third vertical bars 632 arranged at intervals, and the plurality of third vertical bars 632 are all connected with the third horizontal bar 631; the fourth limiting member 64 comprises a fourth vertical bar 642 and a plurality of fourth horizontal bars 641 (which can be referred to as seventh side rods or eighth side rods in other embodiments) arranged at intervals, and the plurality of fourth horizontal bars 641 are all connected with the fourth vertical bar 642, the fourth vertical bar 642 supports the plurality of fourth horizontal bars 641, one end of the plurality of fourth horizontal bars 641 is connected with the first limiting member 61, and the other end of the plurality of fourth horizontal bars 641 is connected with the third limiting member 63. The plurality of first vertical bars 612 can also be connected with the plurality of third vertical bars 632 through a plurality of fifth horizontal bars 661 (which can be referred to as middle bottom rods in other embodiments). The plurality of fifth horizontal bars 661 are arranged at intervals, and the plurality of fifth horizontal bars 661 are all located at the lower end of the storage mechanism 60.

[0269] The first vertical bars 612 and the fifth horizontal bars 661 are not necessarily one-to-one corresponding, and the third vertical bars 632 and the fifth horizontal bars 661 are not necessarily one-to-one corresponding. Some of the first vertical bars 612 are connected with the fifth horizontal bars 661, and some of the third vertical bars 632 are connected with the fifth horizontal bars 661, forming a state that a first vertical bar 612 is connected with a fifth horizontal bar 661, and then connected with a third vertical bar 632. Some of the first vertical bars 612 close to the second horizontal bars 621 can be bent and connected with the second horizontal bars 621, and some of the third vertical bars 632 close to the second horizontal bars 621 can be bent and connected with the second horizontal bars 621. The first vertical bars 612 close to the fourth horizontal bars 641 can be bent and connected with the fourth horizontal bars 641, and the third vertical bars 632 close to the fourth horizontal bars 641 can be bent and connected with the fourth horizontal bars 641. For the storage mechanism 60 in the form of a vehicle frame, as shown in FIG. 3, the first limiting member 61, the second limiting member 62, the third limiting member 63, and the fourth limiting member 64 can all be substantially plate-shaped, i.e., not hollow. It can be understood that the connection between the first limiting member 61, the second limiting member 62, the third limiting member 63, and the fourth limiting member 64 can have a rounded shape, thereby reducing damage to the objects in the storage mechanism 60.

[0270] In addition, the specific shape of the first limiting member 61, the second limiting member 62, the third limiting member 63, and the fourth limiting member 64 can also adapt to the shape of the vehicle frame 10, for example, have some bent shapes; from the perspective of fluid mechanics, the shape of the connection between the first limiting member 61, the second limiting member 62, the third limiting member 63, and the fourth limiting member 64 can be designed to be streamlined, thereby reducing the resistance of the transportation tool 100 when driving. For the mounting member 65, please refer to FIG. 5 and FIG. 13, the mounting member 65 is specifically mounted on the support plate 14 and locked to the reinforcing rib 17. In some embodiments, the number of mounting members 65 is two, and the two mounting members 65 are clamped between the second limiting member 62 and the fourth limiting member 64. The two mounting members 65 are arranged at intervals. It is worth noting that when the first vertical bars 612 are connected with the third vertical bars 632 through the fifth horizontal bars 661, the fifth horizontal bars 661 can also be connected to the mounting member 65. It is worth noting that the size of the storage mechanism 60 needs to be reasonable, which not only meets the function of containing objects, but also needs to adapt to the shape of the transportation tool 100, and even needs to be designed from the perspective of ergonomics, so that the user's comfort when using the transportation tool 100 is not affected after the storage mechanism 60 is set.

[0271] In some embodiments, referring to Figs. 14 and 15, the length L of the storage mechanism 60 is 50 cm along the normal direction of travel D2' of the vehicle 100; the height H of the storage mechanism 60 is 21 cm along the direction opposite to gravity D1'; and the width W of the storage mechanism 60 is 23 cm along the direction opposite to the normal direction of travel D2' of the vehicle 100 and the direction opposite to gravity D1', respectively. It is understood that the normal direction of travel D2' of the vehicle 100 is also the direction from the seat 30 to the front wheel guide mechanism 20, and the direction from the seat 30 to the front wheel guide mechanism 20 is opposite to the direction opposite to gravity D1'. In some embodiments, the volume of the storage mechanism 60 is 0.02415 cubic meters, i.e. 24.15 liters. Referring to Fig. 13, the volume of the storage mechanism 60 refers to the volume of the storage cavity 6a enclosed by the first limiting member 61, the second limiting member 62, the third limiting member 63 and the fourth limiting member 64.

[0272] It is worth mentioning that in some embodiments, referring to Figs. 1 and 13, there are two foot pedals 70 (in other embodiments, they can be referred to as foot plates) connected to two opposite sides of the storage mechanism 60, respectively. The two foot pedals 70 can be connected to the storage mechanism 60 through the adapter 8 (in other embodiments, it can be referred to as the first fixing member). When the number of foot pedals 70 is two, the number of adapters 8 is also two.

[0273] Specifically, for the connection between the footrest 70 and the storage mechanism 60, one end of the mounting piece 65 of the storage mechanism 60 extends a mounting plate 651 (which can be referred to as a second fixing piece in other embodiments), one end of the adapter 8 is connected to the side of the mounting plate 651 away from the storage cavity 6a, the other end of the adapter 8 extends two connection plates 81 (which can be referred to as cantilevers in other embodiments) arranged vertically, and the other end of the adapter 8 also has a connecting column 82 (which can be referred to as a second rotating shaft in other embodiments), which sequentially penetrates one of the connection plates 81, one end of the footrest 70, and the other connection plate 81, and is fixedly connected to the two connection plates 81, respectively. One end of the footrest 70 is rotationally connected to the connecting column 82, and the front end of the one end of the footrest 70 extends a limiting piece 71 upward and / or downward. When the other end of the footrest 70 is rotated away from the storage cavity 6a, the limiting piece 71 abuts against the connection plate 81, thereby limiting the further rotation of the other end of the footrest 70. Thus, the footrest 70 can be extended from the storage mechanism 60 to form an area for users to place their feet. When the footrest 70 is not in use, the other end of the footrest 70 can be rotated toward the storage cavity 6a, so that the footrest 70 can be folded and attached to the storage mechanism 60, thereby improving the user experience. In some embodiments, the upward side of the footrest 70 is provided with a plurality of anti-skid strips 72 (which can be referred to as protrusions in other embodiments), which are arranged at intervals along the normal driving direction D2' of the transportation tool 100. Thus, when the user's feet are placed on the footrest 70, they are less likely to slip, thereby improving the user experience. In some embodiments, the footrest 70 is arranged on both sides of the front end of the storage mechanism 60. Thus, from the perspective of ergonomics, the user's feet are placed on the footrest 70, which is comfortable, thereby further improving the user experience. In some embodiments, please refer to FIGS. 1, 4 and 5, the transportation tool 100 also includes a series of accessories. The transportation tool 100 also includes the above-mentioned foot support 1 (which can be referred to as a vehicle support in other embodiments) mounted on the first welding piece 101 of the frame 10, which is used to provide support when the transportation tool 100 is in an idle state.

[0274] In some embodiments, the footrest 70 can have a plurality of user-friendly use positions for placing feet, which have different angles and can correspond to different riders' specific conditions, such as different leg lengths, use habits, heights, etc., and thus need to be adjusted accordingly to determine a suitable use position, so that the footrest 70 is completely in the expanded position or in any rotational position between the expanded position and the closed position.

[0275] In some embodiments, the footrest 70 can be rotated only forward or only backward to achieve the rotation of the footrest 70 from the unfolded position to the closed position, when the footrest 70 is in the unfolded position, the footrest 70 is perpendicular or substantially perpendicular to the electric vehicle 300, when the footrest 70 is in the closed position, the footrest 70 is parallel or substantially parallel to the electric vehicle 300.

[0276] In some embodiments, the footrest 70 can be rotated upward or downward to rotate / transform the footrest 70 from the unfolded position to the closed position.

[0277] The transportation tool 100 further comprises a rear basket 2 (may be referred to as a first basket in other embodiments) mentioned above installed on the second welding piece 102 of the frame 10, the rear basket 2 is located behind the seat 30, the rear basket 2 is used to carry articles, the storage mechanism 60 is located in front of the seat 30, through the arrangement of the storage mechanism 60 and the rear basket 2, the number of articles that can be carried by the transportation tool 100 is increased. In addition, this configuration is particularly suitable for users to place more important things in front of the line of sight rather than behind or behind the line of sight, for example, pets or wallets and the like can be placed in the storage mechanism 60, while purchased vegetables and fruits and the like are placed in the rear basket 2. The transportation tool 100 further comprises a tail light 3 mentioned above installed on the third welding piece 103 of the frame 10, the tail light 3 is located behind the seat 30, the tail light 3 is used to illuminate the rear of the transportation tool 100 when the transportation tool 100 is normally running, to remind the rear vehicle to avoid, so as to improve the safety of the user using the transportation tool 100. The transportation tool 100 further comprises a rear fender 4 mentioned above installed on the reinforcing rod 104 of the frame 10. The rear fender 4 is arranged above the rear wheel 40', the rear fender 4 is arranged in the direction opposite to the gravity D1' and is spaced apart from the rear wheel 40', through the rear fender 4, the soil, dust and the like brought by the rotation of the rear wheel 40' are resisted by the rear fender 4 when the transportation tool 100 is running, reducing the pollution of soil, dust and the like to the user.

[0278] The transportation tool 100 further comprises a rear brake 5 mentioned above installed on the rear fork piece 105 of the frame 10, the rear brake 5 is used to provide braking for the rear wheel 40', and the motor shaft 6 is used to drive the rear wheel 40' to rotate. The transportation tool 100 further comprises a brake wire 7 mentioned above installed on the frame 10, in addition, the transportation tool 100 further comprises a brake lever 9 and a front brake 5', one end of the brake wire 7 is connected with the handlebar 21, the other end of the brake wire 7 is connected with the front brake 5', the brake lever 9 is used to control the front brake 5' through the brake wire 7, so as to provide braking for the front wheel 40.

[0279] The transportation tool 100 further comprises a front lamp 3' installed on the front wheel guiding mechanism 20, the front lamp 3' is located in front of the front wheel guiding mechanism 20, and the front lamp 3' is used to illuminate the front of the transportation tool 100 when the transportation tool 100 is normally driven, so as to facilitate the user to observe the driving environment and improve the safety of the user using the transportation tool 100. The transportation tool 100 further comprises a front fender 4' installed on the front wheel guiding mechanism 20. The front fender 4' is arranged above the front wheel 40 and is spaced apart from the front wheel 40 in the direction D1' opposite to the gravity. When the transportation tool 100 is driven, the mud and dust brought by the rotation of the front wheel 40 is blocked by the front fender 4', so as to reduce the pollution of the user by the mud and dust.

[0280] Referring to FIGS. 25-66, the electric vehicle 500 provided by the embodiments of the present application can be referred to as an electric scooter, an electric scooter, etc. in some embodiments.

[0281] In some embodiments, the electric vehicle 500 provides a carrying function, and a rider can drive the electric vehicle 500 to realize personal commuting or short-distance travel. In addition, the electric vehicle 500 provides a carrying function, and the article or animal placed on the electric vehicle 500 can travel with the rider.

[0282] In some embodiments, the electric vehicle 500 comprises a handlebar 501, a vertical rod 502, a front fork 503, a frame 504, a front wheel 505, a rear wheel 506, a first basket 507, a seat 508, a battery assembly 509, a driving mechanism 510, and a support 511.

[0283] The vertical rod 502 and the front fork 503 are rotatably arranged at the front end of the frame 504, and the vertical rod 502 is located at the top end of the front fork 503, and the vertical rod 502 and the front fork 503 rotate together. The handlebar 501 is fixedly arranged at the top end of the vertical rod 502. The front wheel 505 is rotatably arranged on the front fork 503. Thus, by rotating the handlebar 501, the vertical rod 502 and the front fork 503 are driven to rotate, and the front wheel 505 is driven to rotate, so as to change the direction of travel of the electric vehicle 500. When the electric vehicle 500 is upright, the rotation direction of the front wheel 505 relative to the front fork 503 is perpendicular to the second direction 02. The rear wheel 506 is rotatably arranged at the rear end of the frame 504, and when the electric vehicle 500 is upright, the rotation direction of the rear wheel 506 relative to the frame 504 is perpendicular to the second direction 02. The first basket 507 is fixedly arranged at the rear end of the frame 504 and located at the top side of the rear wheel 506. The seat 508 is fixedly arranged at the top end of the frame 504 and located close to the rear end. The battery assembly 509 is fixedly arranged on the frame 504 and located at the bottom end of the frame 504. The driving mechanism 510 is arranged on the rear wheel.

[0284] In some embodiments, the frame 504 comprises a first section 504a (may be referred to as a linking section in other embodiments), a second section 504b and a third section 504c arranged in sequence along the first direction 01, and the first section 504a and the third section 504c are located at the top end of the second section 504b.

[0285] The first section 504a is configured to divide a front side region for avoiding the front wheel 505 and a rear side region for the rider to use along the first direction 01. The two regions are separated to improve the safety of use, especially when the front wheel 505 turns. It can also be understood that the first section 504a is configured to be curved to the front side of the bottom end along the first direction 01, that is, the projections of the top end and the bottom end on the first plane do not coincide, to form a containing space with a certain length along the first direction 01 and a certain height along the third direction 03, to accommodate other parts or components of the electric vehicle 500, such as the front wheel 505.

[0286] In some embodiments, the first section 504a is configured to be curved to the front side along the first direction 01. The first section 504a can provide more space for other parts or components of the electric vehicle 500. For example, it provides more operating space for the installation, debugging or maintenance of the front wheel 505, reducing the difficulty of operation.

[0287] In some embodiments, the first section 504a is configured to be substantially stepped. The first section 504a can facilitate the rider to take and place objects. When the rider needs to take or place objects on the first section 504a, the step can reduce the degree of bending of the rider due to the certain height along the third direction 03. In addition, the three-dimensional form of the step forms a clear boundary, so that when the rider moves his feet, he can effectively avoid kicking the objects on the first section 504a, causing the objects to fall, thereby ensuring the safety of the riding process.

[0288] Referring to FIG. 27, in some embodiments, the first section 504a is inclined forward, which can provide a larger space. When the rider wants to stretch his feet forward, he can step on or rest his feet on the first section 504a, that is, the forward inclination of the first section 504a is beneficial to provide a foot stretching space and improve the comfort of the rider. In addition, when the objects need to be placed obliquely or have a corresponding leaning position, the first section 504a can provide support for the objects. When more or larger objects are desired to be placed, the space generated by the forward inclination of the first section 504a can be further utilized, and the forward inclination of the first section 504a provides the rider with a variety of flexible storage options. In addition, the forward inclination of the first section 504a can also bounce rain and dust splashed onto the first section 504a, protecting the cleanliness of the rider and / or the objects or animals placed on the second section 504b.

[0289] Referring to FIG. 93, in some embodiments, the first segment 504a has an angle β15 with the first plane within a range of 110°-121°. If β15 is less than 110°, the first segment 504a is too steep, i.e., the first segment 504a has a short projection on the first plane, and the space for the rider or the carried objects is small, and the space usage is limited. In addition, if β15 is greater than 121°, the first segment 504a is too flat, i.e., the first segment 504a has a long projection on the first plane, and as a part of the frame 504, the first segment 504a is too long, which causes the total length of the frame 504 to be too large, which is not conducive to transportation or storage.

[0290] Specifically, β15 can be any value within the range of 110°-121°, such as 110°, 112°, 114°, 116°, 118°, 120°, or 121°.

[0291] Referring to FIG. 27, in some embodiments, the stand rod 502 and the front fork 503 are both inclined backward, which facilitates the operation of the handlebar 501 by the rider. In addition, the inclination of the stand rod 502 backward also facilitates the reduction of the height of the connection position of the stand rod 502 with the frame 504; and the inclination of the front fork 503 backward also facilitates the reduction of the height of the connection position of the front fork 503 with the frame 504. Thus, the stability of the electric vehicle 500 is improved.

[0292] In addition, the stand rod 502 and the front fork 503 are both inclined backward, and the first segment 504a is inclined forward, which reduces the height of the connection position of the first segment 504a with the stand rod 502 and improves the stability of the electric vehicle 500.

[0293] The second segment 504b is configured to provide a containing space along the second direction 02, which can at least contain the feet of the rider for pedaling or stretching, or at least contain objects or animals so that the objects or animals can travel with the rider. It can also be understood that the second segment 504b is configured to divide a bottom side region located on the bottom side and a top side region located on the top side along the third direction 03, the bottom side region is used to contain other parts or components, such as the battery assembly 509, and the top side region is used to contain the rider or the carried objects, such as objects or animals.

[0294] In some embodiments, the second segment 504b is configured to be substantially rectangular as a whole, and the middle region has an outwardly extending portion along the second direction 02, which can indicate the boarding position to the rider, and the outwardly extending portion has a clear morphological difference with the peripheral region, which can be used as a visual guide mark to allow the rider to quickly identify and standardize the boarding and pedaling position, and have a better riding experience and riding safety. In addition, a wider foot space can be provided to adapt to different foot sizes, and the rider can also flexibly adjust the foot spacing and posture to improve the comfort of the foot placement.

[0295] Referring to FIG. 28, in some embodiments, the second section 504b is configured to be substantially rectangular as a whole, and the middle region has no outwardly extending part in the second direction 02. A compact design can be achieved, facilitating flexible travel and parking in narrow spaces, and being easier to carry and transport.

[0296] In some embodiments, the second section 504b is used for the rider to step on, place articles or animals, etc. The second section 504b is substantially parallel to the first plane. When the electric vehicle 500 is upright, the second section 504b is substantially horizontally arranged. When the second section 504b is used for the rider to step on, it allows the rider to have better stability and comfort when stepping on; when the second section 504b is used for placing articles, it improves the stability of article placement; when the second section 504b is used for placing animals, it improves the stability and comfort of the animals placed on the second section 504b. In addition, the second section 504b is substantially parallel to the first plane, so that the stress of the second section 504b along the second direction 02 is balanced, reducing the risk of the electric vehicle 500 tilting along the second direction 02, and improving the safety of riding.

[0297] Referring to FIG. 29, in some embodiments, the second section 504b is substantially parallel to the first plane, meaning that the included angle between the second section 504b and the first plane falls within the range of 0-5°. When the included angle is greater than 5°, the rider's feet placed on the second section 504b will obviously feel that the feet are in an inclined state, which is easy to cause discomfort, for example, the left foot is higher and the right foot is lower, and in bumpy road conditions or turning, the rider's foot on the lower side is easy to slide outwards, which is not conducive to ensuring the safety of riding. In addition, when articles need to be placed on the second section 504b, if the included angle is greater than 5°, the center of gravity of the articles is easy to deviate, and in the case of shaking or turning, it is easy to slide down or even fall out due to the inclined state, which is not conducive to ensuring the safety of riding. In addition, when animals need to be placed on the second section 504b, if the included angle is greater than 5°, the animals will obviously feel that they are not stable in sitting or standing, which is easy to adjust the posture or struggle due to unease, thereby interfering with the riding operation of the rider, and at the same time, in the case of shaking or turning, the center of gravity of the animals is easy to deviate, and even fall outwards.

[0298] Specifically, the included angle between the second section 504b and the first plane can be any value within the range of 0-5°, for example, 0°, 1°, 2°, 3°, 4°, or 5°.

[0299] Referring to FIG. 19, in some embodiments, the first section 504a is connected with the second section 504b, i.e. the front end of the second section 504b is in contact with and fixed to the bottom end of the first section 504a along the first direction 01. Also, the second section 504b is parallel to the first plane, and the included angle β1 between the first section 504a and the second section 504b falls within the range of 110°-121°. During riding, the second section 504b bears a vertically downward force such as the weight of the rider, and the first section 504a forms a resultant force through a component force along its own axis and a component force perpendicular to its own axis to balance the vertically downward force of the second section 504b. If β1 is less than 110°, the component force along the axis of the first section 504a is larger, and the shear or torsion effect is stronger, and during riding, especially when passing through a bumpy road, the connection between the first section 504a and the second section 504b is prone to early fatigue damage, affecting the overall strength and service life of the frame 504. If β1 is greater than 121°, the first section 504a is too flat, and the length span along the first direction 01 is large, and when bearing the vertically downward force from the second section 504b, the connection between the first section 504a and the second section 504b is prone to sink deformation, affecting the overall strength and service life of the frame 504.

[0300] Specifically, β1 can be any value within the range of 110°-121°, for example, 110°, 112°, 114°, 116°, 118°, 120° or 121°.

[0301] The third section 504c is configured to divide a top side region on the top side and a bottom side region on the bottom side along the third direction 03, the top side region at least for the rider to sit on, and the bottom side region at least for the rear wheel 506 to be installed, and the two regions are separated to improve the safety of use, especially when the rear wheel 506 rotates. It can also be understood that the third section 504c is configured to divide a front side space on the front side and a rear side space on the rear side along the first direction 01, the front side space for accommodating at least part of the saddle 508 or the objects carried by the rider, and the rear side space for installing the rear wheel 506, and the two regions are separated to improve the safety of use, especially when the rear wheel 506 rotates.

[0302] In some embodiments, the third section 504c is configured to be inclined to the rear side along the first direction 01, which can provide more space to accommodate more objects, or provide more sufficient installation space or space for taking and placing objects, and reduce the operation difficulty.

[0303] Referring to FIG. 27, in some embodiments, the third section 504c is configured to be inclined to the front side along the first direction 01, and correspondingly, the top side area at least for the rider to sit on is also relatively moved forward, that is, the projection of the top side area falls on the second section 504b, so that when the rider sits on the electric vehicle 500, the center of gravity is more forward and the stability is better.

[0304] Referring to FIG. 98, in some embodiments, the third section 504c is configured to be inclined to the front side along the first direction 01, and the included angle β3 between the third section 504c and the first plane is in the range of 65°-75°. If the included angle is less than 65°, the third section 504c is too forward, that is, the projection of the third section 504c on the first plane is too long, which interrupts the space for the rider to use. In addition, if the included angle is greater than 75°, the third section 504c is too backward, and correspondingly, the top side area at least for the rider to sit on is also relatively moved backward, so that when the rider sits on the electric vehicle 500, the center of gravity is more backward, which is easy to have a backward or backward turning feeling.

[0305] Specifically, β3 can be any value in the range of 65°-75°, for example, 65°, 67°, 69°, 70°, 72°, 74° or 75°.

[0306] Referring to FIG. 27, in some embodiments, the first section 504a and the third section 504c are both configured to be inclined to the front side along the first direction 01, and the included angle between the first section 504a and the third section 504c is in the range of 0°-10°, and the inclination angles of the two are the same or relatively close, which can provide a consistent visual effect, so that the whole frame 504 has more aesthetic feeling, and it is beneficial to complete the transition of the structure through a smaller space in the first direction 01 and the third direction 03, that is, the projection of the third section 504c on the first plane is shorter, and the projection of the third section 504c on the third plane is shorter, which realizes the miniaturization design.

[0307] Specifically, the included angle between the first section 504a and the third section 504c can be any value in the range of 0°-10°, for example, 0°, 2°, 4°, 5°, 6°, 8° or 10°.

[0308] Referring to FIG. 27, in some embodiments, the angle β2 between the third section 504c and the second section 504b falls within the range of 65°-75°. If β2 is less than 65°, the third section 504c is too forward, i.e., the projection of the third section 504c on the first plane is too long, which blocks the corresponding accommodation space of the second section 504b and interferes with the space use of the rider. In addition, if β2 is greater than 75°, the third section 504c is too backward, and the corresponding top side area available for the rider to sit on is also too backward. When the rider sits on the electric vehicle 500, the center of gravity is more backward, which is easy to have a backward or backward turning feeling.

[0309] Specifically, β2 can be any value within the range of 65°-75°, such as 65°, 67°, 69°, 70°, 72°, 74°, or 75°.

[0310] Referring to FIG. 19, in some embodiments, the third section 504c is connected to the second section 504b, i.e., along the first direction 01, the rear end of the second section 504b is in contact with and fixed to the bottom end of the third section 504c.

[0311] Referring to FIGS. 29 and 30, in some embodiments, the frame 504 further includes a second transition section 504j arranged between the second section 504b and the third section 504c to smoothly connect the third section 504c and the second section 504b.

[0312] Referring to FIGS. 26 and 94, in some embodiments, the electric vehicle 500 further includes a rear fork 515 and two spring shock absorbers 513 arranged along the second direction 02 in sequence. The frame 504 further includes a sixth connecting portion 5048 and a seventh connecting portion 5049, the sixth connecting portion 5048 is fixed to the second section 504b, and the seventh connecting portion 5049 is fixed to the third section 504c. Along the first direction 01, the front end of the rear fork 515 is rotationally connected to the sixth connecting portion 5048, and the rear end of the rear fork 515 is used to mount the rear wheel 506. The two ends of the spring shock absorber 513 are respectively pivotally connected to the rear fork 515 and the seventh connecting portion 5049. When the electric vehicle 500 is running, both of the two spring shock absorbers 513 are mainly used to absorb the vibration and impact encountered during the riding process, thereby improving the comfort and stability of the riding, and also being beneficial to improve the service life of the electric vehicle 500.

[0313] It can be understood that, along the first direction 01, the spring damper 513 is located at the front side of the third section 504c; along the third direction, the spring damper 513 is located at the top side of the second transition section 504j and the bottom side of the third section 504c. The third section 504c is inclined forward, and has a tendency to incline forward under the action of external force. The spring damper 513 can block the inclination tendency of the third section 504c and play a buffering role. Specifically, when the third section 504c is subjected to external force, a moment amplification effect will occur between the third section 504c and the second transition section 504j. At this time, the spring damper 513 can relieve the impact at the connection between the second transition section 504j and the third section 504c. The spring damper 513 converts the impact energy into elastic potential energy through its own deformation, effectively reduces the instantaneous peak stress generated by rigid connection, reduces the damage to the second transition section 504j and the third section 504c, improves the service life of the frame 504, and improves the service life of the electric vehicle 500. In addition, the spring damper 513 can relieve the impact at the connection between the second transition section 504j and the third section 504c, inhibit the transmission path of vibration between the second transition section 504j and the third section 504c, reduce the vibration of the second transition section 504j, and further reduce the vibration of the frame 504, the vibration of the structure connected with the frame 504, and the vibration of the electric vehicle 500, thereby improving the stability of riding and the comfort of riding. Moreover, reducing the vibration of the electric vehicle 500 can reduce the damage risk of each structure in the electric vehicle 500 caused by vibration, and improve the service life of the electric vehicle 500.

[0314] Referring to FIG. 27, in some embodiments, the front end of the front wheel 505 and the rear end of the rear wheel 506 have a spacing L1 along the first direction 01 falling within a range of 950mm-1400mm. When L1 is less than 950mm, the length of the electric vehicle 500 along the first direction 01 is small, which will cause greater limitation to the activity space of the rider or the space for carrying objects, for example, the space is too narrow, resulting in poor experience. When L1 is greater than 1400mm, the length of the electric vehicle 500 along the first direction 01 is large, which is not conducive to the miniaturization design of the electric vehicle 500.

[0315] Specifically, L1 can be any value within the range of 950mm-1400mm, for example, 950mm, 1100mm, 1175mm, 1250mm, 1400mm.

[0316] In some embodiments, the outer diameter D1 of the front wheel 505 and the rear wheel 506 falls within a range of 280mm-340mm. On the one hand, it is convenient for the miniaturization design of the electric vehicle 500; on the other hand, it makes the center of gravity of the frame 504 lower, improves the stability of the electric vehicle 500, and improves the riding safety.

[0317] Specifically, D1 can be any value in the range of 280mm-340mm, for example, 280mm, 285mm, 290mm, 295mm, 300mm, 305mm, 310mm, 315mm, 320mm, 325mm, 330mm, 335mm or 340mm.

[0318] Referring to FIG. 27 and FIG. 28, in some embodiments, the front wheel 505 and the rear wheel 506 have a width W1 along the second direction 02 in the range of 45mm-70mm. W1≥45mm to provide greater grip and meet the vehicle stability requirements, improving the safety of riding. W1≤70mm to make the friction between the front wheel 505 and the rear wheel 506 and the ground smaller, and at the same time, due to the smaller contact area, good passability can be ensured, especially in soft terrain (such as mud, sand).

[0319] Specifically, W1 can be any value in the range of 45mm-70mm, for example, 45mm, 47mm, 50mm, 52mm, 54mm, 56mm, 58mm, 60mm, 62mm, 64mm, 70mm.

[0320] Referring to FIG. 93, in some embodiments, the front wheel 505 includes a rim 505a and a front tire 505b, and along the third direction 03, the distance between the rim 505a and the tread of the front tire 505b is H4, K15=H4 / W1x100%, K15 falls in the range of 30-60, the front wheel 505 has good maneuverability while also taking into account a certain wear resistance, and at the same time, the front tire 505b is relatively flat, which is conducive to miniaturization design.

[0321] Specifically, K15 can be any value in the range of 30-60, for example, 30, 35, 40, 45, 50, 55, 60.

[0322] In some embodiments, the front wheel 505 and the rear wheel 506 are the same in shape and size, making the appearance of the electric vehicle 500 more coordinated. It can be understood that in other embodiments, the outer diameters of the front wheel 505 and the rear wheel 506 can also be different.

[0323] Referring to FIG. 27, in some embodiments, the length of the frame 504 along the first direction 01 is L2, which can also be understood as the distance between the front end of the first connecting portion 504d and the rear end of the second transition section 504j, L2 falls in the range of 700mm-880mm. L2 is greater than or equal to 700mm, so that the frame 504 can provide sufficient space for the rider to move or carry objects. L2 is less than or equal to 880mm to avoid the frame 504 being too long to increase the total weight of the electric vehicle 500, facilitating the miniaturization and lightweight design of the electric vehicle 500.

[0324] Specifically, L2 can be any value in the range of 700mm-880mm, for example, 700mm, 710mm, 780mm, 790mm, 800mm, or 880mm.

[0325] In some embodiments, the ratio K16 of L2 to L1 falls in the range of 0.5-0.8, so that the frame 504 can provide stable support, and the frame 504 is not too large to increase the total weight of the electric vehicle 500, facilitating the miniaturization and lightweight design of the electric vehicle 500.

[0326] Specifically, K16 can be any value in the range of 0.5-0.8, for example, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, or 0.8.

[0327] Referring to FIG. 28, in some embodiments, the width W3 of the frame 504 along the second direction 02 falls in the range of 210mm-230mm. If W3 is less than 210mm, the support surface provided by the frame 504 is narrow, which is not conducive to improving the stability of the frame 504, especially when the load is heavy or the road condition is bumpy. If W3 is greater than 230mm, the frame 504 is wide, which increases the total weight of the electric vehicle 500, which is not conducive to the miniaturization and lightweight design of the electric vehicle 500, and more packaging space is required when packaging.

[0328] Specifically, W3 can be any value in the range of 210mm-230mm, for example, 210mm, 215mm, 220mm, 225mm, or 230mm.

[0329] In some embodiments, the width W3 of the frame 504 along the second direction 02 is equal to the width of the second section 504b. The width of the second section 504b falls in the range of 210mm-230mm, which can provide a larger space for the rider when the second section 504b is used for pedaling, facilitating the rider to place both feet and having better stability and comfort; when the second section 504b is used for placing articles, a larger space for placing articles can be provided, increasing the contact area between the articles and the second section 504b, and improving the stability of the articles placed on the second section 504b; when the second section 504b is used for placing animals, a larger space for riding can be provided, improving the stability and comfort of the animals riding.

[0330] In some embodiments, the width W2 of the handlebar 501 along the second direction 02 falls within the range of 480mm-600mm, which can also be understood as the distance between the left and right sides of the handlebar 501. On the one hand, the rider can spread his arms when operating the handlebar 501, which has a high operating comfort. On the other hand, the miniaturization design of the electric vehicle 500 makes the electric vehicle 500 have good passability, especially in narrow areas such as alleys and densely parked areas.

[0331] Specifically, W2 can be any value within the range of 480mm-600mm, for example, 475mm, 495mm, 515mm, 535mm, 555mm, 575mm, or 600mm.

[0332] Referring to FIG. 28, in some embodiments, the length L3 of the first basket 507 along the first direction 01 falls within the range of 230mm-250mm, and the width W4 along the second direction 02 falls within the range of 320mm-340mm. L3≥230mm and W4≥320mm, so that the first basket 507 has a large cross section perpendicular to the third direction 03, which is convenient for placing articles; L3≤250mm and W4≤340mm, which does not increase the length of the electric vehicle 500 along the first direction 01 and the width of the electric vehicle 500 along the second direction 02 too much, and does not affect the passability of the electric vehicle 500 due to the length and width of the first basket 507.

[0333] Specifically, L3 can be any value within the range of 230mm-250mm, for example, 230mm, 235mm, 240mm, 245mm, or 250mm. W4 can be any value within the range of 320mm-340mm, for example, 320mm, 325mm, 330mm, 335mm, or 340mm.

[0334] Referring to FIG. 27, in some embodiments, along the third direction 03, when the highest part of the saddle 508 is substantially flush with the middle segment position or central region of the vertical rod 502, the distance L4 between the saddle 508 along the first direction 01 and the vertical rod 502 falls within the range of 314mm-515mm. L4≥314mm provides sufficient operating space for the rider, especially during the process of getting on or off the vehicle. L4≤515mm is suitable for the miniaturization design of the electric vehicle 500.

[0335] Specifically, L4 can be any value within the range of 314mm-515mm, for example, 314mm, 374mm, 394mm, 414mm, 434mm, 454mm, or 515mm.

[0336] In some embodiments, the height H1 of the seat 508 is adjustable to meet the height requirements of different riders on the seat 508. It should be noted that the height H1 of the seat 508 refers to the height of the plane parallel to the first plane and tangent to the highest point of the seat 508. In this application, the height H1 of the seat 508 is adjustable, which means that the rider can adjust the height of the seat 508 before riding according to the requirements.

[0337] In addition, the height H1 of the seat 508 is adjustable, which can adjust the space occupied by the electric vehicle 500 by adjusting the height H1 of the seat 508 when storing and transporting, facilitating transportation and storage. When the transportation space is consistent, the number of transportable electric vehicles 500 can be increased by adjusting the space occupied by the electric vehicle 500, thereby improving the transportation efficiency. When the number of transported electric vehicles 500 is the same, the transportation and storage space can be reduced by adjusting the space occupied by the electric vehicle 500, thereby facilitating the progress of the transportation equipment. When the storage space is fixed, the number of storable electric vehicles 500 can be increased by adjusting the space occupied by the electric vehicle 500. When the number of stored electric vehicles 500 is the same, the storage space can be reduced by adjusting the space occupied by the electric vehicle 500, that is, reducing the space occupation.

[0338] In some embodiments, the adjustment stroke H7 of the seat 508 falls within the range of 150mm-350mm, which can meet the adjustment requirements of most people and avoid stroke waste. Stroke waste refers to the situation where the remaining stroke is idle if the adjustment stroke is large and most people only need to use a small part of the stroke.

[0339] Specifically, H7 can be any value within the range of 150mm-300mm, such as 150mm, 160mm, 170mm, 180mm, 190mm, 200mm, 210mm, 220mm, 230mm, 240mm, 250mm, 260mm, 270mm, 280mm, 290mm, or 300mm.

[0340] Referring to FIG. 27, in some embodiments, the height H2 of the handlebar 501 from the ground along the third direction 03 falls within the range of 850mm-1050mm. H2≥850mm can be adapted to the height of the seat 508 to facilitate the operation of the rider. In addition, H2≤1050mm is suitable for the miniaturization design of the electric vehicle 500.

[0341] Specifically, H2 can be any value within the range of 850mm-1050mm, such as 850mm, 890mm, 930mm, 970mm, 1010mm, or 1050mm.

[0342] In some embodiments, along the third direction 03, the first section 504a has a ground clearance of H3, and the handlebar 501 has a ground clearance of H2, and the ratio K1 of H3 to H2 falls within the range of 0.45-0.55. When K1 is less than 0.45, the height difference between the handlebar 501 and the first connecting portion 504d is large, and when the handlebar 501 is operated to control the direction, it is easy to shake or swing, and the operation experience is not good. That is, the height difference between the handlebar 501 and the first connecting portion 504d is too large, which will result in too low operation precision. When K1 is greater than 0.55, the height difference between the handlebar 501 and the first connecting portion 504d is small, and the first section 504a adapted to the first connecting portion 504d also needs to be higher and longer, which increases the cost.

[0343] Specifically, K1 can be any value within the range of 0.45-0.55, such as 0.45, 0.46, 0.47, 0.48, 0.49, 0.5, 0.51, 0.52, 0.53, 0.54, 0.55.

[0344] Referring to FIG. 27, in some embodiments, the saddle 508 is fixedly arranged on the frame 504. It can be understood that the smaller the height difference between the saddle 508 and the frame 504, the higher the stability of the saddle 508. In some embodiments, the maximum height H1max of the saddle 508 is less than or equal to 300 mm from the height H18 of the joint position of the saddle 508 and the frame 504, so that the saddle 508 has high stability, and the electric vehicle 500 has high stability.

[0345] In some embodiments, the minimum height H1min of the saddle 508 is greater than or equal to 100 mm from the height H18 of the joint position of the saddle 508 and the frame 504. It can be understood that, under the condition of a certain height of the saddle 508, the smaller the height difference between the saddle 508 and the frame 504, the higher the center of gravity of the frame 504, which may also result in an increase in the height of the frame 504 along the third direction 03. The increase in the height of the frame 504 along the third direction 03 increases the weight of the frame 504, which is not conducive to the miniaturization design of the electric vehicle 500.

[0346] Referring to FIG. 27, in some embodiments, the frame 504 further comprises a first connecting portion 504d fixedly arranged at the front end, and the first connecting portion 504d is located at the front side of the first section 504a and at the top side of the first section 504a along the first direction 01. The first connecting portion 504d is configured to divide an inner side region located at the inner side and an outer side region located at the outer side along the first direction 01, and the inner side region is located at the front side of the outer side region, that is, the inner side region is the internal space of the first connecting portion 504d itself, and the inner side region is used for the bottom end of the stand rod 502 and the top end of the front fork 503 to pass through, or in other words, the inner side region can provide mounting space for the bottom end of the stand rod 502 and the top end of the front fork 503, and the outer side region can at least provide a connecting position for the first section 504a.

[0347] In some embodiments, the first connecting portion 504d is configured to be inclined backward along the first direction 01. The stand rod 502 matched with the first connecting portion 504d can be inclined backward, which reduces the height of the stand rod 502 along the third direction 03, that is, reduces the ground clearance of the stand rod 502, and is beneficial to the miniaturization design of the electric vehicle 500. In addition, the top end of the front fork 503 matched with the first connecting portion 504d can be inclined backward, and the position of the front wheel 505 matched with the front end of the front fork 503 is moved forward, which provides a more stable support effect.

[0348] Referring to FIG. 93, in some embodiments, the first connecting portion 504d is configured to be inclined backward along the first direction 01, the first section 504a is configured to be inclined to the front side along the first direction 01, and the included angle β17 between the first connecting portion 504d and the first section 504a is in the range of 35°-45°. If β17 is less than 35°, the trailing distance is small, and the electric vehicle 500 is easy to shake when driving, and it is more difficult for the rider to operate the handlebar 501. If β17 is greater than 45°, the front fork 503 matched with the first connecting portion 504d is excessively inclined backward, which makes the projection of the front fork 503 on the first plane too long. As a part of the electric vehicle 500, the lengthening of the front fork 503 also causes the lengthening of the electric vehicle 500, which is not conducive to the miniaturization design.

[0349] Specifically, β17 can be any value in the range of 35°-45°, for example, 35°, 37°, 39°, 41°, 43°, or 45°.

[0350] In some embodiments, the first connecting portion 504d is substantially cylindrical, and the thickness is in the range of 1.5mm-2.5mm. If the thickness is less than 1.5mm, the structural strength is insufficient, and when the road surface is bumpy and causes a large impact, or when the rider is heavy and / or carries heavy articles, bending or deformation is easy to occur. If the thickness is greater than 2.5mm, the self weight will be obviously increased, and the material cost will be also increased.

[0351] Specifically, the thickness of the first connecting portion 504d can be any value in the range of 1.5mm-2.5mm, such as 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2.0mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm.

[0352] Referring to FIG. 27, in some embodiments, the angle β5 between the stand rod 502 and the first direction 01 can be the same as or different from the angle β6 between the front fork 503 and the first direction 01. The absolute value of the difference between β5 and β6 falls within the range of 0°-5°, so as to have higher steering operation accuracy.

[0353] Specifically, the angle difference between β5 and β6 can be any value in the range of 0°-5°, such as 0°, 0.5°, 1°, 1.5°, 2°, 2.5°, 3°, 3.5°, 4°, 4.5°, 5°.

[0354] Referring to FIG. 27 and FIG. 30, in some embodiments, the frame 504 further comprises a second connecting portion 504e mounted on the extension section 504k. The second connecting portion 504e is configured to divide, along the second direction 02, a first outer side region located on the outer side, an inner side region located on the inner side, and a second outer side region located on the outer side. The inner side region is the internal space of the second connecting portion 504e itself, for the bottom end of the saddle 508 to pass through, or in other words, the inner side region can provide mounting space for the bottom end of the saddle 508. The first and second outer side regions can each provide at least one connecting position for the extension section 504k.

[0355] Referring to FIG. 19, in some embodiments, the second connecting portion 504e is configured to be perpendicular to the first plane.

[0356] Referring to FIG. 27, in some embodiments, the second connecting portion 504e is configured to be inclined backward along the first direction 01. The saddle 508 adapted to the second connecting portion 504e is also inclined backward, so that the distance between the rear side of the stand rod 502 and the front side of the saddle 508 increases in the first direction 01, providing more space for the rider to get on and off the vehicle.

[0357] Referring to FIG. 93, in some embodiments, the second connecting portion 504e is configured to be inclined backward along the first direction 01, and an included angle β23 between the second connecting portion 504e and the first plane falls within a range of 78°-88°. When β23 is less than 78°, the saddle 508 fitted with the second connecting portion 504e is excessively inclined backward along the first direction 01, and when the rider sits on the saddle 508, the rider is likely to feel backward tilting or sliding out, which is not good for the experience and is likely to interfere with the riding of the rider. When β23 is greater than 88°, the saddle 508 fitted with the second connecting portion 504e is excessively inclined forward along the first direction 01, so that the rear side of the stand 502 is close to the front side of the saddle 508 along the first direction 01, and the activity space of the rider is compressed.

[0358] Specifically, β23 can be any value within the range of 78°-88°, for example, 78°, 80°, 82°, 84°, 85°, 86° or 88°.

[0359] In some embodiments, the second connecting portion 504e is configured to be inclined backward along the first direction 01, and the third segment 504c is configured to be inclined forward along the first direction 01, and an included angle β24 between the second connecting portion 504e and the third segment 504c falls within a range of 22°-32°. When β24 is less than 22°, the second connecting portion 504e is close to the third segment 504c, which is likely to compress the space for installing the rear wheel 506 corresponding to the third segment 504c, and the installation of the rear wheel 506 is increased in difficulty. When β24 is greater than 32°, the saddle 508 fitted with the second connecting portion 504e is excessively inclined backward along the first direction 01, and when the rider sits on the saddle 508, the rider is likely to feel backward tilting or sliding out, which is not good for the experience and is likely to interfere with the riding of the rider.

[0360] Specifically, β24 can be any value within the range of 22°-32°, for example, 22°, 24°, 26°, 27°, 28°, 30° or 32°.

[0361] Referring to FIG. 27 and FIG. 95, in some embodiments, along the third direction 03, the top side of the second connecting portion 504e is higher than the top side of the first connecting portion 504d, which can provide stable support when the saddle 508 is adjusted to a higher position, and meet the use requirements of tall people.

[0362] Referring to FIG. 67, in some embodiments, along the third direction 03, the top end of the second connecting portion 504e is flush with the top end of the first connecting portion 504d, which can reduce the distance from the top side of the second connecting portion 504e to the bottom side of the second segment 504b, so that the space can be saved when packaging, and the transportation cost is reduced.

[0363] Referring to Figure 29, in some embodiments, the second connecting portion 504e is generally cylindrical, and its thickness falls within the range of 1.5mm-2.5mm. When the thickness is less than 1.5mm, the structural strength is insufficient, and it is prone to bending or deformation when the road surface is bumpy and causes a large impact, or when the rider is heavy and / or the load is heavy. When the thickness is greater than 2.5mm, its own weight will increase significantly, and the material cost will also increase.

[0364] Specifically, the thickness of the second connecting part 504e can be any value within the range of 1.5mm-2.5mm, such as 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, and 2.5mm.

[0365] Referring to Figures 26 and 29, in some embodiments, the frame 504 further includes a third connecting portion 504f fixedly disposed at the rear end. The third connecting portion 504f is configured to divide a front region located at the front and a rear region located at the rear along a first direction 01. The front region is used to connect the third segment 504c, and the rear region is used to install the first basket 507.

[0366] Referring to Figure 95, in some embodiments, the third connecting part 504f is fixed to the third segment 504c. The third segment 504c is configured to tilt forward along the first direction 01, and the third connecting part 504f is also configured to tilt forward along the first direction 01. The included angle between the third connecting part 504f and the third segment 504c is within the range of 0°-5°. If the included angle is greater than 5°, the connection area between the third connecting part 504f and the third segment 504c is small, resulting in poor connection stability of the third connecting part 504f. Especially when the first basket 507 is heavily loaded or on bumpy roads, the connection between the third connecting part 504f and the third segment 504c is prone to breakage or loosening, which is detrimental to improving service life and ensuring riding safety.

[0367] Specifically, the angle between the third connecting part 504f and the third segment 504c can be any value within the range of 0°-5°, such as 0°, 1°, 2°, 3°, 4°, and 5°.

[0368] Referring to Figures 26, 29, and 95, in some embodiments, the third connecting portion 504f is generally sheet-like or plate-like, and its thickness falls within the range of 2mm-5mm. When the thickness is less than 2mm, the structural strength is insufficient, and the third connecting portion 504f is prone to bending or deformation when the road surface is bumpy and causes a large impact, or when the items carried in the first basket 507 are heavy. When the thickness is greater than 5mm, its own weight will increase significantly, thereby increasing material costs.

[0369] Specifically, the thickness of the third connecting portion 504f can be any value in the range of 2mm-5mm, such as 2mm, 2.2mm, 2.7mm, 2.9mm, 3.1mm, 3.3mm, 3.5mm, 3.7mm, 3.9mm, 4.1mm, 4.3mm, 4.5mm, 5mm.

[0370] Referring to FIG. 25 and FIG. 29, in some embodiments, the frame 504 further comprises a fifth connecting portion 504h fixedly arranged near the rear end. The fifth connecting portion 504h is configured to be fixedly connected with the support 511.

[0371] In some embodiments, the fifth connecting portion 504h is perpendicular to the second section 504b. When the support 511 is unfolded, i.e., the electric vehicle 500 is in a parking state, the fifth connecting portion 504h can more efficiently convert the pushing force from the support 511 into an axial force to transmit to the second section 504b, and the material strength is better.

[0372] Based on this, the front wheel 505, the vertical rod 502, the front fork 503, the first basket 507, the rear wheel 506, and the support 511 are all directly or indirectly connected with the frame 504, so that the relative positions between the structures of the electric vehicle 500 are fixed.

[0373] Referring to FIG. 29, in some embodiments, from the bottom end to the top end of the first section 504a, the width of the first section 504a along the second direction 02 gradually decreases. The width of the bottom end of the first section 504a along the second direction 02 is larger, which facilitates providing more foot space for the rider to improve the comfort of the rider riding, and at the same time, the rider's feet can be better separated from other parts on the front side, such as the front wheel 505, and the safety is better. From the bottom end to the top end of the first section 504a, the width of the first section 504a along the second direction 02 gradually decreases, which can reduce the resistance received by the electric vehicle 500 during movement, and improve the flexibility of the electric vehicle 500 during movement and carrying. It can be understood that although the width of the top end of the first section 504a along the second direction 02 decreases, its width can still meet the fixed connection with the first connecting portion 504d.

[0374] In some embodiments, from the bottom end to the top end of the first section 504a, the width of the first section 504a along the second direction 02 changes linearly, which is smoother and facilitates processing.

[0375] In some embodiments, the first section 504a is substantially triangular in shape, having strong stability. In some embodiments, the first section 504a is isosceles triangular in shape; and the first section 504a is symmetrically arranged along two sides of the second direction 02. On the one hand, the aesthetic appearance is improved; on the other hand, the weight balance of the two sides of the first section 504a is improved, facilitating the balance of the electric vehicle 500 along the second direction 02, and improving the safety during riding.

[0376] Referring to FIG. 27 and FIG. 32, in some embodiments, the angle β8 between the side of the first section 504a along the second direction 02 and the second direction 02 falls within the range of 67°-77°. β8≥67°, so as to have higher support strength and reduce the risk of deformation. In addition, it can also effectively shield the rainwater and dust brought by the front wheel 505 during rotation. β8≤77°, so as to make the resistance generated by the electric vehicle 500 during travel smaller, and also to reduce the average width of the first section 504a along the second direction 02, improving the flexibility of the electric vehicle 500 during travel and carrying.

[0377] Specifically, β8 can be any value within the range of 67°-77°, for example, 67°, 69°, 71°, 73°, 75°, 77°.

[0378] Referring to FIG. 29 to FIG. 32, in some embodiments, the side of the first section 504a along the second direction 02 is smoothly connected with the side of the second section 504b along the second direction 02, so as to reduce the risk of injury to the rider or the person or animal located around the electric vehicle 500, caused by the collision at the position where the first section 504a and the second section 504b are connected.

[0379] In some embodiments, the second section 504b is rectangular in shape, and is symmetrically arranged about the symmetry plane a, so as to balance the weight of the two sides of the second section 504b relative to the symmetry plane a, facilitating the balance performance of the electric vehicle 500 along the second direction 02, and improving the safety during riding. The symmetric arrangement of the second section 504b about the symmetry plane a can also improve the aesthetic effect.

[0380] Referring to FIG. 27 and FIG. 32, in some embodiments, the width of the third section 504c along the second direction 02 gradually decreases from the bottom end to the top end of the third section 504c. The width of the bottom end of the third section 504c along the second direction 02 is larger, facilitating the installation of the rear wheel 506 and reducing the installation difficulty of the rear wheel 506. The width of the third section 504c along the second direction 02 gradually decreases from the bottom end to the top end of the third section 504c, improving the flexibility during the carrying and travel of the electric vehicle 500. It can be understood that although the width of the top end of the third section 504c along the second direction 02 is reduced, the width can still meet the fixed connection with the second connecting part 504e.

[0381] In some embodiments, the width of the third section 504c along the second direction 02 varies linearly from the bottom end to the top end of the third section 504c, which is smoother and easier to process.

[0382] In some embodiments, the third section 504c is trapezoidal in shape, which has strong stability. In some embodiments, the third section 504c is isosceles trapezoidal in shape, and the side edges of the third section 504c on both sides of the second direction 02 are symmetrically arranged with respect to the symmetry plane a. On the one hand, this improves the aesthetics; on the other hand, it improves the weight balance of the third section 504c on both sides of the symmetry plane a, which facilitates improving the balance performance of the electric vehicle 500 along the second direction 02 and improving the safety during riding.

[0383] In some embodiments, the angle β9 between the side edge of the third section 504c along the second direction 02 and the second direction 02 falls within the range of 70°-80°. β9≥70° to have higher support strength and reduce the risk of deformation of the third section 504c. In addition, it can provide a larger mounting space for the rear wheel 506, which can be mounted more forward, so that the electric vehicle 500 is shorter and achieves miniaturization design. β9≤80° can reduce the average width of the third section 504c along the second direction 02, making the third section 504c more compact and improving the flexibility of the electric vehicle 500 when moving and carrying. Furthermore, β9 falling within the range of 70°-80° can also make the connection between the second section 504b and the third section 504c have higher rigidity and strength, improving the support performance and service life of the frame 504.

[0384] Specifically, β9 can be any value within the range of 70°-80°, such as 70°, 72°, 74°, 76°, 78°, or 80°.

[0385] In some embodiments, the side edge of the third section 504c along the second direction 02 is smoothly connected to the side edge of the second section 504b along the second direction 02, so as to reduce the risk of injury to the rider or people or animals located around the electric vehicle 500 due to collision at the joint of the third section 504c and the second section 504b.

[0386] Referring to FIGS. 29-30, in some embodiments, the frame 504 further comprises a first transition section 504i disposed between the first section 504a and the second section 504b, so that the transition between the first section 504a and the second section 504b is smoother. In one aspect, the provision of the first transition section 504i reduces the risk of the rider or people around the electric vehicle 500 being injured by sharp corners; in another aspect, the provision of the first transition section 504i alleviates the stress concentration phenomenon between the first section 504a and the second section 504b, improves the support strength of the frame 504, and improves the reliability and service life of the frame 504; in still another aspect, the airflow at the junction between the first section 504a and the second section 504b can flow more smoothly during the travel of the electric vehicle 500, reducing the resistance experienced by the electric vehicle 500.

[0387] In some embodiments, the extension line of the first transition section 504i from the front end of the second section 504b to the bottom end of the first section 504a is curved, so that the transition between the first section 504a and the second section 504b is smoother and more aesthetically pleasing.

[0388] In some embodiments, the extension line of the first transition section 504i from the front end of the second section 504b to the bottom end of the first section 504a is in the shape of a circular arc, so that the shape of the first transition section 504i is simpler and more standardized, facilitating processing.

[0389] In some embodiments, the first transition section 504i is tangent to the first section 504a and the second section 504b, so that the transition between the first section 504a and the second section 504b is smoother, and it is easier to achieve fixed connection between the first transition section 504i and the first section 504a and the second section 504b, making the connection more stable.

[0390] In addition, in some embodiments, the first section 504a is inclined forward. The extension direction of the first transition section 504i gradually changes forward from the front end of the second section 504b to the bottom end of the first section 504a, so that the airflow flows more smoothly at the first transition section 504i during the travel of the electric vehicle 500, and the appearance is more aesthetically pleasing.

[0391] In some embodiments, the width of the first transition section 504i in the second direction 02 gradually decreases from the front end of the second section 504b to the bottom end of the first section 504a, on the one hand, the width of the bottom end of the first section 504a in the second direction 02 can be set smaller, avoiding excessive increase in resistance during the travel of the electric vehicle 500 while meeting the needs of shielding rain and dust; on the other hand, the front end of the second section 504b can also be set wider, facilitating improvement of pedaling comfort or stability of placing articles.

[0392] Referring to FIGS. 29-30, in some embodiments, the frame 504 further comprises a second transition section 504j disposed between the second section 504b and the third section 504c, so that the transition between the second section 504b and the third section 504c is smoother. In one aspect, the provision of the second transition section 504j avoids the formation of a sharp corner between the second section 504b and the third section 504c, reducing the risk of injury to the rider or to people or animals around the electric vehicle 500; in another aspect, the provision of the second transition section 504j alleviates the stress concentration phenomenon between the second section 504b and the third section 504c, improving the support strength of the frame 504, the reliability and the service life of the frame 504; in yet another aspect, the airflow at the junction between the second section 504b and the third section 504c can flow more smoothly during the travel of the electric vehicle 500, reducing the resistance experienced by the electric vehicle 500.

[0393] In some embodiments, the extension line of the second transition section 504j from the rear end of the second section 504b to the bottom end of the third section 504c is curved, so that the transition between the second section 504b and the third section 504c is smoother and more aesthetically pleasing.

[0394] In some embodiments, the extension line of the second transition section 504j from the rear end of the second section 504b to the bottom end of the third section 504c is in the shape of a circular arc, so that the shape of the second transition section 504j is simpler and more standardized, facilitating processing.

[0395] In some embodiments, the second transition section 504j is tangent to the second section 504b and the third section 504c, so that the transition between the second section 504b and the third section 504c is smoother, and it is easier to achieve fixed connection between the two ends of the second transition section 504j and the second section 504b and the third section 504c, and the connection is more stable.

[0396] In addition, along the first direction 01, the bottom end of the third section 504c is located at the rear side of the second section 504b, and the corresponding central angle of the second transition section 504j is less than 180°, reducing the risk of deformation of the second transition section 504j.

[0397] In some embodiments, the width of the second transition section 504j along the second direction 02 gradually decreases from the rear end of the second section 504b to the bottom end of the third section 504c, on the one hand, the width of the bottom end of the third section 504c along the second direction 02 can be set smaller, which is conducive to miniaturization design; on the other hand, the rear end of the second section 504b can also be set wider, which is conducive to improving the comfort of pedaling or the stability of placing articles.

[0398] Referring to FIG. 26 and FIG. 29, in some embodiments, the frame 504 further comprises an extension segment 504k arranged at the top end of the third segment 504c. The extension segment 504k is configured to divide a front side region located at the front side and a rear side region located at the rear side along the first direction 01, the front side region provides space for the rider to get on or off the vehicle, and the rear side region is used to connect the seat 508, or can be understood as the rear side region provides space for the installation of the seat 508. It can also be understood that the extension segment 504k is configured to divide a top side region located at the top side for installing the seat 508 along the third direction 03.

[0399] Referring to FIG. 22, in some embodiments, along the first direction 01, the bottom end of the extension segment 504k is located at the front side, and the top end is located at the rear side, and the extension line of the extension segment 504k is curved, which can avoid having sharp corners and reduce the risk of the rider or the rider carrying objects or animals being injured by the sharp corners, especially when accelerating or on bumpy roads, in addition, it can also make the appearance more beautiful.

[0400] Referring to FIG. 29, in some embodiments, the extension segment 504k is substantially parallel to the first plane. When the electric vehicle 500 is upright, the extension segment 504k is substantially horizontally arranged, which can reduce the risk of the rider and / or the rider carrying objects being poked or hit by the front end of the extension segment 504k.

[0401] Specifically, the extension segment 504k is substantially parallel to the first plane, which means that the included angle between the extension segment 504k and the first plane is within the range of 0°-5°. On the one hand, when the front end of the extension segment 504k is downwardly inclined by an angle greater than 5°, the space provided by the second segment 504b will be occupied by the extension segment 504k, that is, in order to avoid the front end of the extension segment 504k, the available height of the space provided by the second segment 504b along the third direction 03 will be reduced, in addition, it will increase the risk of the rider or the rider carrying objects being poked or hit by the front end of the extension segment 504k. On the other hand, when the front end of the extension segment 504k is upwardly inclined by an angle greater than 5°, it will increase the risk of the rider being poked or hit by the front end of the extension segment 504k during the process of getting on or off the vehicle.

[0402] Specifically, the extension segment 504k and the first plane can be any value within the range of 0°-5°, for example, 0°, 1°, 2°, 3°, 4°, 5°.

[0403] In some embodiments, the extension segment 504k is substantially parallel to the second segment 504b, and the inclination angles of the two are the same or relatively close, which can provide a consistent visual effect, make the overall frame 504 more beautiful, and be beneficial to completing the transition of the structure through a smaller space in the third direction 03, that is, the projection on the third plane is shorter, achieving miniaturization design.

[0404] Specifically, the angle between the extension segment 504k and the second segment 504b can be any value in the range of 0°-5°, such as 0°, 1°, 2°, 3°, 4°, or 5°.

[0405] Referring to FIG. 93, in some embodiments, the extension segment 504k is substantially parallel to the first plane, and the angle β22 between the extension segment 504k and the third segment 504c is in the range of 100°-120°. When β22 is less than 100°, the third segment 504c is relatively steep, which can cause the extension segment 504k to be more abrupt when connecting to the third segment 504c, i.e., not smooth, or require a higher transition space in the third direction 03, which is not conducive to the miniaturization design of the vehicle frame 504. When β22 is greater than 120°, the projection of the third segment 504c on the first plane is relatively long, which can cause the vehicle frame 504 to be relatively long, which is not conducive to miniaturization design.

[0406] Specifically, β22 can be any value in the range of 100°-120°, such as 100°, 102°, 104°, 106°, 108°, 110°, 112°, 114°, 116°, 118°, or 120°.

[0407] Referring to FIGS. 27 and 29, the vehicle seat 508 is fixed to the extension segment 504k of the vehicle frame 504. In other words, the second connecting portion 504e is fixed to the extension segment 504k, and the vehicle seat 508 is indirectly provided at the top end of the third segment 504c through the extension segment 504k. On the one hand, with the distance between the vehicle seat 508 and the stand rod 502 being constant, increasing the length of the vehicle frame 504 in the first direction 01 improves the support effect of the vehicle frame 504 and improves the stability of the electric vehicle 500. On the other hand, the extension segment 504k extends forward, and the extension direction of the extension segment 504k is parallel to the first plane; the vehicle seat 508 is fixed to the extension segment 504k, and the force of the extension segment 504k acting on the vehicle seat 508 is substantially in the third direction 03, which is substantially perpendicular to the extension direction of the extension segment 504k, reducing the risk of the vehicle seat 508 moving in the first direction 01, making the fixation of the vehicle seat 508 more stable, and improving the safety of riding.

[0408] Referring to FIG. 19, in some embodiments, the extension segment 504k is connected to the third segment 504c, i.e., the rear end of the extension segment 504k contacts and is fixed to the top end of the third segment 504c along the first direction 01.

[0409] Referring to FIGS. 29-30, in some embodiments, the frame 504 further comprises a third transition section 504m disposed between the third section 504c and the extension section 504k. In one aspect, the transition between the third section 504c and the extension section 504k is smoother. In another aspect, the third transition section 504m reduces the risk of the rider or people or animals around the electric vehicle 500 being injured by sharp corners. In yet another aspect, the third transition section 504m alleviates stress concentration between the third section 504c and the extension section 504k, improves the support strength of the frame 504, and improves the reliability and service life of the frame 504. In yet another aspect, the airflow at the junction of the third section 504c and the extension section 504k can flow more smoothly during the travel of the electric vehicle 500, reducing the resistance experienced by the electric vehicle 500.

[0410] In some embodiments, the extension line of the third transition section 504m from the top end of the third section 504c to the rear end of the extension section 504k is curved, so that the transition between the third section 504c and the extension section 504k is smoother, and the appearance is more beautiful.

[0411] In some embodiments, the extension line of the third transition section 504m from the top end of the third section 504c to the rear end of the extension section 504k is in the shape of a circular arc, so that the shape of the third transition section 504m is simpler and more standardized, facilitating processing.

[0412] In some embodiments, the third transition section 504m is tangent to the third section 504c and the extension section 504k, so that the transition between the third section 504c and the extension section 504k is smoother, and it is easier to achieve fixed connection between the two ends of the third transition section 504m and the second section 504b and the third section 504c, respectively, and the connection is more stable.

[0413] In some embodiments, the third section 504c is inclined forward along the first direction 01, and the top end of the third section 504c is located on the rear side of the extension section 504k, so that the corresponding central angle of the third transition section 504m is less than 180°, reducing the risk of deformation of the third transition section 504m.

[0414] In some embodiments, the width of the third transition section 504m along the second direction 02 gradually decreases from the top end of the third section 504c to the rear end of the extension section 504k. In one aspect, the width of the rear end of the extension section 504k along the second direction 02 can be set smaller, which is conducive to miniaturization design. In another aspect, the top end of the third section 504c can be set wider, so that the third section 504c has higher support strength.

[0415] Referring to FIG. 33 and FIG. 99, in some embodiments, the frame 504 includes a mounting frame 5041, and a support plate 5042 fixed on the mounting frame 5041.

[0416] The mounting frame 5041 is configured to connect components located at the front side of the electric vehicle 500, such as the front fork 503 and the stand 502, at the front end, and components located at the rear side of the electric vehicle 500, such as the seat 508 and the rear wheel 506, at the rear end, along the first direction 01. It can also be understood that the mounting frame 5041 is the skeleton of the electric vehicle 500, so as to keep the relative positions of the components at the front and rear sides of the electric vehicle 500 stable.

[0417] The support plate 5042 is configured to provide a flat area along the first direction 01 for the rider to pedal, place articles or place animals. In addition, the support plate 5042 can also transmit the force received downward to the mounting frame 5041, improving the support strength of the frame 504. It can be understood that the flat area of the support plate 5042 is the top side of the second section 504b.

[0418] In some embodiments, the support plate 5042 is integrally formed.

[0419] In some embodiments, the material of the support plate 5042 is carbon structural steel, which has good support strength and is easy to shape.

[0420] In some embodiments, the thickness of the support plate 5042 falls within the range of 1mm-2.5mm, so as to have lower weight while meeting the support strength requirement, and be easy to produce.

[0421] Specifically, the thickness of the support plate 5042 can be any value within the range of 1mm-2.5mm, such as 1mm, 1.2mm, 1.4mm, 1.6mm, 1.8mm, 2mm, 2.2mm, 2.4mm.

[0422] Referring to FIG. 70 and FIG. 71, in some embodiments, the support plate 5042 includes a second flat part 5042d. The second flat part 5042d is configured to provide a flat area along the first direction 01 for the rider to pedal, place articles or place animals.

[0423] In some embodiments, the second flat portion 5042d, as the top side of the second section 504c, is configured to be substantially rectangular as a whole, and the middle region has a portion extending outward in the second direction 02. The upward extending portion can indicate the mounting position to the rider, and the obvious morphological difference between the outward extending portion and the peripheral region can serve as a visual guide to help the rider quickly identify the mounting position, standardize the mounting position, and improve the riding experience and safety. In addition, a wider foot space can be provided to accommodate different foot sizes and allow the rider to adjust the distance between the feet and the posture flexibly, improving the comfort of the foot placement.

[0424] Referring to FIG. 70, in some embodiments, the second flat portion 5042d is configured to be substantially rectangular as a whole, and the middle region has no portion extending outward in the second direction 02. This can achieve a compact design, facilitate flexible movement and parking in narrow spaces, and be easier to carry and transport.

[0425] Referring to FIG. 70 and FIG. 99, in some embodiments, the second flat portion 5042d is provided with a relief groove 5043 at the rear end along the first direction 01. The relief groove 5043 is configured to avoid at least one of the bottom end of the saddle 508, the rear wheel 506, and the rear fender, reducing the weight of the second flat portion 5042d, and allowing the mounting position of other components to be relatively forward, which is beneficial to the shorter size of the electric vehicle 500 and achieves a compact design.

[0426] In some embodiments, the relief groove 5043 is used to avoid the bottom end of the saddle 508.

[0427] Referring to FIG. 100, in some embodiments, the relief groove 5043 is used to avoid the rear wheel 506.

[0428] In some embodiments, the relief groove 5043 is used to avoid the rear wheel 506 and the rear fender.

[0429] Referring to FIG. 70, in some embodiments, along the second direction 02, the extension line of the relief groove 5043 is curved to reduce the risk of scratching or scratching other components (such as the rear fender and the rear wheel 506) during installation, and also to make the appearance more beautiful.

[0430] In some embodiments, the groove bottom of the relief groove 5043 is arc-shaped, that is, along the first direction 01, the groove of the relief groove 5043 is narrower towards the front side, which can make the appearance more beautiful.

[0431] In some embodiments, the groove of the relief groove 5043 is arc-shaped, that is, along the first direction 01, the groove of the relief groove 5043 is wider towards the rear side, which facilitates the entry of other components (such as the rear fender and the rear wheel 506) during installation, reduces the installation difficulty, and reduces the risk of injury to the installation or maintenance personnel by sharp corners.

[0432] In some embodiments, the slot width of the avoiding slot 5043 along the second direction is greater than the slot depth of the avoiding slot 5043 along the first direction, so that the avoiding slot 5043 is configured as a wide and shallow notch, which facilitates the entry of other components (such as the rear fender, the rear wheel 506) during installation, and reduces the difficulty of installation.

[0433] In some embodiments, the slot width W5 of the avoiding slot 5043 falls within the range of 125mm-145mm, and the slot depth L30 falls within the range of 40mm-50mm. In this way, it can be avoided that the avoiding slot 5043 is too wide or too deep, and the structural strength is insufficient, and the avoiding slot 5043 is easily cracked or deformed due to stress concentration under stress. It can also be avoided that the avoiding slot 5043 is too narrow, and the space is insufficient, and it is difficult for other components to enter.

[0434] Specifically, W5 can be any value within the range of 125mm-145mm, for example, 125mm, 127mm, 129mm, 131mm, 133mm, 135mm, 137mm, 139mm, 141mm, 143mm, 145mm. L30 can be any value within the range of 40mm-50mm, for example, 40mm, 42mm, 44mm, 46mm, 48mm, 50mm.

[0435] Referring to FIG. 71, in some embodiments, along the first direction 01, the length L15 of the second flat portion 5042d falls within the range of 385mm-485mm. In this way, it can be avoided that the second flat portion 5042d is too short, and the space provided for the rider is insufficient, and it is difficult to meet the pedaling demand or the carrying demand, and the experience is poor. It can also be avoided that the second flat portion 5042d is too long, which leads to that the frame 504 is too long, which is not conducive to the miniaturization design of the electric vehicle 500.

[0436] Specifically, L15 can be any value within the range of 385mm-485mm, for example, 385mm, 390mm, 395mm, 400mm, 405mm, 410mm, 415mm, 420mm, 425mm, 430mm, 435mm, 440mm, 445mm, 450mm, 455mm, 460mm, 465mm, 470mm, 475mm, 480mm, 485mm.

[0437] Referring to FIG. 70, in some embodiments, along the second direction 02, the width W6 of the second flat portion 5042 falls within the range of 150mm-245mm. In this way, it can be avoided that the second flat portion 5042 is too narrow, and the space provided for the rider is insufficient, and it is difficult to meet the pedaling demand or the carrying demand, and the experience is poor. It can also be avoided that the second flat portion 5042 is too wide, which leads to that the weight is relatively large and the passability is poor.

[0438] Specifically, W6 can be any value in the range of 150mm-245mm, for example, 150mm, 155mm, 160mm, 165mm, 170mm, 175mm, 180mm, 185mm, 190mm, 195mm, 200mm, 205mm, 210mm, 215mm, 220mm, 225mm, 230mm, 235mm, 240mm, 245mm.

[0439] Referring to FIG. 71 and FIG. 99, in some embodiments, along the first direction O1, the third upward extension 5042e is located at the front side of the second flat portion 5042d. The third upward extension 5042e is configured to extend upward from the bottom end along the first direction O1, and the bottom end is fixed with the second flat portion 5042d. The third upward extension 5042e is configured to divide the front side area for avoiding the front wheel 505 at the front side and the rear side area for the rider to use at the rear side along the first direction O1. The two areas are separated, which is beneficial to improve the safety of use, especially when the front wheel 505 turns, and when placing objects or animals, it also avoids the objects or animals moving forward to the position in contact with the front wheel 505 under the action of inertia, etc., improves the safety of riding, and reduces the risk of damage to objects or injury to animals.

[0440] In some embodiments, from the bottom end to the top end of the third upward extension 5042e, the width of the third upward extension 5042e along the second direction O2 gradually decreases. The width of the bottom end of the third upward extension 5042e along the second direction O2 is larger, which is beneficial to provide more foot space for the rider and improve the comfort of the rider riding. In addition, it can also better separate the rider's feet from other parts or components on the front side, such as the front wheel 505 and the front fender, which is safer. From the bottom end to the top end of the third upward extension 5042e, the width of the third upward extension 5042e along the second direction O2 gradually decreases, which can reduce the resistance received by the electric vehicle 500 during travel.

[0441] Specifically, in some embodiments, from the bottom end to the top end of the third upward extension 5042e, the width of the third upward extension 5042e along the second direction O2 changes linearly, which is smoother and easier to process.

[0442] Specifically, in some embodiments, the third upward extension 5042e is substantially trapezoidal in shape and has strong stability. In some embodiments, the third upward extension 5042e is isosceles trapezoidal in shape. On the one hand, it improves the aesthetics; on the other hand, it improves the weight balance on both sides of the third upward extension 5042e, which is beneficial to improve the balance of the electric vehicle 500 along the second direction O2 and improve the safety during riding.

[0443] Referring to FIG. 98 and FIG. 99, in some embodiments, the height difference between the ground clearance H5 of the third upward extension 5042e and the outer diameter D1 of the front wheel 505 along the third direction 03 falls within the range of 0mm-10mm. It can avoid the third upward extension 5042e being too low, the shielding range being too small, causing the dirt such as rainwater and dust brought by the front wheel 505 during rolling to be scattered on the rider or the carried object, and also can avoid the third upward extension 5042e being too high, increasing the material cost and the weight of the support plate. In addition, space can be left at the top end of the third upward extension 5042e for the wire tube 516 to pass through. The wire tube 516 can be guided below the third upward extension 5042e, not only making the electric vehicle 500 more beautiful as a whole, but also protecting the wire tube 516 and reducing the risk of the rider or the carried object being entangled or pulled to the wire tube 516.

[0444] Specifically, the height difference between H5 and D1 can be any value within the range of 0mm-10mm, such as 1mm, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, or 10mm.

[0445] In some embodiments, the support plate 5042 further comprises a fourth upward extension located at the rear side of the second flat portion 5042d. The fourth upward extension is configured to extend upward from the bottom end along the first direction 01. The fourth upward extension is configured to divide the front side area for the rider to use and the rear side area for mounting the rear wheel 506 along the first direction 01. Separating the two areas can improve the safety of use, especially when the rear wheel 506 rotates.

[0446] In some embodiments, the fourth upward extension is provided with an avoidance slot 5043 at the rear end along the first direction 01. The avoidance slot 5043 is configured to avoid at least one of the bottom end of the saddle 508, the rear wheel 506, and the rear fender, which can reduce the weight of the fourth upward extension and also facilitate the miniaturization design of the electric vehicle.

[0447] Referring to FIG. 23, in some embodiments, the avoidance slot is used to avoid the bottom end of the saddle 508.

[0448] In some embodiments, the avoidance slot is used to avoid the second connecting portion 504e and the rear fender.

[0449] In some embodiments, the avoidance slot is used to avoid the second connecting portion 504e, the rear wheel 506, and the rear fender.

[0450] In some embodiments, the avoidance slot is used to avoid the second connecting portion 504e and the rear wheel 506.

[0451] In some embodiments, the avoidance groove is used to avoid the rear wheel 506.

[0452] Referring to FIG. 70, in some embodiments, the electrically motorized vehicle further comprises a first anti-skid structure 5042a. In the third direction 03, the first anti-skid structure 5042a is configured to at least partially cover the top side of the second flat portion 5042d. When the rider steps on the second flat portion 5042d, the rider’s foot can be prevented from slipping, especially when getting on or off the vehicle, improving the safety of riding. In addition, when placing an object on the second flat portion 5042d, the situation of the object slipping due to inertia during acceleration or deceleration can be reduced, improving the stability of object placement. In addition, when an animal travels with the rider, the animal’s foot can be prevented from slipping, especially when getting on or off the vehicle, ensuring the safety of the animal.

[0453] In some embodiments, the first anti-skid structure 5042a includes, but is not limited to, sandpaper, rubber, and a non-slip coating.

[0454] Referring to FIG. 34, in some embodiments, the mounting bracket 5041 comprises two support rods 5044 symmetrically arranged on opposite sides, improving the gravitational balance of the vehicle frame 504, improving the balance performance of the electrically motorized vehicle 500, and improving the safety of riding.

[0455] The support rod 5044 is configured to extend from the front side of the mounting bracket 5041 to the rear side of the mounting bracket 5041 in the first direction 01. It can also be understood that in the second direction 02, the two support rods 5044 determine the left and right positions of the mounting bracket 5041, i.e., the width of the two support rods 5044 is the width of the mounting bracket 5041. The two support rods 5044 are symmetrically arranged, which is beneficial to maintaining the gravitational balance of the vehicle frame 504, improving the balance performance of the electrically motorized vehicle 500, ensuring the safety of riding, and also making the vehicle more aesthetically pleasing.

[0456] In some embodiments, the support rod 5044 is integrally formed.

[0457] In some embodiments, the support rod 5044 is assembled in segments, i.e., the support rod 5044 comprises multiple segments and is in a separated state before assembly.

[0458] In some embodiments, the support rod 5044 is hollow, which can reduce the weight of the vehicle frame 504 and make it more convenient and labor-saving for the rider to maneuver or lift the vehicle frame 504. In addition, the hollow support rod 5044 can provide wiring space, such as accommodating electric wires and brake lines, which not only makes the electrically motorized vehicle 500 more aesthetically pleasing, but also protects the cables and has the effect of waterproofing and anti-collision.

[0459] In some embodiments, the support rod 5044 is tubular, which reduces the weight of the support rod 5044 and facilitates the lightweight design of the electrically motorized vehicle 500.

[0460] In some embodiments, the support rod 5044 is made of carbon structural steel, which is strong and not easy to deform. In addition, the support rod 5044 made of carbon structural steel is easy to shape and process, thereby reducing production costs.

[0461] In some embodiments, the support rod 5044 is circular. The circular cross-section has the same cross-sectional moment of inertia in the 360° direction, and the stress distribution is uniform when subjected to lateral and longitudinal impact, and is not easy to deform or bend. In addition, the smooth appearance of the support rod 5044 has no edges, and the powder spraying or electrophoretic paint flows evenly, the thick film has no paint accumulation / flowing, and the coating appearance is smoother and the corrosion resistance is more stable. In addition, the smooth appearance of the support rod 5044, i.e., no sharp edges or corners, makes it easier to step on or step into when the rider or animal gets on the vehicle, and is not easy to be hooked or scratched. In addition, when the rider or animal adjusts the position or moves on the electric vehicle 500, if it contacts or bumps into the support rod 5044, since it is a circular arc surface and the pressure is uniform, the foreign body sensation is weaker, which can improve the comfort of movement or adjustment. In addition, when the rider or animal gets off the vehicle, the toes can slide outwards smoothly, and the landing is convenient and stable.

[0462] In some embodiments, the outer diameter of the support rod 5044 falls within the range of 30-40 mm. When the outer diameter is less than 30 mm, the connection or assembly area provided by the support rod 5044 to other components will also be smaller. For example, when the support rod 5044 is welded with other components, the welding area is small, which can cause insufficient connection strength, and in the case of impact or overload, it is easy to crack or shear instantaneously. When the outer diameter is greater than 40 mm, the pedaling area provided by the support rod 5044 will also be significantly raised, and the rider or animal needs a larger stride action to get on the vehicle.

[0463] Specifically, the outer diameter of the support rod 5044 can be any value within the range of 30-40 mm, such as 30 mm, 33 mm, 35 mm, 37 mm, or 40 mm.

[0464] In some embodiments, the cross-section of the support rod 5044 is circular, and the outer surface is smooth, which reduces the risk of injury to the rider or animals around the electric vehicle 500 when they bump into the support rod 5044. In addition, the cross-section of the support rod 5044 is circular, which is simple in structure and easy to process. Furthermore, the cross-section of the support rod 5044 also has a certain aesthetic effect.

[0465] It can be understood that the wall thickness of the support rod 5044 refers to the thickness of the pipe wall of the support rod 5044, which is equal to half the difference between the outer diameter and the inner diameter. In this application, the wall thickness of the tubular structure refers to the thickness of the pipe wall, which will not be described again.

[0466] Specifically, the wall thickness of the support rod 5044 is in the range of 1mm-2.5mm, so as to have lower weight and facilitate production while meeting the support strength requirement.

[0467] Specifically, the wall thickness of the support rod 5044 can be any value in the range of 1mm-2.5mm, such as 1mm, 1.2mm, 1.4mm, 1.6mm, 1.8mm, 2.0mm, 2.2mm, 2.4mm.

[0468] In some embodiments, the mounting frame 5041 further comprises a first connecting portion 504d.

[0469] In some embodiments, the mounting frame 5041 further comprises a connecting segment between the first connecting portion 504d and the support rod 5044 along the first direction 01, the connecting segment is configured to connect the first connecting portion 504d forwardly and the two support rods 5044 rearwardly, the two support rods 5044 are symmetrically arranged relative to the connecting segment, the top end of the connecting segment is fixed with the first connecting portion 504d, and the bottom end of the connecting segment is fixed with the front end of the support rod 5044. Since the connecting segment is located in the middle region of the mounting frame 5041 along the second direction 02, the width of the connecting segment is small, which is beneficial to reduce the resistance during the travel of the electric vehicle 500 and also beneficial to miniaturization design. In addition, the connecting segment and the support rod 5044 are relatively independent, and the shape design can be performed separately, which has greater flexibility in shape selection.

[0470] In some embodiments, the connecting segment is configured to be curved to the front side along the first direction 01, which can provide more space for other parts or components. For example, more operation space is provided for the installation, debugging or maintenance of the front wheel 505, and the operation difficulty is reduced.

[0471] In some embodiments, the connecting segment is configured to be inclined to the front side along the first direction 01, which has a regular shape and facilitates processing. In addition, when the article needs to be placed obliquely or has a corresponding leaning position, the connecting segment can provide support force for the article, and when more or larger articles are desired to be placed, the space generated by the forward inclination of the connecting segment can be further utilized, and the forward inclination of the connecting segment provides various and flexible storage options for the rider.

[0472] Referring to FIG. 34, in some embodiments, the support rod 5044 comprises a first upward extending portion 5044a and a first flat portion 5044b arranged in sequence along the first direction 01.

[0473] The first upward extending portion 5044a is configured to extend upward from the bottom end along the first direction 01, and the top end of the first upward extending portion 5044a is fixed with the first connecting portion 504d. The first flat section 5044b is configured to have the front end fixed with the bottom end of the first upward extending portion 5044a along the first direction 01, and provide upward supporting force along the third direction 03 when the rider pedals or carries objects, to ensure the stability of the riding or carrying.

[0474] Referring to FIG. 184, in some embodiments, the first upward extending portion 5044a has a projection length L12 in the first plane, which can also be understood as the distance between the front end and the rear end of the first upward extending portion 5044a. The first flat section 5044b has a projection length L13 in the first plane, which can also be understood as the distance between the front end and the rear end of the first flat section 5044b. The ratio K2 of L13 to L12 falls within the range of 2-3. This can avoid the first flat section 5044b being too short, resulting in insufficient pedal space or insufficient object placement space, and can also avoid the first flat section 5044b being too long, occupying too much space, which is not conducive to the miniaturization design of the electric vehicle.

[0475] Specifically, K2 can be any value within the range of 2-3, such as 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, 2.9, 3.0.

[0476] In some embodiments, the first upward extending portion 5044a includes a first inclined portion 5044d and a first arc-shaped portion 5044e, the first inclined portion 5044d is configured to have the top end fixed with the first connecting portion 504d along the first direction 01, and the bottom end fixed with the front end of the first arc-shaped portion 5044e, and the first arc-shaped portion 5044e is configured to be fixed with the front end of the first flat section 5044b.

[0477] The included angle between the first inclined portion 5044d and the first connecting portion 504d is the same as the range of β17, and the effect is also the same, which will not be repeated here. β17 refers to the included angle between the first connecting portion 504d and the first section 504a.

[0478] In some embodiments, the top end of the first inclined portion 5044d is fixed with the first connecting portion 504d, and the projection length L14 of the first inclined portion 5044d in the first plane is 30mm-70mm. If L14 is less than 30mm, the first inclined portion 5044d is too steep, providing less space for the rider or the objects carried by the rider, and the space usage is limited. In addition, if L14 is greater than 70mm, the first inclined portion 5044d is too flat, as part of the mounting bracket 5041, the first inclined portion 5044d is too long, which can cause the mounting bracket 5041 to be too long, which is not conducive to transportation or storage.

[0479] Specifically, L14 can be any value in the range of 30mm-70mm, such as 30mm, 35mm, 40mm, 45mm, 50mm, 55mm, 60mm, 65mm, 70mm.

[0480] In some embodiments, the radius of curvature R1 of the first arc-shaped portion 5044e falls within the range of 88mm-108mm. If R1 is less than 88mm, the first arc-shaped portion 5044e is prone to fatigue cracks at the stress concentration point due to excessive stress concentration when subjected to vibration for a long time, thus shortening the service life. If R1 is greater than 108mm, it will occupy more space, which is not conducive to the miniaturization design of the electric vehicle 500.

[0481] Specifically, R1 can be any value in the range of 88mm-108mm, such as 88mm, 90mm, 92mm, 94mm, 96mm, 98mm, 100mm, 102mm, 104mm, 106mm, 108mm.

[0482] Referring to FIG. 24, in some embodiments, along the first direction O1, the rear end of the first flat portion 5044b on the left side is bent to the right, and the rear end of the first flat portion 5044b on the right side is bent to the left, so that the rear ends of the two first flat portions 5044b are joined and fixed.

[0483] Referring to FIG. 33 and FIG. 34, in some embodiments, the support rod 5044 further comprises a second upward extending portion 5044c, the first flat portion 5044b is located between the first upward extending portion 5044a and the second upward extending portion 5044c, the second upward extending portion 5044c is configured to extend upward from the bottom end along the first direction O1, and the bottom end of the second upward extending portion 5044c is fixed with the rear end of the first flat portion 5044b. The second upward extending portion 5044c is configured to extend upward along the first direction O1, which can provide support for the saddle 508 and / or the first basket 507 to ensure the stability of the saddle 508 and / or the first basket 507.

[0484] In some embodiments, the second upward extending portion 5044c has only one bend, which is located at the bottom, and only one bending, which is convenient for processing.

[0485] In some embodiments, the second upward extension 5044c has two bends, along the first direction 01, the first bend is located at the front end of the second upward extension 5044c, and the second bend is located at the middle of the second upward extension 5044c, and along the first direction 01, the rear end of the second upward extension 5044c is located at the rear side of the center of the rear wheel 506. The second upward extension 5044c is configured to extend along the periphery of the rear wheel 506 and to avoid, for example, the portion between the first bend and the second bend is located at the front side of the rear wheel 506, and the portion between the second bend and the rear end of the second upward extension 5044c is located at the top side of the rear wheel 506. Therefore, along the first direction 01, the second upward extension 5044c can provide support in a larger range, for example, at the bottom of the first basket 507, thereby ensuring the stability of the first basket 507, especially when the load weight is large.

[0486] Along the second direction 02, the rear end of the second upward extension 5044c on the left side is bent to the right, and the rear end of the second upward extension 5044c on the right side is bent to the left, so that the rear ends of the two second upward extensions 5044c are joined and fixed.

[0487] In some embodiments, the second upward extension 5044c has two bends, along the third direction 03, the first bend is located at the bottom end of the second upward extension 5044c, and the second bend is located at the top end of the second upward extension 5044c, and along the first direction 01, the first bend is located between the second bend and the center of the rear wheel 506, and the second upward extension 5044c is approximately S-shaped. Therefore, along the first direction 01, the second upward extension 5044c occupies less space, that is, it is beneficial to realize that the length of the support rod 5044 is shorter, and to realize the miniaturization design.

[0488] In some embodiments, the second upward extension 5044c has three bends, along the third direction 03, the first bend is located at the bottom end of the second upward extension 5044c, the second bend is approximately located at the middle of the second upward extension 5044c, and the third bend is located at the top end of the second upward extension 5044c, and along the first direction 01, the third bend is located between the first bend and the second bend, and the second bend is located at the front side of the center of the rear wheel 506. The second upward extension 5044c is aesthetically pleasing and can also provide more sufficient space for the rider to pedal or carry objects.

[0489] Referring to FIG. 33 and FIG. 34, in some embodiments, the second upward extension 5044c has two bends along the third direction 03, the first bend is located at the bottom end of the second upward extension 5044c, and the second bend is located at the top end of the second upward extension 5044c, and along the first direction 01, the first bend is located between the second bend and the center of the rear wheel 506, and the second upward extension 5044c is approximately C-shaped. Therefore, along the first direction 01, the second upward extension 5044c occupies less space, that is, it is beneficial to realize that the length of the support rod 5044 is shorter, and the miniaturized design is realized.

[0490] Specifically, in some embodiments, along the second direction 02, the second upward extension 5044c on the left side and the second upward extension 5044c on the right side do not contact, that is, there is space for installing the second connecting part 504e.

[0491] In some embodiments, the second upward extension 5044c includes a second arc-shaped part 5044f, a second inclined part 5044g, a third arc-shaped part 5044h, and a horizontal section 5044i arranged in sequence along the third direction 03. The second arc-shaped part 5044f is configured to be fixed at the front end with the first flat part 5044b and at the rear end with the bottom end of the second inclined part 5044g along the first direction 01. The third arc-shaped part 5044h is configured to be fixed at the bottom end with the top end of the second inclined part 5044g and at the top end with the rear end of the horizontal section 5044i along the third direction 03.

[0492] Referring to FIG. 184, in some embodiments, the radius of curvature R2 of the second arc-shaped part 5044f falls within the range of 88mm-108mm. If R2 is less than 88mm, the second arc-shaped part 5044f is prone to fatigue cracks at the stress concentration point when subjected to vibration for a long time due to excessive stress concentration, thereby shortening the service life. If R2 is greater than 108mm, it will occupy more space, which is not conducive to the miniaturized design of the electric vehicle.

[0493] Specifically, R2 can be any value within the range of 88mm-108mm, for example, 88mm, 90mm, 92mm, 94mm, 96mm, 98mm, 100mm, 102mm, 104mm, 106mm, 108mm.

[0494] In some embodiments, the radius of curvature R3 of the third arc-shaped part 5044h falls within the range of 88mm-108mm. If R3 is less than 88mm, the third arc-shaped part 5044h is prone to fatigue cracks at the stress concentration point when subjected to vibration for a long time due to excessive stress concentration, thereby shortening the service life. If R3 is greater than 108mm, it will occupy more space, which is not conducive to the miniaturized design of the electric vehicle.

[0495] Specifically, R3may be any value in the range of 88mm-108mm, such as 88mm, 90mm, 92mm, 94mm, 96mm, 98mm, 100mm, 102mm, 104mm, 106mm, 108mm.

[0496] In some embodiments, R1, R2, R3, where some or all are the same, adopt the same radius of curvature, which can enhance the mold versatility, reduce tool replacement, and shorten the processing cycle; it can also achieve processing process standardization, simplify process parameters, and reduce operation difficulty.

[0497] In some embodiments, the included angle of the first flat portion 5044b and the second inclined portion 5044g is the same as the range of β2, and the effect is also the same, which will not be repeated here. β2 refers to the included angle of the third segment 504c and the second segment 504b.

[0498] Referring to FIG. 34 and FIG. 72, in some embodiments, the mounting frame 5041 further includes a second connecting portion 504e. Along the second direction 02, the third arc-shaped portion 5044h and the horizontal segment 5044i on the left are provided with a first mounting groove 5044j for mounting the second connecting portion 504e, and the third arc-shaped portion 5044h and the horizontal segment 5044i on the right are also provided with a first mounting groove 5044j for mounting the second connecting portion 504e. Through the two first mounting grooves 5044j, the positioning and installation of the second connecting portion 504e can be quickly completed, and the internal space of the third arc-shaped portion 5044h and the horizontal segment 5044i is utilized, so that the mounting frame 5041 is more compact and compact, which is conducive to realizing miniaturization design.

[0499] In some embodiments, the second connecting portion 504e, the third arc-shaped portion 5044h, and the horizontal segment 5044i are fixed by welding.

[0500] Referring to FIG. 34, in some embodiments, the mounting frame 5041 includes a third connecting portion 504f.

[0501] In some embodiments, the third connecting portion 504f divides the front side region and the rear side region in a cross manner on the two support rods 5044 along the second direction 02. It can also be understood that the third connecting portion 504f extends from the left support rod 5044 to the right support rod 5044 along the second direction 02 in a linear extension manner, thereby dividing the front side region and the rear side region. The space between the two support rods 5044 is utilized to realize the installation of the first basket 507, so that the mounting frame 5041 is more compact and compact as a whole. In addition, it is helpful to keep a stable distance between the two support rods 5044, thereby improving the stability of the mounting frame 5041.

[0502] Referring to FIG. 33 and FIG. 34, in some embodiments, the third connecting portion 504f divides the front side region and the rear side region in a two-side distribution manner along the second direction 02 on the two support rods 5044. It can also be understood that the support rod 5044 on the left side is provided with the third connecting portion 504f, and the support rod 5044 on the right side is also provided with the third connecting portion 504f, so as to divide the front side region and the rear side region in a discrete form, release the space between the two support rods 5044, and realize the installation of the first basket 507.

[0503] In some embodiments, the included angle between the second inclined portion 5044g and the third connecting portion 504f, and the included angle between the third connecting portion 504f and the third section 504c are the same, and the effects are the same, which will not be repeated here.

[0504] In some embodiments, the third connecting portion 504f is welded and fixed with the second inclined portion 5044g.

[0505] Referring to FIG. 77 and FIG. 99, in some embodiments, the mounting frame 5041 includes a fifth connecting portion 504h.

[0506] In some embodiments, along the first direction 01, the distance between the support position of the fifth connecting portion 504h and the rear end of the first flat portion 5044b is L16, and the distance between the support position of the fifth connecting portion 504h and the front end of the first flat portion 5044b is L17, and the ratio of L17 to L16 is K3, K3 falls within the range of 2-2.6. If K3 is less than 2, the front support 511 is too close to the front, and during the starting and parking of riding, it is easy to interfere with the operation of the feet (such as pedaling and landing), and disturb the normal riding action. If K3 is greater than 2.6, the front support 511 is too close to the rear, and when the electric vehicle 500 is parked, the center of gravity of the electric vehicle 500 is relatively close to the front, which is easy to cause the electric vehicle 500 to fall, and is not conducive to improving the reliability of use.

[0507] Specifically, K3 can be any value within the range of 2-2.6, for example, 2, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6.

[0508] In some embodiments, along the third direction 03, the height H19 of the fifth connecting portion 504h falls within the range of 20mm-55mm. If H19 is less than 20mm, the installation position provided for the front support 511 is limited, and the installation difficulty is large, and at the same time, it is also difficult to ensure that the fifth connecting portion 504h has sufficient stress area, which is easy to cause the fifth connecting portion 504h to bend or deform, especially in the case that the electric vehicle 500 is heavy or heavily loaded. If H19 is greater than 55mm, it is too close to the ground, and during the riding process, it is easy to collide with the ground or objects on the ground, which is not conducive to ensuring the passability and riding safety.

[0509] Specifically, H19 can be any value in the range of 20mm-55mm, such as 20mm, 25mm, 30mm, 35mm, 40mm, 45mm, 50mm, 55mm.

[0510] In some embodiments, the fifth connecting portion 504h is welded and fixed with the first flat portion 5044b.

[0511] Referring to FIGS. 34-37, in some embodiments, the mounting rack 5041 further comprises a first support beam 5045 and a second support beam 5046. The two ends of the first support beam 5045 are fixedly connected with the two support rods 5044 respectively. The two ends of the second support beam 5046 are also fixedly connected with the two support rods 5044 respectively. The arrangement of the first support beam 5045 and the second support beam 5046 helps to keep the distance between the two support rods 5044 stable, i.e., helps to improve the stability of the frame 504 structure.

[0512] In some embodiments, the support rod 5044 is provided with the first support beam 5045 and the second support beam 5046, a total of two support beams. It can be understood that, in some other embodiments, the support rod 5044 can also be provided with only one support beam, or more than two support beams.

[0513] In some embodiments, the first support beam 5045 extends along the second direction 02 and is perpendicular to the support rod 5044, so as to have higher stability when supporting the two support rods 5044 and improve the durability of the frame 504. In addition, the first support beam 5045 is also shorter, which reduces the weight and at the same time reduces the material cost.

[0514] In some embodiments, the first support beam 5045 is located at the rear end of the first arc-shaped portion 5044e, and the overall geometric stability of the structure is good, so that the first support beam 5045 is not easy to bend or deform, which is conducive to improving the overall stability of the mounting rack 5041. In addition, along the first direction 01, the space on the rear side can also be released to install other parts or components, such as the battery assembly 509.

[0515] Referring to FIG. 34, in some embodiments, the first support beam 5045 is located at the front end of the first flat portion 5044b, and the overall geometric stability of the structure is good, so that the first support beam 5045 is not easy to bend or deform, which is conducive to improving the overall stability of the mounting rack 5041.

[0516] In some embodiments, the second support beam 5046 extends along the second direction 02 and is perpendicular to the support rod 5044, so as to better improve the stability of keeping the fixed distance between the two support rods 5044 and improve the stability of the frame 504 structure. In addition, the second support beam 5046 is also shorter, which reduces the weight and at the same time reduces the material cost.

[0517] Referring to FIG. 33 and FIG. 34, in some embodiments, the second support beam 5046 is located at a position close to the rear end of the first flat portion 5044b, i.e., the second support beam 5046 is located between the middle and the rear end of the first flat portion 5044b, so that the second support beam 5046 is more stable when supporting the first flat portion 5044b, and at the same time, the space on the rear side can be released along the first direction 01 to install other parts or components, such as the rear wheel 506, which is conducive to the miniaturization design of the electric vehicle 500. In addition, the space on the front side can also be released to install other parts or components, such as the battery assembly 509.

[0518] Referring to FIG. 37 to FIG. 43, in some embodiments, the cross section of the first support beam 5045 perpendicular to the second direction 02 is in a rectangular ring shape, which reduces the weight of the first support beam 5045 under the condition of meeting the support strength, facilitates the lightweight design of the electric vehicle 500; in addition, it can also save the materials used for the preparation of the first support beam 5045, reduce the production cost; moreover, the rectangular ring shape is a regular shape, the structure is simple and regular, which is convenient for processing and reduces the processing difficulty and cost.

[0519] It can be understood that, in some other embodiments, the cross section of the first support beam 5045 perpendicular to the second direction 02 is not limited to be in a rectangular ring shape, but can also be in other regular or irregular shapes, such as a circular ring shape, an elliptical ring shape, etc.

[0520] In some embodiments, the first support beam 5045 is hollow, which can save the materials used for the preparation of the first support beam 5045 and reduce the production cost.

[0521] In some embodiments, the first support beam 5045 is in a tubular shape, which can reduce the weight and facilitate the lightweight design of the electric vehicle 500.

[0522] Referring to FIG. 44 to FIG. 48, in some embodiments, the cross section of the second support beam 5046 perpendicular to the second direction 02 is in a circular ring shape, which reduces the weight of the second support beam 5046 under the condition of meeting the support strength, facilitates the lightweight design of the electric vehicle 500; in addition, it can also save the materials used for the preparation of the second support beam 5046, reduce the production cost; moreover, the circular ring shape is a regular shape, the structure is simple and regular, which is convenient for processing and reduces the processing difficulty and cost.

[0523] It can be understood that, in some other embodiments, the cross section of the second support beam 5046 perpendicular to the second direction 02 is not limited to be in a circular ring shape, but can also be in other regular or irregular shapes, such as a square ring shape, an elliptical ring shape, etc.

[0524] Referring to FIG. 34 and FIG. 94, in some embodiments, the sixth connecting part 5048 is fixed on the second support beam 5046, so the installation positions of the first support beam 5045 and the second support beam 5046 cannot be exchanged. Perpendicular to the second direction 02, the shape of the cross section of the first support beam 5045 is different from the shape of the cross section of the second support beam 5046, so as to have the function of preventing mistakes during installation, that is, to reduce the risk of exchanging the installation of the first support beam 5045 and the second support beam 5046, improve the operation efficiency of the operator, and improve the qualified rate.

[0525] Referring to FIG. 37 to FIG. 41, in some embodiments, the first support beam 5045 has a first through hole 5045a penetrating through the first support beam 5045 along the first direction 01.

[0526] In some embodiments, the first through hole 5045a is used for the power line or the signal line to pass through, avoiding the disorder of the line, and even the abrasion of the line caused by friction with the ground. Of course, it can also be selected according to the line layout of the electric vehicle 500, that is, the line can also pass through other spaces.

[0527] In some embodiments, the first through hole 5045a can reduce the weight of the first support beam 5045, facilitating cost reduction.

[0528] In some embodiments, the first support beam 5045 has a plurality of first through holes 5045a arranged in sequence along the second direction 02, facilitating positioning of the first support beam 5045 during production, such as assembly of the first support beam 5045 and the first flat part 5044b, through the combined action of the plurality of first through holes 5045a, to reduce production difficulty.

[0529] Referring to FIG. 37, FIG. 44 to FIG. 46, in some embodiments, the second support beam 5046 has a second through hole 5046a penetrating through the second support beam 5046 along the first direction 01.

[0530] In some embodiments, the second through hole 5046a is used for the power line or the signal line to pass through, avoiding the disorder of the line, and even the abrasion of the line caused by friction with the ground. Of course, it can also be selected according to the line layout of the electric vehicle 500, that is, the line can also pass through other spaces.

[0531] In some embodiments, the second through hole 5046a can reduce the weight of the second support beam 5046, facilitating cost reduction.

[0532] In some embodiments, the second support beam 5045 has a plurality of second through holes 5046a arranged in sequence along the second direction 02, facilitating positioning of the second support beam 5045 through the combined action of the plurality of second through holes 5046a during production, such as assembly of the second support beam 5045 and the first flat portion 5044b, to reduce production difficulty.

[0533] In some embodiments, the first support beam 5045 is provided with two first through holes 5045a, and the second support beam 5046 is provided with two second through holes 5046a, the two first through holes 5045a and the two second through holes 5046a are arranged correspondingly along the first direction 01, and the first through hole 5045a and the corresponding second through hole 5046a are used in combination to better avoid the disorder of the lines.

[0534] It can be understood that in other embodiments, the number of first through holes 5045a is not limited to two, but can also be one or more than two. Similarly, in other embodiments, the number of second through holes 5046a is also not limited to two, but can also be one or more than two.

[0535] Referring to FIGS. 42 and 43, in some embodiments, the bottom side of the first support beam 5045 is provided with a first drainage hole 5045b to drain water in the first support beam 5045 when water enters the first support beam 5045, to keep the inner cavity of the first support beam 5045 dry and reduce the risk of rust caused by long-term dampness. It can be understood that if the first support beam 5045 is fixedly connected to the support rod 5044 by welding, cleaning water may enter the first support beam 5045 during welding and cleaning of the first support beam 5045. In addition, water in the environment may also enter the first support beam 5045.

[0536] Referring to FIGS. 47 and 48, in some embodiments, the bottom side of the second support beam 5046 is provided with a second drainage hole 5046b to drain water in the second support beam 5046 when water enters the second support beam 5046, to keep the second support beam 5046 dry and reduce the risk of rust caused by long-term dampness. It can be understood that if the second support beam 5046 is fixedly connected to the support rod 5044 by welding, cleaning water may enter the second support beam 5046 during welding and cleaning of the second support beam 5046. In addition, water in the environment may also enter the second support beam 5046.

[0537] Referring to FIGS. 49 and 50, the two ends of the first support beam 5045 along the second direction 02 are provided with first avoiding recesses 5045d matched with the support rods 5044 on the corresponding sides. The inner surfaces of the first avoiding recesses 5045d are in abutment with the support rods 5044 on the corresponding sides, improving the stability of the fixed connection of the first support beam 5045 with the support rods 5044.

[0538] In some embodiments, along the second direction 02, the first avoiding recesses 5045d are approximately centrally symmetrical with the first flat portions 5044b, which can also be understood as that the symmetry lines of the first avoiding recesses 5045d are approximately coincident with the symmetry lines of the first flat portions 5044b, so that the stress on the first flat portions 5044b is more uniform.

[0539] Referring to FIG. 50, the top ends of the first avoiding recesses 5045d are lower than the top ends of the first support rods 5044, so as to facilitate the distinction between the top ends and the bottom ends of the first support rods 5044 when installed, having a foolproof effect. In addition, the height of the support plate 5042 can be lowered as much as possible, so that the center of gravity of the electric vehicle 500 is lowered, and the riding is more stable.

[0540] Referring to FIGS. 51 and 52, the two ends of the second support beam 5046 along the second direction 02 are provided with second avoiding recesses 5046c matched with the support rods 5044 on the corresponding sides. The inner surfaces of the second avoiding recesses 5046c are in abutment with the support rods 5044 on the corresponding sides, improving the stability of the fixed connection of the second support beam 5046 with the support rods 5044.

[0541] The first avoiding recesses 5045d and the second avoiding recesses 5046c are both arc surfaces, which are matched with the structure of the support rods 5044. It can be understood that in some other embodiments, if the shape of the support rods 5044 changes, the structures of the first avoiding recesses 5045d and the second avoiding recesses 5046c also change accordingly.

[0542] Furthermore, it can be understood that in some other embodiments, the two ends of the first support beam 5045 along the second direction 02 can not be provided with recess structures, and the two ends of the second support beam 5046 along the second direction 02 can also not be provided with recess structures, which can realize the fixed connection with the support rods 5044.

[0543] Referring to FIGS. 51 to 53, along the third direction 03, the height of the top end of the first support beam 5045 is higher than the height of the top end of the second support beam 5046, so that other parts or components, such as the sixth connecting portion 5048, can be installed on the second support beam 5046, making the overall structure more compact and facilitating miniaturization design.

[0544] In some embodiments, the first support beam 5045 is made of carbon structural steel, which is strong and not easy to deform. In addition, it is easy to shape and process, and can reduce production cost.

[0545] In some embodiments, the thickness of the first support beam 5045 falls within the range of 1mm-2.5mm. When the thickness is less than 1.5mm, the structural strength is insufficient, and when the road surface is bumpy, resulting in a larger impact, or when the rider is heavy and / or carries heavy items, it is easy to bend or deform. When the thickness is greater than 2.5mm, the weight will increase significantly, and the material cost will also increase.

[0546] Specifically, the thickness of the first support beam 5045 can be any value within the range of 1.5mm-2.5mm, such as 1.5mm, 1.6mm, 1.7mm, 1.8mm, 1.9mm, 2mm, 2.1mm, 2.2mm, 2.3mm, 2.4mm, 2.5mm.

[0547] Referring to FIG. 53, in some embodiments, the first support beam 5045 has a width W7 along the first direction 01 falling within the range of 10mm-20mm, and a height H15 along the third direction 03 falling within the range of 25mm-35mm, so as to have lower weight and smaller space while meeting the support strength requirement, reduce the occupation or compression of other spaces, and facilitate the installation of other parts or components, especially the battery assembly.

[0548] Specifically, W7 can be any value within the range of 10mm-20mm, such as 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, 17mm, 18mm, 19mm, 20mm. H15 can be any value within the range of 25mm-35mm, such as 25mm, 26mm, 27mm, 28mm, 29mm, 30mm, 31mm, 32mm, 33mm, 34mm, 35mm.

[0549] In some embodiments, the second support beam 5046 is made of carbon structural steel, which is strong and not easy to deform. In addition, it is easy to shape and process, and can reduce production cost.

[0550] In some embodiments, the wall thickness of the second support beam 5046 falls within the range of 1mm-2.5mm. When the wall thickness is less than 1.5mm, the structural strength is insufficient, and when the road surface is bumpy, resulting in a larger impact, or when the rider is heavy and / or carries heavy items, it is easy to bend or deform. When the wall thickness is greater than 2.5mm, the weight will increase significantly, and the material cost will also increase.

[0551] Specifically, the wall thickness of the second support beam 5046 can be any value in the range of 1.5-2.5 mm, such as 1.5 mm, 1.6 mm, 1.7 mm, 1.8 mm, 1.9 mm, 2 mm, 2.1 mm, 2.2 mm, 2.3 mm, 2.4 mm, 2.5 mm.

[0552] Referring to FIG. 53, in some embodiments, the second support beam 5045 is a circular beam, and the outer diameter D3 of the second support beam 5045 falls within the range of 24-32 mm, so as to have lower weight, smaller space, reduce the invasion or compression to other spaces around, facilitate the installation of other parts or components, especially the battery assembly, while meeting the support strength requirement.

[0553] Specifically, D3 can be any value in the range of 24-32 mm, such as 24 mm, 25 mm, 26 mm, 27 mm, 28 mm, 29 mm, 30 mm, 31 mm, 32 mm.

[0554] Referring to FIG. 24, in some embodiments, along the first direction O1, the first support beam 5045 is located at the rear end of the first arc-shaped portion 5044e, and the second support beam 5046 is located at the position close to the rear end of the first flat portion 5044b. The space formed by the first support beam 5045, the second support beam 5046, and the two first flat portions 5044b is generally rectangular, has the characteristics of length and width, and is adapted to the shape of the battery assembly 509, which can be used to install the battery assembly 509, fully utilizes the space, and is conducive to the miniaturization design of the electric vehicle 500. In addition, through the front and rear support, the support structure is simplified, the stability of the mounting bracket 5041 is effectively ensured, the material and cost are saved, and the miniaturization design is facilitated.

[0555] Referring to FIG. 34, in some embodiments, specifically, the cross section of the first support beam 5045 perpendicular to the second direction O2 is generally rectangular ring-shaped, and the cross section of the second support beam 5046 perpendicular to the second direction O2 is generally circular ring-shaped. Along the first direction O1, the width of the second support beam 5046 is greater than that of the first support beam 5045, so that the support strength of the second support beam 5046 is greater than that of the first support beam 5045, so as to adapt to the distribution characteristics of the first support beam 5045 and the second support beam 5046, so that the front end and the rear end of the support rod 5044 have good support, and the overall stability of the mounting bracket 5041 is improved. In addition, due to the different shapes of the first support beam 5045 and the second support beam 5046, the first support beam 5045 and the second support beam 5046 have the function of preventing mistakes during installation, that is, reducing the risk of incorrect installation caused by the exchange of the first support beam 5045 and the second support beam 5046, improving the operation efficiency of the operator, and improving the qualification rate.

[0556] Referring to FIG. 33 and FIG. 36, in some embodiments, along the first direction 01, the length of the support rod 5044 is L18, the distance between the first support beam 5045 and the front end of the support rod 5044 is L19, and the ratio K4 of L18 to L19 falls within the range of 3.5-4.3. The distance between the second support beam 5046 and the rear end of the support rod 5044 is L20, and the ratio K5 of L18 to L20 falls within the range of 3.1-3.9. If the distance between the first support beam 5045 and the second support beam 5046 is too large, the middle region of the two support rods 5044 lacks support points and is prone to deformation or bending. In addition, the first support beam 5045 also occupies too much installation space on the front side, interfering with the installation of other parts or components, such as the front fender and the wire tube 516, and the second support beam 5046 also occupies too much installation space on the rear side, interfering with the installation of other parts or components, such as the rear wheel 506. In order to ensure normal installation, other parts or components on the front and rear sides need to be correspondingly avoided, which is not conducive to the miniaturization design of the electric vehicle 500. If the distance between the first support beam 5045 and the second support beam 5046 is too small, the support of the two support rods 5044 is only concentrated in the middle region, and the front end and the rear end of the support rod 5044 lack support and are prone to deformation or bending.

[0557] Specifically, K4 can be any value within the range of 3.5-4.3, such as 3.5, 3.6, 3.7, 3.8, 3.9, 4, 4.1, 4.2, and 4.3. K5 can be any value within the range of 3.1-3.9, such as 3.1, 3.2, 3.3, 3.4, 3.5, 3.6, 3.7, 3.8, and 3.9.

[0558] Referring to FIG. 33 and FIG. 98, in some embodiments, along the first direction 01, the battery assembly 509 is located between the first support beam 5045 and the second support beam 5046. On the one hand, the first support beam 5045 and the second support beam 5046 protect the battery assembly 509 in the first direction 01, that is, the first support beam 5045 can block or shield the battery assembly 509 from impact or dirt, such as rainwater and dust, from the front side, and the second support beam 5045 can block or shield the battery assembly 509 from impact or dirt from the rear side. On the other hand, when installing the battery assembly, the first support beam 5045 and the second support beam 5046 can serve as positioning structures to more quickly determine the installation position of the battery assembly 509 along the first direction 01, that is, they have a certain installation position indicating effect, improving operational efficiency.

[0559] Referring to FIG. 36, in some embodiments, the distance L8 between the first support beam 5045 and the second support beam 5046 falls within the range of 335mm-385mm. If L8 is too large, the middle region of the two support rods 5044 lacks support points and is prone to deformation or bending. In addition, the first support beam 5045 also occupies too much mounting space on the front side, interfering with the installation of other parts or components, such as the front fender, the wire tube 516, and the second support beam 5046 also occupies too much mounting space on the rear side, interfering with the installation of other parts or components, such as the rear wheel 506. In order to ensure normal installation, other parts or components on the front and rear sides need to be correspondingly avoided, which is not conducive to the miniaturization design of the electric vehicle 500. If L8 is too small, the support of the two support rods 5044 is only concentrated in the middle region, and the front end and the rear end of the support rod 5044 lack support and are prone to deformation or bending.

[0560] Specifically, L8 can be any value within the range of 335mm-385mm, such as 335mm, 340mm, 345mm, 350mm, 355mm, 360mm, 365mm, 370mm, 375mm, 380mm, or 385mm.

[0561] Referring to FIG. 34 and FIG. 98, in some embodiments, along the second direction 02, the battery assembly 509 is located between the two support rods 5044. On the one hand, when installing the battery assembly 509, the two support rods 5044 can serve as positioning structures to more quickly determine the installation position of the battery assembly 509 along the second direction 02, that is, have a certain installation position indicating effect, improving operational efficiency; on the other hand, the two sides of the battery assembly 509 along the second direction 02 are blocked by the two support rods 5044 to reduce the risk of the battery assembly 509 being impacted by external forces and improve the service life of the battery assembly 509.

[0562] In some embodiments, along the first direction 01, the battery assembly 509 is substantially flat, so that the height of the battery assembly 509 along the third direction 03 is small, and the space formed by the first flat portion 5044b, the first support beam 5045, and the second support beam 5046 can be fully utilized. In addition, the resistance experienced by the electric vehicle 500 during travel can be reduced. In addition, the risk of the battery assembly 509 colliding with the ground or obstacles on the ground during travel can be reduced.

[0563] In some embodiments, the battery assembly 509 is substantially square in shape and regular in shape, which can allow the battery assembly 509 to have a larger internal space for arranging more battery cells and having better endurance.

[0564] Referring to Figure 78, in some embodiments, along the third direction 03, the bottom side of the battery assembly 509 is lower than the first support beam 5045 and the second support beam 5046, that is, the bottom side of the battery assembly 509 protrudes downward, which facilitates the installation or maintenance personnel to put in or take out the battery assembly 509.

[0565] In some embodiments, the battery assembly 509 includes an extension section 509a and an exposed section 509b sequentially disposed along a third direction 03.

[0566] The extension section 509a is located between the first support beam 5045 and the second support beam 5046. When the first support beam 5045 is closer to the ground than the second support beam 5046, the bottom side of the extension section 509a is flush with the bottom side of the first support beam 5045. When the second support beam 5046 is closer to the ground than the first support beam 5045, the bottom side of the extension section 509a is flush with the bottom side of the second support beam 5046. When the bottom sides of the first support beam 5045 and the second support beam 5046 are flush, the bottom sides of the extension section 509a, the first support beam 5045, and the second support beam 5046 are flush.

[0567] The exposed section 509b is located on the bottom side of the first support beam 5045 and the second support beam 5046. When the first support beam 5045 is closer to the ground than the second support beam 5046, the top side of the exposed section 509b is flush with the bottom side of the first support beam 5045. When the second support beam 5046 is closer to the ground than the first support beam 5045, the top side of the exposed section 509b is flush with the bottom side of the second support beam 5046. When the bottom sides of the first support beam 5045 and the second support beam 5046 are flush, the top side of the exposed section 509b is flush with the bottom sides of the first support beam 5045 and the second support beam 5046.

[0568] In some embodiments, along the third direction 03, the height of the inserted section 509a is H10, and the height of the exposed section 509b is H11. The ratio K6 of H10 to H11 falls within the range of 1-2. When K6 is less than 1, a large portion of the battery assembly 509 is not located between the first support beam 5045 and the second support beam 5046, meaning a larger portion is exposed outwards. This increases the risk of impact from the ground or external objects during riding, which is detrimental to extending the lifespan of the battery assembly 509. Additionally, the resistance encountered during riding is also greater. When K6 is greater than 2, a large portion of the battery assembly 509 is located between the first support beam 5045 and the second support beam 5046. To accommodate this characteristic, the support plate 5042 needs to be moved upwards, resulting in a higher support plate 5042. This leads to a higher center of gravity for the rider, which is detrimental to the safety of the electric vehicle.

[0569] Specifically, K6 can be any value within the range of 1-2, such as 1.0, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2.0.

[0570] In some embodiments, along the first direction O1, the distance between the back side of the first support beam 5045 and the front side of the protruding section 509a is L21, and L21 falls within the range of 1mm-5mm. When L21 is less than 1mm, the battery assembly 509 is prone to mutual friction or collision with the first support beam 5045 during the process of placing the battery assembly 509 between the first support beam 5045 and the second support beam 5046, increasing the installation difficulty. When L21 is greater than 5mm, space is wasted, resulting in a smaller battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0571] Specifically, L21 can be any value within the range of 1mm-5mm, such as 1mm, 1.5mm, 2.0mm, 2.5mm, 3.0mm, 3.5mm, 4.0mm, 4.5mm, 5mm.

[0572] In some embodiments, along the first direction O1, the distance between the back side of the first support beam 5045 and the front side of the protruding section 509a is L21, and L21 falls within the range of 1mm-5mm. When L21 is less than 1mm, the battery assembly 509 is prone to mutual friction or collision with the first support beam 5045 during the process of placing the battery assembly 509 between the first support beam 5045 and the second support beam 5046, increasing the installation difficulty. When L21 is greater than 5mm, space is wasted, resulting in a smaller battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0573] Specifically, L21 can be any value within the range of 1mm-5mm, such as 1mm, 1.5mm, 2.0mm, 2.5mm, 3.0mm, 3.5mm, 4.0mm, 4.5mm, 5mm.

[0574] Referring to FIG. 98 and FIG. 186, in some embodiments, along the second direction O2, the distance between the right side of the support rod 5044 and the left side of the protruding section 509a is L23, and L23 falls within the range of 1mm-10mm. When L23 is less than 1mm, the battery assembly 509 is prone to mutual friction or collision with the support rod 5044 during the process of placing the battery assembly 509 between the two support rods 5044, increasing the installation difficulty. When L23 is greater than 10mm, space is wasted, resulting in a smaller battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0575] Specifically, L23 can be any value within the range of 1mm-10mm, such as 1mm, 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm.

[0576] Referring to FIGS. 80-82 and FIG. 90, in some embodiments, the battery assembly 509 includes a battery box 509c, a battery pack 509d, and a controller 509e, the battery pack 509d and the controller 509e are placed in the inner cavity of the battery box 509c.

[0577] Along the third direction 03, the top side of the battery box 509c is a closed side, and the bottom side is an open side. Along the first direction 01, the length L25 of the inner cavity of the battery box 509c falls within the range of 260-300 mm. When L25 is less than 260 mm, the battery pack 509d that can be placed is too short, which is not conducive to improving the endurance of the electric vehicle 500. When L25 is greater than 300 mm, the spacing of the first support beam 5045 and the second support beam 5046 that are adapted to the battery box 509c is too large, resulting in that the mounting bracket 5041 is too long, which is not conducive to the miniaturization design of the electric vehicle 500.

[0578] Specifically, L25 can be any value within the range of 260-300 mm, for example, 260 mm, 265 mm, 270 mm, 275 mm, 280 mm, 285 mm, 290 mm, 295 mm, or 300 mm.

[0579] In some embodiments, along the second direction 02, the width W8 of the inner cavity of the battery box 509c falls within the range of 120-150 mm. When W8 is less than 120 mm, the controller 509e can only be placed in a side-standing manner, and the height of the battery box 509c that is adapted to the controller 509e is too large, which is not conducive to achieving the miniaturization design of the electric vehicle 500. When W8 is greater than 150 mm, the spacing of the two support rods 5044 that are adapted to the battery box 509c is too large, resulting in that the mounting bracket 5041 is too wide, which is not conducive to the miniaturization design of the electric vehicle 500.

[0580] Specifically, W8 can be any value within the range of 120-150 mm, for example, 120 mm, 125 mm, 130 mm, 135 mm, 140 mm, 145 mm, or 150 mm.

[0581] Referring to FIG. 33 and FIG. 78, in some embodiments, along the third direction 03, the height of the battery assembly 509 is H13, the height of the support plate 5042 from the ground is H12, and the ratio K7 of H12 to H13 falls within the range of 3-4.5. When K7 is less than 3, the battery assembly 509 is too high, i.e., is relatively close to the ground, and in the process of traveling, the battery assembly 509 is prone to collision with the ground or objects on the ground, which is poor in passability and also increases the safety risk. When K7 is greater than 4.5, the battery assembly 509 is too short, and the space for accommodating the battery pack 509d is limited, which is not conducive to improving the endurance of the electric vehicle 500.

[0582] Specifically, K7 can be any value in the range of 3-4.5, such as 3, 3.2, 3.4, 3.6, 3.8, 4, 4.2, 4.4, 4.5.

[0583] In some embodiments, along the first direction O1, the length of the battery assembly 509 is L26, the ratio of L8 to L26 is K8, L8 is the distance between the first support beam 5045 and the second support beam 5046, and K8 is in the range of 1.01-1.05. If K8 is less than 1.01, the battery assembly 509 is prone to friction or collision during the process of being placed between the first support beam 5045 and the second support beam 5046, increasing the difficulty of installation. If K8 is greater than 1.05, it causes space waste, resulting in a smaller battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0584] Specifically, K8 can be any value in the range of 1.01-1.05, such as 1.01, 1.02, 1.03, 1.04, 1.05.

[0585] Referring to FIG. 79, in some embodiments, along the second direction O2, the width of the battery assembly 509 is W9, the distance between the two first flat portions 5044b is L27, and the ratio of L27 to W9 is K9, K9 is in the range of 1.01-1.05. If K9 is less than 1.01, the battery assembly 509 is prone to friction or collision during the process of being placed between the two first flat portions 5044b, increasing the difficulty of installation. If K9 is greater than 1.05, it causes space waste, resulting in a smaller battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0586] Specifically, K9 can be any value in the range of 1.01-1.05, such as 1.01, 1.02, 1.03, 1.04, 1.05.

[0587] Referring to FIG. 79 and FIG. 80, in some embodiments, along the second direction O2, the left side and the right side of the battery box 509c are both inclined inward by a certain angle, which can avoid the first flat portion 5044b during the process of placing the battery box 509c between the two first flat portions 5044b, reducing the risk of friction or collision. At the same time, it is convenient and stable for the installer or maintenance personnel to hold the battery box 509c with one hand.

[0588] In some embodiments, taking the left side of the battery box 509c as an example, the included angle between the left side of the battery box 509c and the second plane is β28, and β28 falls within the range of 2°-8°. If β28 is less than 2°, the avoidance effect on the first flat portion 5044b is weak, which is not conducive to reducing the risk. If β28 is greater than 8°, it will cause the adapted inner cavity to be smaller, making it difficult to place a larger battery assembly 509, which is not conducive to improving the endurance of the battery assembly 509.

[0589] Specifically, β28 can be any value within the range of 2°-8°, such as 2°, 3°, 4°, 5°, 6°, 7°, or 8°.

[0590] Referring to FIGS. 79 and 81, in some embodiments, the front side and the rear side of the battery box 509c are both inwardly inclined by an angle along the first direction O1. In the process of placing the battery box 509c between the first support beam 5045 and the second support beam 5046, the first support beam 5045 and the second support beam 5046 can be avoided, reducing the risk of mutual friction or collision.

[0591] In some embodiments, the front side of the battery box 509c is taken as an example for illustration, and the included angle between the front side of the battery box 509c and the third plane is β29, which falls within the range of 2°-8°. If β29 is less than 2°, the avoidance effect on the first support beam 5045 and the second support beam 5046 is weak, which is not conducive to reducing the risk. If β29 is greater than 8°, it will result in a smaller adapted inner cavity, which is difficult to place a larger battery pack 509d, and is not conducive to improving the endurance of the battery assembly 509.

[0592] Specifically, β29 can be any value within the range of 2°-8°, such as 2°, 3°, 4°, 5°, 6°, 7°, or 8°.

[0593] In some embodiments, β28 is the same as β29, which facilitates molding and improves processing efficiency.

[0594] Referring to FIGS. 90 and 98, in some embodiments, the battery assembly 509 further includes a battery cover 509f. Along the third direction O3, the battery box 509c is installed on the support plate 5042 in an inverted hanging form, and the battery cover 509f is located below the battery box 509c, that is, the battery cover 509f is towards the ground. Moreover, the battery box 509c is made of plastic, and the battery cover 509f is made of metal. The battery cover 509f is made of metal, and the battery cover 509f is towards the ground, which is easy to be impacted by external objects such as sand and stones, and is also easy to be scratched by the road surface. The metal has high strength and can resist external impact, avoiding deformation or rupture of the battery cover 509f, which is conducive to protecting the internal battery pack 509d. In addition, the battery assembly 509 generates heat during charging and discharging, and the thermal conductivity of metal is higher than that of plastic, which can quickly conduct heat to the outside to avoid overheating of the battery assembly 509. The battery box 509c is supported by plastic, which has low cost and light weight, and is conducive to reducing the weight of the whole vehicle, improving the endurance, and realizing the lightweight design of the electric vehicle 500.

[0595] In some embodiments, the material of the battery box 509c can be ABS312C, PC, or PBT. ABS312C is acrylonitrile-butadiene-styrene copolymer, PC is polycarbonate, and PBT is polybutylene terephthalate.

[0596] In some embodiments, the material of the battery cover 509f is SPCC, Q195, Q235, SECC or SGCC. SPCC is a cold-rolled carbon steel sheet, Q195 and Q235 are carbon structural steel, SECC is an electrolytic galvanized steel sheet, and SGCC is a hot-dip galvanized steel sheet.

[0597] Referring to FIGS. 78 and 82, in some embodiments, along the first direction 01, the front side of the battery box 509c is provided with a first wire passing hole 509g, and along the third direction 03, the top side of the first wire passing hole 509g is lower than the bottom side of the first support beam 5045, which reduces the difficulty of threading the cable into the first wire passing hole 509g and makes the cable more natural in extension, thereby facilitating the protection of the cable.

[0598] In some embodiments, along the first direction 01, the rear side of the battery box 509c is provided with a second wire passing hole 509h, and along the third direction 03, the top side of the second wire passing hole 509h is lower than the bottom side of the second support beam 5046, which reduces the difficulty of wiring after the cable is threaded out of the first wire passing hole 509g and makes the cable more natural in extension, thereby facilitating the protection of the cable.

[0599] Referring to FIGS. 90, 109 and 110, in some embodiments, along the second direction 02, the left side and the right side of the battery box 509c are each provided with a stud 509i, and the electric vehicle 500 further includes a first screw corresponding to the stud 509i, and the first flat portion 5044b is provided with a second mounting hole 5044o corresponding to the first screw. The first screw and the stud 509i are used to fix the battery box 509c and the first flat portion 5044b, which is stable and low in cost.

[0600] Referring to FIG. 90, in some embodiments, the battery box 509c is provided with multiple rows of studs 509i along the first direction 01, and the connection is stable, which is especially suitable for bumpy road conditions.

[0601] Specifically, the number of rows of studs 509i includes but is not limited to two rows, three rows or four rows.

[0602] Referring to FIG. 92, in some embodiments, along the first direction 01, the distance between the first row of studs 509i and the last row of studs 509i is L28, the length of the top side of the battery box 509c is L29, and the ratio of L28 to L29 is K10, which falls within the range of 0.8-1. If K10 is less than 0.8, there is no support point at both ends of the battery box 509c, which is not conducive to improving the stability of the overall support of the battery assembly 509.

[0603] Specifically, K10 can be any value in the range of 0.8-1, for example, 0.8, 0.82, 0.84, 0.86, 0.88, 0.9, 0.92, 0.94, 0.96, 0.98, 1.

[0604] Referring to FIG. 109 and FIG. 110, in some embodiments, along the third direction 03, the second mounting hole 5044o of the first flat portion 5044b is wide on the top side and narrow on the bottom side, and the first screw is a flat head screw, facilitating the sinking installation of the first screw, that is, the top side of the first screw is flush with the top side of the first flat portion 5044b, and when the rider pedals on the first flat portion 5044b, there is no foreign body sensation, good comfort, and no obstruction when getting on or off the vehicle, facilitating smooth movement of the feet. When the animal is seated on the first flat portion 5044b, there is no foreign body sensation, good comfort, and no obstruction when getting on or off the vehicle, good safety.

[0605] Referring to FIG. 78, in some embodiments, along the first direction 01, the battery assembly 509 is located on the front side of the first flat portion 5044b, so that the weight of the battery assembly 509 is relatively forward, and the riding position of the rider is relatively rear, which is beneficial to balance the stress condition of the mounting bracket and improve the stability of the electric vehicle in driving.

[0606] Referring to FIG. 34, in some embodiments, the mounting bracket 5041 further comprises a third support beam 5047. The two ends of the third support beam 5047 are fixedly connected with the two support rods 5044 respectively, so as to better maintain the spacing of the two support rods 5044.

[0607] In some embodiments, the third support beam 5047 is fixedly welded with the two support rods 5044.

[0608] Referring to FIG. 33, in some embodiments, along the third direction 03, the battery assembly 509 is located on the bottom side of the support plate 5042, which isolates the rider / animal / object from the battery assembly 509 through the support plate 5042, without the need to increase other structures, so that the structure of the electric vehicle 500 is more simple, the cost is reduced, and the miniaturization design of the electric vehicle 500 is facilitated. In addition, the battery assembly 509 is located on the bottom side of the support plate 5042, so that the height of the battery assembly 509 relative to the road surface is low, which reduces the overall center of gravity of the electric vehicle 500 and improves the stability and riding safety of the electric vehicle 500.

[0609] Referring to FIGS. 54-55, in some embodiments, the support rod 5044 is tubular. The frame 504 further includes a plug 504n that matches the open end of the support rod 5044 to plug the end of the support rod 5044 to prevent dust or water vapor in the environment from entering the support rod 5044, to reduce the risk of corrosion of the support rod 5044, to avoid the risk of increasing the weight of the electric vehicle 500 due to this, and to improve the cleanliness of the electric vehicle 500. In addition, the arrangement of the plug 504n can also reduce the risk of the rider or the people around the electric vehicle 500 directly colliding with the end of the support rod 5044.

[0610] In some embodiments, the plug 504n is made of rubber or plastic and has a certain elasticity, which facilitates insertion into the support rod 5044 through deformation. Under the elastic deformation of the plug 504n itself, the plug 504n and the inner wall of the support rod 5044 are extruded, reducing the risk of the plug 504n slipping out.

[0611] In addition, in some embodiments, the support rod 5044 is a circular tube. During the specific installation of the plug 504n, the plug 504n can be inserted into the support rod 5044 while rotating, reducing the operation difficulty.

[0612] Referring to FIGS. 55 and 57, in some embodiments, the plug 504n includes a plugging body 504na and a plurality of sealing rings 504nb. The sealing ring 504nb is sleeved on the plugging body 504na to abut against the inner side wall of the support rod 5044 after the plug 504n is installed to achieve sealing. The plurality of sealing rings 504nb are sequentially and spacedly arranged along the axial direction of the plug 504n. It can be understood that the axial direction of the plug 504n refers to the direction of the axis 05 of the plug 504n, that is, the extension direction of the support rod 5044 at this position. It can be understood that in some embodiments, the axial direction of the plug 504n is along the first direction 01. It can be understood that in some other embodiments, with the adjustment of the shape of the support rod 5044, the axis of the plug 504n is adjusted accordingly, and the axial direction is also adjusted accordingly.

[0613] The arrangement of the plurality of sealing rings 504nb improves the sealing effect of the end of the support rod 5044. In addition, the arrangement of the plurality of sealing rings 504nb can also improve the friction between the plug 504n and the inner side wall of the support rod 5044, reducing the risk of the plug 504n slipping out. In addition, the plurality of sealing rings 504nb are sequentially and spacedly arranged to provide space for the deformation of the sealing ring 504nb along the axial direction of the plug 504n, facilitating the insertion of the plug 504n into the support rod 5044.

[0614] In some embodiments, the thickness H6 of the sealing ring 504nb along the axial direction of the plug 504n falls within the range of 0.2mm-1mm, H6 is less than 0.2mm, and the sealing ring 504nb is prone to plastic deformation, tearing or damage due to insufficient strength, H6 is greater than 1mm, and the contact area between the sealing ring 504nb and the support rod 5044 is too large, which increases the friction when the plug 504n is inserted into the support rod 5044, thereby increasing the assembly difficulty.

[0615] Specifically, H6 can be any value within the range of 0.2mm-1mm, such as 0.2mm, 0.3mm, 0.4mm, 0.5mm, 0.6mm, 0.7mm, 0.8mm, 0.9mm or 1mm.

[0616] In some embodiments, the spacing between adjacent sealing rings 504nb is uniform, which facilitates production and improves aesthetic effect. It can be understood that in some other embodiments, the spacing between adjacent sealing rings 504nb can also be different.

[0617] In some embodiments, the sealing ring 504nb is integrally formed with the plugging body 504na. It can be understood that in some other embodiments, the sealing ring 504nb and the plugging body 504na can also be separately arranged, and the sealing ring 504nb is sealingly connected to the plugging body 504na.

[0618] In some embodiments, the side of the plugging body 504na along the axial direction towards the support rod 5044 is provided with a first weight-reducing groove 504nc, which reduces the weight of the plug 504n and reduces the material cost of the plug 504n. In addition, the plug 504n has elasticity, and the provision of the first weight-reducing groove 504nc makes the plugging body 504na easy to elastically deform along the radial direction, thereby facilitating the insertion into the support rod 5044.

[0619] In some embodiments, the first weight-reducing groove 504nc is a circular groove, which is simple in structure and easy to process. It can be understood that in some other embodiments, the first weight-reducing groove 504nc is not limited to a circular groove, but can also be any regular or irregular shape.

[0620] In some embodiments, the axis of the first weight-reducing groove 504nc is collinear with the axis of the plugging body 504na, so that the ability of the plugging body 504na to elastically deform along the axial direction is uniform, the phenomenon of local stress concentration of the plug 504n is reduced, the risk of deformation of the plug 504n is reduced, and the service life of the plug 504n is improved.

[0621] In some embodiments, the number of the first weight-reducing groove 504nc is one. It can be understood that in some other embodiments, the size and position of the first weight-reducing groove 504nc can be adjusted to provide a plurality of first weight-reducing grooves 504nc.

[0622] In some embodiments, the side of the blocking body 504na facing the support rod 5044 in the axial direction is provided with a rim 504nd, which matches the end face of the support rod 5044. After the installation of the plug 504n, the rim 504nd overlaps the end face of the support rod 5044, avoiding the complete insertion of the plug 504n into the support rod 5044, facilitating the disassembly and replacement of the plug 504n.

[0623] In some embodiments, the rim 504nd is annular. It can be understood that in other embodiments, the rim 504nd is not limited to be annular, but can also be other regular or irregular shapes. When the rim 504nd is not annular, it can also mean that there are multiple rims 504nd, and the multiple rims 504nd are arranged around the blocking body 504na.

[0624] In some embodiments, the rim 504nd is integrally formed with the blocking body 504na. It can be understood that in other embodiments, the rim 504nd and the blocking body 504na can also be separately arranged and fixedly connected.

[0625] Referring to FIG. 58, in some embodiments, the support plate 5042 and the support rod 5044 are fixedly welded, without the need for additional fixing structures on the support plate 5042 and the support rod 5044, making the structure of the support plate 5042 and the support rod 5044 simpler and facilitating processing.

[0626] In some embodiments, the edge of the support plate 5042 close to the support rod 5044 is fixedly connected with the support rod 5044, and the fixedly connected position is located at the top end or the inner side of the support rod 5044. It can also be understood that the bottom end of the support plate 5042 is flush with or lower than the top end of the support rod 5044. Through the foregoing arrangement, the risk of collision between the rider or the person or animal around the electric vehicle 500 and the support plate 5042 is reduced. In addition, the edge of the support plate 5042 is fixedly connected with the support rod 5044, and the support rod 5044 can provide certain support force and constraint force to the edge of the support plate 5042, and conveniently share the stress received by the edge of the support plate 5042 through the transmission of force, effectively reducing the risk of deformation of the edge of the support plate 5042.

[0627] In some embodiments, the position where the support plate 5042 is fixedly connected with the support rod 5044 is lower than the top end of the support rod 5044. The support rod 5044 provides an inward support force to the support plate 5042, reducing the risk of the support plate 5042 moving outward of the support rod 5044 under external pressure. Specifically, taking the support plate 5042 and the support rod 5044 on the left side of FIG. 32 as an example, the interaction between the support plate 5042 and the support rod 5044 on the left side is analyzed in detail: referring to FIG. 32 and FIG. 58, the right side of the support rod 5044 is its inner side, and the left side of the support rod 5044 is its outer side; the support plate 5042 is located on the inner side of the support rod 5044, i.e., on the right side of the support rod 5044; the position where the support plate 5042 is connected with the support rod 5044 is located in the inner upper region of the support rod 5044, i.e., in the upper right region of the support rod 5044; when the support plate 5042 is subjected to a downward pressure F1, the support force F2 exerted by the support rod 5044 on the support plate 5042 is along the upper right; according to the parallelogram rule, the support force F2 is decomposed into a component F21 along the second direction 02 and a component F22 along the third direction 03, and the component F21 along the second direction 02 points to the inner side of the support rod 5044, i.e., the right side of the support rod 5044, thereby reducing the risk of the support plate 5042 moving outward of the support rod 5044 under external pressure. In addition, the support rod 5044 can shield the bottom end of the support plate 5042, and visually, the transition between the support rod 5044 and the support plate 5042 is smoother, making the electric vehicle 500 more aesthetically pleasing.

[0628] In other embodiments, the top surface of the support plate 5042 is coplanar with the top end of the support rod 5044, making the transition between the top end of the support rod 5044 and the top surface of the support plate 5042 smoother. When the second section 504b is used for pedaling, even if the rider pedals to the edge position of the second section 504b, the bottom of the foot will not have a foreign body sensation, improving the comfort of pedaling. When the second section 504b is used for placing objects, the placement surface is smoother, also reducing the risk of damaging the objects. When the second section 504b is used for placing animals, even if the animal moves to the edge of the second section 504b, the risk of the animal being injured by the edge of the support plate 5042 can be reduced, and the comfort of the animal can be improved.

[0629] It can be understood that in other embodiments, the top surface of the support plate 5042 can also be lower than the top end of the support rod 5044, which is beneficial for reducing the width of the support plate 5042 along the second direction 02 and achieving miniaturized design.

[0630] It can be understood that in some other embodiments, the top surface of the support plate 5042 can also be higher than the top end of the support rod 5044 to reduce the phenomenon of local direct stress of the support rod 5044. In other words, no matter whether the second section 504b is used for stepping, placing objects, or placing animals, the force acting on the second section 504b first acts on the support plate 5042, and the support plate 5042 balances through the support force of the entire mounting frame 5041, thereby reducing the risk of local stress concentration of the mounting frame 5041 and improving the service life of the mounting frame 5041.

[0631] It can be understood that in some other embodiments, the position of the support plate 5042 fixedly connected with the support rod 5044 can also be located at the top end of the support rod 5044. At this time, the force of the support rod 5044 acting on the support plate 5042 is along the third direction 03, which is opposite to the direction of the gravity and the pressure received by the support plate 5042, so the force of the support rod 5044 acting on the support plate 5042 is smaller. Correspondingly, the pressure of the support plate 5042 acting on the support rod 5044 is also smaller, thereby reducing the risk of deformation of the support rod 5044 and improving the service life of the support rod 5044.

[0632] It can be understood that in some other embodiments, the position of the support plate 5042 fixedly connected with the support rod 5044 can also be located at other positions of the support rod 5044, as long as the fixed connection of the support plate 5042 with the support rod 5044 is achieved.

[0633] Referring to FIG. 58, in some embodiments, along the second direction 02, the distance between the side edge of the support plate 5042 and the top end of the support rod 5044 is L33, the radius of the support rod 5044 is R4, and the ratio K14 of L33 to R4 falls within the range of 0-0.5. If K14 is greater than 0.5, the height difference between the support plate 5042 and the support rod 5044 is relatively large, and when the rider gets off the bicycle, the foot cannot be directly outwardly smooth, and the leg needs to be lifted to step over the support rod 5044, thereby increasing the difficulty of getting off the bicycle.

[0634] Specifically, K14 can be any value within the range of 0-0.5, such as 0, 0.05, 0.1, 0.15, 0.2, 0.25, 0.3, 0.35, 0.4, 0.45, or 0.5.

[0635] Of course, it can be understood that in some other embodiments, the support plate 5042 and the support rod 5044 are not limited to being fixedly connected by welding, but can also be fixedly connected by riveting or the like.

[0636] Referring to FIG. 37 and FIG. 54, in some embodiments, the first connecting portion 504d is tubular. The front fork 503 is rotationally connected with the first connecting portion 504d. The front fork 503 can rotate relative to the first connecting portion 504d about an axis of the first connecting portion 504d. The stand rod 502 is fixedly connected with the front fork 503, so that the stand rod 502 rotates together with the front fork 503. Through the rotation of the stand rod 502, the front fork 503 is driven to rotate, and then the front wheel 505 is driven to rotate, so that the electric vehicle 500 is steered.

[0637] Referring to FIG. 37 and FIG. 59 to FIG. 64, in some embodiments, the second connecting portion 504e is tubular and matches the seat support rod 5081, that is, the seat support rod 5081 can be inserted into the second connecting portion 504e. The electric vehicle 500 further comprises a first fixing assembly 512. After the seat support rod 5081 is inserted into the second connecting portion 504e, the seat support rod 5081 is fixed by the first fixing assembly 512, so that the seat 508 is fixedly connected with the frame 504.

[0638] Specifically, in some embodiments, the first fixing assembly 512 is sleeved on the second connecting portion 504e. Through the clamping of the first fixing assembly 512, the seat support rod 5081 is fixed with the second connecting portion 504e, that is, the seat 508 is fixedly connected with the frame 504.

[0639] More specifically, in some embodiments, the first fixing assembly 512 comprises a clamping piece 5121 with an open side and a first locking piece 5122. Specifically, the clamping piece 5121 is sleeved on the second connecting portion 504e. The first locking piece 5122 is configured to adjust the opening size of the clamping piece 5121, so that the clamping piece 5121 is switched between the clamping state and the release state. It can be understood that when the clamping force acting on the second connecting portion 504e makes the opening of the clamping piece 5121 smaller, the second connecting portion 504e is relatively locked with the seat support rod 5081, and the clamping piece 5121 is in the clamping state; when the opening of the clamping piece 5121 is larger, the clamping force acting on the second connecting portion 504e is smaller, so that the seat support rod 5081 can move axially relative to the second connecting portion 504e, and the clamping piece 5121 is in the release state.

[0640] In some embodiments, the clamping piece 5121 has a first mounting portion 5123 and a second mounting portion 5124 oppositely arranged on both sides of the opening. The first locking piece 5122 is rotatably arranged on the first mounting portion 5123. The first locking piece 5122 can be rotated so that the second mounting portion 5124 can move towards or away from the first mounting portion 5123, so that the clamping piece 5121 is switched between the clamping state and the release state.

[0641] Specifically, in some embodiments, the first fixing assembly 512 further comprises a pressing portion 5125 between the first locking member 5122 and the second mounting portion 5124. When the first locking member 5122 is rotated to press the pressing portion 5125 against the second mounting portion 5124, the clamping member 5121 is in the clamping state; when the first locking member 5122 is rotated to avoid the pressing portion 5125 from abutting against the second mounting portion 5124, the clamping member 5121 is in the releasing state.

[0642] In some embodiments, a first guide hole 5126 is provided through the second mounting portion 5124; the axis of the first guide hole 5126 is substantially the same as the arrangement direction of the first mounting portion 5123 and the second mounting portion 5124. The first locking member 5122 comprises a first guide member 5127 matched with the first guide hole 5126; the end of the first guide member 5127 away from the first mounting portion 5123 is provided with a first rotating shaft 5128; the first locking member 5122 is sleeved on the first rotating shaft 5128.

[0643] Specifically, in some embodiments, the first rotating shaft 5128 is perpendicular to the guide direction of the first guide member 5127 and is in the same direction as the axial direction of the second connecting portion 504e.

[0644] Further, in some embodiments, when the first locking member 5122 is rotated to the clamping state of the clamping member 5121, the clamping member 5121 abuts against the second connecting portion 504e. In other words, the second connecting portion 504e is used to limit the continuous rotation of the first locking member 5122, so as to facilitate the operator to clearly know that the clamping member 5121 is in the clamping state.

[0645] In some embodiments, the surface of the pressing portion 5125 abutting against the second mounting portion 5124 is a plane, and the surface of the second mounting portion 5124 abutting against the pressing portion 5125 is a plane, so as to limit the rotation of the first locking member 5122 and keep the clamping member 5121 in the clamping state. Of course, it can be understood that the clamping member 5121 has a certain elasticity, so that under the action of external force, the first locking member 5122 can be rotated to drive the second mounting portion 5124 to move towards the first mounting portion 5123; the first locking member 5122 can also be reversely rotated, so that the pressing portion 5125 is separated from the abutment of the second mounting portion 5124, and the second mounting portion 5124 moves away from the first mounting portion 5123 under the action of the elasticity of the clamping member 5121, so that the clamping member 5121 is in the releasing state.

[0646] Referring to FIG. 59, FIG. 60 and FIG. 65, the seat support rod 5081 is movable relative to the axial direction of the second connecting portion 504e. Therefore, the height of the seat 508 can be adjusted by moving the seat support rod 5081. For example, referring to FIG. 59 and FIG. 65, the seat 508 is shown at different heights.

[0647] It can be understood that, after the seat support rod 5081 is adjusted to a suitable position as needed, the relative position of the seat 508 and the frame 504 can be maintained by the fixation of the first fixation assembly 512. When the position of the seat 508 needs to be adjusted, the seat support rod 5081 and the frame 504 are not fixed by the first fixation assembly 512. In some embodiments, when the position of the seat 508 needs to be adjusted, the clamping member 5121 is in a released state.

[0648] Referring to FIG. 25 and FIG. 29, in some embodiments, the third connecting portion 504f is fixedly arranged on the support rod 5044 and located on the third section 504c of the frame 504.

[0649] In some embodiments, the first basket 507 and the frame 504 are fixedly connected by the first bolt connection assembly 504p. Specifically, the third connecting portion 504f is provided with a first fixation hole 504fa, which is a threaded hole. The first basket 507 is provided with a second fixation hole 5071, which can be a threaded hole or a smooth hole. The first fixation hole 504fa, the second fixation hole 5071 and the first bolt connection assembly 504p are matched.

[0650] In some embodiments, the bolt of the first bolt connection assembly 504p is a hexagonal socket head cap screw, and the flat nut can avoid scratching the items in the first basket 507 or reducing the interference with other components. In addition, the hexagonal socket head cap screw can be inserted by a hexagonal wrench from the vertical direction, and the required disassembly or installation space is small, and the installation difficulty is small.

[0651] Specifically, the bolt of the first bolt connection assembly 504p is M6, which provides good load capacity and is relatively small, which is conducive to the miniaturization design of the electric vehicle 500.

[0652] In other examples, the bolt of the first bolt connection assembly 504p can also be other specifications, such as M8, M10, M14.

[0653] Referring to FIG. 101 to FIG. 154, another embodiment of the present application provides an electric vehicle 600, which is different from the electric vehicle 500 in that the electric vehicle 600 further comprises a second basket 601, which is located at the top end of the second section 504b of the frame 504. The second basket 601 can be used to place items or animals.

[0654] Referring to FIG. 101 to FIG. 120, the second basket 601 is arranged on the second section 504b of the frame 504, and the center of gravity is low, which improves the stability of the second basket 601 and also improves the stability of the articles or animals placed in the second basket 601. In addition, the center of gravity of the second basket 601 is low, and after the articles or animals are placed in the second basket 601, the center of gravity of the articles or animals is also low, thereby reducing the center of gravity of the electric vehicle 600 and improving the stability of the electric vehicle 600 and the safety of riding.

[0655] In addition, the second section 504b of the frame 504 is located at a position close to the middle of the electric vehicle 600 in the first direction 01. The second basket 601 is arranged on the second section 504b of the frame 504. Therefore, when articles or animals are placed in the second basket 601, the center of gravity of the articles or animals is also closer to the middle of the electric vehicle 600, so that the center of gravity of the electric vehicle 600 is also closer to the middle, thereby improving the stability of the electric vehicle 600 and the safety of riding.

[0656] In addition, the articles or animals are placed in the second basket 601, and the second basket 601 has a shielding or protective effect on the articles or animals, that is, the risk of falling out of the articles or animals is reduced, and the safety of placing the articles or animals is improved.

[0657] In addition, since the second basket 601 has a shielding or protective effect on the articles or animals, the rider does not need to deliberately clamp the legs or close the legs to shield or protect the articles or animals, that is, the rider can naturally open the legs, and the body is more relaxed, and the comfort is better. Correspondingly, the rider opens the legs, which can weaken the feeling of restraint of the animals in the second basket 601, and the comfort is better.

[0658] In addition, the stability of the electric vehicle 600 is improved, and the articles with higher stability requirements can also be placed in the second basket 601, thereby improving the diversity of portable articles and increasing the convenience of travel.

[0659] In addition, the second basket 601 is arranged on the second section 504b of the frame 504, and the height is low, which is convenient for taking and placing the articles / animals.

[0660] In addition, the second basket 601 is arranged on the second section 504b of the frame 504, and the rider can more conveniently observe the situation of the second basket 601 during riding. When articles are placed in the second basket 601, if the articles have a risk of falling, they can be discovered more timely. When animals are placed in the second basket 601, the state of the animals can be observed in time, and when the animals have discomfort or are injured due to activity or have a risk of falling out of the second basket 601, they can be discovered more timely.

[0661] In some embodiments, the frame 504 comprises a support plate 5042, and the second basket 601 is placed on the second flat section 5042d of the support plate 5042, and the stability of the second basket 601 is higher.

[0662] In some embodiments, the bottom wall of the second basket 601 is hollow. On the one hand, the weight of the second basket 601 is reduced, which facilitates the lightweight design of the electric vehicle 600. On the other hand, in some embodiments, the top surface of the support plate 5042 is provided with a first anti-skid structure 5042a, and the hollow bottom wall can expose the first anti-skid structure 5042a on the top surface of the support plate 5042 to the inner cavity of the second basket 601, so that when the second basket 601 is placed with an article, the bottom of the article is in contact with the first anti-skid structure 5042a, which reduces the risk of sliding of the article and the risk of collision or damage caused by sliding of the article; when the second basket 601 is placed with an animal, the feet of the animal are in contact with the first anti-skid structure 5042a, which is more stable when the animal stands or sits.

[0663] Specifically, in some embodiments, the bottom wall of the second basket 601 comprises a plurality of bottom rods 602, which are simple in structure and can form more hollow structures.

[0664] More specifically, in some embodiments, the plurality of bottom rods 602 are arranged in parallel.

[0665] More specifically, the arrangement direction of the plurality of bottom rods 602 is along the second direction 02. It can be understood that in some other embodiments, the arrangement direction of the plurality of bottom rods 602 can also be along other directions, such as the first direction 01, or any other direction with an included angle less than 90° with the first direction 01.

[0666] It can be understood that in some other embodiments, the plurality of bottom rods 602 are not limited to parallel arrangement, and at least part of the bottom rods 602 can be crossed, or at least part of the extension lines of the bottom rods 602 can be crossed.

[0667] In some embodiments, the number of bottom rods 602 is four, which better meets the demand for support strength. It can be understood that in some other embodiments, the number of bottom rods 602 is not limited to four, and can be less than or more than four.

[0668] Referring to FIGS. 102, 105, 111 and 116, in some embodiments, the four bottom rods 602 are symmetrically arranged relative to the symmetry plane a, which improves the aesthetic effect and can improve the balance performance of the support.

[0669] In some embodiments, along the second direction 02, the bottom wall width of the second basket 601 is less than or equal to the width of the second section 504b, so as to avoid the bottom wall of the second basket 601 extending beyond the side edge of the second section 504b along the second direction 02, reduce the interference of the second basket 601 on the leg placement of the rider, and facilitate the miniaturization design of the electric vehicle 600, and improve the aesthetics of the electric vehicle 600.

[0670] In some embodiments, along the second direction 02, the edge of the bottom wall of the second basket 601 is the outer edge of the corresponding side edge bottom rod 602. For the convenience of description, the edge bottom rod 602 is referred to as the edge bottom rod 602a. In some embodiments, the number of edge bottom rods 602a is two.

[0671] In some embodiments, the material of the bottom rod 602 is carbon structural steel, which is convenient for forming and has strong rigidity and strength, thereby improving the stability of the second basket 601.

[0672] Specifically, in some embodiments, the bottom rod 602 is tubular, which reduces the weight of the second basket 601 under the condition of meeting the support strength, and facilitates the lightweight design of the electric vehicle 600.

[0673] In some embodiments, the plurality of bottom rods 602 further includes an intermediate bottom rod 602b arranged between the two edge bottom rods 602a. In some embodiments, the number of intermediate bottom rods 602b is two. It can be understood that the number of intermediate bottom rods 602b is not limited to two, but can also be one or more than two, or even there is no intermediate bottom rod 602b.

[0674] In some embodiments, along the third direction 03, the top end height of the edge bottom rod 602a is equal to the top end height of the intermediate bottom rod 602b, so as to improve the flatness of the inner surface of the bottom wall of the second basket 601, improve the stability of the placement of the article when the second basket 601 is used to place the article, and improve the stability and comfort of the placed animal when the second basket 601 is used to place the animal.

[0675] In some embodiments, the bottom wall of the second basket 601 is further provided with a first fixing plate 603 and a second fixing plate 604. The second basket 601 is fixedly connected with the support plate 5042 through the first fixing plate 603 and the second fixing plate 604. On the one hand, the first fixing plate 603 and the second fixing plate 604 are plate-shaped, simple in structure, and simplify the structure of the second basket 601. On the other hand, the first fixing plate 603 and the second fixing plate 604 are fixedly connected with the support plate 5042, which facilitates the relative fixation of the first fixing plate 603 and the second fixing plate 604 with the support plate 5042, and improves the stability of the fixation of the second basket 601.

[0676] In some embodiments, the first fixing plate 603 and the second fixing plate 604 are located at the bottom side of the second basket 601, facilitating the fixing of the first fixing plate 603 and the second fixing plate 604 to the support plate 5042, and further improving the stability of the second basket 601.

[0677] In some embodiments, the first fixing plate 603 is fixedly connected with the plurality of bottom bars 602, which helps to maintain the spacing between adjacent bottom bars 602 and improve the stability of the structure of the second basket 601.

[0678] Further, in some embodiments, the first fixing plate 603 is perpendicular to the plurality of parallel bottom bars 602, which reduces the length of the connection position between the bottom bars 602 and the first fixing plate 603, reduces the area of the first fixing plate 603, increases the hollow area of the bottom wall of the second basket 601, and reduces the material cost. In some embodiments, the plurality of parallel bottom bars 602 extend along the first direction 01, and the first fixing plate 603 extends along the second direction 02.

[0679] In some embodiments, the second fixing plate 604 is fixedly connected with the plurality of bottom bars 602, which helps to maintain the spacing between adjacent bottom bars 602 and improve the stability of the structure of the second basket 601.

[0680] Further, in some embodiments, the second fixing plate 604 is perpendicular to the plurality of parallel bottom bars 602, which reduces the length of the connection position between the bottom bars 602 and the second fixing plate 604, reduces the area of the second fixing plate 604, and increases the hollow area of the bottom wall of the second basket 601. In some embodiments, the plurality of parallel bottom bars 602 extend along the first direction 01, and the second fixing plate 604 extends along the second direction 02.

[0681] In some embodiments, the first fixing plate 603 and the second fixing plate 604 are arranged in parallel. It can be understood that in other embodiments, the included angle between the extension direction of the first fixing plate 603 and the extension direction of the second fixing plate 604 can also be greater than 0°, that is, the first fixing plate 603 and the second fixing plate 604 can intersect, or the extension line of the first fixing plate 603 and the extension line of the second fixing plate 604 can also intersect.

[0682] In some embodiments, the first fixed plate 603 is made of carbon structural steel. The carbon structural steel is convenient for forming. The first fixed plate 603 can be fixedly connected with the bottom rod 602 by welding, without the need to additionally provide a fixing structure on the first fixed plate 603 and the bottom rod 602. The first fixed plate 603 and the bottom rod 602 have a simple structure, are convenient for processing, and reduce processing cost. In addition, the first fixed plate 603 and the bottom rod 602 are fixedly connected by welding, which reduces the occupation of additional space caused by fixed connection, and is convenient for miniaturized design of the second basket 601. Furthermore, the top surface of the first fixed plate 603 is lower than the top surface of the bottom rod 602. When the first fixed plate 603 and the bottom rod 602 are fixedly connected by welding, the bottom surface of the bottom rod 602 and the top surface of the first fixed plate 603 are fixed, which does not affect the flatness of the bottom surface of the first fixed plate 603, is convenient for more stable adhesion between the first fixed plate 603 and the support plate 5042, and improves the stability of the second basket 601. Furthermore, the first fixed plate 603 and the bottom rod 602 are fixedly connected by welding, which does not affect the smoothness of the top surface of the bottom rod 602, reduces the influence on the smoothness of the bottom rod 602, and further reduces damage to the articles or animals placed in the second basket 601, which is conducive to improving the comfort of the animals.

[0683] In some embodiments, the thickness of the first fixed plate 603 falls within the range of 2mm-5mm. In the case of meeting the stability of fixed connection with the bottom rod 602 and the stability of fixed connection with the support plate 5042, the first fixed plate 603 has a lower thickness, which is convenient for miniaturized and lightweight design of the second basket 601. It can be understood that the thickness of the first fixed plate 603 refers to the thickness of the first fixed plate 603 along the third direction 03.

[0684] Specifically, the thickness of the first fixed plate 603 can be any value within the range of 2mm-5mm, for example, 2mm, 2.4mm, 2.8mm, 3.2mm, 3.6mm, 4mm, 4.4mm, or 5mm.

[0685] In some embodiments, the first fixed plate 603 is in the shape of a rectangular plate, which has a simple structure and is convenient for processing. It can be understood that in some other embodiments, the first fixed plate 603 is not limited to the shape of a rectangular plate, but can also be in any regular or irregular shape.

[0686] In some embodiments, the first fixed plate 603 has a width along the first direction 01 in a range from 33 mm to 53 mm. The width of the first fixed plate 603 along the first direction 01 is greater than or equal to 33 mm, has a higher support strength, and has a larger fitting area with the support plate 5042, so that the second basket 601 has higher stability when placed.

[0687] Specifically, the width of the first fixed plate 603 along the first direction 01 can be any value in a range from 33 mm to 53 mm, for example, 33 mm, 37 mm, 41 mm, 42 mm, 43 mm, 45 mm, 49 mm, or 53 mm.

[0688] In some embodiments, along the third direction 03, the first fixed plate 603 is located at the bottom side of the middle bottom rod 602b, which is beneficial to improve the connection stability of the first fixed plate 603 and the support plate 5042. Specifically, when the first fixed plate 603 is fastened by the second bolt connection assembly 603a, the first fixed plate 603 is not blocked by the middle bottom rod 602b, can be more closely fitted with the support plate 5042, and can avoid bending or deformation of one side of the first fixed plate 603, which is beneficial to ensure the service life of the first fixed plate 603.

[0689] In some embodiments, along the second direction 02, the two ends of the first fixed plate 603 are adjacent to the bottom rods 602 located at the two edges, so as to avoid the two end edges of the first fixed plate 603 being exposed, reduce the risk of people, objects, or animals being injured by the first fixed plate 603, and make the second basket 601 more beautiful.

[0690] In some embodiments, along the third direction 03, the bottom end of the edge bottom rod 602a is lower than the bottom end of the middle bottom rod 602b, and along the second direction 02, the edge of the first fixed plate 603 is adjacent to the inner side of the edge bottom rod 602a, so as to better hide the two ends of the first fixed plate 603 and make the second basket 601 more beautiful.

[0691] In addition, the height of the edge bottom rod 602a is greater than the height of the middle bottom rod 602b, which can improve the support strength of the bottom wall of the second basket 601. In some embodiments, the outer diameter of the edge bottom rod 602a is greater than the outer diameter of the middle bottom rod 602b, so that the height of the edge bottom rod 602a is greater than the height of the middle bottom rod 602b.

[0692] In some embodiments, the outer diameter of the edge bottom rod 602a is in the range of 4mm-12mm, and the wall thickness is in the range of 0.4mm-1mm, so as to be small in outer diameter and thin in bottom wall of the second basket 601 to facilitate the miniaturized design of the second basket 601 while meeting the support strength.

[0693] Specifically, the outer diameter of the edge bottom rod 602a can be any value in the range of 4mm-12mm, such as 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, 10mm, 11mm, or 12mm. The wall thickness of the edge bottom rod 602a can be any value in the range of 0.4mm-1mm, such as 0.4mm, 0.5mm, 0.6mm, 0.7mm, 0.8mm, 0.9mm, or 1mm.

[0694] In some embodiments, the outer diameter of the intermediate bottom rod 602b is in the range of 2mm-10mm, and the wall thickness is in the range of 0.4mm-1mm, so as to be small in outer diameter and thin in bottom wall of the second basket 601 to facilitate the miniaturized design of the second basket 601 while meeting the support strength.

[0695] Specifically, the outer diameter of the intermediate bottom rod 602b can be any value in the range of 2mm-10mm, such as 2mm, 3mm, 4mm, 5mm, 6mm, 7mm, 8mm, 9mm, or 10mm. The wall thickness of the intermediate bottom rod 602b can be any value in the range of 0.4mm-1mm, such as 0.4mm, 0.5mm, 0.6mm, 0.7mm, 0.8mm, 0.9mm, or 1mm.

[0696] In some embodiments, the second fixing plate 604 is made of carbon structural steel, which is convenient for forming. The second fixing plate 604 can be fixedly connected with the bottom rod 602 by welding, without the need to additionally provide a fixing structure on the second fixing plate 604 and the bottom rod 602. The structure of the second fixing plate 604 and the bottom rod 602 is simple, which is convenient for processing and reduces the processing cost. In addition, the second fixing plate 604 and the bottom rod 602 are fixedly connected by welding, which reduces the occupation of additional space caused by the fixed connection, and is convenient for the miniaturization design of the second basket 601. Furthermore, the top surface of the second fixing plate 604 is lower than the top surface of the bottom rod 602. When the second fixing plate 604 and the bottom rod 602 are fixedly connected by welding, the bottom surface of the bottom rod 602 and the top surface of the second fixing plate 604 are fixed, which does not affect the flatness of the bottom surface of the second fixing plate 604, and is convenient for the more stable adhesion between the second fixing plate 604 and the support plate 5042, thereby improving the stability of the fixed second basket 601. Furthermore, the second fixing plate 604 and the bottom rod 602 are fixedly connected by welding, which does not affect the smoothness of the top surface of the bottom rod 602, reduces the influence on the smoothness of the bottom rod 602, and further reduces the damage to the articles or animals placed in the second basket 601, which is conducive to improving the comfort of the animals.

[0697] In some embodiments, the thickness of the second fixing plate 604 falls within the range of 2mm-5mm. In the case of meeting the stability of the fixed connection with the bottom rod 602 and the stability of the fixed connection with the support plate 5042, the second fixing plate 604 has a smaller thickness, which is convenient for the miniaturization and lightweight design of the second basket 601. It can be understood that the thickness of the second fixing plate 604 refers to the thickness of the second fixing plate 604 along the third direction 03.

[0698] Specifically, the thickness of the second fixing plate 604 can be any value within the range of 2mm-5mm, for example, 2mm, 2.4mm, 2.8mm, 3.2mm, 3.6mm, 4mm, 4.4mm, or 5mm.

[0699] In some embodiments, the second fixing plate 604 is in the shape of a rectangular plate, which is simple in structure and convenient for processing. It can be understood that in some other embodiments, the second fixing plate 604 is not limited to the shape of a rectangular plate, but can also be in any regular or irregular shape.

[0700] In some embodiments, the width of the second fixing plate 604 along the first direction 01 falls within the range of 20mm-40mm. The width of the second fixing plate 604 along the first direction 01 is greater than or equal to 20mm, has a higher support strength, and has a larger adhesion area with the support plate 5042, so that the second basket 601 has higher stability. The width of the second fixing plate 604 along the first direction 01 is less than or equal to 40mm, so that the bottom wall of the second basket 601 has a larger hollow area.

[0701] Specifically, the width of the second fixing plate 604 along the first direction 01 can be any value in the range of 20-40 mm, such as 20 mm, 24 mm, 28 mm, 32 mm, 36 mm, or 40 mm.

[0702] In some embodiments, along the third direction 03, the second fixing plate 604 is located on the bottom side of the middle bottom rod 602b, which is beneficial to improve the connection stability between the second fixing plate 604 and the support plate 5042. Specifically, when the second fixing plate 604 is fastened by the third bolt connection assembly 604a, the second fixing plate 604 will not be blocked by the middle bottom rod 602b, and can be more closely attached to the support plate 5042. In addition, the second fixing plate 604 can avoid bending or deformation on one side, which is beneficial to ensure the service life of the second fixing plate 604.

[0703] In some embodiments, along the third direction 03, the bottom end of the edge bottom rod 602a is lower than the bottom end of the middle bottom rod 602b, and along the second direction 02, the edge of the sec...

Claims

1. A vehicle, characterized in that The vehicle comprises a frame, a front wheel guiding mechanism, a seat, a front wheel, a rear wheel, a power mechanism and at least one storage mechanism; The front wheel guiding mechanism is connected to the front end of the frame, and the seat is connected to the rear end of the frame; The front wheel is arranged at the front end of the frame, and the rear wheel is arranged at the rear end of the frame; The power mechanism is arranged on the frame to provide power for the movement of the vehicle; The storage mechanism is arranged on the frame, and the storage mechanism is used to carry articles.

2. The vehicle of claim 1, wherein, The direction from the seat to the front wheel guiding mechanism is perpendicular to the opposite direction of gravity; The length of the storage mechanism in the direction from the seat to the front wheel guiding mechanism is 50 cm; The height of the storage mechanism in the opposite direction of gravity is 21 cm; The width of the storage mechanism in the opposite direction is 23 cm, wherein the opposite direction is perpendicular to the direction from the seat to the front wheel guiding mechanism and the opposite direction of gravity, respectively.

3. The vehicle of claim 1, wherein, The volume of the storage mechanism is 24.15 L.

4. The vehicle of claim 1, wherein, The storage mechanism comprises a first limiting member, a second limiting member, a third limiting member and a fourth limiting member; The first limiting member, the second limiting member, the third limiting member and the fourth limiting member are sequentially connected and enclose a storage cavity for placing articles.

5. The vehicle of claim 4, wherein, The first limiting member and the third limiting member are arranged in a spaced manner, and the second limiting member and the fourth limiting member are arranged in a spaced manner; The storage mechanism further comprises at least one mounting member, the mounting member is clamped between the second limiting member and the fourth limiting member, and the mounting member is used for mounting the storage mechanism on the frame.

6. The vehicle of claim 4, wherein, The first limiting member comprises a first horizontal bar and a plurality of first vertical bars arranged in a spaced manner, and the plurality of first vertical bars are connected with the first horizontal bar; The second limiting member comprises a second vertical bar and a plurality of second horizontal bars arranged in a spaced manner, and the plurality of second horizontal bars are connected with the second vertical bar, one end of the plurality of second horizontal bars is connected with the first limiting member, and the other end of the plurality of second horizontal bars is connected with the third limiting member; The third limiting member comprises a third horizontal bar and a plurality of third vertical bars arranged in a spaced manner, and the plurality of third vertical bars are connected with the third horizontal bar; The fourth limiting member comprises a fourth vertical bar and a plurality of fourth horizontal bars arranged in a spaced manner, and the plurality of fourth horizontal bars are connected with the fourth vertical bar, one end of the plurality of fourth horizontal bars is connected with the first limiting member, and the other end of the plurality of fourth horizontal bars is connected with the third limiting member.

7. The vehicle of claim 6, wherein, The plurality of first vertical bars are connected with the plurality of third vertical bars through a plurality of fifth horizontal bars; The plurality of fifth horizontal bars are arranged in a spaced manner, and the plurality of fifth horizontal bars are located at the lower end of the storage mechanism.

8. The vehicle of claim 4, wherein, The first limiting member is plate-shaped, and / or the second limiting member is plate-shaped, and / or the third limiting member is plate-shaped, and / or the fourth limiting member is plate-shaped.

9. The vehicle of claim 1, wherein, The frame comprises a head tube, a first support, a second support, a support plate and a middle tube; The front end of the first support and the front end of the second support respectively extend forward and upward and then are connected with the head tube; The rear end of the first support and the rear end of the second support respectively extend forward and upward and then clamp the middle tube; The middle part of the first support and the middle part of the second support are spaced apart; The support plate is installed on the middle part of the first support and the middle part of the second support.

10. The vehicle of claim 9, wherein, The frame further comprises a reinforcing plate, which is formed by extending upward and forward from the support plate, and the reinforcing plate is installed on the front end of the first support and the front end of the second support.

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