Vehicle head assembly and vehicle

Abstract

A vehicle head assembly and a vehicle, relating to the technical field of transportation tools. The vehicle head assembly (1000) comprises a forehead housing (100), an electrical control assembly (200), and at least one operating member (300). The electrical control assembly (200) is connected to the forehead housing (100), and the electrical control assembly (200) comprises a first electrical control board (220) and at least one sensing element (221) disposed on the first electrical control board (220). In a first direction, the electrical control assembly (200) is provided with a first end portion and a second end portion disposed oppositely, either of the first end portion and the second end portion being adjacent to a corresponding end portion of the forehead housing (100). The at least one operating member (300) is connected to the electrical control assembly (200), and each operating member (300) comprises a trigger member. Each trigger member is connected to a corresponding sensing element (221), for triggering the corresponding sensing element to output a sensing signal. According to the vehicle head assembly, disassembling and assembling process of each transverse fitting can be simplified, thereby improving the disassembling and assembling efficiency and convenience of the vehicle head assembly.

Description

Front-end components and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202510789683.1, filed on June 12, 2025, entitled "Front-end assembly and vehicle", the entire contents of which are incorporated herein by reference.

[0002] This application claims priority to Chinese Patent Application No. 202411909888.0, filed on December 23, 2024, entitled "Vehicle", the entire contents of which are incorporated herein by reference.

[0003] This application claims priority to Chinese Patent Application No. 202521206090.X, filed on June 12, 2025, entitled "Vehicle", the entire contents of which are incorporated herein by reference.

[0004] This application claims priority to Chinese Patent Application No. 202521206008.3, filed on June 12, 2025, entitled "Forehead Device and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0005] This application relates to the field of personal transportation technology, and more particularly to a vehicle front assembly and a vehicle. Background Technology

[0006] Electric scooters are becoming increasingly common in people's daily lives, and their agility and portability have made them popular among young consumers.

[0007] According to related technologies, the front end assembly typically includes a handlebar assembly, a body, and a front end housing. The handlebar assembly is connected to the body via the front end housing. The handlebar assembly includes handlebars and multiple handlebar accessories disposed on the handlebars. The multiple handlebar accessories are typically routed through the front end assembly via wiring harnesses and are electrically connected to the controller of the body.

[0008] However, the current disassembly and assembly of various handlebar components is relatively complicated, which reduces the efficiency of disassembly and assembly of handlebar components. Summary of the Invention

[0009] In view of the above problems, this application provides a front end assembly and vehicle that can simplify the disassembly and assembly process of each handlebar component, thereby improving the efficiency and convenience of disassembly and assembly of the front end assembly.

[0010] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0011] In a first aspect, embodiments of this application provide a front-end assembly, including:

[0012] Forehead shell;

[0013] An electronic control assembly is connected to the forehead housing, and the electronic control assembly includes a first electronic control board and at least one sensing element disposed on the first electronic control board; in a first direction, the electronic control assembly has a first end and a second end disposed opposite to each other, and either the first end or the second end is adjacent to the corresponding end of the forehead housing;

[0014] At least one operating element is connected to the electronic control assembly, and each operating element includes a trigger element; wherein each trigger element is connected to a corresponding sensing element for triggering the corresponding sensing element to output a sensing signal.

[0015] Secondly, embodiments of this application provide a vehicle including the front end assembly described in the first aspect.

[0016] In the vehicle front assembly and vehicle provided in this application embodiment, an electronic control assembly is provided. The electronic control assembly includes a first electronic control board and at least one sensing element; at least one operating element is connected to the electronic control assembly, and each operating element includes a trigger element; the sensing element is used to sense the corresponding trigger element and output a sensing signal. Thus, the sensing element is separated from the operating element and directly integrated into the first electronic control board. Wireless sensing is used to connect the operating element to the first electronic control board, eliminating the need for separate wiring harnesses or connectors to electrically connect the operating element to the first electronic control board. Then, the first electronic control board is connected to a controller, thereby enabling the control function of at least one operating element. When disassembling an operating element, only the operating element or the electronic control assembly needs to be disassembled separately, without having to open the front housing and disconnect the wiring harness connected to the controller, thus simplifying the disassembly and assembly process and improving the efficiency and convenience of disassembly and assembly of the vehicle front assembly. Attached Figure Description

[0017] Figure 1 is an exploded view of the front end assembly provided in an embodiment of this application;

[0018] Figure 2 is a perspective view of one side of the front-end assembly provided in an embodiment of this application;

[0019] Figure 3 is a front view of the vehicle front assembly provided in an embodiment of this application;

[0020] Figure 4 is a top view of the front end assembly provided in an embodiment of this application;

[0021] Figure 5 is a perspective view of the forehead component provided in an embodiment of this application;

[0022] Figure 6 is a top view of the forehead component provided in an embodiment of this application;

[0023] Figure 7 is a perspective view of the electronic control component provided in an embodiment of this application;

[0024] Figure 8 is a top view of the electronic control component provided in an embodiment of this application;

[0025] Figure 9 is an exploded view of the electronic control component provided in an embodiment of this application;

[0026] Figure 10 is a cross-sectional view along the AA direction in Figure 4;

[0027] Figure 11 is a perspective view of the front end assembly provided in an embodiment of this application from another angle;

[0028] Figure 12 is an enlarged schematic diagram of region B in Figure 11;

[0029] Figure 13 is a schematic diagram of the rotating component provided in an embodiment of this application.

[0030] Explanation of reference numerals in the attached drawings: 1000: Front end assembly; 100: Front housing; 110: Clearance area; 111: Arc-shaped edge; 120: Main body; 121: First main body; 122: Second main body; 1221: Connecting lug; 1222: Threaded hole; 123: First receiving cavity; 130: Protrusion; 131: Second receiving cavity; 140: Second electronic control board; 150: Electrical component; 160: Fastener; 170: Sealing box; 200: Electronic control assembly; 210: Connecting housing; 211: Connecting protrusion; 212: First screw; 213: Housing; 214: Cover plate; 2141: Base plate; 2142: Side plate; 215: Instrument panel; 220: First electronic control board; 221: Sensing element; 2211: First sensing element; 2212: Second sensing element; 2213: Third sensing element; 230: First rotating shaft; 240: Second rotating shaft; 250: Third rotating shaft; 300: Operating component; 310: Brake lever assembly; 311: Brake lever; 3111: First actuating protrusion; 312: Rotating component; 3121: First rotating hole; 3122: Second actuating protrusion; 3123: Second rotating hole; 3124: Clearance groove; 313: Second screw; 320: Shifter component; 330: Actuating component; 400: Turn signal; 500: First handlebar assembly; 510: First handlebar; 520: First handlebar sleeve; 530: Bell; 540: First end cap; 550: Guide protrusion; 560: Through hole; 600: Second handlebar assembly; 610: Second handlebar; 620: Second handlebar sleeve; 630: Second end cap; 700: Ambient light; 710: Light-emitting element; 720: Transparent lampshade; 730: Light guide strip; 800: Headlight; 810: Headlight housing. Detailed Implementation

[0031] As described in the background art, each handlebar component is typically electrically connected to the vehicle's controller via wiring harnesses. These wiring harnesses all pass through the overhead assembly, resulting in a complex and messy arrangement of wiring harnesses within the overhead assembly. When a handlebar component needs to be removed, the overhead assembly must be opened, the wiring harness connected to that handlebar component must be disconnected from the controller, and then the handlebar component can be removed. This makes the disassembly and assembly of each handlebar component quite complicated and reduces the efficiency of disassembly and assembly of the handlebar components.

[0032] To address the aforementioned technical problems, this application provides a front-end assembly and a vehicle in which an electronic control component is incorporated. This electronic control component includes a first electronic control board and at least one sensing element. At least one operating element is connected to the electronic control component, and each operating element includes a trigger element. The sensing element senses the corresponding trigger element and outputs a sensing signal. Thus, the sensing element is separated from the operating element and directly integrated into the first electronic control board. Wireless sensing is used to connect the operating element to the first electronic control board, eliminating the need for separate wiring harnesses or connectors to electrically connect the operating element to the first electronic control board. Subsequently, the first electronic control board connects to a controller, thereby enabling the control function of at least one operating element. When disassembling an operating element, only the operating element or the electronic control component needs to be disassembled individually, without needing to open the front-end housing and disconnect the wiring harness connected to the controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of disassembly and assembly of the front-end assembly.

[0033] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0034] This application provides a vehicle front assembly that can be applied to a vehicle. The vehicle can be a scooter, a balance scooter, or an electric vehicle. The vehicle can also be a foldable vehicle for easy carrying. Specifically, the vehicle can be a foldable scooter, a foldable balance scooter, a foldable bicycle, or a foldable electric vehicle.

[0035] Please refer to Figure 1. The front assembly 1000 includes a front housing 100, which is used to install the handlebar assembly and the vehicle body to connect the handlebar assembly and the vehicle body. The front housing 100 also provides a place for wiring harnesses to pass through; this allows the wiring harnesses to be housed within the front housing 100, preventing them from being exposed to the outside, improving the neatness of the wiring harnesses, and reducing the potential risk of failure due to external environmental factors (such as wear, corrosion, water immersion, etc.), thus improving the safety and reliability of the wiring harnesses.

[0036] In this embodiment, the material of the forehead shell 100 includes, but is not limited to, aluminum alloy.

[0037] Please refer to Figures 1, 7 to 9. The front-end assembly 1000 also includes an electronic control assembly 200, which is connected to the front-end housing 100. Exemplarily, the electronic control assembly 200 includes a connecting housing 210, which is detachably connected to the front-end housing 100 and located below the front-end housing 100. That is, the connecting housing 210 is located on the side of the front-end housing 100 facing the ground.

[0038] In this embodiment, the connecting housing 210 is detachably connected to the front housing 100, so that when the electronic control component 200 malfunctions or needs maintenance, it can be easily removed from the front housing 100 for necessary repair or replacement. This greatly reduces the difficulty and time cost of maintenance and improves the maintenance efficiency of the vehicle.

[0039] Furthermore, the electronic control component 200 is located below the front housing 100, which can at least partially shield the electronic control component 200. This reduces the safety risks caused by accidental contact or impact. It also reduces the corrosion from external environmental factors such as rainwater, dust, and dirt, extending the service life of the electronic control component 200.

[0040] To facilitate the connection between the connecting housing 210 and the front housing 100, in this embodiment, referring to Figure 8, the connecting housing 210 further includes at least two connecting protrusions 211. These at least two connecting protrusions 211 are detachably connected to the front housing 100 via first screws 212. This disperses the stress at the connection point, improving the stability and reliability of the connection, and helps ensure a secure connection between the connecting housing 210 and the front housing 100, preventing loosening or damage due to vibration or impact during driving.

[0041] At least two connecting protrusions 211 extend in a direction away from the vehicle, meaning that at least two connecting protrusions 211 can be located at the rear of the connecting housing 210, which helps to avoid spatial conflicts with other vehicle components and optimize the overall spatial layout.

[0042] Please continue to refer to Figure 9. The connecting housing 210 includes:

[0043] The housing 213 has a mounting opening located on the side of the housing 213 opposite to the front housing 100 and communicating with the inner cavity of the housing; in other words, the mounting opening is located on the lower surface of the housing 213. The first electronic control board 220 is disposed within the housing 213.

[0044] Cover plate 214 is sealed to housing 213 and covers the installation opening. The sealing connection between cover plate 214 and housing 213 can be achieved by a sealing ring or by potting adhesive.

[0045] It should be understood that the cover plate 214 may simply cover the installation opening, meaning the shape of the cover plate 214 matches the shape of the installation opening, or it may have other structures. For example, the cover plate 214 may include a base plate 2141 and a side plate 2142, with the side plate 2142 disposed on the base plate 2141 and forming a cavity with the base plate 2141. When connected to the housing 213, the side plate 2142 can be inserted into the inner cavity of the housing 213. This increases the contact area between the cover plate 214 and the housing 213, thereby improving the structural strength of the connection to the housing 210.

[0046] Please continue referring to Figure 10. The front assembly 1000 also includes at least one operating element 300, which is connected to the electronic control assembly 200. Each operating element 300 includes a trigger (not shown in the figure); wherein each trigger is connected to a corresponding sensing element 221 to trigger the corresponding sensing element 221 to output a sensing signal. It should be noted that, in this embodiment, the connection between the at least one operating element 300 and the electronic control assembly 200 can be direct or indirect.

[0047] In this way, the sensing element 221 and the operating component 300 are directly integrated onto the first electronic control board 220. Wireless sensing is used to connect the operating component to the first electronic control board, eliminating the need for separate wiring harnesses or connectors. Furthermore, when a specific operating component needs to be removed, only the operating component or electronic control assembly needs to be removed individually, without having to open the front cover and disconnect the wiring harness from the vehicle's controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of removing and assembling the front-end components.

[0048] It should be noted that the operating element 300 can take various forms. For example, when the operating element is a brake lever, the controller can control the battery to disconnect based on the sensing signal, thereby switching the power output of the front assembly 1000 to achieve the braking function. As another example, when the operating element 300 is a shifter, the controller can control the transmission to adjust the gears of the front assembly 1000 according to the sensing signal to meet different driving needs. Furthermore, when the operating element 300 is a turn signal switch, the controller can generate a turn signal control signal based on the sensing signal, thereby activating the turn signal to alert other vehicles and pedestrians to the vehicle's turning intention.

[0049] Thus, when disassembling a certain operating component 300, it is only necessary to separate the operating component 300 from the electronic control assembly 200, without having to open the front housing 100 and disconnect the wiring harness connected to the controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of disassembly and assembly of the front assembly 1000. Furthermore, when there are at least two operating components 300, each operating component 300 is connected to the electronic control assembly 200 via induction. The electronic control assembly 200 is then connected to the controller via a single wiring harness. Unlike related technologies, where each operating component 300 needs to be connected to the controller individually via a wiring harness, this reduces the number of wiring harnesses, significantly simplifies the wiring harness layout inside the front housing 100, making it neater and more organized, and reducing the potential risk of malfunctions caused by messy wiring harnesses. In addition, reducing the number of wiring harnesses reduces material input and lowers material costs.

[0050] It should also be noted that the processing of the sensing signal output by the sensing element 221 can be performed directly by the first electronic control board 220 or by the controller of the vehicle head assembly 1000.

[0051] In some embodiments, the first control board 220 is used to generate a control signal based on the sensing signal from the sensing element 221. In this way, the first control board 220 itself has signal processing capabilities, and the first control board 220 can generate corresponding action commands based on the sensing signal from the sensing element, which can reduce signal transmission links, reduce latency, and improve real-time performance.

[0052] In other embodiments, the front-end assembly 1000 further includes a controller electrically connected to the first electronic control board 220. The controller is used to generate a control signal based on the sensing signal from the sensing element 221. It should be noted that the electrical connection between the controller and the first electronic control board 220 can be understood as a direct connection or an indirect connection. In one example, the controller can be directly plugged into the first electronic control board 220. In another example, the controller and the first electronic control board 220 are separate components, connected via a wiring harness.

[0053] In this embodiment, when the sensing element 221 generates a sensing signal, the first electronic control board 220 can transmit this sensing signal to the controller. The controller then generates corresponding action commands based on the sensing signal, whereby the action commands can also be understood as control signals. In this way, by processing the signal through the controller, the stability and anti-interference capability of the action commands of the front assembly 1000 can be improved.

[0054] Referring again to Figures 1 and 2, in the first direction, the electronic control assembly 200 has a first end and a second end disposed opposite to each other, with either the first end or the second end adjacent to the corresponding end of the front housing 100. That is, in the traveling state of the front assembly 1000, the left end of the electronic control assembly 200 is adjacent to the left end of the front housing 100, and the right end of the electronic control assembly 200 is adjacent to the right end of the front housing 100. This allows for maximizing the length of the electronic control assembly 200, facilitating the placement of at least one operating element 300 within the electronic control assembly 200, and its interaction with the first electronic control plate 220 of the electronic control assembly 200.

[0055] In this embodiment, when the front-end assembly 1000 is applied to a vehicle, the first direction can be defined based on the vehicle as a reference. For example, referring to Figure 4, the first direction is the lateral direction of the vehicle, i.e., direction M in Figure 4. The second direction is the longitudinal direction (travel direction) of the vehicle, i.e., direction N in Figure 4.

[0056] To further refine the composition of each operating component 300, the following embodiments will take the operating component 300 as a brake lever assembly, shifter, or turn signal switch as an example for detailed description.

[0057] In one possible implementation, at least one actuating element 300 includes a brake lever assembly 310, at least two triggering elements include a first triggering element disposed on the brake lever assembly 310, and at least one sensing element 221 includes a first sensing element 2211.

[0058] The brake lever assembly 310 is configured to drive a first trigger element to move toward a first sensing element 2211, such that the first trigger element triggers the first sensing element 2221 to output a sensing signal. Then, the first electronic control board 220 or controller can, based on the sensing signal, enable the brake lever assembly 310 and the first sensing element 2211 to perform the vehicle's braking function.

[0059] The brake lever assembly 310 includes:

[0060] A rotating member 312 is rotatably connected to the electronic control assembly 200 and is adjacent to the first sensing element 2211; a first trigger member is disposed on the rotating member 312. Exemplarily, the connecting housing 210 is provided with a first rotating shaft 230, and the rotating member 312 is provided with a first rotating hole 3121. The first rotating shaft 230 is rotatably connected to the first rotating hole 3121 to achieve a rotatable connection between the first rotating shaft 230 and the connecting housing 210.

[0061] A brake lever 311 is rotatably connected to the forehead housing 100. The brake lever 311 is also connected to a rotating member 312 to drive the rotating member 312 to rotate, so that the first trigger member can trigger the first sensing element 2211. For example, referring to Figure 1, the brake lever 311 has a first actuating protrusion 3111, and correspondingly, referring to Figure 5, the rotating member 312 has a second actuating protrusion 3122, with the first actuating protrusion abutting against the second actuating protrusion.

[0062] When the operator pulls the brake lever 311, the first actuating protrusion 3111 of the brake lever 311 applies a force to the second actuating protrusion 3122, which in turn drives the rotating component 312 to rotate through the first actuating protrusion 311, thereby causing the first triggering element to displace. The first sensing element 2211 can generate a sensing signal based on the displacement of the first triggering element. In this way, the first triggering element and the first sensing element 2211 have a non-contact engagement, which can eliminate the physical friction and contact wear of the mechanical micro-switch brake lever, thereby improving the service life of the brake lever assembly 310 and reducing the risk of brake lever assembly 310 failure, thus improving the vehicle's safety performance.

[0063] As for the first sensing element 2211 generating a sensing signal, the processing of the sensing signal can be implemented by the controller or by the first electronic control board 220. In some embodiments, when the first sensing element 221 generates a sensing signal, the first electronic control board 220 can transmit this sensing signal to the controller, and the controller can generate corresponding action commands based on the sensing signal. For example, the controller can control the battery to disconnect based on the sensing signal, thereby switching the power output of the front assembly 1000 to achieve the braking function. In other embodiments, the first electronic control board 220 itself can generate corresponding action commands based on the sensing signal, that is, the first electronic control board 220 itself can control the battery to disconnect based on the sensing signal, thereby switching the power output of the front assembly 1000 to achieve the braking function.

[0064] It should be noted that a first elastic reset member (not shown in the figure) is provided between the brake lever 311 and the rotating member 312. The first elastic reset member is used to drive the brake lever 311 back to its initial state. The first elastic reset member can be a tension spring. When the operator pulls the brake lever 311, the first elastic reset member changes from an extended state to a compressed state; when the operator releases the brake lever 311, the elastic restoring force of the first elastic reset member drives the brake lever 311 back to its initial state.

[0065] The brake lever assembly 310 also includes a brake cable (not shown) with a connecting portion, which passes through and is connected to the front housing 100. The connecting portion is connected to the brake lever 311 by a second screw 313. It should be noted that there are usually two brake levers 311, and correspondingly, there are also two rotating members 312 and two first sensing elements 2211.

[0066] When the brake lever 311 malfunctions and needs replacement, the pivot between the brake lever 311 and the front housing 100 can be removed. This exposes the brake cable and the connecting part. Then, the second screw 313 can be removed to detach the brake lever 311. This eliminates the need to open the front housing 100 to separate the brake lever 311 from the connecting part, as is done in existing technologies, thus improving the ease of installation and removal of the brake lever 311.

[0067] It should be noted that there are usually two brake levers 311, and correspondingly, there are also two rotating parts 312 and two first sensing elements 2211.

[0068] In one possible implementation, please refer to Figure 9. The connecting housing 210 is provided with a first rotating shaft 230, and the rotating component 312 is provided with a first rotating hole 3121. The first rotating shaft 230 is rotatably connected in the first rotating hole 3121 to realize the rotatable connection between the first rotating shaft 230 and the connecting housing 210.

[0069] In this way, the fit between the first rotating shaft 230 and the first rotating hole 3121 ensures smooth rotation between the rotating component 312 and the connecting housing 210, reducing friction and wobbling, and improving motion accuracy. Furthermore, the shaft-hole fit eliminates the need for additional complex mechanisms, reducing manufacturing costs while improving assembly convenience and structural reliability. It should be noted that the first rotating shaft 230 can be completely housed within the first rotating hole 3121, or it can be configured in other ways.

[0070] For example, referring to Figure 13, the rotating member 312 further includes a second rotating hole 3123, which communicates with the first rotating hole 3121 and is located on the side of the first rotating hole 3121 away from the connecting housing 210. Taking the orientation shown in Figure 13 as an example, the second rotating hole 3123 is disposed above the first rotating hole 3121. The diameter of the second rotating hole 3123 is larger than the diameter of the first rotating hole 3121, so that the first rotating hole 3121 and the second rotating hole 3123 form a convex structure similar to the resulting shape.

[0071] Accordingly, referring to Figure 9, the first rotating shaft 230 includes a first part 231 and a second part 232 that are connected to each other. The first part 231 is rotatably connected to the first rotating hole 3121, and the second part 232 is rotatably connected to the second rotating hole 3123.

[0072] In this way, a stepped surface is formed between the first rotating hole 3121 and the second rotating hole 3123. The second part 232 is disposed on the stepped surface, which can form an axial limit to prevent the first rotating shaft 230 from dislodging from the rotating part 312 due to vibration or impact, thereby improving reliability. In addition, the second rotating hole 3123 has a larger diameter, forming a "stepped hole" structure, which allows the second part 232 of the first rotating shaft 230 to be easily inserted and aligned, simplifying the assembly and maintenance process.

[0073] Please continue to refer to Figure 13. The part of the rotating member 312 facing the connecting housing 210 is provided with a relief groove 3124, which communicates with the second rotating hole 3123; wherein, the relief groove 3124 is used to allow part of the connecting housing 210 to move.

[0074] This design provides the clearance groove 3124 with movement space for the local structure connecting the housing 210, preventing it from rigidly colliding with or getting stuck on the rotating component 312 during rotation, thus ensuring smoother rotation. Furthermore, this local clearance design satisfies the rotation requirements without increasing the overall structural volume, maintaining the device's lightweight and compact design.

[0075] It should be noted that the clearance groove 3124 does not penetrate the bottom surface of the rotating component 312 corresponding to the bottom of the first rotating hole 3121 in the axial direction of the rotating hole. This can improve the structural strength of the rotating component 312.

[0076] In one possible implementation, at least one actuating element 300 includes a dial element 320, at least two trigger elements include second trigger elements, and at least one sensing element includes a second sensing element 2212.

[0077] The shifter 320 is rotatably connected to the connecting housing 210, and the second trigger is disposed on the shifter 320 and adjacent to the second sensing element 2212. The second trigger is used to trigger the second sensing element 2212 to output a sensing signal. The shifter 320, the second trigger, and the second sensing element 2212 are used to control the throttle. The first electronic control board 220 or the controller generates a throttle control signal based on the sensing signal from the second sensing element 2212.

[0078] In this way, the throttle control signal can be generated by the shift mechanism, which can eliminate the physical friction and contact wear of mechanical micro-switch type shifters, thereby improving the service life of the shift mechanism, preventing the shift mechanism from failing, and improving the vehicle's safety performance.

[0079] Furthermore, there is no longer a need to connect the shift lever 320 and the controller of the front assembly 1000 via a wiring harness. When it is necessary to remove the shift lever 320, only the shift lever 320 or the electronic control assembly 200 needs to be removed separately. There is no need to open the front housing and disconnect the wiring harness connected to the controller, thereby simplifying the disassembly and assembly process and improving the efficiency and convenience of vehicle disassembly and assembly.

[0080] It should be noted that in this embodiment, the second trigger is disposed on the dial element 320, which can be understood as the second trigger being disposed on the surface of the dial element 320 facing the second sensing element 2212; it can also be understood as the second trigger being disposed in the inner cavity of the dial element 320 when the dial element 320 includes an inner cavity, and adjacent to the second sensing element 2212.

[0081] It should be understood that when the electronic control assembly 200 includes the connecting housing 210, the shifter 320 is rotatably connected to the connecting housing 210. For example, the shifter 320 may be rotatably connected to the side of the connecting housing 210, or to the top surface of the connecting housing 210, or even to other positions.

[0082] In one possible implementation, the shifter 320 is rotatably connected to the side of the connecting housing 210 facing the ground. Taking the orientation shown in Figure 7 as an example, the shifter 320 is rotatably connected to the bottom surface of the connecting housing 210. In this way, when the user is riding, the shifter 320 is approximately at the same level as the user's hand, allowing for easy access without significant adjustments to the wrist or arm angle, reducing fatigue from prolonged operation.

[0083] It should be noted that the rotatable connection between the shifter 320 and the connecting housing 210 can take various forms. For example, referring to Figure 1, the connecting housing 210 is provided with a second rotating shaft 240, and the shifter 320 is rotatably connected to the second rotating shaft 240. For instance, the shifter 320 has a rotating hole, and the second rotating shaft 240 is inserted into the rotating hole to achieve the rotatable connection between the shifter 320 and the connecting housing 210. It should be noted that the second rotating shaft 240 and the connecting housing 210 can be integrally formed or can be separate structures. When the second rotating shaft 240 and the connecting housing 210 are integrally formed, they can be manufactured using injection molding, which can improve the structural strength of the second rotating shaft 240 and the connecting housing 210.

[0084] When the shifter 320 is damaged, it can be directly removed from the second rotating shaft 240, which improves the efficiency of disassembly and assembly of the shifter 320.

[0085] In one possible implementation, at least one operating element 300 further includes a toggle element 330, at least two trigger elements include a third trigger element, and at least one sensing element 221 includes a third sensing element 2213. The third trigger element is used to trigger the third sensing element 2213 to output a sensing signal. The toggle element 330, the third trigger element, and the third sensing element 2213 constitute a turn signal switch. The first electronic control board 220 or controller is used to generate a turn signal switch signal based on the sensing signal from the third sensing element 2213.

[0086] Thus, the actuating element 330, the third trigger element, and the third sensing element 2213 constitute the turn signal switch. When the third trigger element moves toward the third sensing element 2213, it triggers the third sensing element 2213 to output a sensing signal. The first electronic control board 220 then generates a control signal for the turn signal switch based on the sensing signal to control the turn signal to turn on or off. In this way, the control signal for the turn signal switch can be generated by the turn signal assembly, eliminating the physical friction and contact wear of mechanical micro-switch-type paddles, thereby extending the service life of the turn signal assembly, preventing turn signal assembly failure, and improving vehicle safety performance.

[0087] Furthermore, there is no need to connect the toggle switch 330 and the controller of the front assembly 1000 via a wiring harness. When it is necessary to remove the toggle switch 330, only the toggle switch 330 or the electronic control assembly 200 needs to be removed separately. It is not necessary to open the front housing 100 and disconnect the wiring harness connected to the controller, thereby simplifying the disassembly and assembly process and improving the efficiency and convenience of disassembly and assembly of the front assembly 1000.

[0088] It should be understood that when the electronic control assembly 200 includes the connecting housing 210, the toggle member 330 is rotatably connected to the connecting housing 210, and the third trigger member is disposed on the toggle member 330 and adjacent to the third sensing element 2213.

[0089] It should also be noted that, exemplarily, referring to Figures 1 and 9, the connecting housing 210 is provided with a third rotating shaft 250, and the actuating member 330 is rotatably connected to the third rotating shaft 250. For example, the actuating member 330 has a rotating hole, and the third rotating shaft 250 is inserted into the rotating hole to achieve a rotatable connection between the actuating member 330 and the connecting housing 210. In this way, when the actuating member 330 is damaged, it can be directly removed from the third rotating shaft 250, improving the efficiency of disassembly and assembly of the actuating member 330.

[0090] It should also be noted that the third rotating shaft 250 and the connecting housing 210 can be integrally formed or they can be separate structures. When the third rotating shaft 250 and the connecting housing 210 are integrally formed, they can be manufactured by injection molding, which can improve the structural strength of the third rotating shaft 250 and the connecting housing 210.

[0091] In one possible implementation, a second elastic reset member (not shown in the figure) is provided between the third rotating shaft 250 and the connecting housing 210. The elastic reset member is used to drive the actuated member 330 to reset. The second elastic reset member can be a torsion spring, a tension spring, or other elastic element.

[0092] In this way, when the user releases the toggle switch 330, the second elastic reset switch can quickly return it to its initial position, avoiding misoperation or continuous signal activation, ensuring that the turn signal is turned off in time, and improving the driving safety of the front assembly 1000.

[0093] For example, the front assembly 1000 also includes a turn signal 400, which is disposed below the connecting housing 210 and electrically connected to the first electronic control board 220; for example, the turn signal 400 is disposed on the cover plate 214.

[0094] In related technologies, the turn signal 400 is usually placed at the left and right ends of the handlebar, which increases the distance between the turn signal 400 and the battery, and thus increases the length of the wiring harness connecting the battery and the turn signal 400.

[0095] In this embodiment, the turn signal 400 is directly mounted on the connecting housing 210 and electrically connected to the first electronic control board 220. This allows the turn signal 400 to draw power directly from the first electronic control board 220, thus avoiding the need for the turn signal 400 to connect to the first electronic control board 220 via a wiring harness. This simplifies the vehicle's wiring structure, resulting in a more compact and neat overall layout. Furthermore, by drawing power directly from the first electronic control board 220, the current path is shortened, the line impedance is reduced, and stable light brightness is ensured.

[0096] It should be noted that the connection between the turn signal 400 and the first electronic control board 220 can be achieved by providing conductive terminals (not shown in the figure) on the first electronic control board 220. These conductive terminals extend towards the ground and can extend to the outside of the connecting housing 210. Alternatively, the conductive terminals can pass through the connecting housing 210 and extend to the outside of the connecting housing 210. In this way, the turn signal 400 can be directly connected to the conductive terminals and located outside the connecting housing 210.

[0097] When the turn signal 400 is damaged, the connection between the turn signal 400 and the conductive terminal can be directly disconnected. Unlike related technologies, it is not necessary to remove the front housing and expose the connection between the turn signal 400 and the wiring harness, which improves the replacement efficiency of the turn signal 400.

[0098] In this embodiment, there are two turn signals 400, which are symmetrically arranged with respect to the center line of the connecting housing 210; wherein the center line of the connecting housing 210 extends along the travel direction of the front assembly 1000. That is, the center line of the connecting housing 210 extends along a second direction.

[0099] In this way, the left and right turn signals are symmetrically distributed at 40°, allowing other road users (oncoming vehicles and pedestrians) to quickly judge the vehicle's turning intention (left / right) and reduce the risk of misjudgment.

[0100] It should be noted that the power source for the turn signals can be directly controlled by the controller, or other options are available. For example, the controller is electrically connected to the first electronic control board 220 and the third sensing element 2213. The controller can control the first electronic control board 220 to supply power to the turn signals 400 based on the sensing signal from the third sensing element.

[0101] The first electronic control board 220 can be electrically connected to the controller via a single wiring harness. In this way, the toggle switch 330 is connected to the electronic control component 200 via induction, and then the electronic control component 200 is connected to the controller via another wiring harness. This reduces the number of wiring harnesses, significantly simplifies the wiring harness layout inside the front housing 100, making it neater and more organized, and reducing the potential risk of malfunctions caused by messy wiring harnesses. Furthermore, reducing the number of wiring harnesses reduces material input and lowers material costs. For example, the controller also controls the connection between the first electronic control board 220 and the battery to provide power to the first electronic control board 220 and ensure its normal operation.

[0102] In one possible implementation, the trigger can be a magnet, and the sensing element 221 can be a Hall effect device. Thus, the brake lever switch, toggle switch, and turn signal switch are also controlled by induction. Compared to the mechanical drive method in related technologies, this avoids the contact problems or failures caused by long-term wear of traditional mechanical switches, thereby significantly improving the reliability and durability of the switches and extending their service life. It should be noted that the working principles of Hall effect devices and magnets are related technologies and will not be elaborated further in this embodiment.

[0103] It should also be noted that when the rotating component 312, the shifter component 320, and the actuating component 330 are made of magnet steel, the corresponding triggering component can be a part of the aforementioned corresponding component. For example, the second triggering component can also be a part of the shifter component 320. In this way, the shifter component 320 itself constitutes a magnet, thereby simplifying the manufacturing process of the front assembly 1000.

[0104] Please continue to refer to Figure 4. In the direction perpendicular to the vehicle's travel direction, i.e., in the first direction, the electronic control component 200 of this embodiment has a first end and a second end that are arranged opposite to each other. Either the first end or the second end has a preset distance between it and the rotation point of the brake lever 311 and the front housing 100. The preset distance can be freely set according to the installation requirements of the brake lever 311.

[0105] In this way, the connection points of the brake lever 311, the shifter 320, and the toggle 330 are all located on the electronic control assembly 200, eliminating the need for the brake lever 311, the shifter 320, and the toggle 330 to be connected to the electronic control assembly 200 via connecting wire harnesses. This reduces the number of connecting wire harnesses and significantly simplifies the wiring harness layout inside the front housing 100.

[0106] It should be noted that in this embodiment, the preset distance is within the allowable range and can be slightly larger. The brake lever 311 can drive the corresponding trigger to rotate through a simple connecting mechanism. In this embodiment, the preset distance can also be slightly smaller, so that the brake lever 311 can directly drive the corresponding trigger to rotate. The second direction is the N direction in Figure 4, and the first direction is the M direction in Figure 4.

[0107] In one possible implementation, the front end assembly 1000 further includes a first handlebar assembly 500 and a second handlebar assembly 600, which are disposed opposite to each other on both sides of the front end housing 100 in a first direction. Taking the orientation shown in Figure 4 as an example, the first handlebar assembly 500 and the second handlebar assembly 600 are respectively disposed on the left and right sides of the front end housing 100. At least one of the first handlebar assembly 500 and the second handlebar assembly 600 is detachably connected to the front end housing 100; wherein, each of the first handlebar assembly 500 and the second handlebar assembly 600 is provided with at least two handlebar accessories.

[0108] In this way, when it is necessary to replace the handlebar components, the handlebar assembly that is detachably connected to the front housing 100 can be removed, so that at least two handlebar components located on the handlebar assembly can be removed from both sides respectively. This eliminates the need to remove the handlebar components in the same direction as in related technologies, simplifying the disassembly and assembly of the handlebar components and thus improving the efficiency of disassembly and assembly of the handlebar components and the vehicle.

[0109] It should be understood that, in the embodiments of this application, at least one of the first horizontal component 500 and the second horizontal component 600 is detachably connected to the forehead housing 100. This can be understood as one of the first horizontal component 500 and the second horizontal component 600 being detachably connected to the forehead housing 100. It can also be understood that the first horizontal component 500 and the second horizontal component 600 are respectively detachably connected to the forehead housing 100.

[0110] Both the first and second crossbar components 500 and 600 can be disassembled independently without following a fixed sequence. Maintenance personnel can simultaneously remove the target components from both sides of the vehicle, reducing operation time. For example, when replacing the crossbar component on the first crossbar component 500, it is only necessary to separate the first crossbar component 500 from the front cover 100; there is no need to disassemble the second crossbar component 600. This modular replacement achieves modular replacement and reduces maintenance costs.

[0111] In one possible implementation, the first handlebar assembly 500 includes a first handlebar 510, a first handlebar sleeve 520, a bell 530, and a first end cap 540. The bell 530, the first handlebar sleeve 520, and the first end cap 540 are sequentially fitted onto the first handlebar 510, and the first end cap 540 is used to seal the end of the first handlebar sleeve 520 that faces away from the bell 530. The first handlebar sleeve 520, the bell 530, and the first end cap 540 constitute at least two handlebar accessories of the first handlebar assembly 500.

[0112] The second handlebar assembly 600 includes a second handlebar 610, a second handlebar sleeve 620, and a second end cap 630. The second handlebar sleeve 620 and the second end cap 630 are sequentially fitted onto the second handlebar 610, and the second end cap 630 is used to seal the end of the second handlebar sleeve 620 that faces away from the forehead housing 100. The second handlebar sleeve 620 and the second end cap 630 constitute at least two handlebar accessories of the second handlebar assembly 600.

[0113] Taking the orientation shown in Figure 3 as an example, when the bell 530 needs to be replaced, the first handle 510 can be removed from the forehead housing 100. Then, the bell 530 can be directly removed from the right side. Unlike related technologies, where the first end cap 540 and the first handle 520 must be removed before the bell 530 can be taken out, this simplifies the disassembly process of the bell 530 and improves the disassembly efficiency of the bell 530.

[0114] Meanwhile, when the first grip sleeve 520 of the first crossarm assembly 500 is damaged, the first crossarm assembly 500 can be directly removed from the front housing 100. Afterwards, the first grip sleeve 520 can be removed from both sides of the first crossarm 510, which facilitates the replacement or repair of the first crossarm assembly 500.

[0115] It should be noted that in this embodiment, both the first horizontal bar 510 and the second horizontal bar 610 can be connected to the forehead housing 100 by means of a clamp, which can facilitate the disassembly and installation of the forehead housing 100.

[0116] In one possible implementation, the forehead housing 100 includes a mounting hole (not shown) extending along the axis of the corresponding handlebar. The mounting hole has a first opening (not shown) and a second opening (not shown). The first opening is located at the end of the forehead housing 100 facing the corresponding handlebar, allowing the corresponding handlebar to be inserted into the mounting hole. The second opening extends along the axis of the corresponding handlebar and breaks the sidewall of the mounting hole to form a deformable clamping portion. In other words, the area where the forehead housing 100 connects to the corresponding handlebar forms a clamp-like structure.

[0117] The front housing 100 also includes fasteners 160, which are disposed on the front housing 100 and span across both sides of the second opening for adjusting the opening size of the second opening to lock or unlock the corresponding handlebars.

[0118] By adjusting the preload of the fasteners and the opening of the second opening, handlebars of different diameters can be adapted, thus improving the fit between the front housing 100 and the corresponding handlebars.

[0119] To further define the location of the mounting holes, the structure of the forehead housing 100 is further refined in this embodiment.

[0120] Referring to Figures 5 and 6, by way of example, the forehead housing 100 further includes a main body portion 120, which includes a first main body portion 121 and two second main body portions 122 connected to the first main body portion 121. The two second main body portions 122 are respectively located on both sides of the first main body portion 121. That is, along the first direction, the two second main body portions 122 are respectively located on both sides of the first main body portion 121.

[0121] Each of the second main body parts 122 has mounting holes, which allows for improvements to the forehead housing 100 so that the two second main body parts 122 form a clamp structure, simplifying the manufacturing process of the forehead housing 100.

[0122] Furthermore, in this embodiment, the first horizontal bar 510 is detachably connected to one of the second main body parts 122 via a clamp, and the second horizontal bar 610 is detachably connected to the other second main body part 122 via a clamp. At this time, the first horizontal bar 510, the second horizontal bar 610, and the front housing 100 form a bent shape, which is particularly suitable for scenarios that need to withstand large lateral forces or torsional forces, thus improving the durability and safety of the front assembly 1000.

[0123] In one possible implementation, referring to Figure 1, each second main body 122 further includes a hollow connecting lug 1221. The inner cavity of the connecting lug 1221 communicates with the second opening of the mounting hole, and the connecting lug 1221 is provided with a threaded hole group, which includes two threaded holes 1222 coaxially arranged, with the two threaded holes 1222 located on both sides of the second opening.

[0124] Fastener 160 is threaded into the threaded hole assembly. By tightening or loosening fastener 160, the opening of the second opening can be adjusted to lock or unlock the corresponding handlebar.

[0125] The hollow design of the connecting lug 1221 connects to the second opening of the mounting hole, allowing the locking force of the fastener 160 to act directly on the deformable clamping part, forming a uniform annular clamping force, thereby locking the corresponding handlebar. In addition, the hollow inner cavity of the connecting lug 1221 provides a concealed cable routing channel for brake cables, shift cables, etc., avoiding tangling or wear caused by exposed cables.

[0126] It should be noted that the number of threaded hole groups can be one or more. For example, there are two threaded hole groups, which are arranged at intervals along the axial direction of the corresponding handlebars. In this way, a fastener 160 can be installed in each threaded hole group, which can improve the connection stability between the handlebars and the front housing 100.

[0127] Please continue referring to Figure 1. In one possible implementation, at least one of the first handlebar 510 and the second handlebar 610 is provided with a guide protrusion 550, which extends along the axial direction of the corresponding handlebar. For example, both the first handlebar 510 and the second handlebar 610 are provided with guide protrusions 550. Taking the first handlebar 510 as an example, guide grooves are provided on the inner walls of the first handlebar sleeve 520, the bell 530, and the mounting holes into which the first handlebar 510 is inserted. Through the provision of guide protrusions 550 and guide grooves, blind insertion installation can be achieved, eliminating the need for repeated adjustments to the handlebar angle and ensuring that the first handlebar 510 and the second handlebar 610 automatically align when inserted into the mounting holes, reducing installation time. Furthermore, these guides can also provide guidance for the installation of the first handlebar sleeve 520 and the bell 530, facilitating their installation.

[0128] Please continue referring to Figure 1. In one possible implementation, at least one of the first handlebar 510 and the second handlebar 610 is provided with a through hole 560, which extends along the axial direction of the corresponding handlebar. In this way, the weight of the first handlebar 510 and the second handlebar 610 can be reduced, thereby achieving a lightweight handlebar device.

[0129] In one possible implementation, referring to Figures 1 to 4, the forehead housing 100 includes at least one clearance area 110. In a second direction, the at least one clearance area 110 is located at the rear-side of the forehead housing 100. A portion of the electronic control assembly 200 is exposed within the clearance area 110, and an instrument 215 is disposed on the exposed area of ​​the electronic control assembly 200, the instrument 215 being electrically connected to the first electronic control board 220; the second direction intersects the first direction.

[0130] Any one of the clearance areas 110 is used to house instruments or other structures. It should be noted that the front housing 100 includes one clearance area 110, or two clearance areas 110, or even more clearance areas 110. The second direction is the longitudinal direction of the vehicle (direction of travel), i.e., the N direction in Figure 4.

[0131] In some embodiments, the front housing 100 includes two clearance areas 110, which are spaced apart along a first direction. Alternatively, the two clearance areas 110 are spaced apart along the lateral direction of the vehicle, and the first and second directions intersect. It should be noted that the front housing provided in this embodiment is typically used in vehicles, and the first and second directions are defined below with reference to the vehicle. The first direction is the longitudinal direction (direction of travel) of the vehicle, i.e., the N direction in Figure 6. The second direction is the lateral direction of the vehicle, i.e., the M direction in Figure 6.

[0132] The electronic control component 200 is connected to the forehead housing 100 and is located on the side of the forehead housing 100 facing the ground. That is, the electronic control component 200 is disposed below the forehead housing 100, so that part of the electronic control component 200 is exposed in the avoidance area 110.

[0133] In this embodiment, the electronic control component 200 is disposed below the forehead housing 100, and the forehead housing 100 can be used to protect the electronic control component 200, reduce the corrosion of the electronic control component 200 by rainwater or other impurities, and improve the safety of the electronic control component 200.

[0134] Please refer to Figures 4, 7 to 9. Part of the electronic control component 200 is exposed in the avoidance zone 110, and an instrument 215 is installed on the exposed area of ​​the electronic control component 200. The instrument 215 can display battery level, driving speed, or other data.

[0135] For example, the electronic control assembly 200 also includes a connecting housing 210, in which a first electronic control board 220 and at least one sensing element 221 are disposed.

[0136] A portion of the connecting housing 210 of the electronic control component 200 is exposed in the clearance area 110. This exposed portion houses an instrument panel 215, which is electrically connected to the first electronic control board 220. The instrument panel 215 can display battery level, speed, or other data. In related technologies, the instrument panel 215 is positioned on the top surface of the front housing 100, which is closer to the driver's eye level, ensuring the operator's line of sight is directly visible during riding, thus improving instrument readability and vehicle riding safety.

[0137] Furthermore, in the direction perpendicular to the ground, the top surface of the instrument panel 215 can be lower than the top surface of the front housing 100. This prevents the instrument panel 215 from creating wind resistance, thereby improving the vehicle's range. Additionally, the flat structure makes the overall vehicle appearance more streamlined, reducing abruptness and enhancing overall aesthetics.

[0138] As one possible embodiment of the forehead housing 100, please refer to Figures 5 and 6. The forehead housing 100 includes a main body portion 120. The main body portion 120 includes a first main body portion 121 and two second main body portions 122 connected to the first main body portion 121. The two second main body portions 122 are respectively located on both sides of the first main body portion 121.

[0139] Alternatively, along the first direction, the two second main body portions 122 are located on either side of the first main body portion 121. It should be noted that the forehead shell 100 can be integrally molded using injection molding. This can improve the structural strength of the forehead shell 100.

[0140] The second main body portion 122 and the first main body portion 121 form an angle; wherein at least one of the two second main body portions 122 encloses the first main body portion 121 to form a clearance area 110. In other words, one of the second main body portions 122 encloses the first main body portion 121 to form a clearance area 110. Alternatively, both second main body portions 122 enclose the first main body portion 121 to form a clearance area 110. Specifically, it can be freely set according to the design requirements of the front assembly 1000, thereby improving the design flexibility of the front assembly 1000.

[0141] In this embodiment, the first main body 121 and the second main body 122 enclose and form a clearance area 110, which can provide installation space for some vehicle components (such as instruments or sensors) and optimize the overall layout of the front assembly 1000.

[0142] Furthermore, the second main body portion 122 has an included angle with the first main body portion 121, and the second main body portion 122 extends away from the end of the first main body portion 121 along a second direction. In other words, the end of the second main body portion 122 away from the first main body portion 121 extends toward the user, so that the two second main body portions 122 and the first main body portion 121 form an arc-shaped structure.

[0143] This allows airflow to pass more smoothly over the front housing 100, reducing turbulence and wind resistance, thereby improving the vehicle's range. In addition, the curved transition design disperses wind pressure and external impact forces, reduces vibration or noise at high speeds, and improves the structural durability of the front housing 100.

[0144] In one possible implementation, referring to Figures 5 and 6, the forehead housing 100 further includes a protrusion 130 connected to the main body 120 and extending in a second direction.

[0145] In other words, when in use, the protrusion 130 extends toward the user. This increases the length of the front housing 100 in the second direction, thus facilitating the design of the protrusion 130 and making it easier to arrange the various components of the front assembly 1000.

[0146] It should be understood that when the forehead housing 100 includes the protrusion 130, the protrusion 130 and the main body 120 enclose and form a clearance area 110. This arrangement increases the design flexibility of the clearance area 110, facilitating the installation and removal of the instrument 215.

[0147] It should be noted that the number of avoidance areas 110 can be one or two. For example, the number of avoidance areas 110 is two. In the first direction, the two avoidance areas 110 are located on both sides of the protrusion 130 and are symmetrically arranged with respect to the protrusion 130.

[0148] In this way, each avoidance zone 110 can be equipped with a different instrument 215, and the two avoidance zones 110 are symmetrically arranged relative to the protrusion 130, which can improve the aesthetics of the front assembly 1000.

[0149] It should also be noted that the edge of the avoidance area 110 can be arc-shaped or other shapes. For example, the avoidance area 110 includes an arc-shaped edge 111, one end of which is located on the second main body portion 122, and the other end of which is located on the protrusion portion 130.

[0150] This design, while creating the clearance zone 110, also reduces air resistance for the front end assembly 1000 during driving, improving its aerodynamic performance. Furthermore, the rounded transition reduces stress concentration points, making the front end housing 100 more resistant to deformation and damage under external forces, thus improving safety and service life. The rounded transition also makes the connection between the clearance zone 110 and the main body 120 and protrusion 130 more natural and smooth, enhancing the overall softness and modernity of the appearance.

[0151] Please refer to Figure 10. In this embodiment, the front-end assembly 1000's front housing 100 further includes a second receiving cavity 131. The second receiving cavity 131 houses a second electronic control board 140 and at least two electrical components 150 electrically connected to the second electronic control board 140. The at least two electrical components 150 are spaced apart within the second receiving cavity 131 to prevent electrical interference between them and ensure their normal operation. It should be noted that the at least two electrical components 150 can be directly inserted into the second electronic control board 140 or electrically connected to it via a wiring harness; this embodiment does not impose specific limitations. The at least two electrical components 150 may include an NFC, GPS receiver, sensor, or other AI interaction module.

[0152] Please continue referring to Figures 1 to 4. The electronic control assembly 200 is connected to the forehead housing 100 and is located directly below the forehead housing 100. The second electronic control board 140 is electrically connected to the first electronic control board 220. For example, the second electronic control board 140 and the first electronic control board 220 are electrically connected via a first connecting harness (not shown in the figures).

[0153] With this configuration, the electronic control component 200 is located outside the front housing 100 and is an independent component. On the one hand, it can save internal space in the front housing 100. For example, a second receiving cavity 131 can be formed inside the front housing 100, so that the second electronic control board 140 and at least two electrical components 150 can be directly installed in the second receiving cavity 131. The at least two electrical components 150 can directly draw power from the first electronic control board 220 through the second electronic control board 140, reducing additional power harnesses, reducing the risk of harness tangling, and making the wiring inside the front housing 100 neater and more orderly. At the same time, more electronic components and functions can be integrated in a limited space without significantly modifying the structure of the front housing 100, reducing iteration costs and improving the overall electrical system integration of the vehicle.

[0154] On the other hand, when it is necessary to repair the second electronic control board 140 or at least two electrical components 150, it is only necessary to disconnect the electrical connection between the first electronic control board 220 and the second electronic control board 140, without having to remove the entire front assembly, thus improving the ease of disassembly and assembly of the entire front assembly 1000.

[0155] The forehead housing 100 also includes a protrusion 130, which is connected to the main body 120 and extends in a second direction away from the main body 120; wherein, the second direction can be the N direction in Figure 6. In other words, in the use state, the protrusion 130 extends toward the user. The protrusion 130 has a second receiving cavity 131, which communicates with the first receiving cavity 123 of the main body 120.

[0156] It should be noted that the protrusion 130 is connected to the main body 120, which can be understood as the protrusion 130 and the main body 120 being integrally formed, or they can be separate structures. When the main body 120 and the protrusion 130 are integrally formed, they can be integrally formed by injection molding. This can improve the structural strength of the forehead shell 100.

[0157] In one possible implementation, the electronic control component 200 includes at least a first connector (not shown) and a second connector (not shown), both of which are electrically connected to the first electronic control board 220.

[0158] The first connector is electrically connected to the second electronic control board 140 via the first connecting harness (not shown in the figure); the second connector is electrically connected to the vehicle controller via the second connecting harness.

[0159] The design of the first and second connectors enables a modular power supply system. For example, the first connector is dedicated to powering the second electronic control board 140, while the second connector connects to the controller, achieving clear separation of power and signal circuits and reducing cross-interference. Furthermore, the first electronic control board 220 can cooperate with the handlebar accessories located on the front housing. This means the first electronic control board 220 only requires one second connection harness to connect to the vehicle's controller. Compared to a system where each handlebar accessory is connected to the vehicle's controller via a separate harness, this significantly reduces the number of wiring harnesses, thus simplifying vehicle assembly and disassembly.

[0160] Please refer to Figures 8 to 10. The electronic control assembly 200 includes a connecting housing 210, and the first electronic control board 220 is disposed in the connecting housing 210.

[0161] The connecting housing 210 can provide a mounting carrier for the first electronic control board 220, thereby protecting the first electronic control board 220. In addition, the first connecting joint and the second connecting joint can also be provided in the connecting housing 210 to improve the stability of the first connecting joint and the second connecting joint.

[0162] The placement of the first and second connecting connectors can be varied. In some embodiments, the first and second connecting connectors are located on the same side of the connecting housing 210. Taking the orientation shown in Figure 5 as an example, the first and second connecting connectors can be located on any side of the connecting housing 210, for example, on the left side of the connecting housing 210. In other embodiments, the first and second connecting connectors are located on different sides of the connecting housing 210. For example, the first connecting connector is located on the side of the connecting housing 210 facing the second electronic control board 140, which shortens the distance between the first connecting connector and the second electronic control board 140, thereby reducing signal transmission loss or line impedance and improving the stability of electrical performance; it also reduces wire length, saving space and cost. The second connecting connector is located on other sides of the connecting housing 210, for example, the second connecting connector can be located at the top of the left side of the connecting housing 210, which avoids layout conflicts with the first connecting connector, optimizes the internal wiring structure, facilitates modular docking with external equipment, improves assembly efficiency, and enhances the compactness of the overall structure.

[0163] It should be noted that the main body 120 can be a solid structure, or other options are possible. In one possible implementation, referring to Figures 6 and 2, the main body 120 includes a first receiving cavity 123, which communicates with a second receiving cavity 131. A first connecting joint and a second connecting joint are disposed on the area of ​​the connecting housing 210 exposed in the first receiving cavity 123.

[0164] Thus, the first and second connecting connectors are exposed within the first receiving cavity 123. When the first connecting harness is used to connect the first connecting connector and the second electronic control board 140, and the second connecting harness is used to connect the second connecting connector to the vehicle controller, the first and second connecting harnesses can be directly threaded through the first and second receiving cavities 123 and 131. The connecting harnesses can be arranged along a fixed path, avoiding messy layouts, reducing interference with other components, and improving assembly efficiency and reliability. Furthermore, there is no need to provide extra through holes in the protrusion 130, which simplifies the fabrication of the front housing 100.

[0165] In one possible implementation, at least two electrical components 150 are located on different sides of the second control board 140.

[0166] The distributed arrangement of electrical components 150 avoids localized heat concentration, promotes balanced heat dissipation, reduces the thermal load on the circuit board, and improves the stability and lifespan of electrical components 150. Furthermore, by installing electrical components on different sides, the three-dimensional space of the second control board 140 can be fully utilized, reducing congestion on one side and making the overall layout more compact, suitable for space-constrained applications.

[0167] In one possible implementation, referring to Figure 5, the forehead housing 100 further includes a sealing box 170 disposed within the second receiving cavity 131, and the sealing box 170 is provided with a through hole (not shown in the figure) for the first connecting wire harness to pass through.

[0168] The second electronic control board 140 and electrical components 150 are housed within the sealed box 170. The sealed box 170 effectively isolates external dust, moisture, oil, and other contaminants, preventing them from entering and affecting the operational stability of the electrical components 150 and the second electronic control board 140. The sealed box 170 provides physical fixation and cushioning for the internal components, reducing loosening, detachment, or damage caused by vibration, drops, or mechanical impacts, thereby improving the mechanical reliability of the front assembly 1000.

[0169] The front-end assembly 1000 provided in this application embodiment also includes an ambient light 700, which is disposed on the front housing 100 and adjacent to the electronic control assembly 200; the ambient light 700 is electrically connected to the first electronic control board 220.

[0170] The ambient light 700 is positioned adjacent to the electronic control component 200 and is electrically connected to the first electronic control board 220. This shortens the distance between the ambient light 700 and the first electronic control board 220, allowing the ambient light 700 to draw power directly from the first electronic control board 220. This reduces the need for additional power harnesses, thereby simplifying the electrical wiring inside the vehicle. Furthermore, as part of the interior decoration, the ambient light 700's proximity to the electronic control component 200 facilitates easier integration with other vehicle electronic systems, such as synchronizing light color and brightness with the audio system to create a more comfortable and personalized vehicle atmosphere.

[0171] In one possible implementation, the ambient light 700 surrounds at least a portion of the forehead housing 100 and is located below the electronic control assembly 200. It should be noted that when the forehead housing 100 includes a protrusion 130, the ambient light 700 surrounds the protrusion 130.

[0172] In this way, on the one hand, the ambient light 700 can be placed closer to the first electronic control board 220, shortening the distance between the first electronic control board 220 and the ambient light 700, which can reduce power consumption and interference, thereby ensuring the indication function of the ambient light 700. On the other hand, the ambient light 700 is located below the electronic control component 200, which can reduce the impact of heat-generating components (such as power devices) above it, preventing light decay of the ambient light 700 or shortening the lifespan of the ambient light 700 due to high temperature.

[0173] Please refer to Figures 1, 6, and 7. The ambient light 700 surrounds the forehead housing 100. The ambient light 700 includes a light-emitting element 710, a transparent lampshade 720, and a light guide strip 730. The light-emitting element 710 is disposed on the first electronic control board 220 and protrudes from the connecting housing 210. The transparent lampshade 720 is disposed on the light-emitting element 710, and the light guide strip 730 is connected to the transparent lampshade 720.

[0174] The light-emitting element 710 is typically a component composed of LEDs or other high-efficiency light sources. It begins to emit light after receiving electrical energy from the first electronic control board 220. Subsequently, the light guide strip 730 conducts and diffuses the light emitted by the light-emitting element 710, ultimately forming ambient lighting around the forehead housing 100 or other target areas. The light guide strip 730 typically has a special structure or coating that guides light to distribute evenly along its length, thereby achieving the overall lighting effect of the ambient light.

[0175] In this embodiment, the transparent lampshade 720 covers the light-emitting element 710, which can be used to protect the light-emitting element 710 from damage by the external environment and allow light to pass through.

[0176] It should be noted that in this embodiment, the ambient light is in a constantly on state, and its on / off state can be directly controlled by the controller. The ambient light can also function as an indicator light; when a component of the vehicle malfunctions, the controller can change the color of the ambient light to alert the user.

[0177] It should be noted that the connection position between the transparent lampshade 720 and the light guide strip 730 can be selected in several ways. In some embodiments, the light guide strip 730 can be connected to the bottom of the transparent lampshade 720. In other embodiments, the transparent lampshade 720 passes through the light guide strip 730. That is, the light guide strip 730 and the opposing surfaces of the transparent lampshade 720 are in contact, and the transparent lampshade 720 protrudes from the light guide strip 730. This increases the contact area between the transparent lampshade 720 and the light guide strip 730, reduces light scattering and leakage during transmission, and allows the light from the transparent lampshade 720 to enter the light guide strip 730 more efficiently, thereby improving the overall brightness.

[0178] In one possible implementation, the electronic control component 200 extends along a first direction; in this first direction, the end of the electronic control component 200 is adjacent to the corresponding end of the main body portion 120. Taking the orientation shown in Figure 4 as an example, the left end of the electronic control component 200 is adjacent to the left end of the main body portion 120, and the right end of the electronic control component 200 is adjacent to the right end of the main body portion 120. Thus, the length of the electronic control component 200 in the first direction is approximately equal to the length of the main body portion 120 in the first direction, which facilitates extending the length of the electronic control component 200, thereby allowing for the placement of more devices on the first electronic control board 220 and improving the integration of the vehicle front assembly 1000.

[0179] In one possible implementation, the front assembly 1000 also includes a functional component (not shown) disposed on the top of the front housing 100; the functional component includes at least a mobile phone holder.

[0180] By mounting the instrument cluster on the electronic control unit 200, rather than directly on top of the overhead housing 100, space at the top of the overhead housing 100 is effectively saved. This space optimization allows for the installation of additional functional components, such as a phone holder, thereby enhancing the vehicle's functionality and practicality.

[0181] In this embodiment, the forehead housing 100 is also provided with a headlight mounting port, so that the headlight 800 can be mounted in the headlight mounting port. It should be noted that the headlight 800 can be directly mounted in the headlight mounting port, or other options are also possible. For example, the headlight 800 is mounted in the headlight mounting port through the headlight housing 810.

[0182] The headlight 800 can be switched using a conventional mechanical button or controlled via an app on the application terminal.

[0183] In one possible implementation, the extension direction of the front housing 100 is relatively perpendicular to the vehicle's direction of travel; and / or, the extension directions of the first crossbar 510 and the second crossbar 610 are both relatively perpendicular to the vehicle's direction of travel, so that the front housing 100, the first crossbar assembly 500, and the second crossbar assembly 600 form a straight shape, which facilitates vehicle manufacturing and reduces vehicle production costs.

[0184] This application embodiment also provides a vehicle including the front assembly 1000 described in any of the above embodiments. The vehicle can be a scooter, a balance scooter, or an electric vehicle. The vehicle can also be a foldable vehicle for easy carrying. Specifically, the vehicle can be a foldable scooter, a foldable balance scooter, a foldable bicycle, or a foldable electric vehicle.

[0185] Since the vehicle includes the front assembly 1000 described in any of the above embodiments, the vehicle has all the structure and beneficial effects of the front assembly 1000, and will not be described in detail here.

[0186] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A front-end assembly, characterized in that, include: Forehead shell; An electronic control assembly is connected to the forehead housing, and the electronic control assembly includes a first electronic control board and at least one sensing element disposed on the first electronic control board; in a first direction, the electronic control assembly has a first end and a second end disposed opposite to each other, and either the first end or the second end is adjacent to the corresponding end of the forehead housing; At least one operating element is connected to the electronic control assembly, and each operating element includes a trigger element; wherein each trigger element is connected to a corresponding sensing element for triggering the corresponding sensing element to output a sensing signal.

2. The front assembly according to claim 1, characterized in that, The first electronic control board is used to generate a control signal based on the sensing signal of the sensing element; or, the front assembly further includes a controller, which is electrically connected to the first electronic control board and is used to generate a control signal based on the sensing signal of the sensing element.

3. The front assembly according to claim 1, characterized in that, The electronic control component includes a connecting housing that is detachably connected to the forehead housing and is located below the forehead housing.

4. The front assembly according to any one of claims 1-3, characterized in that, At least one operating element includes a brake lever assembly, at least two of the triggering elements include a first triggering element disposed on the brake lever assembly, and at least two of the sensing elements include a first sensing element; The brake lever assembly is configured to drive the first trigger to move toward the first sensing element, such that the first trigger triggers the first sensing element to output a sensing signal.

5. The front assembly according to claim 4, characterized in that, The brake lever assembly includes: A rotating component is rotatably connected to the electronic control assembly and adjacent to the first sensing element; the first trigger element is disposed on the rotating component. A brake lever is rotatably connected to the front housing; the brake lever is also connected to the rotating component to drive the rotating component to rotate, so that the first triggering component can trigger the first sensing element; the first electronic control board or controller is used to generate a brake lever control signal based on the sensing signal of the first sensing element.

6. The front assembly according to claim 5, characterized in that, The brake lever assembly also includes a brake cable with a connecting portion; the brake cable passes through the front housing and is connected to the front housing; The connecting part is connected to the brake lever by a second screw.

7. The front end assembly according to any one of claims 1-3, characterized in that, The at least one operating element includes a shifter, the at least two trigger elements include a second trigger element, and the at least two sensing elements include a second sensing element; the second trigger element is used to trigger the second sensing element to output a sensing signal; the shifter, the second trigger element, and the sensing element are used to control the throttle; wherein, the first electronic control board or controller generates a throttle control signal based on the sensing signal of the second sensing element.

8. The front assembly according to claim 7, characterized in that, The dial is rotatably connected to the connecting housing of the electronic control component, and the second trigger is disposed on the dial and adjacent to the second sensing element.

9. The front assembly according to any one of claims 1-3, characterized in that, The at least one operating element includes a toggle element, the at least two trigger elements include a third trigger element, and the at least two sensing elements include a third sensing element. The third trigger element is used to trigger the third sensing element to output a sensing signal. The toggle element, the third trigger element, and the third sensing element constitute a turn signal switch. The first electronic control board or controller is used to generate a turn signal switch signal based on the sensing signal of the third sensing element.

10. The front assembly according to claim 9, characterized in that, The actuating element is rotatably connected to the connecting housing, and the third trigger element is disposed on the actuating element and adjacent to the third sensing element.

11. The front-end assembly according to claim 10, characterized in that, The actuating element is connected to the connecting housing via a third rotating shaft; a second elastic reset element is provided between the third rotating shaft and the connecting housing, and the second elastic reset element is used to drive the actuating element to reset.

12. The front assembly according to claim 11, characterized in that, The front assembly also includes turn signals, which are located below the connecting housing and electrically connected to the first electronic control board.

13. The front assembly according to any one of claims 1-3, characterized in that, The trigger is a magnet, and the sensing element is a Hall effect device.

14. The front end assembly according to any one of claims 1-3, characterized in that, The front assembly further includes a first handlebar assembly and a second handlebar assembly, which are disposed opposite to each other on both sides of the front housing in the first direction, and at least one of the first handlebar assembly and the second handlebar assembly is detachably connected to the front housing; wherein, both the first handlebar assembly and the second handlebar assembly are provided with at least two handlebar accessories.

15. The front assembly according to claim 14, characterized in that, The first handlebar assembly includes a first handlebar and a first handlebar sleeve, a bell, and a first end cap fitted onto the first handlebar. The first handlebar sleeve, the bell, and the first end cap constitute at least two handlebar accessories of the first handlebar assembly. The second handlebar assembly includes a second handlebar, a second handlebar sleeve, and a second end cap fitted onto the second handlebar. The second handlebar sleeve and the second end cap constitute at least two handlebar fittings of the second handlebar assembly.

16. The front assembly according to any one of claims 1-3, characterized in that, The forehead housing includes at least one clearance area; in a second direction, at least one of the clearance areas is located at the rear side of the forehead housing; Part of the electronic control component is exposed in the avoidance area, and an instrument is provided on the exposed area of ​​the electronic control component, the instrument being electrically connected to the first electronic control board; The second direction intersects with the first direction.

17. The front assembly according to claim 16, characterized in that, The electronic control assembly includes a connecting housing, and the first electronic control board and the at least one sensing element are disposed within the connecting housing; A portion of the connection housing of the electronic control component is exposed in the clearance area, and the instrument is mounted on this exposed portion.

18. The front assembly according to claim 17, characterized in that, The forehead shell includes a main body, which includes a first main body and two second main bodies connected to the first main body. The second main bodies and the first main body have an included angle. At least one of the two second main bodies and the first main body enclose the avoidance area.

19. The front assembly according to claim 18, characterized in that, The forehead housing also includes a protrusion that is connected to the main body and extends along the second direction; the protrusion and the main body together form the avoidance area.

20. The front assembly according to claim 19, characterized in that, The number of avoidance zones is two; in the first direction, the two avoidance zones are located on both sides of the protrusion and are symmetrically arranged with respect to the protrusion; the second direction intersects the first direction.

21. The front assembly according to claim 20, characterized in that, The avoidance area includes an arc-shaped edge, one end of which is located on the second main body, and the other end of which is located on the protrusion.

22. The front assembly according to any one of claims 1-3, characterized in that, The forehead housing includes a second receiving cavity; the second receiving cavity is provided with a second electronic control board and at least two electrical components electrically connected to the second electronic control board; the first electronic control board is electrically connected to the second electronic control board.

23. The front assembly according to claim 22, characterized in that, The forehead assembly includes a main body and a protrusion, the protrusion extending along a second direction and away from the main body, and the protrusion having a second receiving cavity.

24. The front assembly according to claim 23, characterized in that, The electronic control component includes at least a first connector and a second connector, both of which are electrically connected to the first electronic control board. The first connector is electrically connected to the second control board via a first connecting harness; The second connector is electrically connected to the vehicle's controller via the second wiring harness.

25. The front assembly according to claim 24, characterized in that, The main body includes a first receiving cavity, which is in communication with a second receiving cavity; the first connecting joint and the second connecting joint are disposed on the area of ​​the connecting housing of the electronic control component exposed in the first receiving cavity.

26. The front assembly according to any one of claims 23-25, characterized in that, The at least two electrical components are located on different sides of the second electrical control board.

27. The front assembly according to claim 26, characterized in that, The forehead housing also includes a sealing box, which is disposed in the second receiving cavity and has a through hole for the first connecting wire harness to pass through. The second control board and the electrical components are housed inside the sealed box.

28. The front assembly according to any one of claims 1-3, characterized in that, The front end assembly also includes ambient lighting, which is disposed on the front end housing and adjacent to the electronic control assembly; the ambient lighting is electrically connected to the first electronic control board.

29. The front assembly according to claim 28, characterized in that, The ambient light surrounds the forehead housing, and the ambient light includes a light-emitting element, a transparent lampshade, and a light guide strip; The light-emitting element is disposed on the first electronic control board, and the light-emitting element protrudes from the connecting housing; The transparent lampshade is disposed on the light-emitting element, and the light guide strip is connected to the transparent lampshade.

30. The front assembly according to claim 3, characterized in that, The connecting housing includes at least two connecting protrusions, which are detachably connected to the forehead housing by a first screw.

31. The front assembly according to claim 30, characterized in that, The connecting housing includes: The housing has a mounting opening located on the side of the housing opposite to the forehead housing and communicating with the inner cavity of the housing; wherein the first electronic control board is disposed inside the housing; A cover plate, which is sealed to the housing and covers the mounting opening.

32. The front assembly according to any one of claims 1-3, characterized in that, The front assembly also includes a functional component disposed on the top of the front housing; the functional component includes at least a mobile phone holder.

33. The front assembly according to claim 15, characterized in that, The extension direction of the forehead housing is perpendicular to the vehicle's direction of travel; and / or, the extension directions of both the first and second handlebars are perpendicular to the vehicle's direction of travel.

34. A vehicle, characterized in that, Includes the front end assembly as described in any one of claims 1-33.

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