Patent Description:
Scooter-type motorcycles are highly favored by users due to their structure that can carry articles and large storage space. Electric scooter-type motorcycles have gradually developed due to the development of environmentally friendly concepts.

However, various issues which restrict the further development of electric scooters and also bring certain troubles to people's use inevitably exist in the existing electric scooter-type motorcycles.

A drive assembly for providing power for the electric scooter-type motorcycle to move forward is the most important part of the scooter-type motorcycle. However, the drive assembly on the existing scooter-type motorcycle has an un-compacted and complex structure and occupies a large space, which increases weight of the entire motorcycle and impairs user convenience.

<CIT> discloses an electric scooter-type motorcycle according to the preamble of claim <NUM>.

The application provides an electric scooter-type motorcycle, which has a drive assembly having a compact structure, occupying small space, and achieving efficient driving.

The invention is defined by independent claim <NUM> and preferred embodiments are defined by dependent claims <NUM> to <NUM>.

A scooter-type motorcycle substantially extending along a front-rear direction is disclosed. The scooter-type motorcycle includes a frame, a steering assembly, a lock assembly, a vehicle cover, a vehicle controller, a seat cushion assembly, a wheel assembly, a drive assembly, and a power battery. The steering assembly is at least partially connected to the frame. The lock assembly is at least partially mounted on the frame. The vehicle cover is at least partially connected to the frame. The vehicle controller is at least partially connected to the lock assembly. The seat cushion assembly is at least partially connected to the frame. The wheel assembly are at least partially connected to the frame and includes at least one front wheel and at least one rear wheel. The drive assembly is used for driving the wheel assembly, the drive assembly includes a drive motor. The power battery is used for supplying electric power for the drive motor. The drive assembly includes a drive control unit, a drive train, and a housing. The drive control unit is electrically coupled to the drive motor to control the drive motor. The drive train is at least partially connected to the drive motor and used for reducing rotational speed and increasing torque of the power output by the drive motor. The rotational speed of the drive motor is in the range from <NUM> rpm to <NUM> rpm, and the transmission ratio of the drive train is in the range from <NUM> to <NUM>. The housing defines at least one accommodation space including a first chamber and a second chamber defined at the same side of the housing, as well as a third chamber defined at the other side of the housing. The drive motor, the drive control unit, and the drive train are at least partially located within the accommodation space and extend in a second direction that is substantially parallel to a front-rear direction of the electric scooter. The ratio of the length of the drive assembly extending in the second direction to the length of the scooter-type motorcycle extending in the first direction is in the range from <NUM> to <NUM>.

The application further provides a scooter-type motorcycle. The scooter-type motorcycle includes a frame, a steering assembly, a lock assembly, a vehicle cover, a vehicle controller, a seat cushion assembly, a wheel assembly, a drive assembly, and a power battery. The steering assembly is at least partially connected to the frame. The lock assembly is at least partially mounted on the frame. The vehicle cover is at least partially connected to the frame. The vehicle controller is at least partially connected to the lock assembly. The seat cushion assembly is at least partially connected to the frame. The wheel assembly are at least partially connected to the frame. The drive assembly is used for driving the wheel assembly, the drive assembly includes a drive motor. The power battery is used for supplying electric power for the drive motor. The drive assembly includes a drive control unit, a drive train, and a housing. The drive control unit is electrically coupled to the drive motor to control the drive motor. The drive train is at least partially connected to the drive motor and used for reducing rotational speed and increasing torque of the power output by the drive motor. The rotational speed of the drive motor is in the range from <NUM> rpm to <NUM> rpm, and the transmission ratio of the drive train is in the range from <NUM> to <NUM>. The housing defines at least one accommodation space.

The drive motor, the drive control unit, and the drive train are at least partially located within the accommodation space and extend in a second direction that is substantially parallel to a front-rear direction of the electric scooter. The ratio of the length of the drive assembly extending in the second direction to the length of the scooter-type motorcycle extending in the first direction is in the range from <NUM> to <NUM>.

Embodiments of the present application will be described in detail below with reference to the accompanying drawings, however, the present application is not limited to these embodiments. Any appropriate changes or modifications can be made to the embodiments described herein and remain within the scope of the invention as defined by the appended claims.

<FIG> and <FIG> show a motorcycle, which is an electric scooter-type motorcycle <NUM>. The electric scooter-type motorcycle <NUM> includes a frame <NUM>, a wheel assembly <NUM>, a vehicle cover <NUM>, a lighting assembly <NUM>, a steering assembly15, a seat cushion assembly <NUM>, a drive assembly <NUM>, a vehicle controller <NUM>, and a lock assembly <NUM>. The general orientations of front, rear, up (upper), down (lower), left and right for the electric scooter-type motorcycle <NUM> are defined in part in <FIG>. The frame <NUM> forms the main body of the electric motorcycle <NUM> and is used for carrying and connecting various components on the electric scooter-type motorcycle <NUM>. The frame <NUM> is a metal frame, including a front frame <NUM>, a middle frame <NUM>, and a rear frame <NUM>. The wheel assembly <NUM> is located below the frame <NUM> to drive the electric scooter-type motorcycle <NUM> to move. The wheel assembly <NUM> includes a front wheel <NUM> located below the front frame <NUM> and a rear wheel <NUM> located below the rear frame <NUM>. The rear wheel <NUM> is connected to the drive assembly <NUM> to drive the electric scooter-type motorcycle <NUM> to move forward. The vehicle cover <NUM> is fixed to the frame <NUM> and at least partially covers the frame <NUM> for protecting the components and structure inside the electric scooter-type motorcycle <NUM>. The vehicle cover <NUM> includes a front vehicle cover <NUM>, a side vehicle cover <NUM>, and a rear vehicle cover <NUM>. The lighting assembly <NUM> includes a headlight assembly <NUM> mounted at the front of the electric scooter-type motorcycle, a tail-light <NUM> mounted at the rear of the vehicle and a storage box light <NUM> mounted inside the storage box <NUM>. The headlight assembly <NUM> is mounted at the front of the vehicle for lighting in front of the vehicle and/or output of turn signals and warning signals. The tail-light <NUM> is mounted at the tail of the vehicle for outputting turn signals and warning signals. The storage box light <NUM> is used for lighting inside the storage box <NUM>. The front frame <NUM> mainly carries components at the front of the vehicle, such as front vehicle cover <NUM> and headlight assembly <NUM> belonging to the lighting assembly <NUM>. The middle frame <NUM> mainly carries foot pedal, seat cushion assembly <NUM>, and side vehicle cover <NUM>. The rear frame <NUM> mainly carries rear vehicle cover <NUM>, tail lights <NUM> belonging to the lighting assembly <NUM>, as well as a drive assembly <NUM>. The steering assembly <NUM> is connected to the front wheel <NUM> for controlling the running direction of the vehicle. The steering assembly <NUM> includes a handlebar <NUM> for the user to operate by hand and a steering column <NUM> controlled by the handlebar <NUM>. The steering column <NUM> is connected to the front wheel <NUM> and controls the vehicle steering through the front wheel <NUM>. The seat cushion assembly <NUM> is used for the user to ride, including a seat cushion <NUM> and a storage box <NUM> located under the seat cushion <NUM>. The seat cushion <NUM> is connected to the storage box <NUM> through a hinge. The drive assembly <NUM> is used to provide driving force for the wheel assembly <NUM> of the vehicle, enabling the vehicle to move. The drive assembly <NUM> includes a drive motor <NUM>, a drive control unit <NUM>, and a drive train <NUM>. The vehicle controller <NUM> controls the operation of the electric scooter-type motorcycle <NUM>. The lock assembly <NUM> controls the electric scooter-type motorcycle <NUM> to be in a locked or unlocked state. When the electric scooter-type motorcycle <NUM> is in the locked state, the power battery is in the discharged state, and the power battery does not output electrical energy to the outside. When the electric scooter-type motorcycle <NUM> is in the unlocked state, the power battery is in the energized state, and the power battery outputs at least portion of the electrical energy outward. In one embodiment, as shown in <FIG>, the drive assembly <NUM> includes a housing <NUM>, a drive motor <NUM> partially arranged inside the housing <NUM>, a drive train <NUM>, and a drive control unit <NUM>. The housing <NUM> defines at least one accommodation space, with the drive motor <NUM>, the drive control unit <NUM>, and the drive train <NUM> arranged in the accommodation space. A length of the drive assembly extending in the front-rear direction is defined as length, L1, and the length of the electric scooter-type motorcycle extending in the front-rear direction is defined as length, L2. A ratio of the length L1 to the length L2 is in the range from <NUM> to <NUM>.

In one embodiment, as shown in <FIG>, the housing <NUM> defines a first chamber <NUM>, a second chamber <NUM>, and a third chamber <NUM>. Each of the second chamber <NUM>, the third chamber <NUM>, and the first chamber <NUM> defines an opening that communicates with the side of the housing <NUM>. The second chamber <NUM> is defined on one side of the housing <NUM>, and the third chamber <NUM> is defined on the side of the housing <NUM> away from the first chamber <NUM>. The drive control unit <NUM> is partially mounted in the first chamber <NUM>, the drive motor <NUM> is partially mounted in the second chamber <NUM>, and the drive train <NUM> is partially mounted in the third chamber. A first through-hole <NUM> is defined between the second chamber <NUM> and the third chamber <NUM>. As shown in <FIG>, the drive motor <NUM> includes a first output shaft <NUM>, and the drive train <NUM> includes a first input end <NUM> and a power output end <NUM>. The first output shaft <NUM> (as shown in <FIG>) of the drive motor <NUM> passes through the first through-hole <NUM> and is at least partially connected to the first input end <NUM> (as shown in <FIG>) of the drive train <NUM> located in the third chamber <NUM>. The power output end <NUM> of the drive train <NUM> is at least partially connected to the wheel assembly <NUM>. The drive control unit <NUM> and the drive motor <NUM> are electrically connected by wires. The wires may pass through a second through-hole <NUM> (as shown in <FIG>) on the partition between the first chamber <NUM> and the second chamber <NUM> to electrically connect the drive control unit <NUM> to the drive motor <NUM>, or may pass through a wiring duct (not shown) on the partition to electrically connect the drive control unit <NUM> to the drive motor <NUM>. At least one terminal connection port <NUM> is arranged on the top of the first chamber <NUM>. In some embodiments, a plurality of terminal connection ports <NUM> may be arranged side-by-side on the top of the first chamber <NUM>.

As shown in <FIG>, the drive assembly <NUM> further includes a first cover plate <NUM>, a second cover plate <NUM>, and a third cover plate <NUM>. The first cover plate <NUM> is located on one side of the first chamber <NUM>. The first cover plate <NUM> is fixedly connected to the housing <NUM>. The first cover plate <NUM> and the first chamber <NUM> collectively define a first substantially closed space where the drive control unit <NUM> is contained. The second cover plate <NUM> is located on one side of the second chamber <NUM>. The second cover plate <NUM> is fixedly connected to the housing <NUM>. The second cover plate <NUM> and the second chamber <NUM> collectively define a second substantially closed space where the drive motor <NUM> is contained. The third cover plate <NUM> is located on one side of the third chamber <NUM>. The third cover plate <NUM> is fixedly connected to the housing <NUM>. The third cover plate <NUM> and the third chamber <NUM> collectively define a third substantially closed space where the drive train <NUM> is contained. A support stand <NUM> substantially extending in a left-right direction is arranged on the side of the housing <NUM> away from the third chamber <NUM>. The support stand <NUM> defines a first mounting hole <NUM>, and the housing <NUM> also defines a second mounting hole <NUM> at corresponding position. The second chamber <NUM> and the first chamber <NUM> are defined on the same side of the housing <NUM>, and the first cover plate <NUM> and the second cover plate <NUM> are integrally formed or independent of each other. The third chamber <NUM> and the support stand <NUM> are positioned on the same side of the housing <NUM>.

In this embodiment, the drive assembly <NUM> is designed by integrating the drive motor <NUM>, the drive train <NUM>, the drive control unit <NUM>, and the housing <NUM> for containing the above three components. In addition to driving the scooter-type motorcycle <NUM>, the drive assembly <NUM> can also serve as a rear fork of the scooter-type motorcycle <NUM> to connect the frame <NUM> and the wheel assembly <NUM>. A pivot shaft <NUM> with a rocker arm of the scooter-type motorcycle <NUM> connected is mounted on one end of the drive assembly <NUM>. The ends of the pivot shaft <NUM> are respectively received by pivot shaft mounting holes, and the pivot shaft <NUM> is substantially parallel to the support stand <NUM>. A distance from the pivot shaft <NUM> to the power output end <NUM> along the front-rear direction is defined as a distance L3 (as shown in <FIG>), and the distance L3 is in the range from <NUM> to <NUM>. A distance from the pivot shaft <NUM> to the first output shaft <NUM> is defined as a distance L4 (as shown in <FIG>), and the distance L4 is in the range from <NUM> to <NUM>. The support stand <NUM> is integrally formed with the housing <NUM>. In addition to driving the scooter-type motorcycle <NUM> to move the wheel assembly <NUM>, the drive assembly <NUM> can also serve as a suspension system (rocker arm) of the scooter-type motorcycle <NUM> to connect the frame <NUM> and the wheel assembly <NUM>.

In this embodiment, the drive motor <NUM>, the drive train <NUM>, and the drive control unit <NUM> are integrated in the housing <NUM> for containing the above three components. The pivot shaft <NUM> which can connect the frame <NUM> is mounted on one end of the drive assembly <NUM>, and a shock absorber mounting seat <NUM> which can be pivotally coupled to the rocker arm is mounted on the other end of the drive assembly <NUM>. That is to say, driving the wheel assembly <NUM> and connecting the wheel assembly <NUM> to the frame 11b by the rocker arm are both realized by the drive assembly <NUM>. The drive control unit <NUM> and the drive motor <NUM> are arranged adjacent inside the housing <NUM>, which can shorten the distance between the drive control unit <NUM> and the drive motor <NUM>, shorten the length of the electrical connection wires and reduce costs. At the same time, the drive control unit <NUM> may be directly connected to the drive motor <NUM> through contacts or other means, further reducing the use of wires and improving the reliability of the connection between the drive control unit <NUM> and the drive motor <NUM>, enhancing the reliability of the drive assembly <NUM>. A third chamber <NUM> can be defined on the housing <NUM> to contain a drive train <NUM> with a larger transmission ratio, which can better meet the daily usage requirements of the scooter-type motorcycle <NUM>. In this embodiment, the rotational speed of the drive motor is in the range from <NUM> rpm to <NUM> rpm, and the transmission ratio of the drive train is in the range from <NUM> to <NUM>. Although the drive motor <NUM> and the drive train <NUM> are not positioned on the same side of the housing <NUM>, a first through-hole <NUM> configured for allowing the first output shaft <NUM> of the drive motor <NUM> to be directly coupled to the first input end <NUM> of the drive train <NUM> is defined between the second chamber <NUM> and the third chamber <NUM>. The power output by the drive motor <NUM> can be directly transmitted to the drive train <NUM>, thereby avoiding intermediate transmission mechanisms and improving the efficiency of power transmission. The components for driving the scooter-type motorcycle are integrated in the drive assembly <NUM> for easy assembly. The relevant components can be assembled together and tested before being installed on the scooter-type motorcycle. At the same time, the integrated design also facilitates inspection and troubleshooting during maintenance. For problems with vehicle drive related components, only the integrated drive assembly <NUM> needs to be inspected, without the need for major disassembly of the scooter-type motorcycle, increasing maintenance convenience and reducing maintenance difficulty.

The second chamber <NUM> and the first chamber <NUM> are defined on the same side of the housing <NUM>, so as to reduce the use of components of the drive assembly <NUM>. The first cover plate <NUM> of the first chamber <NUM> may be integrally formed with the second cover plate <NUM> of the second chamber <NUM>, which can reduce the number of components of the drive assembly <NUM> and ensure the flatness of the first cover plate <NUM> and the second cover plate <NUM> during assembly, thereby avoiding the problem of uneven seams between the first cover plate <NUM> and the second cover plate <NUM>. The first cover plate <NUM> of the first chamber <NUM> and the second cover plate <NUM> of the second chamber <NUM> may also be designed as separate parts, so that the first cover plate <NUM> of the first chamber <NUM> and the second cover plate <NUM> of the second chamber <NUM> can be dis-assembled separately. When only the internal components of the first chamber <NUM> or the second chamber <NUM> need to be repaired or replaced, the corresponding cover plate can be removed separately, without removing both covers at the same time, increasing the convenience of maintenance. The support stand <NUM> is positioned on one side of the housing <NUM> to cooperate with the housing <NUM> to provide the installation position of the pivot shaft <NUM>. On the other hand, a plurality of fins <NUM> may be installed on the side adjacent to the drive train <NUM> of the support stand <NUM>, which can dissipate heats for the drive control unit <NUM>, the drive motor <NUM>, and the drive train <NUM> contained in the housing <NUM>, which generate a large amount of heats. The plurality of fins <NUM> are substantially perpendicular to the support stand <NUM>. Further, an angle α is defined between the surface of the fins <NUM> and the support stand <NUM>, and the angle α is in the range from <NUM> degrees to <NUM> degrees. These fins <NUM> can not only dissipate the heat from the heating components contained in the drive assembly <NUM>, but also reduce the weight of the support stand <NUM> while ensuring its strength through a hollow structure, contributing to the lightweight of the drive assembly <NUM> and the vehicle <NUM>. At least one terminal connection port <NUM> is arranged on the top of the first chamber <NUM>, and the terminal connection port <NUM> can connect the drive control unit <NUM> with the power battery or vehicle controller <NUM> or the like for energy transmission or information communication.

In one embodiment, as shown in <FIG>, the drive assembly <NUM> includes a drive train <NUM> (as shown in <FIG>) contained in the third chamber <NUM> (as shown in <FIG>) on one side of the housing <NUM> of the drive assembly <NUM>. As shown in <FIG>, a third cover plate <NUM> is mounted on one side of the drive train <NUM>, the third cover plate <NUM> is fixed to the housing <NUM> of the drive assembly <NUM> by a plurality of bolts. A plurality of caliper mounting holes 1718a configured for mounting the brake caliper 1718e are defined on one side of the third cover plate <NUM>. The plurality of bolts includes a first bolt 1718b positioned between two caliper mounting holes 1718a. The end of the first bolt 1718b in the third cover plate <NUM> is substantially placed on the inner side of the third cover plate <NUM>, and does not protrude from the side of the third cover plate <NUM> adjacent to the brake caliper 1718e. If the first bolt 1718b is a headed bolt, then the headed bolt will fix the third cover plate <NUM> to the housing <NUM> from the housing <NUM> side to the third cover plate <NUM> side along the fourth direction <NUM>. The head of the headed bolt is positioned on one side of the housing <NUM>. It should be noted that the first bolt 1718b may be a headless bolt, so it can be installed either along the fourth direction <NUM> or against the fourth direction <NUM>, as long as the end of the bolt does not protrude from the side of the third cover plate <NUM> adjacent to the brake caliper 1718e and does not affect the brake caliper 1718e. The third cover plate <NUM> defines a threaded aperture 1718d and the housing <NUM> also defines a corresponding bolt connection aperture 1718c matched with the threaded aperture 1718d. The first bolt 1718b connects the third cover plate <NUM> and the housing <NUM> through the threaded aperture 1718d and the bolt connection aperture 1718c. For the first bolt 1718b, the ratio of the length of the screw to the sum of the depth of the bolt connection aperture 1718c and the depth of the threaded aperture 1718d is in the range from <NUM> to <NUM>. The length of the screw is greater than or equal to the depth of the threaded aperture 1718d. Further, for the first bolt 1718b, the ratio of the length of the screw to the sum of the depth of the bolt connection aperture 1718c and the threaded aperture 1718d is in the range from <NUM> to <NUM>. The length of the screw is greater than or equal to the depth of the threaded aperture 1718d. For small-sized vehicles, the size of their wheels is also correspondingly smaller, resulting in a reduction in the size of a brake disc. The brake caliper 1718e is closer to the center of the brake disc so as to adapt to the small-sized brake disc. The brake caliper 1718e needs to be as close as possible to the drive train <NUM> to reduce the lateral dimension of the entire vehicle, thereby making assembly more compact. The brake caliper 1718e is installed on the third cover plate <NUM> on the right side of the drive train <NUM> in the front-rear direction. The third cover plate <NUM> of the drive train <NUM> is fixedly connected to the housing <NUM> by a plurality of bolts. The brake caliper 1718e is fixed to the third cover plate <NUM> of the drive train <NUM> by at least two bolts. At least one bolt of the plurality of bolts is assembled from the housing <NUM> side to the third cover plate <NUM> side along the fourth direction <NUM> so as to make the drive assembly <NUM>/drive train <NUM> and the brake caliper 1718e more compact. When the bolts fixing the drive assembly housing <NUM> and the third cover plate <NUM> are assembled along the fourth direction <NUM>, the head of the bolt is not positioned between the third cover plate <NUM> and the brake caliper 1718e, so there is no need to occupy space between the third cover plate <NUM> and the brake caliper 1718e. The distance between the third cover plate <NUM> and the brake caliper 1718e can be further reduced, making the entire structure more compact. When the bolts are assembled from the housing <NUM> side to the third cover plate <NUM> side along the fourth direction <NUM>, the bolts are threaded into a corresponding aperture or blind hole with internal threads. The end of the screw in the bolt is threaded inside the third cover plate <NUM>, so no components will protrude from the third cover plate <NUM> and will interfere and affect the brake caliper 1718e.

In one embodiment, the drive assembly <NUM> further includes a power distribution unit <NUM>. The drive control unit <NUM> is electrically coupled to the power distribution unit <NUM>. As shown in <FIG>, the power distribution unit <NUM> includes a first type of terminal connection port <NUM> and a second type of terminal connection port <NUM>. The first type of terminal connection port <NUM> includes first terminal connection port 1771a electrically coupled to the drive control unit, a second terminal connection port 1771b, and a third terminal connection port 1771c. | The second type of terminal connection port <NUM> includes a fourth terminal connection port 1772a electrically coupled to the power battery, and the fourth terminal connection port 1772a is for the power battery. The first terminal connection port 1771a is for high-voltage power supply. The first terminal connection port 1771a is electrically coupled to one end of at least one high-voltage power line <NUM>, and the other end of the high-voltage power line <NUM> is electrically coupled to the fourth terminal connection port 1772a. The fourth terminal connection port 1772a is also electrically coupled to one end of the charging line <NUM>, and the fourth terminal connection port 1772a is also electrically coupled to one end of the power control line <NUM> of the power management system. The second terminal connection port 1771b is for control signal and is electrically coupled to one end of at least one control signal line <NUM>. The other end of the control signal line <NUM> is electrically coupled to the vehicle controller <NUM>. The third terminal connection port 1771c is for DC-DC circuit and is electrically coupled to one end of DC-DC conversion line <NUM>. The other end of the DC-DC conversion line <NUM> is electrically coupled to the high-voltage conversion device (DC-DC).

The power distribution unit <NUM> further includes a wiring harness guide device <NUM> and a wiring harness fixing device <NUM>. The wiring harness guide device <NUM> defines two guide ports with an angle greater than or equal to <NUM> degrees. The high-voltage power line <NUM> are arranged in the wiring harness guide device <NUM> and passes through the two guide ports of the wiring harness guide device <NUM>. The wiring harness fixing device <NUM> includes a first fixing device 1779a, a second fixing device 1779b, a third fixing device 1779c, and a fourth fixing device 1779d. The first fixing device 1779a binds and fixes the high-voltage power line <NUM>, the charging line <NUM>, and the power control line <NUM> together. The second fixing device 1779b binds and fixes the power control line <NUM> together. The third fixing device 1779c binds and fixes the DC-DC conversion line <NUM> and control signal line <NUM> together. The fourth fixing device 1779d binds the DC-DC conversion line <NUM> and control signal line <NUM> together and fixes them to the side of the harness guide device <NUM>. The distance from the first fixing device 1779a to the power battery terminal is less than the distance from the second fixing device 1779b to the power battery terminal connection port. The distance from the fourth fixing device 1779d to the first type of terminal connection port <NUM> is less than the distance from the third fixing device 1779d to the first type of terminal connection port <NUM>. The high-voltage power line <NUM> is shielded wiring harnesses, which can avoid external interference with the high-voltage power line <NUM> and also avoid electromagnetic interference from the high-voltage power line <NUM> with other wiring harnesses. In this embodiment, the wiring harnesses of the drive control unit are guided, and the high-voltage wiring harnesses and low-voltage wiring harnesses are guided separately, which isolates the high-voltage and low-voltage wiring harnesses so that they do not interfere with each other, ensuring safe and stable use, and facilitating maintenance. At the same time, the relevant wiring harnesses are organized to form a power distribution unit, thereby achieving modular processing and being able to be applied to more vehicle models in a modular manner, reducing research and development costs.

In one embodiment, as shown in <FIG> and <FIG>, a wheel cover <NUM> covers the rear wheel <NUM> of the wheel assembly <NUM>. The wheel cover <NUM> is detachably installed on the rear wheel <NUM>. The wheel cover <NUM> is positioned on the side of the rear wheel <NUM> away from the drive assembly <NUM>. The rear wheel <NUM> of a two wheeled motorcycle is the driving wheel of the vehicle, with one side connected to the drive assembly <NUM>, while the other side is usually completely exposed. During running, dust, mud, water, and even occasional splashing of sand and stones can cause damage to the wheels on one side. At times, these mud, water, and stones can also damage the drive assembly or braking devices on the other side through the spokes of the wheels, causing the drive assembly <NUM> or braking devices to fail, or damaging the drive assembly <NUM> or braking devices. The above situation will cause damage to the vehicle, affecting the service life of various components in the vehicle, thereby affecting the service life of the vehicle, or directly affecting the driving safety of the vehicle. The wheel cover <NUM> is arranged on the side opposite to the drive assembly <NUM> on the wheel, which can provide a certain isolation effect between dust, mud, water, sand, and stones inside the wheel, protect the wheel from the influence and damage of the above factors, ensure the service life of the wheel and related components, and also ensure the safety of vehicle during running.

As shown in <FIG>, a ball race <NUM> is arranged on one side where the rear wheel <NUM> comes into contact with the wheel cover <NUM>. A ball race <NUM> matched with the ball stud <NUM> is arranged on a corresponding position of the wheel cover <NUM>. The ball stud <NUM> is arranged on the wheel hub <NUM>, rim <NUM>, or spoke <NUM> of the rear wheel <NUM>. The wheel cover <NUM> is detachably connected to the wheel. The wheel cover <NUM> is fixedly connected to the rear wheel <NUM> under normal circumstances. When necessary, such as when the wheel needs to be overhauled, the wheel cover <NUM> can be removed for easy inspection and maintenance of the wheel, as well as for easy replacement of the wheel cover <NUM>. A plurality of weight reducing holes <NUM> may also be defined on the wheel cover <NUM> to reduce the weight of the wheel cover <NUM> and the weight of the entire vehicle. In addition, the weight reducing holes <NUM> also allows users to partially observe the use of the interior of the rear wheel <NUM> and even the drive assembly <NUM> without removing the wheel cover <NUM>. The shape of the weight reducing holes <NUM> may also be designed according to the user's needs, meeting their personalized needs. The detachable connection method also allows users to easily change the style or pattern of the wheel cover <NUM> according to their preferences, adapting to the needs of providing users with more choices in different circumstances. In one embodiment, at least three ball studs <NUM> are arranged on the wheel. The ball races <NUM> matched with the ball studs <NUM> are arranged on a corresponding position of the wheel cover <NUM>. The ball studs <NUM> are equidistant along the axis of the wheel. The wheel cover <NUM> is detachably connected to the wheel through the ball stud <NUM> and the ball race <NUM> matched with each other. The ball studs <NUM> are arranged on the wheel. In some embodiments, the ball studs <NUM> may be arranged on the hub <NUM>, the spoke <NUM>, or the rim <NUM>. The ball studs <NUM> are equidistant along the axis of the wheel to ensure the stability of the connection. The number of the ball studs <NUM> on the wheels should not be less than three to ensure the stability of the connection. Five ball studs <NUM> are preferred for ensuring the stability of the connection and not increasing costs too much. As shown in <FIG>, the ball race <NUM> consists of a pair of hemispherical races arranged in opposite directions. This ball race <NUM> consists of a pair of hemispherical races has an opening size less than the size of the ball stud <NUM>. The pair of hemispherical races define a chamber for receiving the ball stud, and the chamber has a size greater than or equal to the size of the ball stud <NUM>. The wheel cover <NUM> is detachably connected to the wheel by means of the ball stud <NUM> and the ball race <NUM> matched with each other.

The pair of hemispherical races define a spherical chamber for receiving the ball stud <NUM>. The spherical chamber defines an opening for passing through the ball stud <NUM>, and the opening has a size less than the size of the ball stud <NUM>. The ball race <NUM> has certain deformation ability due to being consisting of a pair of relatively independent hemispherical races. When the wheel cover <NUM> is mounted, the ball stud <NUM> squeezes the opening of the ball races, deforming the two hemispherical races. The ball stud <NUM> enters the chamber of the ball race <NUM>. The ball race <NUM> restricts the ball stud <NUM> to prevent it from detaching from the ball race <NUM>, which realizes the connection between the ball stud <NUM> and the ball race <NUM> (connection between the wheel cover <NUM> and the rear wheel <NUM>).

In one embodiment, as shown in <FIG> and <FIG>, the rear wheel <NUM> includes a tire, and the rear wheel <NUM> includes a valve <NUM> for inflating the tire of the rear wheel <NUM>. The valve <NUM> is positioned on the side of the wheel rim <NUM> in contact with the spoke <NUM>, and tilts towards the side away from the drive assembly <NUM>. An angle β is defined between the valve <NUM> and the wheel radial plane, and the angle β is in the range from <NUM> degrees to <NUM> degrees. The valve in existing wheels is generally perpendicular to the tangent plane of the inner wall of the wheel rim, which is easy to process and has good versatility. In this embodiment, a drive assembly <NUM> is installed on one side of the rear wheel <NUM>, and a wheel cover <NUM> is installed on the other side of the wheel to protect the wheel and the drive assembly <NUM>. The valve <NUM> is tilted outward to avoid adverse effects of valve <NUM> on the setting and installation of drive assembly <NUM>, brake assembly, and wheel cover <NUM> on both sides of the wheel, and to facilitate inflation of rear wheel <NUM>. In an alternative embodiment, the angle β is in the range from <NUM> degrees to <NUM> degrees. In still another embodiment, the angle β is in the range from <NUM> degrees to <NUM> degrees. The wheel cover <NUM> defines at least one opening <NUM>, and the valve <NUM> extends from opening <NUM>.

In one embodiment, as shown in <FIG>, the vehicle controller <NUM> includes a micro control unit <NUM>, a power supply unit <NUM>, a signal input unit <NUM>, an information output unit <NUM>, a sound control unit <NUM>, a communication unit <NUM>, and a motion information unit <NUM>. The communication unit <NUM> may include a first communication unit <NUM> and a second communication unit <NUM>. The first communication unit <NUM> is an internal communication unit, and the second communication unit <NUM> is the vehicle external communication unit.

The first communication unit <NUM> may include a CAN communication unit 1861a. The second communication unit <NUM> includes a Bluetooth communication module 1862a, an LTE communication module 1862b, and a navigation positioning module 1862c. The micro control unit <NUM> is used to process information in the vehicle controller <NUM> and generate and execute programs in the vehicle controller <NUM>. The power supply unit <NUM> is used to supply electricity to each unit in the vehicle controller <NUM> to maintain the operation of the vehicle controller <NUM>. The power supply unit <NUM> includes an emergency power supply module <NUM>, a battery management module <NUM> for managing charging and discharging, and a power interface <NUM> for obtaining electricity from outside the vehicle controller <NUM>. The emergency power supply module <NUM> may serve as a secondary battery including existing or future rechargeable batteries such as nickel hydrogen batteries, lithium-ion batteries, or sodium batteries. The emergency power supply module is used to supply electricity to the vehicle controller and various unit modules thereof for a certain period of time when the vehicle controller is disconnected from external power sources, so that the vehicle controller can still operate for a period of time. Further, emergency power supply module can report the fault to the remote terminal through the communication unit <NUM>, and notify the other control units of the vehicle of the current situation encountered by the vehicle controller. The battery management module <NUM> is used to supply electricity to the vehicle controller <NUM> during normal and emergency situations, and to switch the supply electricity to the emergency power supply module <NUM> in case of emergency situations. The power interface <NUM> can further be connected to the power supply outside the vehicle controller <NUM>, which includes logic power supply, load power supply, and various rechargeable power supplies. The signal input unit <NUM> is used to obtain information from vehicle sensors and transmit the information to the micro control unit <NUM>. The information input by the signal input unit <NUM> includes vehicle button information, NTC sensor information, and side frame switch information. The information output unit <NUM> is used to output control signals or information generated by the micro control unit <NUM> to outside the vehicle controller <NUM>. The signals output by the information output unit <NUM> may include a drive control signal output to the drive control unit <NUM>, power management signal output to the vehicle power management module, human-machine interaction information output to the human-machine interface, and lighting control signals output to the vehicle lighting assembly <NUM>. The sound control unit <NUM> is used to receive sound information from the micro control unit <NUM> and process the sound information before transmitting it to the vehicle speakers. The sound control unit <NUM> includes a sound processing module <NUM> and a sound amplification module <NUM>. The sound processing module <NUM> is used to process the sound information output by the micro control unit <NUM> and transmit the processed sound effect information to the sound amplification module <NUM>. The sound amplification module <NUM> is used to amplify the sound information processed by the sound processing module <NUM> and transmit the amplified sound information to the vehicle speakers. The first communication unit <NUM> is the vehicle internal communication unit used for communication between functional modules inside the vehicle. The first communication unit <NUM> may include a CAN communication unit 1861a for CAN communication between the micro control unit <NUM> and the vehicle. The CAN communication unit 1861a may include a first CAN interface 1861b and a second CAN interface 1861c both electrically coupled to the CAN bus. The second communication unit <NUM> is an external communication unit used for communication between the vehicle and cloud devices or remote terminals. The external communication unit <NUM> may include a short-distance communication module and a long-distance communication module. The short-distance communication module may include a Bluetooth communication module 1862a, and the long-distance communication module may include an LTE communication module 1862b and a navigation positioning module 1862c. The long-distance communication module is further electrically coupled to the antenna interface <NUM>. The antenna interface <NUM> is electrically coupled to the vehicle antenna for transmitting communication signals. The motion information unit <NUM> is used to obtain vehicle motion information, which includes vehicle acceleration information and motion trajectory. The motion information unit <NUM> includes an accelerometer <NUM> and a gyroscope <NUM>. Some existing electric two-wheeled vehicles have a vehicle controller, however firstly, most vehicles only have some units in the vehicle controller in this embodiment, and can only achieve simple vehicle control functions, such as control of the vehicle lighting system and motor control, secondly, the integration degree of the vehicle controller for most vehicles is relatively low, only having two to three functions in the vehicle controller in this embodiment. Other functions are either not equipped or scattered in other devices of the vehicle, making it impossible to achieve integrated and unified management. There are problems such as slow information processing speed, large vehicle control delay, large space occupied by scattered components, and high energy consumption of scattered components. In this embodiment, the above-mentioned micro control unit <NUM>, the sound control unit <NUM>, the CAN communication unit <NUM>, the wireless communication unit <NUM>, and the information output unit <NUM> are centralized in one vehicle controller <NUM>, which has the advantages of high integration, fast information processing, fast vehicle control, small footprint, and low energy consumption. At the same time, the vehicle controller <NUM> has high integration and can be modularized for multiple vehicle models, without the need to re-arrange the above units and modules according to different vehicle models, which can reduce research and development costs.

In one embodiment, as shown in <FIG>, the lighting assembly <NUM> may include a headlight assembly <NUM>. The headlight assembly <NUM> may include a high beam headlight <NUM>, a low beam headlight <NUM>, and left and right turn signals <NUM> located on both sides. On common electric scooters, the headlight assembly <NUM> generally only integrates the high beam headlight <NUM> and the low beam headlight <NUM>, while left and right turn signals <NUM> are separately located near the left and right handlebars. Although this can meet the layout requirements of headlight assembly <NUM>, but the integration of the front lights of the vehicle is lower and the wiring is more complex. At the same time, the left and right turn signals <NUM> are separately installed near the handlebars, which has low strength and is prone to collision damage, resulting in a shorter service life of the left and right turn signals <NUM>, requiring frequent replacement and increasing usage costs.

In this embodiment, the headlight assembly <NUM> and the front vehicle cover <NUM> are first assembled into the front of vehicle, and then the assemblies on the front are fixedly installed on the front frame <NUM>.

In this embodiment, only the assembly relationship between the headlight assembly <NUM> and the front vehicle cover <NUM>, as well as the relationship between the front vehicle cover <NUM> and the front frame <NUM>, need to be considered sequentially to achieve the assembly between the headlight assembly <NUM>, the front vehicle cover <NUM>, and the front frame <NUM>. The effects of these two assemblies can be directly obtained and adjusted in a timely manner during the assembly process. The assembly method of installing headlight assembly <NUM> and front vehicle cover <NUM> respectively on the front frame <NUM>, the assembly effect between headlight assembly <NUM> and front vehicle cover <NUM> can only be obtained after complete installation, and cannot be obtained in a timely manner during the assembly process. If problems occur during the pre-assembly stage, they cannot be corrected in a timely manner, and the adjustment cost is relatively high.

In this embodiment, the headlight assembly <NUM> may be connected to the front vehicle cover <NUM> through bolt fixation, or may be fixed and connected by snap connection. The connection method between the headlight assembly <NUM> and the front vehicle cover <NUM> may not be limited to the above connection methods, but can be any connection method that can connect the headlight assembly <NUM> with the front vehicle cover <NUM>. In this embodiment, the front components assembled from the headlight assembly <NUM> and the front vehicle cover <NUM> are installed on the front frame <NUM>, and the fixing points are respectively located on the headlight assembly <NUM> and the front vehicle cover <NUM>. A positioning groove <NUM> is defined at the inner side of the headlight assembly <NUM>, and the front frame <NUM> is equipped with a guiding block <NUM> that matches the positioning groove <NUM>. The headlight assembly <NUM> can be assembled under the action of gravity with the coordination of the positioning groove <NUM> and the guiding block <NUM>. After assembly, the installation holes located inside the front vehicle cover <NUM> are aligned and matched with the corresponding installation holes on the front frame <NUM>, which facilitates the subsequent fixing and connection of bolts and other devices. The setting of the positioning groove <NUM> and the guiding block <NUM> not only serves to fix the headlight assembly <NUM> or the front assembly, but also to position the installation point between the front vehicle cover <NUM> and the front frame <NUM>, making it convenient and accurate for positioning. In addition, the combination of the positioning groove <NUM> and the guiding block <NUM> has its own load-bearing capacity, and after assembly, the fixed assembly between the front vehicle cover <NUM> and the front frame <NUM> can be completed without the need for support operations, which can save manpower and improve efficiency.

In one embodiment, an USB port is defined on the front vehicle cover <NUM>, and a guard assembly <NUM> is provided to protect the USB port (as shown in <FIG>). As shown in <FIG>, the guard assembly <NUM> may include a guard base <NUM> for accommodating the USB port and a guard lid <NUM> covering the USB port. The guard base <NUM> is sleeved on the USB port and is fixedly connected to the USB port. As shown in <FIG>, the guard base <NUM> defines a limit hole 1341a, and a limit column 1342a that matches the limit hole 1341a is arranged on the guard lid <NUM>. An anti-detachment member is arranged at the end of the limit column 1342a on the guard lid <NUM>. After the limit column 1342a is matched with the limit hole 1341a, the limit column 1342a cannot detach from limit hole 1341a. After the guard lid <NUM> is matched with the guard base <NUM>, the guard lid <NUM> can rotate around the axis of the limit column 1342a. USB and other charging ports have become a common choice on the gasoline powered or electric vehicles, because more and more intelligent devices are being used in the vehicles. A guard assembly is provided to protect the USB port when the USB port is not used during the vehicle is running.

In this embodiment, the guard assembly <NUM> includes a guard base <NUM> sleeved on the USB port and a guard lid <NUM> that matches with the guard base <NUM>. A limit column 1342a is arranged on the guard lid <NUM>, and the guard base <NUM> defines a limit hole 1341a. The limit column 1342a and the limit hole 1341a are matched with each other to connect the guard lid <NUM> and the guard base <NUM>. An anti-detachment member 1342b is arranged at the end of the limit column 1342a on the guard lid <NUM>, which ensures that the limit column 1342a cannot easily detach from the limit hole 1341a after matching with the limit hole 1341a. This also ensures that the guard lid <NUM> will not easily detach after matching with the guard base <NUM>, so that it can still be connected to the guard base <NUM> after the guard lid <NUM> is opened, thus solving the problem of easily losing the guard lid <NUM>. At the same time, due to the setting of the limit column 1342a and the limit hole 1341a, the guard lid <NUM> can rotate along the axis of the limit column 1342a, that is, the guard lid <NUM> can rotate around the limit hole 1341a in the guard base <NUM>. After opening the guard lid <NUM>, the guard lid <NUM> can be opened at a certain angle manually or under the influence of gravity to facilitate the use of the USB port and also to facilitate single handed use. The top of the guard base <NUM> is flush with or slightly higher than the top of the USB port. If the USB port is higher than the guard base <NUM>, The protruding portion of the USB port needs to be protected by the guard lid <NUM>, which increases the thickness of the guard lid <NUM>, thereby increasing the weight of the guard lid <NUM>. The guard lid <NUM> is connected to the guard base <NUM> by the matching structure of the limit column 1342a and the limit hole 1341a. The guard base <NUM> and the guard lid <NUM> are still connected by an anti-detachment member arranged at the end of the limit column 1342a when the guard lid <NUM> is in the opening state. The increase in the weight of the guard lid <NUM> will increase the pressure on the anti-detachment member. Therefore, reducing the weight of guard lid <NUM> can correspondingly extend the service life of the anti-detachment member. At the same time, the USB port is not higher than the guard base <NUM>, which can better protect the USB port when in use.

A male buckle connector is arranged on the inner side of the side wall of the guard lid <NUM>, and a female buckle receptacle matched with the male buckle connector is arranged on the outer side of the side wall of the guard base <NUM>. The guard base <NUM> and the guard lid <NUM> are fixed together by the fitting of the male buckle connector and the female buckle receptacle, which is simple in structure and easy to open and close. The side wall of the guard base <NUM> tilts outward at a certain angle from bottom to top. A grip portion 1342c is arranged on one side of the guard lid <NUM> for convenient opening by the user, which avoids opening the guard lid <NUM> by breaking the guard lid <NUM> and avoids destroying the connection between the guard lid <NUM> and the guard base <NUM> due to opening from the side of the limit column 1342a. The grip portion 1342c guides the user to open the guard lid <NUM> from the side away from the limit column 1342a, ensuring that there is no irreversible detachment between the guard lid <NUM> and the guard base <NUM> due to violent opening. The storage box <NUM> of the seat cushion assembly <NUM> also defines the above-mentioned USB port and corresponding guard assembly <NUM>.

In one embodiment, as shown in <FIG> and <FIG>, the middle frame <NUM> includes two longitudinal tubes (ie. a first longitudinal tube 1121a and a second longitudinal tube 1121b) symmetrical with respective with a longitudinal center plane in the vehicle width direction. Each longitudinal tubes <NUM> includes a side tube and a rear support tube. The first longitudinal tube 1121a includes a first side tube 1121c and a first rear support tube 1121d. The second longitudinal tube 1121b includes a second side tube 1121e and a second rear support tube 1121f. From the side view of the frame, the middle frame <NUM> is U-shaped, and the pedal of the electric scooter <NUM> is located on the middle frame. The first side tube 1121c and the second side tube 1121e form a bracket at the front of the pedal and storage box <NUM>. The first rear support tube 1121d and the second rear support tube 1121f form a bracket at the rear of the storage box <NUM>. The structure of the middle frame <NUM> is relatively thin and has low strength, especially for the first side tube 1121c and the second side tube 1121e, which are relatively long in length and lack reinforced structures, and has a risk of fracture. Therefore, a side tube reinforcement plate <NUM> is mounted on the first side tube 1121c or the second side tube 1121e. The side tube reinforcement plates <NUM> are welded to the upper surface of the first side tube 1121c or the second side tube 1121e, and the welding seam extends along the first side tube 1121c or the second side tube 1121e.

In this embodiment, it is that the side tube reinforcement plate, rather than the scattered reinforcement blocks is used to reinforce the first side tube 1121c or the second side tube 1121e, and the welding seam extends along the first side tube 1121c or the second side tube 1121e, which can solve the problem of damaging to the first side tube 1121c or the second side tube 1121e due to weld stress concentration, and the problem of stress concentration caused by the side tube reinforcement plate <NUM>. A plurality of accessory mounting seats are disposed on the outer side of the first side tube 1121c or the second side tube 1121e. For example, a side frame mounting seat <NUM> is disposed on the outer side of the first side tube 1121c, and a frame nameplate mounting seat is disposed on the outer side of the second side tube 1121e. The accessory mounting seat includes an accessory mounting portion and an accessory extension portion. The accessory extension portion is a curved surface that matches the outer surface of the first side tube 1121c or the second side tube 1121e. The side frame mounting seat <NUM> includes a side frame mounting portion 1123a and a side frame extension portion 1123b. The side frame mounting portion 1123a defines a side frame mounting hole, and the side frame extension portion 1123b is a curved surface that matches the outer surface of the first side tube 1121c. The side frame extension portion 1123b is fixedly connected to the outer surface of the first side tube 1121c by welding, and the side frame extension portion 1123b is wrapped on the outer surface of the first side tube 1121c. The frame nameplate mounting seat <NUM> includes a frame nameplate mounting portion 1124a and a frame nameplate extension portion 1124b. The frame nameplate mounting portion 1124a a frame nameplate mounting hole, and the frame nameplate extension portion 1124b is a curved surface that matches the outer surface of the second side tube 1121e. The frame nameplate extension portion 1124b is fixedly connected to the outer surface of the second side tube 1121e by welding, and the frame nameplate extension portion 1124b is wrapped on the outer surface of the second side tube 1121e.

In this embodiment, the side frame mounting seat <NUM> and the frame nameplate mounting seat <NUM> are respectively welded to the outer surface of the first side tube 1121c and the second side tube 1121e through the mutual matching of curved surfaces, which not only solve the problem of stress concentration after welding the side frame mounting seat <NUM> and the frame nameplate mounting seat <NUM>, but also enhance the strength of the first side tube 1121c and the second side tube 1121e. A support tube reinforcement plate <NUM> is arranged at the connection between the first side tube 1121c and the first rear support tube 1121d. The support tube reinforcement plate <NUM> is welded to the outer surface of the first side tube 1121c and the first rear support tube 1121d. The support tube reinforcement plate <NUM> has at least three curved edges, with at least curved edge defining a weight reducing hole, the minimum distance from the weight reducing hole 1125a to the edge of the support tube reinforcement plate <NUM> is defined as a distance L5, and the distance L5 is greater than or equal to <NUM>. Furthermore, the minimum distance L5 is greater than or equal to <NUM>. Still furthermore, the minimum distance L5 is greater than or equal to <NUM>.

The side welding method in this embodiment can solve the problem of stress concentration and effectively enhance the strength of related structures. The edges of the support tube reinforcement plate <NUM> are all arc-shaped structures, which can reduce the stress concentration points of the support tube reinforcement plate <NUM> and avoid cracks that may affect the strength of the support tube reinforcement plate <NUM> due to stress concentration. Several weight reducing holes 1125a are defined in the support tube reinforcement plate <NUM> to reduce the weight of the support tube reinforcement plate. The minimum distance from the weight reducing hole 1125a to the edge of the support tube reinforcement plate <NUM> is greater than or equal to <NUM>, to ensure that the weight reducing hole 1125a does not reduce the strength of the support tube reinforcement tube itself. Similarly, another support tube reinforcement plate <NUM> is arranged at the connection between the second side tube 1121e and the second rear support tube 1121f. A motor mounting plate <NUM> defining at least one mounting hole for mounting a motor is arranged on the rear support tube 1121d. The motor mounting plate <NUM> has at least three curved edges.

As shown in <FIG>, the motor mounting plate <NUM> includes a first mounting plate 1126a and a second mounting plate 1126d. The first mounting plate 1126a includes a first mounting portion 1126b and a first extension portion 1126c. The second mounting plate 1126d includes a second mounting portion 1126e and a second extension portion 1126f. The second mounting portion 1126e of the second mounting plate 1126d is adhered to one side of the first mounting portion of the first mounting plate 1126a. The first mounting portion 1126b has a larger area than the second mounting portion 1126e. The first extension portion 1126c has a curved surface that matches a side surface of the first rear support tube 1121d and is welded to the side surface of the first rear support tube 1121d. The first extension portion 1126c is wrapped on a side surface of the first rear support tube 1121d. The second extension portion 1126f is a curved surface that matches the side surface of the first rear support tube 1121d and is welded to another side surface of the first rear support tube 1121d. The second extension portion 1126f is wrapped on another side surface of the first rear support tube 1121d. The first extension 1126c and the second extension 1126f cooperatively define a V-shaped structure along the first rear support tube 1121d. The second mounting plate 1126d is attached to and welded to the first mounting plate 1126a to enhance the strength of the first mounting plate 1126a. At the same time, the motor mounting plate <NUM> is welded and fixed together with the two sides of the first rear support tube 1121d by the curved surface of the first extension portion 1126c and the second extension portion 1126f, which can reduce the adverse effect of welding on the strength of the first rear support tube 1121d and appropriately enhance the strength of the first rear support tube 1121d. The edges of the motor mounting plate <NUM> are all arc-shaped structures, which can reduce the stress concentration points of the motor mounting plate <NUM> and avoid cracks that may affect the strength of the motor mounting plate <NUM> due to stress concentration. Alternatively, an extension portion welded and fixed to the first rear support tube 1121d may be only arranged on the first mounting plate 1126a, and a mounting portion (the second mounting portion 1126e) may be only arranged on the second mounting plate 1126d. The second mounting plate 1126d is only welded and fixed together with the first mounting plate 1126a, and not directly welded and fixed together with the first rear support tube 1121d. Alternatively, an extension portion welded and fixed to the first rear support pipe 1121d may be only arranged on the second mounting plate 1126d, and a mounting portion (the first mounting portion 1126b) may be only arranged on the first mounting plate 1126a. The first mounting plate 1126a is only welded and fixed together with the second mounting plate 1126d, and not directly welded and fixed together with the first rear support tube 1121d. Another motor mounting plate <NUM> is symmetrically arranged on the second rear support tube 1121f. In this embodiment, the strength of the middle frame <NUM> is reinforced by the side tube reinforcement plate <NUM>, the support tube reinforcement plate <NUM>, the motor mounting plate <NUM>, the side support mounting seat <NUM>, and the frame nameplate mounting seat <NUM>, which ensures that the strength of the middle frame <NUM> is comparable to that of a straddle-type motorcycle. At the same time, the strength of the middle frame <NUM> is also reinforced by changing the welding position and welding method of each structure, thereby enhancing the strength of the frame without increasing the weight of the frame.

In one embodiment, as shown in <FIG>, a frame nameplate mounting seat <NUM> for mounting a frame nameplate is arranged on the lower side of the middle frame <NUM>. As shown in <FIG>, a nameplate cover <NUM> is arranged on the side vehicle cover <NUM> corresponding to the frame nameplate mounting seat <NUM>. The nameplate cover <NUM> is connected to the side vehicle cover <NUM> by a buckle or a rotating shaft 1611a, and can be opened or removed outward (as shown in <FIG>). The nameplate cover <NUM> may or may not be flush with the side vehicle cover <NUM>, and the color and pattern on the surface of the nameplate cover <NUM> are the same or different from the side vehicle cover <NUM>. The frame nameplate is important for motorcycles, which records the unique information of the vehicle, and the information is prohibited from being modified or smeared. However, the information recorded on the frame nameplate and frame nameplate is rarely used in daily life, and is usually only used in a few occasions such as vehicle registration or ownership transfer. The frame nameplate needs to be positioned in a more prominent position on frame <NUM> to comply with relevant regulations. In existing motorcycles, the frame nameplate is directly exposed and installed on the side vehicle cover or fixed directly on the frame through rivets. Such exposed nameplates are prone to environmental erosion and damage, making it difficult to read vehicle information. In addition, the frame nameplate is generally a silver white metal plate engraved with information, the color of the nameplate is different from the vehicle cover, which affects the uniformity and aesthetics of the vehicle appearance. A nameplate cover <NUM> that can be opened outward is installed outside the frame nameplate mounting seat <NUM>. It can not only open the nameplate cover <NUM> when needed to obtain information on the frame nameplate, but also isolate the frame nameplate from the external environment in normal times, ensuring that the frame nameplate is not corroded by the external environment. The nameplate cover <NUM> is allowed to be modified and painted as it does not contain information. The nameplate cover <NUM> and the surrounding vehicle cover <NUM> can be designed uniformly as needed, thereby ensuring the uniformity of the vehicle appearance and overall aesthetics. It should be noted that the nameplate cover <NUM> may also be configured to have different colors, shapes, and patterns from side vehicle cover <NUM> according to the corresponding design requirements or personal demand.

In one embodiment, as shown in <FIG>, an electrical appliance installation crossbar <NUM> is arranged between the two longitudinal tubes <NUM> of the middle frame <NUM>. The electrical appliance installation crossbar <NUM> is substantially perpendicular to the longitudinal tubes <NUM>. Further, the electrical appliance installation crossbar <NUM> and the longitudinal tube <NUM> cooperatively define an angle γ in the range from <NUM> degrees to <NUM> degrees. An installation bracket coupling plate <NUM> is arranged on the electrical appliance installation crossbar <NUM>. The electrical appliance 1129a is fixedly connected to an installation bracket <NUM>, and then the installation bracket <NUM> is fixedly connected to the installation bracket coupling plate <NUM>. The installation bracket coupling plate <NUM> is welded to the frame <NUM>. The electrical appliance 1129a is fixedly connected to an installation bracket <NUM> by means of detachable connections such as bolts. The installation bracket <NUM> is fixedly connected to the installation bracket coupling plate <NUM> by means of detachable connections such as bolts. A structure for positioning the electrical appliance is arranged on the installation bracket <NUM> and a mechanism for positioning the installation bracket is arranged on the installation bracket coupling plate <NUM>. In existing motorcycles, the installation bracket is generally directly welded to the frame, and then the electrical appliances are directly installed on the installation bracket. In this embodiment, an installation bracket coupling plate <NUM> is installed on the frame <NUM> to fix the installation bracket <NUM>. Firstly, the electrical appliance 1129a is fixedly connected to the installation bracket <NUM>, and secondly the installation bracket <NUM> is fixedly connected to the installation bracket coupling plate <NUM>. In the first step of installation, regardless of whether the electrical appliance 1129a needs to be installed above or below the installation bracket <NUM>, it can be assembled from the appropriate direction. After assembling the electrical appliance 1129a with the installation bracket <NUM>, subsequent assembly can be carried out. In the second installation process, the installation direction can be designed according to the space size of the frame <NUM> and the electrical appliance 1129a. It can be assembled from bottom to top, from top to bottom, or from the side. A structure for positioning the installation bracket <NUM> is arranged on the installation bracket <NUM>. After the positioning is completed, the positioning structure that cooperates with each other has a certain load-bearing capacity, which can temporarily support the installation bracket <NUM> installed with electrical appliance 1129a. Then, the installation bracket <NUM> is fixed together with the installation bracket coupling plate through bolts and other connection methods. Although this assembly method adds steps, it changes the installation form and direction of the electrical appliance 1129a, which can adjust the assembly form suitable for the frame <NUM>, so that the installation and assembly of the electrical appliance can be completed by one person, solving the problem of difficult assembly of the electrical appliance 1129a due to the limited space of the frame <NUM> in the existing motorcycles.

In one embodiment, as shown in <FIG>, the scooter-type motorcycle <NUM> includes a rear shock absorber <NUM> arranged on the rear frame <NUM>, with one end of the rear shock absorber <NUM> pivotally coupled to the shock absorber mounting seat <NUM> (shown in <FIG> and <FIG>), and the other end of the rear shock absorber <NUM> fixedly connected to the rear frame <NUM>. When the rear shock absorber <NUM> is fixedly connected to the rear frame <NUM>, the shock absorber fasteners 1131a fixes the rear shock absorber <NUM> to the rear frame <NUM> from the inside of the rear frame <NUM> towards the outside of the rear frame <NUM>. In the existing motorcycles, the fixing of the rear shock absorber <NUM> and the frame is done by installing shock absorber fasteners 1131a from the outside to the inside of the frame. Compared to the inside of the frame, the outside of the frame has larger assembly space and smaller assembly difficulty. For the motorcycles in this application, the front vehicle cover, the side vehicle cover and the rear vehicle cover are connected together, and the rear shock absorber is positioned on the rear vehicle cover, the front vehicle cover and the middle vehicle cover need to be removed before the rear vehicle cover near the rear shock absorber can be removed, which undoubtedly increases the maintenance difficulty of the rear shock absorber. In this embodiment, the assembly method between the rear shock absorber <NUM> and the frame is from the inside of the frame to the outside of the frame. When the rear shock absorber <NUM> needs to be maintained later, disassembly and maintenance of the rear shock absorber <NUM> can be achieved without disassembling the rear body cover <NUM>, which can improve the convenience and efficiency of after-sales service. After the assembly is completed, the box body of the storage box <NUM> covers the installation points of the rear shock absorber <NUM> and the frame. The box body of the storage box <NUM> defines a disassembly hole for the rear shock absorber <NUM> for easy maintenance of rear shock absorber <NUM>, with a cover plate covering the disassembly hole. When the rear shock absorber <NUM> needs to be dismantled, the cover plate can be pulled open. which can not only facilitate the disassembly and maintenance of the rear shock absorber <NUM>, but also have the aesthetic effect of covering the disassembly holes.

In one embodiment, as shown in <FIG>, the scooter-type motorcycle <NUM> includes an On Board Diagnostics (OBD) device arranged on the rear frame <NUM> by an OBD bracket. An OBD bracket positioning mechanism 1132b is arranged on the rear frame <NUM>. The box body of the storage box <NUM> also covers the installation points of the OBD device <NUM> and the rear frame <NUM>. The box of the vehicle storage box <NUM> defines an OBD port for the OBD device <NUM>, with a protective cover covering the OBD port. The OBD device is generally positioned at the bottom of the foot pedal due to its large volume in the existing scooter-type motorcycles. The full name of OBD is On Board Diagnostics, and OBD device is a type of vehicle fault detection device. Although OBD devices are not frequently used, they play a significant role in vehicle fault detection. When a vehicle malfunctions, after-sales personnel usually use external devices to read the fault information inside the OBD device in order to connect to the vehicle's fault status. When the OBD device is mounted at the bottom of the foot pedal, it is often eroded by splashed sand, stones, and water during running of the motorcycles, leading to interface damage and even damage to the OBD device. In addition, it also increases the corresponding difficulty in reading vehicle fault information if the OBD device is mounted below the foot pedal. In this embodiment, the OBD device <NUM> is mounted at the rear of rear frame <NUM>, which is relatively high and less susceptible to erosion from sand, stones, and water splashing during the running of the motorcycles. At the same time, due to being within the space defined by the vehicle cover <NUM> and seat cushion <NUM>, it is also less susceptible to rainwater or water intrusion, which can ensure that OBD device <NUM> is not easily damaged and also makes it more reliable and durable. The OBD device <NUM> is in a position that will not interfere with the disassembly of the rear shock absorber <NUM>, thereby ensuring the normal use of the OBD device <NUM> and ensuring that the disassembly of the rear shock absorber <NUM> is not affected by the OBD device <NUM>. The OBD port used for connecting external devices to the OBD device <NUM> to obtain corresponding fault information is defined in the box body of the storage box <NUM>. The storage box <NUM> can be easily opened, and the OBD port is defined in the storage box <NUM>, which facilitates the reading of information during the after-sales process, thereby increasing the efficiency of after-sales service. A protective cover covers the OBD port to prevent dust and other debris from entering the OBD port in storage box <NUM>, thereby ensuring cleanliness and ensuring that other items placed in storage box <NUM> do not cause damage to the OBD port.

In one embodiment, as shown in <FIG>, the electric scooter-type motorcycle includes a CBS delay valve <NUM> arranged on the front frame <NUM>. The CBS delay valve <NUM> is positioned adjacent to the headlight assembly <NUM>. The CBS delay valve <NUM> is connected to the front frame <NUM> by a CBS bracket 1112a. As shown in <FIG>, a CBS positioning mechanism 1112b is arranged on the front frame <NUM>. The CBS delay valve involves the braking system, which needs to connect numerous pipelines, including some important brake oil lines. These brake oil lines have weak bending ability and a small range of movement, which further limits the movable range of the CBS delay valve during installation. At the same time, the CBS delay valve is installed on the front frame and adjacent to the headlight assembly including high beam, low beam, and left and right turn signals, therefore, the position allowed for CBS delay valve installation is relatively narrow, and the CBS delay valve is difficult to install. In one embodiment, as shown in <FIG>, The CBS bracket 1112a is connected to the front frame <NUM> by means of detachable connections such as fasteners. The CBS delay valve <NUM> is connected to the CBS bracket 1112a by means of detachable connections such as fasteners. The CBS delay valve <NUM> is fixedly connected to the CBS bracket 1112a firstly, and then the CBS bracket 1112a is connected to the front frame <NUM> by a CBS positioning mechanism 1112b. The installation of the CBS delay valve <NUM> has a larger installation space without the interference of the pre-welded CBS bracket 1112a, which can reduce the installation difficulty of CBS delay valve <NUM>, improve the installation efficiency and maintenance efficiency of the CBS delay valve <NUM>. In this embodiment, due to the reduction of the activity space required for the installation of CBS delay valve <NUM>, it can make the components near CBS delay valve <NUM> more compact or free up space to install other components, thereby helping to reduce the size of the electric scooter-type motorcycle.

In one embodiment, as shown in <FIG>, the seat cushion assembly <NUM> includes a seat cushion <NUM> (as shown in <FIG>) and a storage box <NUM> below the seat cushion <NUM>. The seat cushion <NUM> is positioned above the storage box <NUM>. When the seat cushion <NUM> is opened, the storage box <NUM> is open and articles can be retrieved from the storage box <NUM>. A storage box light <NUM> for lighting inside the storage box <NUM> is arranged inside the storage box <NUM>, which facilitates users to search for articles in the storage box <NUM> in low light conditions and solves the problem of inconvenient searching for articles due to the lack of lighting in the existing storage box <NUM>. As shown in <FIG>, turning on and/or turning off the storage box light <NUM> is linked to the unlocking and/or locking of the seat cushion lock <NUM>. When the seat cushion lock <NUM> is unlocked, the seat cushion <NUM> is opened and the storage box light <NUM> is turned on. The storage box light can be turned on and off according to the switch of the seat cushion, and can be controlled by software logic. For example, when the seat cushion lock is unlocked, the seat cushion lock sends a seat cushion lock unlocking signal to the vehicle controller. The seat cushion lock unlocking signal is associated with a storage box light turning on signal. The vehicle controller controls the storage box light to turn on. When the seat cushion lock is locked, the seat cushion lock sends a seat cushion lock locking signal to the vehicle controller. The seat cushion lock locking signal is associated with a storage box light turning off signal, however, which requires additional equipment and modules, as well as additional wiring harnesses, which increases the manufacturing cost of the motorcycle. In this embodiment, turning on or turning off the storage box light <NUM> is controlled by the seat cushion lock <NUM>. The seat cushion lock <NUM> may include an electronic lock <NUM>, an electronic lock-driving device <NUM> for driving the electronic lock <NUM>, and a first switch <NUM>. When the electronic lock <NUM> is unlocked, the first switch <NUM> is conductive to ground. The storage box light <NUM> is connected in series at both ends of the first switch <NUM>, which controls the conduction and disconnection of the lights. The electronic lock-driving device <NUM> may be an electromagnetic valve. When the seat cushion lock <NUM> is unlocked, the first switch <NUM> of seat cushion lock <NUM> is closed, and the current from the battery <NUM> passes through the storage box light <NUM> and the first switch <NUM> of seat cushion lock <NUM> to form a circuit, causing the storage box light <NUM> to turn on. When seat cushion lock <NUM> is locked, the first switch <NUM> of the seat cushion lock <NUM> is opened, the circuit cannot be formed, and the storage box light <NUM> is turned off. The vehicle controller <NUM> includes a function module capable of driving the unlocking of seat cushion lock <NUM>.

When the seat cushion <NUM> is opened, the first switch <NUM> of seat cushion lock <NUM> is conductive to ground, and the current from the battery <NUM> passes through the storage box light <NUM> and the first switch <NUM> of seat cushion lock <NUM> to form a circuit, causing the storage box light <NUM> to turn on. In this embodiment, the circuit of the storage box light <NUM> is directly connected to the control circuit of the seat cushion lock <NUM>. The first switch <NUM> of the seat cushion lock <NUM> is simultaneously used as the switch of the storage box light <NUM>, and the switch feedback of the first switch <NUM> inside the seat cushion lock <NUM> is used as the switch of the storage box light <NUM>, which does not require the use of complex logical settings, can omit corresponding devices and modules involved in logical processing, and can also reduce the use of wiring harnesses, lower costs, and maintenance costs in the later stage.

In one embodiment, as shown in <FIG>, the lock assembly <NUM> may include a vehicle lock device <NUM> and a steering lock device <NUM>. In this embodiment, the vehicle lock device <NUM> may be an NFC device. The user provides a vehicle lock signal by swiping a NFC card that uniquely corresponds to the electric scooter-type motorcycle <NUM> on the NFC device. When the electric scooter-type motorcycle <NUM> is in a locked state, the vehicle lock signal provided by the user is an unlocking signal to unlock the steering lock device <NUM>. When the electric scooter-type motorcycle <NUM> is in an unlocked state, the vehicle lock signal provided by the user is a locking signal to lock the steering lock device <NUM>. The steering lock device <NUM> includes a steering column <NUM> defining a locking hole <NUM>, a locking tongue <NUM>, a locking motor <NUM> for controlling the movement of the locking tongue <NUM>, and a locking motor control module <NUM> for controlling the movement of the locking motor <NUM>. The locking motor <NUM> drives the locking tongue <NUM> to extend and retract. The steering column <NUM> is in a locked state when the locking tongue <NUM> extends into the locking hole <NUM> defined in the steering column <NUM>. The steering column <NUM> is in an unlocked state when the locking tongue <NUM> retracts outside the locking hole <NUM> defined in the steering column <NUM>. The first sensor 1924d is a dual Hall sensor capable of determining whether the locking tongue <NUM> extending outside of the locking hole <NUM> and sending the judgment information to the locking motor control module <NUM> or directly to the vehicle controller <NUM>. The locking motor <NUM> may drive the locking tongue <NUM> by means of worm and gear mechanism. At least portion of the locking tongue <NUM> is a worm, and the locking motor <NUM> is connected to a gear. The locking motor <NUM> drive the gear to rotate. The rotational motion is converted into a telescopic motion along the direction of the locking tongue <NUM> to drive the locking tongue <NUM>. The locking motor <NUM> may drive the locking tongue <NUM> by means of spring and cam mechanism. A spring for retracting the locking tongue <NUM> is arranged on the locking tongue <NUM>. The locking motor <NUM> drive a cam to rotate, and the protruding portion of the cam contacts the locking tongue <NUM> to push out the locking tongue <NUM> to pass through the locking hole <NUM> defined in the steering column <NUM>, and then the steering column <NUM> is in the locked state. The locking motor <NUM> may drive the locking tongue <NUM> by means of linkage. The locking motor <NUM> is fixedly connected to a driving wheel, which is hinged to a link arm, and the link arm is hinged to the end of the locking tongue <NUM>. The locking motor <NUM> drives the driving wheel to rotate, and the driving wheel drives the link arm to drive the locking tongue <NUM> to move in a straight line to control the extension or retraction of the locking tongue <NUM>, achieving the locking and unlocking of the locking tongue <NUM>.

As shown in <FIG>, the locking motor control module <NUM> includes a signal receiving unit 1924a, an electronic control unit 1924b, a signal feedback unit 1924c, and a first sensor 1924d for determining whether locking tongue <NUM> being extended. The first sensor 1924d is a dual Hall sensor capable of determining whether the locking tongue <NUM> extending outside of the locking hole <NUM> and sending the judgment information to the motor control module <NUM> or directly to the vehicle controller <NUM>. The signal receiving unit 1924a is connected to the lock assembly <NUM> and is capable of receiving a vehicle lock signal from the lock assembly <NUM>. The vehicle lock signal includes a locking signal and an unlocking signal. The signal receiving unit 1924a is also connected to the vehicle controller <NUM> and is capable of obtaining the vehicle velocity signal and motor rotational speed signal. The locking motor control module <NUM> is capable of determining whether to extend the locking motor <NUM> to drive the locking tongue <NUM> to lock the steering column <NUM> based on the vehicle lock signal, the vehicle velocity signal, and the motor rotational speed signal received by the signal receiving unit 1924a. The locking motor control module <NUM> determines the vehicle lock signal, the vehicle velocity signal, and the motor rotational speed signal. When the electric scooter-type motorcycle100 is in the unlocked state, the lock assembly <NUM> provides a locking signal. The signal receiving unit 1924a receives the locking signal, and if the vehicle velocity signal and the motor rotational speed signal are zero, then the locking motor control module <NUM> controls the locking motor <NUM> to work, causing the locking tongue <NUM> to extend out of the locking hole <NUM>, locking the steering column <NUM>, and achieving the locking operation. The locking motor control module <NUM> needs to combine the locking signal with the vehicle velocity signal and the motor rotational speed signal to determine whether to output a control signal to the locking motor <NUM> to drive the locking tongue <NUM> to extend into the locking hole <NUM> and to lock the steering column <NUM> in order to prevent accidental triggering of the locking signal of lock assembly <NUM> during running to avoid dangers. In some cases, when the steering lock device <NUM> receives the locking signal to lock the steering column, the locking tongue <NUM> cannot extend into the locking hole <NUM> and cannot complete the locking operation due to the mis-alignment between the locking hole <NUM> of the steering column <NUM> and the locking tongue <NUM>. The first sensor 1924d determines the locking tongue <NUM> that the locking tongue <NUM> has not extended, and the signal feedback unit 1924c sends a signal to the vehicle controller <NUM> that the steering lock device <NUM> is not locked. After receiving the unlocking signal from the locking device, the vehicle controller <NUM> displays the unlocking signal on the human-computer interaction interface, prompting the user to adjust the angle of the steering column <NUM> to lock it.

In one embodiment, as shown in <FIG> and <FIG>, the seat cushion assembly <NUM> may include a seat cushion <NUM> and a storage box <NUM> located under the seat cushion <NUM>. The storage box <NUM> is positioned on the frame <NUM> and fixedly connected to frame <NUM>. The front end of seat cushion <NUM> is hinged to the front end of storage box <NUM>. The rear end of seat cushion <NUM> and the rear end of storage box <NUM> may be locked by a seat cushion lock <NUM>. A rotation shaft fixing device <NUM> is arranged on the front end of the storage box <NUM> and the rotation shaft fixing device <NUM> defines a rotation shaft mounting groove 1621a. A rotation shaft bracket <NUM> is arranged below the seat cushion <NUM>, and a rotation shaft 1611a matched with the rotation shaft mounting groove 1621a is arranged at one end of the rotation shaft bracket <NUM>. The rotation shaft 1611a is mounted in the rotation shaft mounting groove 1621a. A rotation shaft fixing plate for limiting the rotation shaft 1611a within the rotation shaft mounting groove 1621a of the rotation shaft fixing device <NUM> in order to prevent the rotation shaft 1611a from falling off is detachably arranged on the rotation shaft bracket <NUM>. The existing seat cushion is unremovably connected to the storage box, and the seat cushion <NUM> and the storage box can only be replaced together, which increases the cost of later maintenance. In one embodiment, as shown in <FIG>, the rotation shaft fixing device <NUM> defines a fixing plate slot 1621b and a fixing plate mounting hole 1621c positioned on either side of the rotation shaft mounting groove 1621a, respectively. The fixing plate slot 1621b is positioned more forward than the fixing plate mounting hole 1621c along the vehicle front-rear direction. The seat cushion <NUM> is flipped forward. After the seat cushion <NUM> is opened, the space in the front of the rotation shaft 1611a is relatively small. If the rotation shaft fixing plate 1611b is completely connected to the shaft fixing device <NUM> by fasteners, it is very difficult to install fasteners due to the small space, thereby increasing the difficulty of assembly and later maintenance. The front end of the rotation shaft fixing plate 1611b is more easily inserted into the fixing plate slot 1621b because the fixing plate slot 1621b is positioned more forward. Then the rotation shaft fixing plate 1611b is fixed together with the rotation shaft fixing device <NUM> by means of fasteners and fixing plate mounting hole 1621c positioned more rearward to limit the range of movement of the rotation shaft 1611a. The connection method of the rotation shaft 1611a in this embodiment can ensure good fixation between rotation shaft 1611a and rotation shaft fixing device <NUM> without detachment, and also reduce the difficulty of disassembly and assembly during later maintenance, facilitating the installation and disassembly between seat cushion <NUM> and storage box <NUM>.

In one embodiment, as shown in <FIG>, the outer wall of the storage box 1621d defines a charging port with a charging port cover assembly <NUM> for covering the charging port. The charging port cover assembly <NUM> is fixed on the charging cover fixing seat <NUM> on the inner surface of the storage box outer wall 1621d around the charging port. The charging port cover assembly <NUM> may include a covering plate <NUM>, a torsion spring <NUM>, a hinge <NUM>, and a damper <NUM>. As shown in <FIG>, the damper <NUM> may include an outer shell layer 1355a and an inner core 1355b. The outer shell layer 1355a of the damper <NUM> is connected to a damper fixing seat <NUM> on the storage box outer wall 1621d, and the inner core 1355b of the damper <NUM> is fixedly connected to the hinge <NUM>. The outer shell layer 1355a of the damper <NUM> is fixed to the damper fixing seat <NUM> without relative movement. The inner core 1355b of the damper <NUM> can rotate under the drive of hinge <NUM>. One end of hinge <NUM> is fixed to the charging cover fixing seat <NUM> on the outer wall of the storage box 1621d by a torsion spring <NUM> and a pin shaft <NUM>. The other end of the hinge <NUM> is fixed to the charging cover plate <NUM>. A lock catch <NUM> for fixing the covering plate <NUM> is arranged on the storage box outer wall 1621d. A damping member is installed between the outer shell layer 1355a and the inner core 1355b of the damper <NUM> to prevent the relative motion trend of the outer shell layer 1355a and the inner core 1355b. The charging port cover assembly <NUM> can provide protection for the charging port and related devices inside the charging port when charging is not needed, preventing rainwater and dust from damaging related devices. If the charging port cover assembly is only hinged on the inner wall of the storage box around the charging port, which can also protect the charging port and related devices inside the charging port. However, this simple setting requires manual opening of the charging port cover assembly. For charging ports located in hidden parts of the vehicle, this opening method will inevitably increase the difficulty of opening the charging port and reduce the convenience of opening. A torsion spring is added to the hinge position of the charging port cover assembly, so that the locking state of the charging port cover assembly can be released, and the charging port cover assembly can be opened on its own under the action of the torsion spring, increasing the convenience of opening the charging port cover assembly. However, the elastic force of the torsion spring is instantly released when the charging port cover assembly is opened, which will generate an instantaneous impact force on the charging port cover assembly, easily causing damage to the charging port cover assembly and reducing its service life. In this embodiment, a damper <NUM> is provided to cooperate with the torsion spring <NUM> to convert the instantaneous release of the torsion spring <NUM> into slow or uniform release, reducing the damage caused by the instantaneous release of the torsion spring <NUM> to the charging port cover assembly <NUM>, protecting the charging port cover assembly <NUM>, and making the charging port cover assembly <NUM> have a longer service life. The outer shell layer 1355a of the damper <NUM> defines at least one protrusion or rib arranged radially, and the inner side of the damper fixing seat <NUM> defines at least one indentation and groove matched with the outer shell layer 1355a of the damper <NUM>. When the outer shell layer 1355a of damper <NUM> has a rotational trend, the above-mentioned structures can prevent the outer shell layer 1355a of damper <NUM> from rotating. The inner core 1355b end face of the damper <NUM> defines at least one pair of protrusions arranged radially, and corresponding indentations are defined at the hinge <NUM> position that matches the inner core 1355b. The inner core 1355b of the damper <NUM> and hinge <NUM> of can rotate together through the matching structure mentioned above. In the charging port cover assembly <NUM>, after the torsion spring <NUM> is released, the hinge <NUM> rotates. The rotation of hinge <NUM> drives the inner core 1355b of the damper <NUM> to rotate, while the outer shell layer 1355a of damper <NUM> is always fixed and relatively stationary with the damper fixing seat <NUM> on the vehicle cover <NUM>. At this point, the inner core 1355b of the damper <NUM> undergoes relative motion with the outer shell layer 1355a, and the damping device between the inner core 1355b of damper <NUM> and the outer shell layer 1355a will slow down this relative motion, increase the resistance to rotation of the inner core 1355b of the damper <NUM>, and thereby increasing the resistance to rotation of hinge <NUM>, solving the problem of hinge <NUM> quickly popping open when the torsion spring <NUM> is instantly released, and reducing damage to the hinge <NUM> and charging port cover assembly <NUM>.

Claim 1:
An electric scooter-type motorcycle (<NUM>) comprising
a frame (<NUM>);
a steering assembly (<NUM>) at least partially connected to the frame (<NUM>);
a lock assembly (<NUM>) at least partially mounted on the frame (<NUM>);
a vehicle cover (<NUM>) at least partially connected to the frame (<NUM>);
a vehicle controller (<NUM>) at least partially connected to the lock assembly (<NUM>);
a seat cushion assembly (<NUM>) at least partially connected to the frame (<NUM>);
a wheel assembly (<NUM>) at least partially connected to the frame (<NUM>);
a drive assembly (<NUM>) for driving the wheel assembly (<NUM>), the drive assembly (<NUM>) comprising a drive motor (<NUM>);
a power battery for supplying electric power for the drive motor (<NUM>);
wherein,
the drive assembly (<NUM>) comprises:
a drive control unit (<NUM>) electrically coupled to the drive motor (<NUM>) for controlling the drive motor (<NUM>);
a drive train (<NUM>) at least partially connected to the drive motor (<NUM>) for reducing rotational speed and increasing torque of the power output by the drive motor (<NUM>); and
a housing (<NUM>) defining at least one accommodation space comprising a first chamber (<NUM>) and a second chamber (<NUM>) defined at the same side of the housing (<NUM>), and a third chamber (<NUM>) defined at the other side of the housing (<NUM>); the drive motor (<NUM>), the drive control unit (<NUM>), and the drive train (<NUM>) being at least partially located within the accommodation space and extend in a second direction that is substantially parallel to a front-rear direction of the electric scooter-type motorcycle (<NUM>),
characterized in that
the ratio of a length (L1) of the drive assembly (<NUM>) extending in the second direction to the length (L2) of the electric scooter-type motorcycle (<NUM>) extending in the front-rear direction is in the range from <NUM> to <NUM>;
the rotational speed of the drive motor (<NUM>) is in a range from <NUM> rpm to <NUM> rpm; and
the transmission ratio of the drive train (<NUM>) being in the range from <NUM> to <NUM>.