Electric vehicle shock absorber and assembly thereof

Abstract

The present invention relates to the technical field of shock absorption of electric vehicles, and in particular to an electric vehicle shock absorber and its components, including an intermediate cylinder, a shock absorbing spring and an adjusting mechanism, wherein the interior of the intermediate cylinder is filled with fluid, an upper cylinder is sleeved on the top of the intermediate cylinder, a shock absorbing rod is fixedly sleeved in the upper cylinder and inserted through it, a lower cylinder is fixedly sleeved on the bottom of the intermediate cylinder, a gear ring is sleeved on the lower cylinder, the gear ring can rotate on its own, a gear step is arranged on the gear ring, a gear key is arranged on the outer peripheral wall of the lower cylinder, and the gear key and the gear step form a stopper cooperation; the shock absorbing spring is sleeved on the outside of the upper cylinder and the lower cylinder at the same time, and the top end abuts against the upper cylinder, and the bottom end abuts against the gear ring; the adjusting mechanism is configured to be able to adjust the rotation angle of the gear ring according to different users and road conditions, so as to adjust the tightness of the shock absorbing spring by changing the contact position of the gear key and the gear step, thereby realizing automatic adjustment and adaptive adjustment according to different users and road conditions.

Description

Technical Field

[0001] The invention relates to the technical field of electric vehicle shock absorption, and in particular to an electric vehicle shock absorber and a component thereof. Background Art

[0002] Electric vehicle shock absorbers are devices used to suppress the vibration caused by the rebound of the spring after shock absorption and the impact from the road surface. They mainly generate damping force between the cavities through shock-absorbing oil, thereby playing a shock-absorbing role.

[0003] There are many types of existing electric vehicle shock absorbers. For example, the reference document with authorization announcement number CN117072595B discloses an electric vehicle rear shock absorber. The electric vehicle rear shock absorber is combined with a labor-saving lever on the basis of an adjustable shock absorber, and the lever structure is optimized. When the handle is lifted to raise the spring counter plate, the spring can pull the rotating seat to rotate it into place without manual rotation.

[0004] Although the above-mentioned electric vehicle rear shock absorber improves the labor-saving efficiency during adjustment to a certain extent, it is found in the actual adjustment process that when the shock absorber is not suitable for hardness or softness, not only is it necessary to adjust the position of the pulling spring on the second hook multiple times, but it is also necessary to verify each time whether the appropriate gear is reached, which is rather troublesome. Summary of the invention

[0005] Based on this, it is necessary to provide an electric vehicle shock absorber and its components to address the problem of complicated operation during the adjustment process of the current electric vehicle shock absorber.

[0006] The above purpose is achieved through the following technical solutions:

[0007] An electric vehicle shock absorber comprises an intermediate cylinder, a shock absorbing spring and an adjusting mechanism, wherein the interior of the intermediate cylinder is filled with a fluid, an upper cylinder is sleeved on the top of the intermediate cylinder, the upper cylinder can slide axially relative to the intermediate cylinder, a shock absorbing rod is fixedly inserted and penetrated in the upper cylinder, the bottom end of the shock absorbing rod is inserted in the intermediate cylinder and forms a piston with the intermediate cylinder, a lower cylinder is fixedly sleeved on the bottom of the intermediate cylinder, a gear ring is sleeved on the lower cylinder, the gear ring can both rotate on its own and move axially relative to the lower cylinder The gear ring is provided with a gear step, and the outer peripheral wall of the lower tube is provided with a gear key, and the gear key and the gear step form a stopper match; the shock-absorbing spring is simultaneously sleeved on the outside of the upper tube and the lower tube, and the top end abuts against the upper tube, and the bottom end abuts against the gear ring; the adjustment mechanism is configured to be able to adjust the rotation angle of the gear ring according to different users and road conditions, so as to adjust the tightness of the shock-absorbing spring by changing the contact position of the gear key and the gear step;

[0008] The adjusting mechanism comprises an adjusting ring, a transfer ring, an elastic member, a guide assembly and a one-way assembly. The adjusting ring is partially inserted into the circumferential side wall of the lower cylinder and can slide in the axial direction. It has a first position and a second position before and after sliding. When in the first position, the adjusting ring can rotate in one direction under the action of the one-way assembly. When in the second position, the adjusting ring can rotate freely. The transfer ring is sleeved on the outside of the adjusting ring and can rotate relative to the adjusting ring, and can synchronously drive the gear ring to rotate. The shift ring can slide axially relative to the transit ring; the guide assembly is configured to drive the adjustment ring to rotate when the upper cylinder descends to a preset position; the elastic member 1 is arranged between the adjustment ring and the transit ring, and the elastic member 1 accumulates energy when the adjustment ring rotates at the first position, and when the rotational force of the elastic member 1 on the shift ring is greater than the static force of the shock absorbing spring on the shift ring, the elastic member 1 releases energy and drives the shift ring to rotate via the transit ring to change the contact position of the shift key and the shift ladder.

[0009] Furthermore, the guide assembly includes an even number of push rods and two bevel gear groups, the even number of push rods are divided into two groups, and the two groups of push rods and the two bevel gear groups are arranged correspondingly; the multiple push rods of the same group are arranged circumferentially at the bottom of the upper cylinder, and one group of push rods is arranged on the inner side of the other group of push rods, the upper ends of the push rods are hinged on the bottom of the upper cylinder, and the lower ends are suspended, and the two groups of push rods can swing unidirectionally, and the swinging directions are the same; the two bevel gear groups are arranged in the top circumferential side wall of the adjusting ring, each of the bevel gear groups includes a plurality of bevel teeth, the plurality of bevel teeth of the same bevel gear group are evenly arranged circumferentially, the bevel teeth of the two bevel gear groups are alternately arranged circumferentially, one of the bevel gear groups is arranged on the inner side of the other bevel gear group, and the bevel teeth and the push rods form a stop fit.

[0010] Furthermore, the one-way component includes one-way mating annular ratchet 1 and annular ratchet 2, wherein the annular ratchet 1 is arranged on the outer peripheral wall of the lower cylinder; and the annular ratchet 2 is arranged on the inner peripheral wall of the adjustment ring.

[0011] Furthermore, the electric vehicle shock absorber also includes a moving component, and the moving component is configured to drive the adjustment ring to slide axially.

[0012] Further, the moving assembly includes a reset ring and an elastic member 2, the reset ring is sleeved on the outside of the lower tube, an insertion rod is provided on the inner circumferential wall of the reset ring, the insertion rod is slidably inserted on the outer circumferential wall of the adjustment ring, and the reset ring can slide axially relative to the lower tube to synchronously drive the adjustment ring to move; the elastic member 2 is provided between the adjustment ring and the lower tube, and under the action of the elastic member 2, the adjustment ring has a tendency to remain in the first position.

[0013] Furthermore, the fluid is a damping fluid.

[0014] Furthermore, when the fluid is hydraulic oil, the electric vehicle shock absorber further comprises an oil storage tank, and the oil storage tank is fixedly disposed on the lower cylinder and communicated with the intermediate cylinder.

[0015] Furthermore, when the fluid is hydraulic oil, the electric vehicle shock absorber also includes an air tank, which is fixedly arranged on the lower cylinder and connected to the intermediate cylinder. The air tank is filled with gas with a preset pressure, and a piston is slidably inserted in the air tank, and the piston separates the hydraulic oil and the gas.

[0016] The present invention also provides an electric vehicle shock absorbing assembly, comprising the above-mentioned electric vehicle shock absorber.

[0017] The beneficial effects of the present invention are:

[0018] The electric vehicle shock absorber and its components provided by the present invention have the top end of the shock absorbing rod hinged on the electric vehicle seat, and the bottom end of the lower tube hinged on the wheel frame during installation; during use, when encountering a bumpy road section, on the one hand, the proximity of the electric vehicle seat and the wheel frame causes the shock absorbing spring to compress and perform shock absorption, and when the shock absorbing spring is reset, the shock absorbing spring can be slowly reset under the action of the fluid to avoid impact on the user, and on the other hand, under the action of the adjustment mechanism, the rotation angle of the gear ring can be adjusted according to the user and road conditions, so as to adjust the tightness of the shock absorbing spring by changing the contact position of the gear key and the gear step, thereby realizing automatic adjustment and adaptive adjustment according to different users and road conditions, which is conducive to improving the simplicity of adjustment. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of the three-dimensional structure of an electric vehicle shock absorber provided by an embodiment of the present invention;

[0020] Figure 2 A schematic diagram of a cross-sectional three-dimensional structure of an electric vehicle shock absorber provided by an embodiment of the present invention;

[0021] Figure 3 for Figure 2 A schematic diagram of the partially enlarged structure at center A;

[0022] Figure 4 A schematic diagram of the three-dimensional structure of an electric vehicle shock absorber without a shock absorbing spring, an adjusting ring and a resetting ring provided in one embodiment of the present invention;

[0023] Figure 5 for Figure 4 A schematic diagram of the partially enlarged structure at B in the middle;

[0024] Figure 6 A schematic diagram of the three-dimensional structure of an adjustment ring of an electric vehicle shock absorber provided by an embodiment of the present invention;

[0025] Figure 7 A schematic diagram of the three-dimensional structure of a transfer ring of an electric vehicle shock absorber provided by an embodiment of the present invention;

[0026] Figure 8 A schematic diagram of the three-dimensional structure of a reset ring of an electric vehicle shock absorber provided in one embodiment of the present invention.

[0027] in:

[0028] 1. Intermediate tube;

[0029] 2. Upper cylinder; 21. Shock-absorbing rod; 211. Articulated ring 1; 22. Push rod; 23. Limit seat; 24. Articulated shaft;

[0030] 3. Lower cylinder; 301. Insertion hole; 302. Alignment groove; 303. Hinge ring 2; 304. Annular ratchet 1; 305. Connecting hole; 306. Connecting hole; 31. Shift ring; 311. Shift ladder; 312. Vertical key; 32. Shift key;

[0031] 4. Shock-absorbing spring;

[0032] 5. Adjustment mechanism; 51. Adjustment ring; 511. Oblique teeth; 512. Annular ratchet second; 513. Guide rod; 514. Slider; 515. Compression spring first; 516. Slot; 52. Transfer ring; 521. Guide groove; 522. Stopper; 53. Reset ring; 531. Insertion rod; 54. Compression spring second;

[0033] 6. Fluid tank. DETAILED DESCRIPTION

[0034] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below through embodiments and in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0035] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings). In the description of the present invention, it should be understood that the orientation or position relationship indicated by the terms "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", etc. are based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present invention.

[0036] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0037] like Figures 1 to 8 As shown, an electric vehicle shock absorber provided by an embodiment of the present invention is installed between the electric vehicle seat and the wheel frame, and is configured to include an intermediate cylinder 1, a shock absorbing spring 4 and an adjusting mechanism 5. The interior of the intermediate cylinder 1 is filled with fluid, and an upper cylinder 2 is sleeved on the top of the intermediate cylinder 1. The upper cylinder 2 can slide axially relative to the intermediate cylinder 1. A shock absorbing rod 21 is fixedly inserted and penetrated in the upper cylinder 2. The bottom end of the shock absorbing rod 21 is inserted in the interior of the intermediate cylinder 1 and forms a piston fit with the intermediate cylinder 1. A lower cylinder 3 is fixedly sleeved on the bottom of the intermediate cylinder 1, and a gear ring 31 is sleeved on the lower cylinder 3. The gear ring 31 can The gear ring 31 is provided with a gear step 311, and the outer peripheral wall of the lower tube 3 is provided with a gear key 32, and the gear key 32 and the gear step 311 form a stop fit; the shock-absorbing spring 4 is simultaneously sleeved on the outside of the upper tube 2 and the lower tube 3, and the top end abuts against the upper tube 2, and the bottom end abuts against the gear ring 31; the adjustment mechanism 5 is configured to be able to adjust the rotation angle of the gear ring 31 according to different users and road conditions, so as to adjust the tightness of the shock-absorbing spring 4 by changing the contact position of the gear key 32 and the gear step 311.

[0038] Specifically in this embodiment, Figure 2As shown, the middle tube 1 is configured as a tubular structure with an open lower end, and a through hole 1 is coaxially opened at the top of the middle tube 1; the upper tube 2 is configured as a tubular structure with an open lower end, and a through hole 2 is coaxially opened at the top of the upper tube 2; the shock-absorbing rod 21 is configured as an inverted T-shaped structure, and has a vertical rod part and a horizontal disk part that are vertically connected, the vertical rod part is configured when installed so that the upper end is suspended and arranged on the top outside of the upper tube 2, and the lower end passes through the through hole 2 and the through hole 1 in sequence and is inserted into the middle tube 1, the horizontal disk part is configured when installed so that it is inserted into the middle tube 1, and the circumferential side wall of the horizontal disk part and the inner circumferential wall of the middle tube 1 are overlapped; the lower tube 3 is configured as a tubular structure with an open upper end, and the middle tube 1 is configured when installed so that the lower end is connected to the bottom inner end surface of the lower tube 3, and the outer circumferential wall of the middle tube 1 It is arranged to overlap with the inner circumferential wall of the lower tube 3, and the fluid is filled in the chamber formed by the inner side wall of the middle tube 1 and the inner side wall of part of the bottom of the lower tube 3; to facilitate the connection between the electric vehicle seat and the wheel frame, the electric vehicle shock absorber is arranged to also include a hinge ring 1 211 and a hinge ring 2 303. The hinge ring 1 211 is arranged to have an outer circumferential wall fixedly connected to the upper end of the vertical rod part of the shock absorber rod 21 during installation, and the axis of the hinge ring 1 211 is arranged perpendicular to the axis of the horizontal disk part. The hinge ring 2 303 is arranged to have an outer circumferential wall fixedly connected to the bottom outer end face of the lower tube 3 during installation, and the axis of the hinge ring 2 303 is arranged perpendicular to the axis of the lower tube 3; when in use, the electric vehicle shock absorber is arranged to have the hinge ring 1 211 hinged on the electric vehicle seat, and the hinge ring 2 303 hinged on the wheel frame.

[0039] More specifically, Figure 1 As shown, there are two gear keys 32, and they are symmetrically arranged about the axis of the lower cylinder 3; the gear step 311 is set to an arc structure, and the corresponding central angle is 180 degrees. The gear step 311 is set to be coaxial and fixedly connected to the lower end surface of the gear ring 31 during installation. There are two gear steps 311, which are arranged in the circumferential direction and are arranged one by one with the gear keys 32; the side unfolded view of the gear step 311 is approximately a right triangle, and the hypotenuse of the right triangle is divided into a plurality of equal inclined segments, each inclined segment includes an arc line portion and a horizontal line portion, and the distance between two adjacent inclined segments is The arc line portion of the previous inclined segment is set to connect the horizontal line portion of the subsequent inclined segment, each inclined segment represents a gear position, and the inclined segment closer to the gear ring 31 corresponds to a lower gear position. When the gear key 32 is matched with the gear position, the farther the distance between the gear ring 31 and the upper tube 2 is, the smaller the compression of the shock absorber spring 4 is, the softer the shock absorber spring 4 is, and the easier it is to be compressed. The inclined segment farther away from the gear ring 31 corresponds to a higher gear position. When the gear key 32 is matched with the gear position, the closer the distance between the gear ring 31 and the upper tube 2 is, the greater the compression of the shock absorber spring 4 is, the harder the shock absorber spring 4 is, and the more difficult it is to be compressed.

[0040] During use, when encountering bumpy roads, on the one hand, the proximity of the electric vehicle seat and the wheel frame compresses the shock-absorbing spring 4 and performs shock absorption. When the shock-absorbing spring 4 is reset, the shock-absorbing spring 4 can be slowly reset under the action of the fluid to avoid impact on the user. On the other hand, under the action of the adjustment mechanism 5, the rotation angle of the gear ring 31 can be adjusted according to the user and road conditions, so as to adjust the tightness of the shock-absorbing spring 4 by changing the contact position of the gear key 32 and the gear step 311, thereby realizing automatic adjustment and adaptive adjustment according to different users and road conditions, which is conducive to improving the simplicity of adjustment.

[0041] In some embodiments, the adjustment mechanism 5 is configured to include an adjustment ring 51, a transfer ring 52, an elastic member 1, a guide assembly and a one-way assembly. The adjustment ring 51 is partially inserted into the circumferential side wall of the lower cylinder 3, and can slide in the axial direction, and has a corresponding first position and a second position before and after sliding. When in the first position, the adjustment ring 51 can rotate in one direction under the action of the one-way assembly, and when in the second position, the adjustment ring 51 can rotate freely; the transfer ring 52 is sleeved on the outside of the adjustment ring 51, and can rotate relative to the adjustment ring 51, and can synchronously drive the gear The gear ring 31 rotates, and the gear ring 31 can slide axially relative to the transit ring 52; the guide assembly is configured to drive the adjustment ring 51 to rotate when the upper cylinder 2 descends to a preset position; an elastic member 1 is arranged between the adjustment ring 51 and the transit ring 52, and the elastic member 1 accumulates energy when the adjustment ring 51 rotates at the first position, and when the rotational force of the elastic member on the gear ring 31 is greater than the static force of the shock-absorbing spring 4 on the gear ring 31, the elastic member 1 releases energy and drives the gear ring 31 to rotate through the transit ring 52 to change the contact position of the gear key 32 and the gear ladder 311.

[0042] Specifically in this embodiment, Figure 6 As shown, an annular mounting groove is coaxially arranged on the outer peripheral wall of the adjusting ring 51 near the top, as shown in FIG. Figure 2 As shown, at this time, the adjusting ring 51 is located in the first position, and the portion of the adjusting ring 51 below the lower end of the mounting groove is inserted into the circumferential side wall of the lower cylinder 3, and the portion of the adjusting ring 51 above the lower end of the mounting groove is located outside the lower cylinder 3, and the adjusting ring 51 can slide downward in the axial direction relative to the lower cylinder 3 to move from the first position to the second position; in order to enable the transit ring 52 to rotate relative to the adjusting ring 51, as shown in FIG. Figure 2 As shown, two stoppers 522 are symmetrically and fixedly arranged on the inner circumferential wall at the bottom of the transfer ring 52. The stoppers 522 are arranged to be arc-shaped and inserted into the installation groove during installation. The inner arc surface of the stoppers 522 and the circumferential side wall of the installation groove are arranged to overlap to limit the transfer ring 52. In order to enable the transfer ring 52 to synchronously drive the gear ring 31 to rotate, and to slide axially relative to the gear ring 31, as shown in FIG. Figure 7As shown, three guide grooves 521 are evenly arranged along the circumferential direction on the outer peripheral wall of the transfer ring 52. The guide grooves 521 are arranged to extend along the axial direction of the transfer ring 52 and penetrate the upper and lower end surfaces of the transfer ring 52. Figure 4 As shown, three vertical keys 312 are evenly arranged along the circumferential direction on the inner wall of the gear ring 31. The vertical keys 312 are extended along the axial direction of the gear ring 31. The vertical keys 312 are inserted into the guide grooves 521 one by one during installation, and can slide along the guide grooves 521, so that the gear ring 31 can rotate synchronously with the transit ring 52, and can also slide axially relative to the transit ring 52.

[0043] More specifically, the elastic member 1 can be configured as a compression spring 515. To facilitate installation of the compression spring 515, as shown in FIG. Figure 6 As shown, the adjustment mechanism 5 is configured to further include four guide rods 513 and two sliders 514. The four guide rods 513 are divided into two groups. The two groups are symmetrically arranged in the mounting groove, and the two guide rods 513 in the same group are arranged to be spaced apart along the radial direction of the adjustment ring 51, and the upper ends are vertically and fixedly connected to the upper end surface of the mounting groove, and the lower ends are vertically and fixedly connected to the lower end surface of the mounting groove; the two sliders 514 and the two groups of guide rods 513 are correspondingly arranged, and the sliders 514 are arranged in an "I"-shaped arc structure, and are simultaneously sleeved on the same group The outside of the two guide rods 513 can slide along the extension direction of the guide rods 513; there are two compression springs 515, and they are arranged one by one with the two sliders 514. When installed, the compression spring 515 is set with one end fixedly connected to the slider 514 and the other end fixedly connected to the stopper 522. The two compression springs 515 are symmetrically arranged about the axis center of the adjustment ring 51, and when the adjustment ring 51 rotates in the counterclockwise direction, the slider 514 moves toward the direction close to the stopper 522, so that the compression spring 515 is compressed to store energy.

[0044] When the upper cylinder 2 moves toward the direction close to the lower cylinder 3 and descends to the preset position, on the one hand, the shock absorbing spring 4 is compressed and stores energy, and the gear step 311 abuts against the corresponding gear key 32 under the push of the shock absorbing spring 4, so that the self-rotation of the gear ring 31 is restricted. At the same time, the self-rotation of the intermediate ring 52 is restricted under the clamping of the vertical key 312 and the guide groove 521, thereby keeping the position of the stopper 522 unchanged. On the other hand, the adjusting ring 51 rotates counterclockwise under the action of the guide assembly. During the process of the adjusting ring 51 rotating in the counterclockwise direction, the slider 514 moves toward the direction close to the corresponding stopper 522, so that the compression spring 51 5 is compressed and stores energy. Under the action of the compression spring 1 515, the adjusting ring 51 has a tendency to rotate in the clockwise direction, and the intermediate ring 52 has a tendency to rotate in the counterclockwise direction. However, under the restriction of the one-way component, the adjusting ring 51 cannot rotate in the clockwise direction, and under the restriction of the gear ring 31, the intermediate ring 52 cannot rotate in the counterclockwise direction. When the upper cylinder 2 moves away from the lower cylinder 3, the shock absorbing spring 4 stretches and releases energy. Under the push of the shock absorbing spring 4, the gear step 311 can still abut against the corresponding gear key 32, but the static force from the shock absorbing spring 4 will be reduced. If the rotational force of the compression spring 1 515 on the gear ring 31 through the intermediate ring 52 is still smaller than the static force of the shock absorbing spring 4 on the gear ring 31, the gear ring 31 will not rotate, and thus the gear will not be switched, thereby avoiding frequent gear switching caused by bumps in extreme situations.

[0045] When the upper cylinder 2 moves toward the lower cylinder 3 and each time it descends to a preset position, the compression spring 1 515 will continue to compress and store energy until the rotational force of the compression spring 1 515 on the gear ring 31 through the transfer ring 52 is greater than the static force of the shock-absorbing spring 4 on the gear ring 31. The compression spring 1 515 releases energy and drives the gear ring 31 to rotate counterclockwise through the transfer ring 52, so that the gear key 32 and the higher gear corresponding to the inclined section on the gear step 311 correspond to each other, thereby changing the contact position of the gear key 32 and the gear step 311, realizing automatic gear shifting, and being able to make adaptive adjustments according to different users and road conditions.

[0046] When driving over a bumpy road section, since the aforementioned adjustment may cause the shock-absorbing spring 4 to be too hard, the movement of the electric vehicle can be stopped first, and then the adjusting ring 51 is driven to move from the first position to the second position. During the movement of the adjusting ring 51, the slider 514 can move relative to the guide rod 513 to avoid interference; when the adjusting ring 51 is in the second position, the one-way component fails. On the one hand, the first compression spring 515 releases energy to drive the adjusting ring 51 to rotate reversely to the initial position, and on the other hand, the shock-absorbing spring 4 releases energy and drives the gear ring 31 to rotate under the pushing of the gear key 32, so that the gear key 32 corresponds to the lowest gear corresponding to the inclined section on the gear step 311.

[0047] In a further embodiment, the guiding assembly is provided to include an even number of push rods 22 and two helical gear 511 groups. The even number of push rods 22 are evenly divided into two groups, and the two groups of push rods 22 and the two helical gear 511 groups are correspondingly arranged; a plurality of push rods 22 in the same group are arranged circumferentially at the bottom of the upper cylinder 2, and one group of push rods 22 is arranged inside the other group of push rods 22. The upper end of the push rod 22 is hinged to the bottom of the upper cylinder 2, and the lower end is suspended. Both groups of push rods 22 can swing unidirectionally, and the swinging directions are the same; both helical gear 511 groups are arranged inside the circumferential side wall at the top of the adjusting ring 51. Each helical gear 511 group includes a plurality of helical gears 511. The plurality of helical gears 511 in the same helical gear 511 group are evenly arranged circumferentially. The helical gears 511 of the two helical gear 511 groups are alternately arranged circumferentially. One helical gear 511 group is arranged inside the other helical gear 511 group, and the helical gear 511 and the push rod 22 form a stop fit.

[0048] Specifically in this embodiment, for the convenience of installing the push rod 22, as Figure 5 shown, a "C"-shaped limiting seat 23 is vertically arranged on the lower end surface of the upper cylinder 2. The opening of the limiting seat 23 is arranged circumferentially. The number of the limiting seats 23 is set to be equal to the number of the push rods 22 and they are correspondingly arranged one by one. When installed, the push rod 22 is arranged to be inserted into the limiting seat 23, and the upper end is hinged to the top of the limiting seat 23 through a hinge shaft 24, and the lower end is suspended. Under the limitation of the limiting seat 23, the push rod 22 can only swing along the opening direction of the limiting seat 23. The opening directions of the limiting seats 23 corresponding to the two groups of push rods 22 are the same, and the openings of the limiting seats 23 corresponding to the plurality of push rods 22 in the same group are all arranged counterclockwise; for example, the number of the push rods 22 can be set to six. The six push rods 22 are evenly arranged circumferentially. The six push rods 22 are evenly divided into two groups, and one group of push rods 22 is arranged inside the other group of push rods 22; correspondingly, the number of the limiting seats 23 is set to six. The six limiting seats 23 are evenly arranged circumferentially. The six limiting seats 23 are evenly divided into two groups, and one group of limiting seats 23 is arranged inside the other group of limiting seats 23.

[0049] More specifically, as Figure 6As shown, the bevel gear 511 is configured as a block structure in the shape of a right triangle, and the surface where one right-angled side of the bevel gear 511 is located is perpendicular to the axis of the adjustment ring 51, and the surface where the other right-angled side is located is parallel to the axis of the adjustment ring 51. The bevel surfaces of the same group of multiple bevel gears 511 are arranged in a clockwise direction. In order to facilitate the positioning of the push rod 22, as shown in FIG. Figure 4 As shown, alignment grooves 302 are arranged on the top end surface of the lower tube 3 along the circumferential direction, and the number of the alignment grooves 302 is equal to the number of the push rods 22 and are arranged one by one.

[0050] When the upper cylinder 2 moves toward the lower cylinder 3 and descends to the preset position, the lower end of the inner push rod 22 abuts against the plane where the hypotenuse of the inner bevel tooth 511 is located, and the outer push rod 22 corresponds to the gap between the two adjacent bevel teeth 511 on the outer side. At this time, under the restriction of the corresponding limit seat 23, the inner push rod 22 can remain vertical. As the upper cylinder 2 continues to move downward, the inner push rod 22 and the outer push rod 22 move downward synchronously, and the inner push rod 22 slides downward along the plane where the hypotenuse of the inner bevel tooth 511 is located at the same time. Under the push of the inner push rod 22, the inner bevel tooth 511 synchronously drives the adjusting ring 51 to rotate in the counterclockwise direction. As the adjusting ring 51 rotates, the outer bevel tooth 511 rotates synchronously. Under the push of the plane where the vertical right-angled side of the outer bevel tooth 511 is located, the outer push rod 22 can swing around the corresponding hinge shaft 24 in the counterclockwise direction, thereby avoiding interference.

[0051] When the upper cylinder 2 moves toward the direction close to the lower cylinder 3 and descends to the preset position for the next time, the lower end of the outer push rod 22 abuts against the plane where the hypotenuse of the outer bevel tooth 511 is located, and the gap between the inner push rod 22 and the two adjacent bevel teeth 511 on the inner side corresponds to each other. At this time, under the restriction of the corresponding limit seat 23, the outer push rod 22 can remain vertical. As the upper cylinder 2 continues to move downward, the inner push rod 22 and the outer push rod 22 move downward synchronously, and the outer push rod 22 slides downward along the plane where the hypotenuse of the outer bevel tooth 511 is located at the same time. Under the push of the outer push rod 22, the outer bevel tooth 511 synchronously drives the adjusting ring 51 to rotate in the counterclockwise direction. As the adjusting ring 51 rotates, the inner bevel tooth 511 rotates synchronously, and under the push of the plane where the vertical right-angled side of the inner bevel tooth 511 is located, the inner push rod 22 can swing around the corresponding hinge shaft 24 in the counterclockwise direction, thereby avoiding interference.

[0052] In other embodiments, the one-way component is configured to include one-way mating annular ratchet 1 304 and annular ratchet 2 512 , wherein the annular ratchet 1 304 is disposed on the outer circumferential wall of the lower tube 3 ; and the annular ratchet 2 512 is disposed on the inner circumferential wall of the adjustment ring 51 .

[0053] Specifically in this embodiment, Figure 4As shown, the annular ratchet 304 is arranged on the outer peripheral wall of the inner circumferential side wall of the lower cylinder 3 and is arranged close to the top; Figure 6 As shown, the annular ratchet second 512 is arranged near the top of the adjustment ring 51 .

[0054] In other embodiments, the electric vehicle shock absorber is configured to further include a moving component, and the moving component is configured to be able to drive the adjustment ring 51 to slide axially so as to be able to switch between the first position and the second position.

[0055] In a further embodiment, the moving assembly is configured to include a reset ring 53 and an elastic member 2. The reset ring 53 is sleeved on the outside of the lower tube 3. An insertion rod 531 is provided on the inner circumferential wall of the reset ring 53. The insertion rod 531 is slidably inserted on the outer circumferential wall of the adjustment ring 51. The reset ring 53 can slide axially relative to the lower tube 3 to synchronously drive the adjustment ring 51 to move; the elastic member 2 is provided between the adjustment ring 51 and the lower tube 3. Under the action of the elastic member 2, the adjustment ring 51 tends to remain in the first position.

[0056] Specifically in this embodiment, Figure 8 As shown, there are two insertion rods 531, which are symmetrically arranged on the inner peripheral wall of the reset ring 53 and extend in the radial direction of the reset ring 53; in order to allow the insertion rod 531 to pass through the lower cylinder 3, as shown in FIG. Figure 4 As shown, two insertion holes 301 are symmetrically arranged on the outer circumferential side wall of the lower cylinder 3, and the insertion holes 301 extend along the axial direction of the lower cylinder 3; so that the reset ring 53 can synchronously drive the adjustment ring 51 to move along the axial direction without interfering with the rotation of the adjustment ring 51, as shown in FIG. Figure 6 As shown, an annular slot 516 is coaxially arranged on the outer peripheral wall of the adjustment ring 51 near the bottom; when installing, as shown in FIG. Figure 1 As shown, the reset ring 53 is sleeved on the outer peripheral wall of the outer circumferential side wall of the lower tube 3, and the insertion rod 531 and the insertion hole 301 are arranged one by one, and pass through the corresponding insertion hole 301 and are inserted into the slot 516; Figure 3 As shown, the second elastic member is configured as a second compression spring 54 , and is inserted into the circumferential side wall of the lower tube 3 during installation, with one end connected to the adjustment ring 51 and the other end connected to the bottom inner end surface of the lower tube 3 .

[0057] During use, when the electric vehicle changes users or changes road conditions, the reset ring 53 is manually driven to move downward. During the downward movement of the reset ring 53, the reset ring 53 synchronously drives the adjustment ring 51 to move downward through the engagement between the insertion rod 531 and the slot 516, so as to move from the first position to the second position, and the compression spring 54 is compressed and stores force at the same time; when the adjustment ring 51 moves to the second position, on the one hand, the compression spring 1 515 releases energy to drive the adjustment ring 51 to rotate in the opposite direction to the initial position, and on the other hand, the shock absorbing spring 4 releases energy to drive the adjustment ring 51 to rotate in the opposite direction to the initial position. Energy is released and the gear ring 31 is driven to rotate under the push of the gear key 32, so that the gear key 32 and the lowest gear corresponding to the inclined section on the gear ladder 311 correspond to each other; when the gear key 32 and the lowest gear corresponding to the inclined section on the gear ladder 311 correspond to each other, the reset ring 53 is released, the compression spring 54 is stretched and energy is released, and the adjustment ring 51 moves upward under the action of the compression spring 54 to move from the second position to the first position, and the reset ring 53 is synchronously driven to move upward through the clamping connection between the insertion rod 531 and the slot 516.

[0058] In other embodiments, the fluid is a damping fluid.

[0059] Specifically in this embodiment, a plurality of through holes are opened on the end surface of the horizontal disk portion of the shock absorbing rod 21, so that when the shock absorbing rod 21 slides inside the intermediate tube 1, the damping fluid can be exchanged through the through holes, thereby consuming the shock generated by the shock absorbing spring 4 during shock absorption and rebound after shock absorption, as well as the impact from the road surface.

[0060] In other embodiments, when the fluid is hydraulic oil, the electric vehicle shock absorber further includes an oil storage tank, which is fixedly disposed on the lower tube 3 and communicated with the middle tube 1 .

[0061] Specifically in this embodiment, the electric vehicle shock absorber is configured to further include a fluid tank 6, such as Figure 1 As shown, the fluid tank 6 is fixedly connected to the lower cylinder 3 through a bracket. The fluid tank 6 is configured as an oil storage tank and is filled with hydraulic oil. In order to facilitate the communication between the oil storage tank and the intermediate cylinder 1, as shown in FIG. Figure 3 As shown, a strip-shaped connecting hole 305 is provided on the inner end surface of the bottom of the lower cylinder 3, and the connecting hole 305 connects the circumferential side wall of the intermediate cylinder 1 and the lower cylinder 3. A connecting hole 306 is provided on the outer circumferential side wall of the lower cylinder 3, and one end of the connecting hole 306 is connected to the circumferential side wall of the lower cylinder 3, and the other end is connected to the oil storage tank; in order to avoid interference, as shown in FIG. Figure 8 As shown, the reset ring 53 is configured to have a notch, and the notch corresponds to the position of the bracket.

[0062] When the shock absorber rod 21 slides inside the intermediate tube 1, excess hydraulic oil can enter the oil storage tank through the connecting hole 305 and the communicating hole 306, and the hydraulic oil inside the oil storage tank can also enter the intermediate tube 1 through the connecting hole 305 and the communicating hole 306.

[0063] In other embodiments, when the fluid is hydraulic oil, the electric vehicle shock absorber also includes an air tank, which is fixedly disposed on the lower tube 3 and is connected to the middle tube 1. The air tank is filled with gas with a preset pressure. A piston is slidably inserted in the air tank, and the piston separates the hydraulic oil and the gas.

[0064] Specifically in this embodiment, the fluid tank 6 is configured as a gas storage tank and is filled with high-pressure nitrogen.

[0065] When the shock absorber rod 21 slides inside the intermediate tube 1, excess hydraulic oil can enter the gas tank through the connecting hole 305 and the connecting hole 306, thereby compressing the high-pressure nitrogen to consume the shock caused by the shock absorber spring 4 during shock absorption and rebound after shock absorption, as well as the impact from the road surface. Under the action of the high-pressure nitrogen, the hydraulic oil inside the gas tank can also enter the intermediate tube 1 through the connecting hole 305 and the connecting hole 306.

[0066] In combination with the above embodiments, the use principle and working process of the embodiments of the present invention are as follows:

[0067] The user can choose to adjust the tightness of the shock absorbing spring 4 before or during driving.

[0068] During use, when encountering bumpy roads, the electric vehicle seat periodically approaches and moves away from the wheel frame, causing the upper cylinder 2 to periodically approach and move away from the lower cylinder 3. On the one hand, the shock-absorbing spring 4 is periodically compressed and released to achieve shock absorption. On the other hand, the shock-absorbing rod 21 periodically slides inside the middle cylinder 1. Under the action of the fluid, the shock of the shock-absorbing spring 4 during shock absorption and rebound after shock absorption, as well as the impact from the road surface, can be offset.

[0069] When the upper cylinder 2 moves toward the lower cylinder 3 and descends to the preset position, on the one hand, the shock absorbing spring 4 is compressed and stores energy, and the gear step 311 abuts against the corresponding gear key 32 under the push of the shock absorbing spring 4, so that the self-rotation of the gear ring 31 is restricted. At the same time, the self-rotation of the transfer ring 52 is restricted under the clamping of the vertical key 312 and the guide groove 521, so that the position of the stopper 522 remains unchanged. On the other hand, the lower end of the inner push rod 22 abuts against the plane where the hypotenuse of the inner bevel tooth 511 is located, and the outer push rod 22 corresponds to the gap between the two adjacent outer bevel teeth 511. At this time, under the restriction of the corresponding limit seat 23, the inner push rod 22 can remain vertical. As the upper tube 2 continues to move downward, the inner push rod 22 and the outer push rod 22 move downward synchronously. The inner push rod 22 slides downward along the plane where the oblique side of the inner oblique tooth 511 is located. Under the push of the inner push rod 22, the inner oblique tooth 511 synchronously drives the adjusting ring 51 to rotate in the counterclockwise direction. As the adjusting ring 51 rotates, the outer oblique tooth 511 rotates synchronously. Under the push of the plane where the vertical right-angle side of the outer oblique tooth 511 is located, the outer push rod 22 can swing in the counterclockwise direction around the corresponding hinge shaft 24.

[0070] During the process of the adjusting ring 51 rotating in the counterclockwise direction, the slider 514 moves toward the direction close to the corresponding stopper 522, so that the compression spring 1 515 is compressed and stores energy. Under the action of the compression spring 1 515, the adjusting ring 51 has a tendency to rotate in the clockwise direction, and the transfer ring 52 has a tendency to rotate in the counterclockwise direction. However, under the clamping of the annular ratchet 1 304 and the annular ratchet 2 512, the adjusting ring 51 cannot rotate in the clockwise direction, and under the restriction of the gear ring 31, the transfer ring 52 cannot rotate in the counterclockwise direction. When the upper cylinder 2 moves away from the lower cylinder 3, the shock-absorbing spring 4 stretches and releases energy. Under the push of the shock-absorbing spring 4, the gear step 311 can still abut against the corresponding gear key 32, but the static force from the shock-absorbing spring 4 will be reduced. If the rotational force of the compression spring 1 515 on the gear ring 31 through the transit ring 52 is still smaller than the static force of the shock-absorbing spring 4 on the gear ring 31, the gear ring 31 will not rotate, and the gear will not be switched.

[0071] When the upper cylinder 2 moves toward the direction close to the lower cylinder 3 and descends to the preset position for the next time, the lower end of the outer push rod 22 abuts against the plane where the hypotenuse of the outer bevel tooth 511 is located, and the inner push rod 22 corresponds to the gap between the two adjacent bevel teeth 511 on the inner side. At this time, under the restriction of the corresponding limit seat 23, the outer push rod 22 can remain vertical. As the upper cylinder 2 continues to move downward, the inner push rod 22 and the outer push rod 22 move downward synchronously, and the outer push rod 22 slides downward along the plane where the hypotenuse of the outer bevel tooth 511 is located at the same time. Under the push of the outer push rod 22, the outer bevel tooth 511 synchronously drives the adjusting ring 51 to rotate in the counterclockwise direction. As the adjusting ring 51 rotates, the inner bevel tooth 511 rotates synchronously, and under the push of the plane where the vertical right-angled side of the inner bevel tooth 511 is located, the inner push rod 22 can swing counterclockwise around the corresponding hinge shaft 24.

[0072] During the process of the adjusting ring 51 rotating in the counterclockwise direction, the sliding block 514 moves toward the direction close to the corresponding stop block 522, so that the compression spring 1 515 is compressed and stores energy. Under the action of the compression spring 1 515, the adjusting ring 51 has a tendency to rotate in the clockwise direction and the transit ring 52 has a tendency to rotate in the counterclockwise direction. However, due to the engagement of the annular ratchet 1 304 and the annular ratchet 2 512, the adjusting ring 51 cannot rotate in the clockwise direction, and the transit ring 52 cannot rotate in the counterclockwise direction under the restriction of the gear ring 31. When the upper cylinder 2 moves in the direction away from the lower cylinder 3, the shock absorbing spring 4 stretches and releases energy. Under the push of the shock absorbing spring 4, the gear step 311 can still abut against the corresponding gear key 32, but the static force from the shock absorbing spring 4 will be reduced.

[0073] The above process is repeated until the rotational force of the compression spring 1 515 on the gear ring 31 through the transit ring 52 is greater than the static force of the shock-absorbing spring 4 on the gear ring 31, and the compression spring 1 515 releases energy and drives the gear ring 31 to rotate counterclockwise through the transit ring 52, so that the gear key 32 and the higher gear corresponding to the inclined section on the gear step 311 correspond to each other, thereby changing the contact position of the gear key 32 and the gear step 311.

[0074] The above process is repeated until the appropriate gear is switched to, thereby achieving automatic gear shifting and adaptive adjustment according to different users and road conditions.

[0075] When the electric vehicle changes users or changes road conditions, the reset ring 53 is manually driven to move downward. During the downward movement of the reset ring 53, the reset ring 53 synchronously drives the adjustment ring 51 downward through the engagement between the insertion rod 531 and the slot 516 to move from the first position to the second position, and the second compression spring 54 is compressed and stores force at the same time; when the adjustment ring 51 moves to the second position, on the one hand, the first compression spring 515 releases energy to drive the adjustment ring 51 to rotate in the opposite direction to the initial position, and on the other hand, the damping spring 4 releases energy and drives the gear ring 31 to rotate under the push of the gear key 32, so that the gear key 32 corresponds to the lowest gear corresponding to the inclined section on the gear step 311; when the gear key 32 corresponds to the lowest gear corresponding to the inclined section on the gear step 311, the reset ring 53 is released, the second compression spring 54 is stretched and releases energy, and under the action of the second compression spring 54, the adjustment ring 51 moves upward to move from the second position to the first position, and synchronously drives the reset ring 53 to move upward through the engagement between the insertion rod 531 and the slot 516.

[0076] Another embodiment of the present invention further provides an electric vehicle shock absorbing assembly, comprising the above-mentioned electric vehicle shock absorber.

[0077] Specifically in this embodiment, the number of electric vehicle shock absorbers can be set to four, and they are arranged in groups of two, one group is symmetrically arranged between the electric vehicle seat and the rear frame, and the other group is symmetrically arranged between the electric vehicle seat and the front frame, so as to ensure the shock absorption effect to the greatest extent.

[0078] The technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0079] The above-mentioned embodiments only express several implementation methods of the present invention, and the description thereof is relatively specific and detailed, but it cannot be understood as limiting the scope of the present invention. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention.

Claims

1. An electric vehicle shock absorber, characterized in that: The invention comprises an intermediate cylinder, a shock absorbing spring and an adjusting mechanism, wherein the interior of the intermediate cylinder is filled with fluid, an upper cylinder is sleeved on the top of the intermediate cylinder, the upper cylinder can slide axially relative to the intermediate cylinder, a shock absorbing rod is fixedly inserted and penetrated in the upper cylinder, the bottom end of the shock absorbing rod is inserted in the intermediate cylinder and forms a piston cooperation with the intermediate cylinder, a lower cylinder is fixedly sleeved on the bottom of the intermediate cylinder, a gear ring is sleeved on the lower cylinder, the gear ring can both rotate on itself and slide axially relative to the lower cylinder, The gear ring is provided with a gear step, the outer peripheral wall of the lower tube is provided with a gear key, and the gear key and the gear step form a stopper match; the shock absorbing spring is sleeved on the outside of the upper tube and the lower tube at the same time, and the top end abuts against the upper tube, and the bottom end abuts against the gear ring; the adjustment mechanism is configured to be able to adjust the rotation angle of the gear ring according to different users and road conditions, so as to adjust the tightness of the shock absorbing spring by changing the contact position of the gear key and the gear step; The adjusting mechanism comprises an adjusting ring, a transfer ring, an elastic member, a guide assembly and a one-way assembly. The adjusting ring is partially inserted into the circumferential side wall of the lower cylinder and can slide in the axial direction. It has a first position and a second position before and after sliding. When in the first position, the adjusting ring can rotate in one direction under the action of the one-way assembly. When in the second position, the adjusting ring can rotate freely. The transfer ring is sleeved on the outside of the adjusting ring and can rotate relative to the adjusting ring, and can synchronously drive the gear ring to rotate. The shift ring can slide axially relative to the transit ring; the guide assembly is configured to drive the adjustment ring to rotate when the upper cylinder descends to a preset position; the elastic member 1 is arranged between the adjustment ring and the transit ring, and the elastic member 1 accumulates energy when the adjustment ring rotates at the first position, and when the rotational force of the elastic member 1 on the shift ring is greater than the static force of the shock absorbing spring on the shift ring, the elastic member 1 releases energy and drives the shift ring to rotate via the transit ring to change the contact position of the shift key and the shift ladder.

2. The electric vehicle shock absorber according to claim 1, characterized in that: The guide assembly includes an even number of push rods and two bevel gear groups, the even number of push rods are divided into two groups, and the two groups of push rods and the two bevel gear groups are arranged correspondingly; the multiple push rods of the same group are arranged circumferentially at the bottom of the upper cylinder, and one group of push rods is arranged on the inner side of the other group of push rods, the upper ends of the push rods are hinged on the bottom of the upper cylinder, and the lower ends are suspended, and the two groups of push rods can swing unidirectionally, and the swinging directions are the same; the two bevel gear groups are arranged in the top circumferential side wall of the adjusting ring, each of the bevel gear groups includes a plurality of bevel teeth, the plurality of bevel teeth of the same bevel gear group are evenly arranged circumferentially, the bevel teeth of the two bevel gear groups are alternately arranged circumferentially, one of the bevel gear groups is arranged on the inner side of the other bevel gear group, and the bevel teeth and the push rods form a stop fit.

3. The electric vehicle shock absorber according to claim 1, characterized in that: The one-way component comprises one-way matched annular ratchet 1 and annular ratchet 2, wherein the annular ratchet 1 is arranged on the outer peripheral wall of the lower cylinder; and the annular ratchet 2 is arranged on the inner peripheral wall of the adjusting ring.

4. The electric vehicle shock absorber according to claim 1, characterized in that: The electric vehicle shock absorber further comprises a moving component, and the moving component is configured to drive the adjusting ring to slide axially.

5. The electric vehicle shock absorber according to claim 4, characterized in that: The moving assembly includes a reset ring and an elastic member 2, the reset ring is sleeved on the outside of the lower tube, an insertion rod is provided on the inner circumferential wall of the reset ring, the insertion rod is slidably inserted on the outer circumferential wall of the adjustment ring, the reset ring can slide axially relative to the lower tube to synchronously drive the adjustment ring to move; the elastic member 2 is provided between the adjustment ring and the lower tube, and under the action of the elastic member 2, the adjustment ring has a tendency to remain in the first position.

6. The electric vehicle shock absorber according to claim 1, characterized in that: The fluid is a damping fluid.

7. The electric vehicle shock absorber according to claim 1, characterized in that: When the fluid is hydraulic oil, the electric vehicle shock absorber further comprises an oil storage tank, which is fixedly arranged on the lower cylinder and communicated with the intermediate cylinder.

8. The electric vehicle shock absorber according to claim 1, characterized in that: When the fluid is hydraulic oil, the electric vehicle shock absorber also includes an air tank, which is fixedly arranged on the lower cylinder and connected to the intermediate cylinder. The air tank is filled with gas with a preset pressure. A piston is slidably inserted in the air tank, and the piston separates the hydraulic oil and the gas.

9. An electric vehicle shock absorbing assembly, characterized in that: It comprises the electric vehicle shock absorber as claimed in any one of claims 1 to 8.

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