A shock absorbing structure for electric tricycle

Abstract

The invention discloses a shock absorbing structure for an electric tricycle, which belongs to the technical field of mechanical accessories. The structure is installed on a vehicle frame, and the vehicle frame includes two cross beams, two longitudinal beams and a rear axle. The shock absorbing structure includes a fixed tube, which is symmetrically rotatably sleeved on the rear axle, one fixed tube corresponds to one cross beam, and one fixed tube is provided with a buffer transverse steel plate through a receiving plate, and the middle part of the buffer transverse steel plate is provided with symmetrical connecting ears, one connecting ear corresponds to one fixed ear, and the fixed ear is provided on the cross beam, and a side buffer part is provided between the corresponding fixed ears and the connecting ears, and a buffer longitudinal steel plate is provided on the buffer transverse steel plate between the connecting ears, and a connecting plate is provided between the two longitudinal beams, and a middle buffer part is provided between the middle part of the buffer longitudinal steel plate and the connecting plate. The shock absorbing structure of the invention combines the separate damping mode with the progressive damping mode, increases the damping effect, prevents the car from bumping, improves the overall stability of the car, and ensures the carrying safety of passengers or goods.

Description

Technical Field

[0001] The invention relates to a shock absorbing structure for an electric tricycle, belonging to the technical field of mechanical accessories. Background Art

[0002] The shock-absorbing structure is a commonly used mechanical part of electric tricycles. The material of the cargo box of electric tricycles is generally steel, aluminum alloy, etc., which is durable but heavy. The shock-absorbing structure of electric tricycles on the market generally uses a single spring with buffering, which has poor shock-absorbing effect and low riding safety. Summary of the invention

[0003] To address at least one of the problems existing in the above-mentioned prior art, the present invention provides a shock absorbing structure for an electric tricycle.

[0004] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a shock-absorbing structure for an electric tricycle, the shock-absorbing structure is installed on a frame, the frame includes two cross beams, two longitudinal beams and a rear axle, the shock-absorbing structure includes a fixed tube, a fixed ear, a buffer transverse steel plate, a side buffer part, a connecting plate, a buffer longitudinal steel plate and a middle buffer part, the fixed tube is symmetrically rotatably sleeved on the rear axle, one fixed tube corresponds to one buffer transverse steel plate, the middle part of the buffer transverse steel plate is fixedly connected to the fixed tube through a receiving plate, the middle part of the buffer transverse steel plate is provided with symmetrical connecting ears on the side away from the fixed tube, one connecting ear corresponds to one fixing ear, and the fixing ear is arranged on the side with the buffer On the cross beam corresponding to the punching transverse steel plate, a side buffer portion is arranged between the corresponding fixing ear and the connecting ear, and the end of the side buffer portion close to the fixing ear is also in contact with the end of the corresponding buffer cross steel plate, and each of the buffer cross steel plates is located between the two connecting ears and is also connected to the end of the buffer longitudinal steel plate, and a middle buffer portion is arranged between the middle part of the buffer longitudinal steel plate and the connecting plate, and the connecting plate is arranged between the two longitudinal beams, and the buffer cross steel plate and the buffer longitudinal steel plate are both arc-shaped structures, and the curvature of the buffer longitudinal steel plate and the curvature of the buffer cross steel plate are arranged opposite to each other, and the curvature of the buffer longitudinal steel plate is bent in the direction of the connecting plate, and the curvature of the buffer cross steel plate is bent in the direction of the fixed tube.

[0005] Preferably, when subjected to impact force, the buffer transverse steel plate bends earlier than the buffer longitudinal steel plate.

[0006] Preferably, the side buffer portion includes a first shock absorber, and support ears are arranged at both ends of the first shock absorber, wherein the two support ears are rotatably connected to the fixed ear and the connecting ear respectively, and a limited support rod is arranged on the support ear close to the fixed ear of the first shock absorber, and a first support rubber pad is arranged on the end of the limit support rod away from the support ear, and the first support rubber pad abuts against the corresponding end of the buffer cross steel plate, and the first support rubber pad will be compressed and moved on the buffer cross steel plate.

[0007] Preferably, the middle buffer portion includes a square block, which is arranged on the connecting plate, and connecting grooves are provided at the four corners of the side of the square block away from the connecting plate, and a second shock absorber with two ears is rotatably connected in each connecting groove, wherein one ear of the second shock absorber is rotatably connected to the connecting groove, and the other ear of the second shock absorber is rotatably connected to a connecting seat, and the connecting seat is arranged on a receiving block, and an embedding hole is provided on the receiving block, and the embedding hole is embedded and fixed to the middle part of the buffer longitudinal steel plate.

[0008] Preferably, a buffer groove is provided at a position corresponding to the connecting groove on the receiving block, one end of the buffer groove is an outer end facing the edge of the receiving block, and the other end of the buffer groove is an inner end facing the middle part of the receiving block, and a T-shaped limit rail is provided between the inner and outer ends of the buffer groove; symmetrical L-shaped limit blocks are provided at the bottom of the connecting seat, and two L-shaped limit blocks are engaged with the T-shaped limit rail and are provided in the buffer groove, so that the connecting seat can slide on the receiving block along the T-shaped limit rail, and a buffer member is provided between the L-shaped limit block of the connecting seat and the outer end of the buffer groove, and the buffer member can be compressed as the connecting seat moves outward.

[0009] Preferably, a first buffer pad is provided at the inner end of the buffer groove, and the first buffer pad and the L-shaped limiting block of the connecting seat will be in a separated state.

[0010] Preferably, the middle buffer part also includes a support rod, one end of which is arranged on the square block, and the other end of the support rod slides through the sliding hole and is connected to a limit plate for supporting the receiving plate, and the sliding hole is arranged on the receiving block and passes through the buffer longitudinal steel plate.

[0011] Preferably, a second buffer pad is provided on the limiting plate, the second buffer pad is in contact with the receiving block, and the second buffer pad and the receiving block will be in a separated state.

[0012] Preferably, each end of the buffer longitudinal steel plate is provided with a second buffer rubber pad, and the second buffer rubber pad is fixedly connected to the buffer longitudinal and transverse steel plates.

[0013] Preferably, when subjected to impact force, the second buffer rubber pad is compressed before the middle buffer portion.

[0014] Preferably, when subjected to impact force, the second rubber cushion is compressed before the second shock absorber.

[0015] Preferably, reinforcing ribs are provided in the buffer transverse steel plate and the buffer longitudinal steel plate.

[0016] Beneficial effects of the present invention: 1. The present invention is provided with a central buffer part and a side buffer part, and through the coordinated linkage of the buffer longitudinal steel plate and the buffer transverse steel plate, the central buffer part bears and dissipates part of the impact force of the side buffer part received by the collision, forming a separate shock-absorbing mode to increase the shock-absorbing effect, so that the collision vibration is greatly balanced and alleviated, preventing the car from bumping, improving the overall stability of the car, and ensuring the carrying safety of passengers or goods; 2. The side buffer part and the buffer transverse steel plate provided in the present invention cooperate with each other to form a progressive shock-absorbing mode, and the central buffer part, the buffer longitudinal steel plate and the buffer transverse steel plate cooperate with each other to form a progressive shock-absorbing mode. Such a dual parallel progressive shock-absorbing mode effectively ensures the buffering and shock absorption of the shock-absorbing structure and the stability of the load-bearing, achieves lightweight, and improves the use efficiency of the structure; 3. The central buffer part of the present invention is provided with a buffer groove to extend the buffering distance of the central buffer part, which can increase the ability to dissipate the impact force generated by the collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional structural schematic diagram of the shock absorbing structure of the present invention; Figure 2 It is a front view of the shock absorbing structure of the present invention; Figure 3 A cross-sectional view of the middle portion of a vertical buffer longitudinal steel plate of the shock absorbing structure of the present invention; Figure 4 A cross-sectional view of a parallel buffer longitudinal steel plate cut in the shock absorbing structure of the present invention; Figure 5 for Figure 2 A magnified cross-sectional view of the parallel buffer groove cut at A in the middle; Figure 6 for Figure 2 A magnified cross-sectional view of the vertical buffer groove cut at A in the middle; Figure 7 for Figure 3 Enlarged view of point B in the middle.

[0018] In the figure: 1. fixing tube, 2. fixing ear, 3. buffer transverse steel plate, 4. connecting plate, 5. connecting ear, 6. buffer longitudinal steel plate, 7. first shock absorber, 8. first buffer rubber pad, 9. receiving block, 10. square block, 11. second shock absorber, 12. connecting seat, 13. buffer part, 14. first buffer pad, 15. second buffer pad, 16. second buffer rubber pad, 17. support rod. DETAILED DESCRIPTION

[0019] The technical scheme in the implementation of the present invention is clearly and completely described below in conjunction with the accompanying drawings. The described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of the present invention. If the specific conditions are not specified in the embodiments, they are carried out according to the conditions recommended by the normal conditions or the manufacturers. If the manufacturers are not specified in the reagents, instruments, and components used, they are all conventional products that can be purchased commercially.

[0020] Embodiment 1

[0021] like Figures 1 to 7 As shown, the present embodiment is a shock absorbing structure for an electric tricycle, and the shock absorbing structure is installed on the frame. The frame of the present embodiment is a prior art and is not the focus of the present embodiment, so it is not elaborated in detail. The frame includes a cross beam, a longitudinal beam and a rear axle. The two cross beams are fixedly connected to the two longitudinal beams and are used to carry the carriage. The driving structure is installed in the middle of the rear axle, and the two ends of the rear axle are connected to the wheels. A fixed tube 1 is rotatably mounted on the rear axle. The fixed tube 1 is fixed and will not rotate with the rotation of the rear axle. A buffer transverse steel plate 3 arranged along the direction of the cross beam is fixedly installed on the fixed tube 1. Each cross beam corresponds to a buffer transverse steel plate 3. The middle part of the buffer transverse steel plate 3 is fixedly connected to the fixed tube 1 through a receiving plate. The buffer transverse steel plate 3 is an arc-shaped structure, and the curvature of the buffer transverse steel plate 3 is bent toward the direction of the fixed tube 1. A symmetrical Side buffer part, both ends of each side buffer part are respectively connected with the fixed ear 2 and the connecting ear 5, the fixed ear 2 is fixedly installed on the cross beam, the connecting ear 5 is fixedly installed on the middle part of the buffer transverse steel plate 3, the connecting ear 5 and the fixed tube 1 are arranged on the upper and lower sides of the buffer transverse steel plate 3, and the end of the side buffer part close to the fixed ear 2 is also abutted with the corresponding end of the buffer transverse steel plate 3, the side buffer part and the buffer transverse steel plate 3 cooperate to form a first progressive shock absorption mode, the side buffer part is the main force-bearing shock absorption component, and the buffer transverse steel plate is an auxiliary force-bearing shock absorption component. When the car body is subjected to a large load and collision, the deformation of the shock absorber becomes larger, and the buffer transverse steel plate not only serves as a supporting structure, but also participates in the shock absorption force. When the car body is subjected to a lighter load and collision, the buffer transverse steel plate 3 does not participate in the shock absorption force, but is only used as a supporting structure to ensure the buffering and shock absorption of the shock absorption structure and the stability of the load.

[0022] In order to dissipate the vibration energy generated by the collision and balance the overall bumpy stability of the car to ensure the load-bearing safety of the passengers, a middle buffer part is arranged between the side buffer parts, and one end of the middle buffer part is fixedly installed on the connecting plate 4, and the connecting plate 4 is fixedly installed between the two longitudinal beams. At the same time, the connecting plate 4 is also connected to the car to improve stability. One end of the middle buffer part is fixedly installed on the middle part of the buffer longitudinal steel plate 6. The buffer longitudinal steel plate 6 has an arc-shaped structure, and the curvature of the buffer longitudinal steel plate 6 is bent toward the direction of the connecting plate 4. The curvature of the buffer longitudinal steel plate 6 and the curvature of the buffer transverse steel plate 3 are arranged opposite to each other, and the end of the buffer longitudinal steel plate 6 is abutted against the middle part of the buffer transverse steel plate 3. The middle buffer part, the buffer longitudinal steel plate 6 and the buffer transverse steel plate 3 cooperate to form a second progressive shock absorption mode. During a collision, the buffer longitudinal steel plate 6 plays a supporting role and is also a shock-absorbing force-bearing structure. When the car body is subjected to a lighter load and collision, the buffer longitudinal steel plate 6 acts as a supporting structure to ensure the buffering, shock absorption and load-bearing stability of the shock-absorbing structure. In this way, the second progressive shock-absorbing mode and the second progressive shock-absorbing mode form a dual parallel progressive shock-absorbing mode, which effectively ensures the buffering, shock absorption and load-bearing stability of the shock-absorbing structure, achieves lightweight, and improves the utilization efficiency of the structure. At the same time, the middle buffer part and the side buffer part are coordinated and linked through the buffer longitudinal steel plate 6 and the buffer transverse steel plate 3, so that the middle buffer part bears and eliminates part of the impact force of the side buffer part received by the collision, forming a separate shock-absorbing mode, so that the collision vibration is greatly balanced and the buffering is improved, further improving the overall stability of the car body and ensuring the carrying safety of passengers or goods.

[0023] In this embodiment, in order to further improve the load-bearing stability of the buffer transverse steel plate 3 and the buffer longitudinal steel plate 6 and also to improve the force strength and buffering capacity thereof, reinforcing ribs are provided inside the buffer transverse steel plate 3 and the buffer longitudinal steel plate 6 .

[0024] In addition, the buffer transverse steel plate 3 is bent and buffered before the buffer longitudinal steel plate 6, which is beneficial to improving the distributed buffering of the middle buffer part and improving the overall stability of the vehicle.

[0025] Embodiment 2

[0026] Based on the first embodiment, Figures 1 to 7As shown, the second embodiment provides a buffer structure and a buffer method for a middle buffer part and a side buffer part: the side buffer part includes a first shock absorber 7, a limit support rod and a first buffer rubber pad 8, and support ears are arranged at both ends of the first shock absorber 7, wherein the support ear at one end is rotatably connected to the fixed ear 2, and the support ear at the other end is rotatably connected to the connecting ear, the limit support rod is fixedly connected to the support ear close to the fixed ear 2, and the limit support rod rotates with the rotation of the first shock absorber 7, the first buffer rubber pad 8 is fixedly connected to the end of the limit support rod away from the support ear, and the first buffer rubber pad 8 abuts against the buffer cross steel plate 3, when the vehicle has no collision and load, the first buffer rubber pad 8 assists the first shock absorber 7 to maintain the stability of the side buffer support, when the vehicle is subjected to collision and load, the first buffer rubber pad 8 will be compressed and moved as the first shock absorber 7 is compressed and rotated, the first buffer rubber pad 8 will disperse a part of the collision vibration force, and at the same time assist the first shock absorber 7 to improve the stability of the side buffer support and buffering, further reduce the shock of the car body, and improve the stability of the vehicle.

[0027] The middle buffer portion includes a receiving block 9, a square block 10, and a second shock absorber 11 arranged between the receiving block 9 and the square block 10. The number of the second shock absorbers 11 is four, and the four second shock absorbers 11 are distributed around. The square block 10 is fixedly connected to the connecting plate 4. The four corners of the side of the square block 10 away from the connecting plate 4 are provided with connecting grooves. The receiving block 9 is provided with an inlay hole adapted to the buffer longitudinal steel plate 6. One end of the buffer longitudinal steel plate 6 passes through the inlay hole so that the middle part of the buffer longitudinal steel plate 6 is fixedly connected to the receiving block 9. The receiving block 9 is provided with a connecting seat 12 corresponding to the connecting groove, and each connecting groove is connected to the corresponding connecting seat 12. The second shock absorber 11 also has two ears at both ends, one ear at one end is connected to the connecting groove, and the other ear at the other end is connected to the connecting seat 12. When the vehicle has no collision and load, the second shock absorber 11 maintains a vertical state. When the vehicle receives a collision and load, the side buffer part and the buffer transverse steel plate 3 receive the impact force. Since the buffer transverse steel plate 3 abuts against the buffer longitudinal steel plate 6, the buffer longitudinal steel plate 6 bears part of the impact force and transmits it to the second shock absorber 11. The second shock absorber 11 consumes the buffering force, and then cooperates with the first shock absorber 7 to reduce the bumps of the car, effectively improving the overall balance and stability of the car.

[0028] In this embodiment, in order to reduce the vibration between the buffer transverse steel plate 3 and the buffer longitudinal steel plate 6, a second buffer rubber pad 16 is fixedly installed between each end of the buffer longitudinal steel plate 6 and the middle part of the buffer transverse steel plate 3. The second buffer rubber pad 16 assists the buffer transverse steel plate 3 to maintain the stability of the support of the buffer longitudinal steel plate 6. When the vehicle is subjected to collision and load, the second buffer rubber pad 16 will buffer the force of the transverse steel plate 3 and compress it. At the same time, the designed middle buffer part, that is, the second shock absorber 11, is compressed before the second buffer rubber pad 16, which greatly improves the buffering effect between the buffer transverse steel plate 3 and the buffer longitudinal steel plate 6.

[0029] Embodiment 3

[0030] Based on the first and second embodiments, Figures 1 to 7 As shown, the third embodiment of the present invention further extends the buffering distance of the middle buffer part to increase the ability to eliminate the impact force generated by the collision, and a buffer groove is arranged at the position corresponding to the connecting groove on the receiving block 9, and one buffer groove corresponds to a connecting seat 12, one end of the buffer groove is the outer end facing the edge of the receiving block 9, and the other end of the buffer groove is the inner end facing the middle part of the receiving block 9. A T-shaped limit rail 901 is arranged in the buffer groove along the inner and outer ends of the buffer groove, and a symmetrical L-shaped limit block is arranged at the bottom of the connecting seat 12. The L-shaped limit block is slidably installed in the buffer groove and is mutually engaged with the T-shaped limit rail 901, so as to ensure the stable connection between the connecting seat 12 and the receiving block 9, and the L-shaped limit block can slide in the buffer groove along the T-shaped limit rail 901, so that the two ears of the second shock absorber 11 are respectively connected to the connecting seat 12. The connecting groove and the connecting seat 12 are rotatably connected, and the impact force received will prompt the end of each second shock absorber 11 close to the connecting seat 12 to move toward the outer end of the buffer groove along with the drive of the connecting seat 12. The two ends of the second shock absorber 11 rotate to cause the second shock absorber 11 to tilt, thereby consuming the impact force. A buffer component 13 is embedded in the buffer groove and is located on both sides of the T-shaped limit rail 901. One end of the buffer component 13 is fixedly connected to the L-shaped limit block of the connecting seat 12, and the other end is fixedly connected to the outer end of the buffer groove. The buffer component 13 can be a buffer rubber strip or a buffer spring. In this example, a buffer rubber strip is used. The connecting seat 12 moves toward the outer end of the buffer groove to compress the buffer component 13. After the impact force disappears, the compression force of the buffer component 13 prompts the connecting seat 12 to return to its original position, and the second shock absorber 11 returns to a vertical state.

[0031] Furthermore, when the second shock absorber 11 returns to its vertical state, in order to reduce the collision between the connecting seat 12 and the receiving block 9, a first buffer pad 14 is fixedly connected to the inner end of the buffer groove, and the first buffer pad is not connected to the connecting seat 12. The connecting seat 12 and the first buffer pad 14 are in close contact only when the second shock absorber 11 returns to its vertical state, and when not subject to a large collision impact force, the buffer member 13 and the first buffer pad 14 support the second shock absorber 11 to maintain a vertical state.

[0032] Embodiment 4

[0033] Based on the first to third embodiments, Figures 1 to 7As shown, in order to further improve the installation stability of the receiving block 9, a sliding hole is arranged in the receiving block 9 in this embodiment, and the sliding hole passes through the buffer longitudinal steel plate 6. A support rod 17 is arranged in the sliding hole. One end of the support rod 17 is fixedly mounted on the square block 10, and the other end of the support rod 17 passes through the sliding hole to set a limit plate. A second buffer pad 15 is arranged between the limit plate and the receiving block 9. The second buffer pad 15 is fixedly connected to the limit plate. When not subjected to a large collision impact force, the second buffer pad 15 contacts the receiving block 9. When the buffer longitudinal steel plate 6 is subjected to a collision force and pushes the receiving block 9 to move upward along the support rod 17, the second buffer pad 15 is separated from the receiving block 9. In this way, when the receiving block 9 returns to its original position, the second buffer pad 15 can reduce the impact and collision between the receiving block 9 and the limit plate, thereby improving the stability of the middle buffer portion, and further improving the stability of the car body.

[0034] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit and essential features of the present invention. Therefore, the embodiments should be considered exemplary and non-restrictive in all respects, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included in the present invention.

[0035] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A shock absorbing structure for an electric tricycle, mounted on a frame, the frame comprising two cross beams, two longitudinal beams and a rear axle, characterized in that: include: Fixed tubes, two fixed tubes are symmetrically arranged on the rear axle and correspond to a crossbeam respectively; Fixing ears, two fixing ears are symmetrically arranged on a crossbeam; The buffer transverse steel plate is in an arc-shaped structure, with its arc bending toward the fixed pipe and corresponding to the fixed pipe one by one. The middle part of the buffer transverse steel plate is fixedly connected to the fixed pipe through a receiving plate, and symmetrical connecting ears are arranged on the side away from the fixed pipe. The side buffer part is arranged between the corresponding fixing ear and the connecting ear, and the end of the side buffer part close to the fixing ear abuts against the end of the corresponding buffer transverse steel plate; A connecting plate, arranged between the longitudinal beams; The buffer longitudinal steel plate is in an arc-shaped structure, the arc of which is bent toward the connecting plate, and the two ends are respectively fixedly connected to the middle parts of the two buffer transverse steel plates, and each end is located between the two connecting ears; The middle buffer part is arranged between the middle part of the buffer longitudinal steel plate and the connecting plate; The side buffer part includes: a first shock absorber, two ears of the first shock absorber are rotatably connected with the fixed ear and the connecting ear respectively; a limiting support rod is arranged on the ear of the first shock absorber close to the fixed ear; a first buffer rubber pad is arranged at one end of the limiting support rod away from the fixed ear and abuts against the buffer transverse steel plate; The middle buffer part includes: a square block, which is arranged on the connecting plate, and connecting grooves are provided at the four corners of the side of the square block away from the connecting plate; a receiving block, which is located on the side of the square block away from the connecting plate, and an embedding hole is provided in the receiving block, and the embedding hole is embedded and fixed with the middle part of the buffer longitudinal steel plate, and connecting seats corresponding to the connecting grooves are provided at the four corners of the side of the receiving block close to the square block; a second shock absorber, one second shock absorber corresponds to one connecting groove, and two supporting ears at both ends of the second shock absorber are rotatably connected with the corresponding connecting groove and the connecting seat respectively.

2. The shock absorbing structure for an electric tricycle according to claim 1, characterized in that: The receiving block (9) is also provided with buffer grooves at four corners of the side surface close to the square connecting block (10), one buffer groove corresponds to one connecting seat (12), one end of the buffer groove is an outer end facing the edge of the receiving block (9), and the other end is an inner end facing the middle part of the receiving block (9), and a T-shaped limit rail (901) is provided in the buffer groove and between the inner end and the outer end; A symmetrical L-shaped limit clamping block is arranged at the bottom of each connecting seat (12), and two L-shaped limit clamping blocks are slidably embedded in corresponding buffer grooves and slidably engaged with the T-shaped limit clamping rail (901).

3. A shock absorbing structure for an electric tricycle according to claim 2, characterized in that: A buffer member (13) is provided between the L-shaped limit clamp block of the connection seat (12) and the outer end of the buffer groove, and the buffer member (13) can be compressed as the connection seat moves outward.

4. A shock absorbing structure for an electric tricycle according to claim 3, characterized in that: A first buffer pad (14) is provided at the inner end of the buffer groove, and the first buffer pad (14) and the L-shaped limit clamping block of the connecting seat (12) are in a separated state.

5. The shock absorbing structure for an electric tricycle according to claim 1, characterized in that: The middle buffer portion further comprises a support rod (17), one end of the support rod (17) being arranged on the square joint block (10) and the other end being provided with a limit plate for supporting the receiving plate, the support rod (17) slidingly passing through a sliding hole, the sliding hole being arranged on the receiving block (9) and passing through the buffer longitudinal steel plate (6).

6. The shock absorbing structure for an electric tricycle according to claim 5, characterized in that: A second buffer pad (15) is provided on the limiting plate, the second buffer pad (15) is in contact with the receiving block (9), and the second buffer pad (15) and the receiving block (9) will be in a separated state.

7. The shock absorbing structure for an electric tricycle according to claim 1, characterized in that: The buffer transverse steel plate (3) and the buffer longitudinal steel plate (6) are both provided with reinforcing ribs.

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