Anti-tipping electric vehicle
Through the split frame structure and dynamic unloading force design, the problem of inertial centrifugal force cannot be decomposed during cornering of traditional electric vehicles is solved, and the high stability and comfort of electric vehicles are achieved, meeting personalized handling needs.
Patent Information
- Application Number
- CN202510776330.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-11
- Publication Date
- 2025-08-01
AI Technical Summary
Due to the overall rigid frame structure of traditional electric vehicles, the inertial centrifugal force cannot be decomposed during cornering. The lateral force acts on the single-sided wheel, and the center of gravity is displaced at a high risk and poor stability.
The split frame structure is adopted, and the front and rear sections of the vehicle body are connected by a rotating shaft. The limiting shaft and the arc-shaped swing adjustment hole jointly control the swing amplitude. The adjustment parts in the inclined holes achieve dynamic unloading and second-stage buffering and shock absorption. Users can adjust the swing damping independently.
Significantly improve driving stability, reduce rollover risk, reduce metal friction noise, optimize space utilization and riding comfort, and meet personalized handling needs.
Smart Images
Figure CN120397122A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of electric vehicles, and specifically to an anti-tipping electric vehicle. Background Art
[0002] Battery-powered vehicles, also known as "electric vehicles", are pure electric motor vehicles powered by a battery (electric battery) and driven by an electric motor (DC, AC, series excitation, shunt excitation). The types of electric vehicles are mainly divided into electric bicycles, electric motorcycles, electric unicycles, electric scooters, electric tricycles, etc. There are significant differences in functions, battery life, applicable populations, etc. For some electric vehicles to be more convenient to carry when going out, a frame folding function is also designed, which can greatly reduce the occupied space after folding.
[0003] Traditional electric vehicles adopt an overall rigid frame structure, which cannot effectively decompose the inertial centrifugal force during turning, resulting in the lateral force acting entirely on one-sided wheels, and the linkage between the vehicle body and the steering system is too strong, and the body attitude adjustment lags behind the steering action during turning, exacerbating the risk of center of gravity deviation, and the use effect is not ideal.
[0004] Therefore, we propose an anti-tipping electric vehicle to solve the above problems. Summary of the Invention
[0005] (1) Technical Problems to be Solved Aiming at the deficiencies of the prior art, the present invention provides an anti-tipping electric vehicle, which solves the problems of poor stability and easy tipping mentioned in the above background art.
[0006] (2) Technical Solutions
[0007] The present invention specifically adopts the following technical solutions to achieve the above objectives: An anti-tipping electric vehicle includes a front section of the vehicle body and a rear section of the vehicle body. One end of the front section of the vehicle body is provided with a rotating shaft and a limiting shaft. Inside the rear section of the vehicle body, there are a connecting hole and a swing amplitude adjusting hole respectively sleeved with the rotating shaft and the limiting shaft. Both ends of the rear section of the vehicle body are provided with swing amplitude adjusting members, one end of which extends into the swing amplitude adjusting hole and abuts against the surface of the limiting shaft.
[0008] Further, the connecting hole and the swing amplitude adjusting hole are located at the longitudinal center line position of the rear section of the vehicle body. The swing amplitude adjusting hole is arc-shaped and located directly above the connecting hole.
[0009] Further, both ends of the rear section of the vehicle body are provided with inclined holes opposite to both ends of the swing amplitude adjusting hole, and the swing amplitude adjusting members are installed inside the inclined holes.
[0010] Further, the swing amplitude adjusting member includes an adjusting screw threadedly sleeved inside the inclined hole. One end of the adjusting screw is movably provided with a spring, and a plastic plug is sleeved at one end of the spring away from the adjusting screw.
[0011] Further, one end of the plastic plug away from the spring abuts against the surface of the limiting shaft. An internal hexagonal hole is provided at one end of the adjusting screw, and a silica gel decorative member is further provided inside the inclined hole at one end of the adjusting screw.
[0012] Further, a support member is fixedly provided inside one end of the front section of the vehicle body. Both ends of the rotating shaft and the limiting shaft penetrate into both sides of the support member and are installed with locking screws.
[0013] Further, it further includes a seat. Connecting seats are provided at the bottom of the seat, with both ends extending to both sides of the rear section of the vehicle body respectively. The connecting seats and the rear section of the vehicle body are fixedly connected by counter-locking screws.
[0014] Further, a steering column is movably provided at one end of the front section of the vehicle body away from the rear section of the vehicle body. A front wheel is provided at the bottom of the steering column, and a handle is provided at the top of the steering column.
[0015] Further, rear fork arms are provided inside both sides of the rear section of the vehicle body. A rear wheel is provided at one end of the rear fork arm away from the rear section of the vehicle body, and a hub motor is provided inside the rear wheel.
[0016] Further, a battery pack is provided at one end of the front section of the vehicle body, and a pedal is provided at the bottom of the other end.
[0017] (III) Beneficial Effects Compared with the prior art, the present invention provides an anti-tipping electric vehicle, which has the following beneficial effects: In the present invention, dynamic force unloading is achieved through a split frame structure. The front section of the vehicle body and the rear section of the vehicle body are connected by a rotating shaft to form a swingable mechanism. When turning, the inertial centrifugal force is automatically decomposed, significantly improving the driving stability and reducing the risk of rollover. The arc swing amplitude adjusting hole and the limiting shaft cooperate to control the swing amplitude, and together with the swing amplitude adjusting member inside the inclined hole, two-stage buffering and shock absorption are achieved, which not only absorbs instantaneous impacts but also reduces metal friction noise. Users can independently adjust the swing damping strength through the hidden adjusting screw to meet personalized control requirements. The foldable vehicle body and the seat fixed by counter-locking screws optimize the space utilization rate and riding comfort while ensuring structural safety, achieving a double improvement in safety protection and user customization. Description of the Drawings
[0018] Figure 1 It is a schematic structural diagram of the front section of the vehicle body of the present invention; Figure 2 It is a schematic structural diagram of the seat of the present invention; Figure 3 Exploded view of the swing amplitude adjusting member structure of the present invention; Figure 4 Schematic diagram of the swing amplitude adjusting hole structure of the present invention; Figure 5 Cross-sectional view of the support member structure of the present invention; Figure 6 Cross-sectional view of the inclined hole structure of the present invention.
[0019] In the figure: 1. Front section of the vehicle body; 11. Rotation shaft; 12. Limit shaft; 13. Support member; 14. Locking screw; 15. Steering column; 16. Front wheel; 17. Handlebar; 18. Battery pack; 19. Pedal; 2. Rear section of the vehicle body; 21. Connection hole; 22. Swing amplitude adjusting hole; 23. Inclined hole; 24. Rear fork arm; 25. Rear wheel; 26. Hub motor; 3. Swing amplitude adjusting member; 31. Adjusting screw; 32. Spring; 33. Plastic plug; 34. Silicone decorative piece; 35. Hexagonal socket; 4. Seat; 41. Connection seat; 42. Opposing lock screw. Detailed implementation manners
[0020] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, 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 creative efforts shall fall within the protection scope of the present invention.
[0021] Embodiment As Figures 1-6 shown, an anti-tipping electric vehicle proposed in an embodiment of the present invention includes a front section 1 of the vehicle body and a rear section 2 of the vehicle body. One end of the front section 1 of the vehicle body is provided with a rotation shaft 11 and a limit shaft 12. Inside the rear section 2 of the vehicle body, there are a connection hole 21 and a swing amplitude adjusting hole 22 respectively sleeved with the rotation shaft 11 and the limit shaft 12. At both ends of the rear section 2 of the vehicle body, there are swing amplitude adjusting members 3 with one end extending into the swing amplitude adjusting hole 22 and abutting against the surface of the limit shaft 12. Through the rotational connection design of the front section 1 and the rear section 2 of the vehicle body, the inertial force during turning is dynamically decomposed, reducing the risk of rollover while maintaining the integrity of the vehicle body.
[0022] As Figure 6 shown, in some embodiments, the connection hole 21 and the swing amplitude adjusting hole 22 are located at the longitudinal center line position of the rear section 2 of the vehicle body. The swing amplitude adjusting hole 22 is arc-shaped and located directly above the connection hole 21.
[0023] The front section 1 of the vehicle body swings around the rotation axis 11 relative to the rear section 2 of the vehicle body, and the swing amplitude is controlled by the limit axis 12. The maximum distance of the swing amplitude is the distance between the two ends of the swing amplitude adjustment hole 22. The vertical layout of the arc-shaped swing amplitude adjustment hole 22 and the connection hole 21 ensures the uniform transmission of the swing torque and avoids structural deformation caused by local stress concentration.
[0024] As Figure 6 shown, in some embodiments, inclined holes 23 are provided at both ends of the rear section 2 of the vehicle body, which are respectively opposite to the two ends of the swing amplitude adjustment hole 22. The swing amplitude adjustment member 3 is installed inside the inclined holes 23. The swing amplitude adjustment member 3 includes an adjustment screw 31 threadedly sleeved inside the inclined holes 23. One end of the adjustment screw 31 is movably provided with a spring 32. A plastic plug 33 is sleeved at the end of the spring 32 away from the adjustment screw 31. The end of the plastic plug 33 away from the spring 32 abuts against the surface of the limit axis 12. An internal hexagonal hole 35 is provided at one end of the adjustment screw 31. A silica gel decorative member 34 is also provided inside the inclined holes 23 at one end of the adjustment screw 31.
[0025] The inclined holes 23 and the swing amplitude adjustment holes 22 form complementary angles, expanding the contact area of the limit axis 12 and enhancing the stability and buffering effect during the swing process. The adjustable damping system composed of the inclined holes 23 and the swing amplitude adjustment member 3 realizes two-stage shock absorption through the composite buffer structure of the spring 32 and the plastic plug 33. In the initial stage, the plastic plug 33 absorbs the instantaneous impact. In the middle stage, the spring 32 stores and releases energy. The combination of the spring 32 and the plastic plug 33 not only provides adjustable damping force but also reduces the friction noise of metal parts and extends the service life. The silica gel decorative member 34 hides the internal hexagonal hole 35, taking into account both the operation convenience and the appearance beauty, meeting the personalized needs of the consumer side. When in use, the silica gel decorative member 34 is picked out, and then the adjustment screw 31 can be rotated through the internal hexagonal hole 35 by an internal hexagonal wrench, controlling the amplitude of the adjustment screw 31 compressing the spring 32 and the springback space of the spring 32, so that the amplitude of the limit axis 12 abutting against the plastic plug 33 compressing the spring 32 is limited, realizing the adjustment of the swing amplitude of the front section 1 of the vehicle body relative to the rear section 2 of the vehicle body. Consumers can adjust the degree of rotational swing through the adjustment screw 31 according to their own experience.
[0026] As Figure 4 shown, in some embodiments, a support member 13 is fixedly provided inside one end of the front section 1 of the vehicle body. Both ends of the rotation axis 11 and the limit axis 12 penetrate into both sides of the support member 13 and are installed with locking screws 14.
[0027] The support member 13 is fixed inside one end of the front section 1 of the vehicle body and swings synchronously with the front section 1 of the vehicle body. The locking screws 14 are installed at both ends of the support member 13 to lock the rotating shaft 11 and the limiting shaft 12. The support member 13 and the locking screws 14 doubly fix the rotating shaft 11 and the limiting shaft 12, preventing axial loosening caused by high-frequency swinging and improving safety redundancy.
[0028] As Figures 1-3 shown, in some embodiments, there is also a seat 4. The bottom of the seat 4 is provided with connecting seats 41 whose two ends respectively extend to both sides of the rear section 2 of the vehicle body. The connecting seats 41 and the rear section 2 of the vehicle body are fixedly connected by counter-locking screws 42.
[0029] The fixing method of the counter-locking screws 42 improves the connection stability between the seat 4 and the rear section 2 of the vehicle body. The relative position between the seat 4 and the rear section 2 of the vehicle body is fixed and does not swing with the front section 1 of the vehicle body. One ends of the counter-locking screws 42 and the locking screws 14 are also provided with hexagonal socket holes 35, and disassembly and assembly can be carried out through a hexagonal wrench, which is more convenient to use.
[0030] As Figure 2 shown, in some embodiments, a steering column 15 is movably arranged at one end of the front section 1 of the vehicle body away from the rear section 2 of the vehicle body. A front wheel 16 is arranged at the bottom of the steering column 15, and a handle 17 is arranged at the top of the steering column 15. Rear fork arms 24 are arranged inside both sides of the rear section 2 of the vehicle body. A rear wheel 25 is arranged at one end of the rear fork arm 24 away from the rear section 2 of the vehicle body, and a hub motor 26 is arranged inside the rear wheel 25.
[0031] The handle 17 is a common electric vehicle handle 17 with a Hall throttle on the market, which can control the speed of the hub motor 26 to drive the rear wheel 25 to rotate. The front section 1 of the vehicle body, the steering column 15 and the rear fork arms 24 all adopt a foldable design, and the occupied space is small after folding, which is more convenient to carry.
[0032] As Figures 1-2 shown, in some embodiments, a battery pack 18 is arranged at one end of the front section 1 of the vehicle body, and a pedal 19 is arranged at the bottom of the other end.
[0033] The battery pack 18 is electrically connected to the hub motor 26 and the Hall throttle, provides electrical energy for the hub motor 26, and the user can control the hub motor 26 to drive the rear wheel 25 to rotate by turning the Hall throttle. The pedal 19 adopts a foldable design, which is convenient for the user to place their feet and can be folded up when not in use.
[0034] In summary, dynamic force unloading is achieved through the split frame structure. The front section 1 of the vehicle body and the rear section 2 of the vehicle body are connected by a rotating shaft 11 to form a swingable mechanism, which automatically decomposes the inertial centrifugal force during turning, significantly improving the driving stability and reducing the risk of rollover. The arc swing adjustment hole 22 and the limit shaft 12 cooperate to control the swing amplitude, and together with the swing amplitude adjustment part 3 in the inclined hole 23, two-stage buffering and shock absorption are realized, which not only absorbs instantaneous impacts but also reduces metal friction noise. Users can independently adjust the swing damping strength through the hidden adjustment screw 31 to meet personalized control requirements. The foldable vehicle body and the seat 4 fixed by the locking screw 42 optimize the space utilization rate and riding comfort while ensuring structural safety, achieving a double improvement in safety protection and user customization.
[0035] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.
Claims
1. An anti-tipping electric vehicle, characterized in that, It includes the front section (1) and the rear section (2) of the vehicle body. One end of the front section (1) of the vehicle body is provided with a rotating shaft (11) and a limiting shaft (12). Inside the rear section (2) of the vehicle body, there are a connecting hole (21) and a swing amplitude adjusting hole (22) which are respectively sleeved with the rotating shaft (11) and the limiting shaft (12). At both ends of the rear section (2) of the vehicle body, there are swing amplitude adjusting members (3) with one end extending into the swing amplitude adjusting hole (22) and abutting against the surface of the limiting shaft (12).
2. The anti-tipping electric vehicle according to claim 1, characterized in that: The connecting hole (21) and the swing amplitude adjusting hole (22) are located at the longitudinal center line position of the rear section (2) of the vehicle body. The swing amplitude adjusting hole (22) is arc-shaped and located directly above the connecting hole (21).
3. The anti-tipping electric vehicle according to claim 1, characterized in that: At both ends of the rear section (2) of the vehicle body, there are inclined holes (23) respectively opposite to both ends of the swing amplitude adjusting hole (22). The swing amplitude adjusting members (3) are installed inside the inclined holes (23).
4. The anti-tipping electric vehicle according to claim 1, characterized in that: The swing amplitude adjusting member (3) includes an adjusting screw (31) threadedly sleeved inside the inclined hole (23). One end of the adjusting screw (31) is movably provided with a spring (32). A plastic plug (33) is sleeved at the end of the spring (32) away from the adjusting screw (31).
5. The anti-tipping electric vehicle according to claim 4, characterized in that: The end of the plastic plug (33) away from the spring (32) abuts against the surface of the limiting shaft (12). One end of the adjusting screw (31) is provided with an internal hexagonal hole (35). Inside the inclined hole (23), there is also a silicone decorative member (34) located at one end of the adjusting screw (31).
6. The anti-tipping electric vehicle according to claim 1, wherein: Inside one end of the front section (1) of the vehicle body, a support member (13) is fixedly provided. Both ends of the rotating shaft (11) and the limiting shaft (12) penetrate into both sides of the support member (13) and are installed with locking screws (14).
7. The anti-tipping electric vehicle according to claim 1, wherein: It further includes a seat (4). At the bottom of the seat (4), there are connecting seats (41) with both ends respectively extending to both sides of the rear section (2) of the vehicle body. The connecting seats (41) and the rear section (2) of the vehicle body are fixedly connected by counter-boring screws (42).
8. The anti-tipping electric vehicle according to claim 1, characterized in that: One end of the front section (1) of the vehicle body away from the rear section (2) is movably provided with a steering column (15). At the bottom of the steering column (15), there is a front wheel (16). At the top of the steering column (15), there is a handle (17).
9. The anti-tipping electric vehicle according to claim 1, characterized in that: Inside both sides of the rear section (2) of the vehicle body, there are rear fork arms (24). One end of the rear fork arm (24) away from the rear section (2) of the vehicle body is provided with a rear wheel (25), and a hub motor (26) is installed inside the rear wheel (25).
10. A rollover-proof electric vehicle according to claim 1, characterized in that: One end of the front section (1) of the vehicle body is provided with a battery pack (18), and a pedal (19) is provided at the bottom of the other end.