An electric tricycle shock absorber assembly

Abstract

The application provides an electric tricycle shock absorber assembly, and relates to the technical field of shock absorbers, which comprises two shock absorber bodies and a connecting support connecting the two shock absorber bodies; the shock absorber body comprises a guide cylinder, a main spring, a cylinder, an end cover, a secondary spring and an adjusting mechanism; the guide cylinder is sleeved on the cylinder, the main spring is sleeved outside the guide cylinder, and the secondary spring is arranged inside the guide cylinder; the upper end of the main spring is abutted with a spring upper seat, and a locking nut connected with the outer wall of the guide cylinder is arranged above the spring upper seat; through the arrangement of the main spring and the secondary spring, the main spring is adjusted through the spring upper seat and the locking nut, and the secondary spring is adjusted through a transmission cylinder, an adjusting screw rod and a guide disc; the guide disc is fixed in the circumferential direction and is in axial sliding fit with the inner wall of the guide cylinder, independent adjustment of the main spring and the secondary spring is realized, interference on the initial compression state of the other spring when adjusting any spring is avoided, and the combination of the main spring and the secondary spring is accurately matched with the working condition.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of shock absorbers, more particularly, it relates to an electric tricycle shock absorber assembly. BACKGROUND

[0002] At present, the mainstream front wheel shock absorber of tricycle on the market mostly adopts single spring or double spring structure nested with each other. The main spring in the double spring structure has good supportability and is stable in turning, but a large amount of small vibration is directly transmitted to the frame and the passengers, and the comfort is poor. The auxiliary spring has good filtering performance for small vibration and high comfort, but it is easy to be compressed to the bottom (commonly known as bottom touch) in heavy braking, turning or large impact, and loses support and lacks safety. For the working condition of the front wheel of the tricycle, the use of double spring structure can effectively filter out small vibration with high frequency and low amplitude (such as the roughness of asphalt pavement), and can better cope with large impact with low frequency and high amplitude (such as passing through a speed bump or a pothole).

[0003] The shock absorber using double springs in the prior art still has the following problems: when adjusting the main spring, the overall axial size of the shock absorber body is changed, and then the initial compression state of the auxiliary spring is indirectly changed; conversely, adjusting the auxiliary spring may also cause the pre-compression position of the main spring to deviate. That is, the existing coaxial nested double spring shock absorber is limited by its structural characteristics, and when adjusting any spring (main spring or auxiliary spring), it will produce a mutual pulling effect, resulting in loss of control of the stiffness combination. This problem can easily cause insufficient support stiffness under heavy load or increased vibration under no load, affecting the driving stability and comfort. As a result, the stiffness of the double spring combination may be insufficient under heavy load or the stiffness of the double spring may be excessive under no load. For example, the front shock absorber assembly disclosed in the authorized announcement No. CN221033732U of the adjustable rear shock absorber with inner and outer double springs can only adjust the pre-pressures of the main spring and the auxiliary spring simultaneously, and cannot achieve independent adjustment. For another example, the structure disclosed in the authorized announcement No. CN107218327A of the double spring shock absorber assembly selects main and auxiliary springs with different stiffness to share different loads, but the stiffness of the two springs cannot be adjusted.

[0004] In addition, a flexible shock absorber with flexible adjustment of internal spring stiffness disclosed in the authorized announcement No. CN112392882A discloses a spring stiffness adjustment mechanism. The mechanism uses a worm gear transmission mechanism and its inherent self-locking feature to achieve stability and locking reliability in the adjustment process. However, the worm gear mechanism often leads to an increase in the overall size of the shock absorber or a decrease in installation convenience due to its inherent defects such as complex structure and large space occupation. In addition, the transmission efficiency of the mechanism is low, and a large operating force needs to be applied to the adjustment nut during the adjustment process, which significantly reduces the operating convenience for springs with high stiffness.

[0005] Therefore, it is necessary to provide an electric tricycle shock absorber assembly to solve the above technical problems. SUMMARY

[0006] In view of the deficiencies of the prior art, the purpose of the present application is to provide an electric tricycle shock absorber assembly which solves the problems of mutual pulling when adjusting any spring of the existing double-spring shock absorber, resulting in loss of control of stiffness combination, and the complex structure and inconvenient operation of the worm and gear adjusting mechanism.

[0007] To achieve the above-mentioned purpose, the present application provides the following technical solutions:

[0008] The present application provides an electric tricycle shock absorber assembly, comprising: two shock absorber bodies and a connecting bracket connecting the two shock absorber bodies; the shock absorber body comprises a guide cylinder, a main spring, a cylinder, an end cover, a secondary spring and an adjusting mechanism; the guide cylinder is sleeved on the cylinder, the main spring is sleeved on the outside of the guide cylinder, and the secondary spring is arranged inside the guide cylinder; the upper end of the main spring abuts against a spring upper seat, and a locking nut connected with the outer wall of the guide cylinder is arranged above the spring upper seat; the adjusting mechanism comprises a transmission cylinder and an adjusting screw; the transmission cylinder is rotationally arranged on the end cover and has a first wrench groove at the top thereof; the adjusting screw is fixed to the bottom end of the transmission cylinder, and a guide disc for abutting against the upper end of the secondary spring is threadedly connected to the lower end of the adjusting screw, and the guide disc is fixed in the circumferential direction and axially slides with the inner wall of the guide cylinder.

[0009] By adopting the above technical solutions: through the separate arrangement of the main spring and the secondary spring and the independent adjusting mechanism, independent control of the pre-compression amount of the main spring and the secondary spring is realized, interference with the initial state of the other spring when adjusting any spring is avoided, and precise matching of the stiffness combination of the double springs to different working conditions is ensured.

[0010] According to one embodiment of the present application, the adjusting mechanism further comprises a connecting cylinder fixed to the top of the two guide cylinders; a transmission shaft corresponding to the two guide cylinders is rotationally arranged in the connecting cylinder, and a transmission rod is arranged between the two transmission shafts; the transmission rod is in transmission connection with the two transmission shafts through a bevel gear assembly respectively; one end of the transmission shaft extends into the corresponding guide cylinder and is also in transmission connection with the transmission cylinder through a bevel gear assembly.

[0011] By adopting the above technical solutions: through the integration of the two adjusting mechanisms on both sides by the connecting cylinder, combined with the bevel gear linkage of the transmission shaft and the transmission rod, the secondary spring adjustment of the shock absorber on both sides can be synchronously driven by a single operation, the pre-compression amount of the secondary springs on both sides is ensured to be consistent, the difference in shock absorbing performance between the two sides caused by unilateral adjustment is avoided, and the driving stability of the vehicle is improved.

[0012] According to one embodiment of the present application, the lower end of the transmission rod is connected with a first bevel gear, one end of the transmission shaft is connected with a second bevel gear engaged with the first bevel gear, the other end of the transmission shaft is connected with a third bevel gear, the transmission cylinder is installed with a fourth bevel gear engaged with the third bevel gear, and the top of the transmission rod is provided with a second wrench groove.

[0013] By adopting the above technical scheme, the vertical power transmission of the transmission rod and the transmission shaft is realized through the first bevel gear and the second bevel gear, the vertical power transmission of the transmission shaft and the transmission cylinder is realized through the third bevel gear and the fourth bevel gear, a compact space transmission structure is formed, the efficient power transmission is ensured, the narrow installation space of the front wheel of the tricycle is adapted, and transmission interference is avoided.

[0014] The cylinder is made of plastic steel alloy by one-time forming.

[0015] By adopting the above technical scheme, the cylinder is made of high-strength plastic steel alloy by one-time forming. This process has the advantages of one-time forming without reprocessing, better friction lubricity than pure aluminum, and the advantage of noise reduction. The cylinder is not easy to break under external impact, has good toughness, and the surface does not need secondary paint spraying.

[0016] According to one embodiment of the present application, at least two sliding blocks are arranged on the circumferential outer wall of the guide disc, and a sliding groove matched with the sliding blocks is arranged on the inner wall of the guide cylinder.

[0017] By adopting the above technical scheme, the rotation of the guide disc is limited through the circumferential fixed cooperation of the sliding blocks and the sliding grooves, the rotational movement of the adjusting screw is converted into the pure axial movement of the guide disc, the pre-compression amount of the auxiliary spring is accurately controlled, and the circumferential force is avoided to cause the auxiliary spring to be biased or to fail to adjust.

[0018] According to one embodiment of the present application, the bottom end of the adjusting screw is connected with a limiting block, and the outer diameter of the limiting block is smaller than the inner diameter of the auxiliary spring.

[0019] By adopting the above technical scheme, the limiting block can prevent the guide disc from moving downward excessively, avoid the auxiliary spring from being compressed to the limit state to cause elastic failure or structural damage, and the outer diameter of the limiting block is smaller than the inner diameter of the auxiliary spring, without interfering with the normal expansion and contraction of the auxiliary spring.

[0020] According to one embodiment of the present application, the first wrench groove and the second wrench groove are one of a straight slot, an internal hexagonal slot or an internal octagonal slot.

[0021] By adopting the above technical scheme, the standard wrench tool commonly seen on the market is adapted, the operation compatibility and convenience are improved, the user can select the adaptation type according to the existing tool, and the use threshold is reduced.

[0022] According to one embodiment of the present application, the transmission cylinder and the transmission rod are both in T-shaped structure, and the first wrench groove and the second wrench groove are respectively arranged in the T-shaped flange part of the transmission cylinder and the transmission rod.

[0023] By using the above technical solution: the T-shaped structure enhances the top strength of the transmission cylinder and the transmission rod, avoids deformation caused by stress concentration during wrench operation; the flange part is provided with a wrench groove, which can shorten the tool operation distance, improve the torque transmission stability during adjustment, and prevent slipping.

[0024] According to one embodiment of the present application, the top end of the guide cylinder and the connecting part of the connecting cylinder are provided with a bulge outward, and the bulge is used to install the third bevel gear.

[0025] By using the above technical solution: the bulge structure provides independent installation space for the third bevel gear, avoids excessive thickening of the connecting part of the guide cylinder and the connecting cylinder due to accommodating the gear, reduces the overall structure volume while ensuring reasonable layout of the transmission components.

[0026] According to one embodiment of the present application, the cylinder is further provided with a piston, the piston is in sliding sealing cooperation with the inner wall of the cylinder, and the lower end of the auxiliary spring abuts against the piston.

[0027] In summary, the present application has at least one of the following beneficial technical effects:

[0028] 1. By arranging the main spring and the auxiliary spring, the main spring is adjusted by the spring upper seat and the locking nut, and the auxiliary spring is adjusted by the transmission cylinder, the adjusting screw rod and the guide disc, the guide disc is fixed in the circumferential direction and slides in the axial direction with the inner wall of the guide cylinder, so that the independent adjustment of the main spring and the auxiliary spring is realized, the interference of the initial compression state of the other spring when adjusting any spring is avoided, and the combination of the main spring and the auxiliary spring is accurately matched with the working condition.

[0029] 2. By the linkage structure of the connecting cylinder, the transmission shaft, the transmission rod and the bevel gear assembly, rotating the transmission rod can drive the two transmission shafts and the adjusting mechanism to move synchronously, so that the auxiliary springs of the two shock absorber bodies are synchronously and equally adjusted, thereby ensuring the consistency of the stiffness of the two auxiliary springs and improving the stability of vehicle driving.

[0030] 3. By arranging the bevel gear assembly and the transmission rod, the synchronous adjustment of the two auxiliary springs can be realized through a single second wrench groove, which simplifies the adjustment process of the main spring and the auxiliary spring; at the same time, the structure is compact, which is suitable for the narrow installation space of the front wheel of the tricycle, and improves the operation convenience and space utilization.

[0031] 4. The cylinder is made of high-strength plastic steel alloy by one-time forming; this process has the advantages of one-time forming without reprocessing, better friction lubricity than pure aluminum, and noise reduction advantage; the cylinder is not easy to break under external impact, has good toughness, and the surface does not need secondary paint spraying. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 A whole structure diagram of a shock absorber assembly of an electric tricycle is provided for the first embodiment of the present application;

[0033] Figure 2 A partial sectional view of the shock absorber assembly of the electric tricycle is provided for the first embodiment of the present application;

[0034] Figure 3 A whole structure diagram of a shock absorber assembly of an electric tricycle is provided for the second embodiment of the present application;

[0035] Figure 4 A partial sectional view of the shock absorber assembly of the electric tricycle is provided for the second embodiment of the present application;

[0036] Figure 5 A Figure 3 enlarged structure diagram at A in the middle;

[0037] Figure 6 A Figure 4 enlarged structure diagram at B in the middle;

[0038] Figure 7 A Figure 4 enlarged structure diagram at C in the middle;

[0039] Figure 8 A structure diagram of a sliding block in the shock absorber assembly of the electric tricycle is provided for the present application;

[0040] Figure 9 A structure diagram of a guide cylinder in the shock absorber assembly of the electric tricycle is provided for the second embodiment of the present application;

[0041] Figure 10 A spring characteristic curve diagram of a main spring and a secondary spring in the shock absorber assembly of the electric tricycle at each stage.

[0042] Reference signs: 1, shock absorber body; 101, guide cylinder; 1011, boss; 102, locking nut; 103, spring upper seat; 104, main spring; 105, cylinder; 106, end cover; 107, guide disc; 1071, sliding block; 108, secondary spring; 109, piston; 2, connecting bracket; 3, adjusting mechanism; 301, transmission cylinder; 302, first wrench groove; 303, adjusting screw; 304, limiting block; 305, connecting cylinder; 306, protrusion; 307, transmission rod; 3071, second wrench groove; 308, transmission shaft; 309, first bevel gear; 3010, second bevel gear; 3011, first bearing; 3012, second bearing; 3013, third bevel gear; 3014, fourth bevel gear; 3015, third bearing; 3016, fourth bearing. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0044] Embodiment one, refer to Figure 1 , Figure 2 , Figure 8 and Figure 9 , the embodiment one provides a shock absorber assembly of an electric tricycle, comprising two shock absorber bodies 1 and a connecting support 2 connecting the two shock absorber bodies 1.

[0045] Refer to Figure 2 , each shock absorber body 1 comprises a guide cylinder 101, a cylinder 105, a main spring 104, a secondary spring 108 and an adjusting mechanism 3. The guide cylinder 101 is sleeved on the cylinder 105, the main spring 104 is sleeved outside the guide cylinder 101, and the secondary spring 108 is arranged inside the cylinder 105; the upper end of the main spring 104 abuts against a spring upper seat 103, the spring upper seat 103 is threadedly matched with the guide cylinder 101, and a locking nut 102 for locking the position of the spring upper seat 103 is arranged above the spring upper seat 103; an end cover 106 is arranged at the top of the guide cylinder 101, for closing the top of the guide cylinder 101 and providing a support for the adjusting screw 303. The cylinder 105 is made of high-strength plastic steel alloy by one-time forming. The one-time forming process has the advantages of no need for reprocessing, better friction lubricity than pure aluminum, and the advantage of noise reduction; the cylinder 105 is not easy to break under external impact, has good toughness, and the surface does not need secondary paint spraying.

[0046] Then, the adjusting mechanism 3 comprises a transmission cylinder 301 and an adjusting screw 303; the transmission cylinder 301 is rotationally arranged on the end cover 106 and the top of the transmission cylinder 301 is provided with a first wrench groove 302; the adjusting screw 303 is fixed to the bottom end of the transmission cylinder 301 and the lower end of the adjusting screw 303 is threadedly connected with a guide disc 107 for abutting against the upper end of the secondary spring 108, the guide disc 107 is fixed in the circumferential direction and axially slides with the inner wall of the guide cylinder 101. At the same time, the bottom of the adjusting screw 303 is fixed with a limiting block 304, the limiting block 304 can prevent the guide disc 107 from moving downward excessively, avoid the secondary spring 108 being compressed to the state that the guide disc 107 contacts with the limiting block 304, causing the elastic failure or structural damage, and the outer diameter of the limiting block 304 is smaller than the inner diameter of the secondary spring 108, without interfering with the normal extension and contraction of the secondary spring 108.

[0047] In order to ensure the circumferential fixation and axial sliding fit between the guide disc 107 and the inner wall of the guide cylinder 101, at least two sliding blocks 1071 are arranged on the circumferential outer wall of the guide disc 107, as shown in Figure 7 and Figure 8 In this embodiment, two sliding blocks 1071 with large width-height ratio are symmetrically arranged on the circumferential outer wall of the guide disc 107, and a sliding groove matched with the sliding blocks 1071 is arranged on the inner wall of the guide cylinder 101, so as to ensure the stability of the sliding fit between the guide disc 107 and the inner wall of the guide cylinder 101.

[0048] Adjusting the main spring 104: the lock nut 102 is rotated by using a wrench, the spring upper seat 103 is in abutment with the upper end of the main spring 104, the spring upper seat 103 moves axially along the guide cylinder 101, the pre-compression amount of the main spring 104 is changed, and the stiffness adjustment of the main spring 104 is realized.

[0049] Further, in order to ensure the stability during the adjustment of the main spring 104, the spring upper seat 103 and the outer wall of the guide cylinder 101 can also be threadedly matched in this embodiment, the spring upper seat 103 is moved axially along the guide cylinder 101 by using a wrench, and when the adjustment is completed, the lock nut 102 is tightened to lock the position of the spring upper seat 103, so as to prevent the vibration loosening.

[0050] Adjusting the secondary spring 108: the transmission cylinder 301 is rotated by inserting a wrench into the first wrench slot 302, the transmission cylinder 301 drives the adjustment screw 303 to rotate synchronously, the guide disc 107 cannot rotate circumferentially due to the restriction of the sliding blocks 1071 and the sliding groove, the rotational movement of the adjustment screw 303 is converted into the axial movement of the guide disc 107, and the adjustment of the pre-compression amount of the secondary spring 108 is realized.

[0051] Embodiment two, please refer to Figures 3 to 7 This embodiment two provides a shock absorber assembly of an electric tricycle, which comprises two shock absorber bodies 1 and a connecting support 2 connecting the two shock absorber bodies 1. The shock absorber body 1 of this embodiment two comprises a guide cylinder 101, a cylinder 105, a main spring 104, a secondary spring 108 and an adjusting mechanism 3. Different from the embodiment one, the adjusting mechanism 3 of this embodiment two further comprises a connecting cylinder 305 fixed with the top of the two guide cylinders 101; a transmission shaft 308 corresponding to the two guide cylinders 101 is rotatably arranged in the connecting cylinder 305 through a second bearing 3012, a transmission rod 307 is arranged between the two transmission shafts 308, the middle part of the connecting cylinder 305 has a protrusion 306, the protrusion 306 has a bearing hole, the transmission rod 307 is installed on the protrusion 306 through a first bearing 3011; the transmission rod 307 is in transmission connection with the two transmission shafts 308 through a bevel gear assembly respectively; one end of the transmission shaft 308 extends into the corresponding guide cylinder 101 and is in transmission connection with the transmission cylinder 301 through a bevel gear assembly.

[0052] Specifically, the lower end of the transmission rod 307 is connected with a first bevel gear 309, one end of the transmission shaft 308 is connected with a second bevel gear 3010 engaged with the first bevel gear 309, the other end of the transmission shaft 308 is connected with a third bevel gear 3013, the transmission cylinder 301 is installed in the inner hole of the end cover 106 through a fourth bearing 3016, and the transmission cylinder 301 is installed with a fourth bevel gear 3014 engaged with the third bevel gear 3013. In the case of rotating the transmission rod 307, the transmission rod 307 transmits power to the transmission shaft 308 through the first bevel gear 309 and the second bevel gear 3010, and the power of the transmission shaft 308 is transmitted to the transmission cylinder 301 through the third bevel gear 3013 and the fourth bevel gear 3014 to drive the adjusting screw 303 to rotate. The adjusting screw 303 can select the same thread direction, so that when the driving transmission rod 307 drives the adjusting screw 303 to rotate, the sliders 1071 in the two shock absorber bodies 1 can move upward or downward at the same time.

[0053] The top of the transmission rod 307 is provided with a second wrench groove 3071, and the second wrench groove 3071 is the same type as the first wrench groove 302, which is preferably an internal hexagonal groove. The cross section of the transmission rod 307 and the transmission cylinder 301 is T-shaped structure, the first wrench groove 302 is arranged in the T-shaped flange part of the transmission cylinder 301, and the second wrench groove 3071 is arranged in the T-shaped flange part of the transmission rod 307.

[0054] Referring to Figure 9 As shown in the figure, the top end of the guide cylinder 101 and the connecting part of the connecting cylinder 305 are provided with a bulge 1011 outwardly bulging, the transmission shaft 308 is installed in the bulge 1011 through a third bearing 3015, and then the third bevel gear 3013 is installed through the transmission shaft 308, so that the installation space of the third bevel gear 3013 is rationalized.

[0055] The adjustment mode of the main spring 104 in this embodiment is the same as that in embodiment one.

[0056] The adjustment process of the auxiliary spring 108: please refer to Figure 3 , Figure 6 and Figure 7 , for the case that the initial stiffness of the auxiliary spring 108 on both sides is different, the separate reset adjustment of the stiffness of the auxiliary spring 108 in the two shock absorber bodies 1 needs to be completed first, and then the synchronous adjustment operation is performed. The specific steps are as follows:

[0057] The operator inserts a hexagonal wrench into the first wrench groove 302 on the top of the transmission cylinder 301 of any one side shock absorber body 1. Only one shock absorber body 1 can be adjusted at the same time. When the transmission cylinder 301 is rotated, power is transmitted in turn through the fourth bevel gear 3014 and the third bevel gear 3013 to the corresponding transmission shaft 308. Since the transmission rod 307 is not driven, the second bevel gear 3010 is in an idle state, so it does not affect the rotation of the transmission shaft 308. Specifically, one of the transmission shafts 308 is driven to rotate by the meshing between the first bevel gear 309 and the second bevel gear 3010, but the transmission shaft 308 is arranged to rotate freely, which results in no torque transmission between the transmission rod 307 and the transmission shaft 308, so the first bevel gear 309 and the second bevel gear 3010 are in an idle state. During this period, no driving torque can be applied to the other transmission shaft 308, and the rotation state of the transmission shaft 308 is not affected.

[0058] At this time, the power only drives the current side adjusting screw 303 to rotate, and since the guide cylinder 101 is constrained by the slider 1071 and cannot rotate circumferentially. The rotation of the adjusting screw 303 forces the guide disc 107 that is threadedly connected thereto to move axially along the sliding groove in the inner wall of the guide cylinder 101, thereby changing the pre-compression amount of the side secondary spring 108. The operator needs to repeat the above operation to adjust the secondary spring 108 of the other side shock absorber body 1 to the same initial pre-compression amount state. In order to ensure that the pre-compression amounts of the secondary springs 108 on both sides are consistent, the pre-compression amounts of the secondary springs 108 on both sides can be adjusted to the loosest or tightest state. Since the loosest or tightest state is the endpoint position of the pre-compression amount, the operator can confirm it by observing the limit movement position of the guide disc 107, thereby avoiding subjective errors in the adjustment process and ensuring that the initial states of the secondary springs 108 of the shock absorber bodies 1 on both sides are completely consistent.

[0059] After the independent pre-compression adjustment of the double-sided auxiliary spring 108 is completed, the double-sided auxiliary spring 108 is in the same pre-compression, that is, before the synchronous adjustment, the spring 108 reset adjustment, at this time, the operator inserts the inner hex wrench into the second wrench groove 3071 of the transmission rod 307 at the top of the connecting cylinder 305. When the transmission rod 307 is rotated, the power is transmitted to the second bevel gears 3010 at the bottom of the transmission rod 307. The second bevel gears 3010 drive the corresponding transmission shafts 308 to rotate synchronously, and the power of the transmission shafts 308 is transmitted to the two sides of the transmission cylinder 301 through the third bevel gears 3013 and the fourth bevel gears 3014 at the other end. The double-sided transmission cylinder 301 drives the respective adjustment screws 303 to rotate at the same angular velocity and in the same direction. Because the guide disc 107 is constrained by the chute and cannot rotate circumferentially, it can convert the synchronous rotary motion of the double-sided adjustment screws 303 into the completely synchronous axial displacement of the guide disc 107. Specifically, during the following synchronous adjustment process, the wrench is inserted into the second wrench groove 3071 of the transmission rod 307 and rotated, the transmission rod 307 drives the two sides of the transmission shaft 308 to rotate synchronously through the meshing of the first bevel gear 309 and the second bevel gear 3010; the transmission shaft 308 drives the two sides of the transmission cylinder 301 to rotate synchronously through the meshing of the third bevel gear 3013 and the fourth bevel gear 3014; the transmission cylinder 301 drives the adjustment screw 303 to rotate, and finally realizes the synchronous axial movement of the two sides of the guide disc 107, thereby completing the synchronous adjustment of the two sides of the auxiliary spring 108. After the synchronous adjustment is completed, the light load cushioning performance provided by the auxiliary spring 108 remains consistent on both sides, ensuring the stability of the vehicle during driving.

[0060] In order to avoid mutual interference during the adjustment of the main spring 104 and the auxiliary spring 108, the main spring 104 is sleeved on the guide cylinder 101, one end of which abuts against the spring upper seat 103, and the other end abuts against the flange on the cylinder 105. The stiffness of the main spring 104 is adjusted independently by the up and down movement and locking of the spring upper seat 103, while the auxiliary spring 108 is arranged inside the guide cylinder 101, the lower end of which directly abuts against the piston 109 inside the guide cylinder 101, and the upper end of which is adjusted in stiffness by the adjustment mechanism 3. When adjusting the main spring 104, the guide cylinder 101 will not be actively elongated or compressed, ensuring that the length of the guide cylinder 101 extending out of the cylinder 105 remains unchanged. Conversely, when adjusting the auxiliary spring 108, the guide cylinder 101 will not be actively elongated or compressed, also ensuring that the length of the guide cylinder 101 extending out of the cylinder 105 remains unchanged. In this way, the adjustment of the main spring 104 and the auxiliary spring 108 in this embodiment does not affect each other. The constant extension length of the guide cylinder 101 during the adjustment of the main spring 104 can ensure that the initial pre-tightening state and the installation position of the auxiliary spring 108 remain unchanged, thereby accurately presetting the stiffness of the auxiliary spring 108 to stably maintain the intervention timing of the auxiliary spring 108 in the compression stroke of the shock absorber, such as Figure 10The intervention point of the secondary spring 108 is the threshold of the compression amount of the secondary spring 108 starting to participate in bearing, which is referred to as the "intervention point" of the secondary spring 108 participating in work. The shock absorber assembly can effectively avoid the potential problems of the initial position deviation of the secondary spring 108 and the advance or lag of the intervention time caused by the change of the extension length of the guide cylinder 101 due to the adjustment of the primary and secondary springs, and ensure that the secondary spring 108 strictly follows the design expectation and accurately intervenes when the primary spring 104 is compressed to the preset stroke. Finally, the suspension stiffness presents a stepped or progressive change characteristic, which significantly improves the vehicle ride comfort and handling stability.

[0061] Further explanation, assuming that the "intervention point" of the secondary spring 108 is 30mm, Figure 10 The spring characteristic curves of the primary spring 104 and the secondary spring 108 at each stage are shown, and the formula is derived based on Hooke's law

[0062] F ( s )= k max·( s + L pre)+ k sub·max(0, s − s 0)

[0063] Wherein, F ( s ) is the spring supporting force; k max is the stiffness coefficient of the primary spring 104; s is the working stroke of the shock absorber, that is, the compression stroke of the primary spring 104 relative to the initial assembly state during the working process; L pre is the pre-compression amount of the primary spring 104, that is, the compression amount of the primary spring 104 in the initial assembly state; k sub is the stiffness coefficient of the secondary spring 108; s 0 is the intervention point of the secondary spring 108: the stroke threshold at which the secondary spring 108 starts to work, that is, when the compression stroke of the primary spring 104 reaches this value, the secondary spring 108 is compressed synchronously with the primary spring 104; The maximum function max(0, s − s 0) is used to determine the segmented work of the secondary spring 108, that is, when s ≤ s 0, the secondary spring 108 is not in contact or compression, and the deformation amount is 0; when s > s 0, the actual deformation amount of the secondary spring 108 is the part of the total stroke exceeding the intervention point, that is, ( s − s 0).

[0064] Figure 10Solid lines 10 and 11 in the diagram represent the spring characteristic curves of the main and auxiliary springs working together. A distinct inflection point appears at 30mm of compression travel, after which the slope of the curve increases sharply. This indicates that before the inflection point, the compression travel is less than 30mm, at which point only the main spring 104 is active. The shock absorber, with its low stiffness, relies on the main spring 104 for basic damping, effectively absorbing minor road vibrations and providing good initial comfort. After the inflection point, when the compression travel exceeds 30mm, the main and auxiliary springs work in parallel, and the curve becomes steeper. This means that under large impacts, the shock absorber can quickly provide significant support, preventing complete compression, protecting the frame, and maintaining handling stability.

[0065] Reference Figure 10 The dashed line 12 represents the spring characteristic curve of the auxiliary spring 108 when it engages late. If the auxiliary spring 108 engages late, the inflection point shifts to the right by 40mm, and the linear range before the inflection point becomes longer. At this time, the pre-compression of the auxiliary spring 108 is increased by the adjustment mechanism 3, so that it engages and works later. This means that the damping range of the main spring 104 is extended. The vehicle maintains a soft experience when driving on most smooth and moderately bumpy roads. The auxiliary spring 108 only engages to provide support when encountering very large impacts.

[0066] Reference Figure 10 The dashed line 13 represents the spring characteristic curve when the auxiliary spring 108 engages early. If the auxiliary spring 108 engages early, the inflection point shifts to the left by 20mm, and the linear interval before the inflection point becomes shorter. At this time, the pre-compression of the auxiliary spring 108 can be reduced by adjusting the mechanism 3, allowing it to contact and participate in the work earlier. This shortens the support range of the main spring 104, allowing it to engage in joint support with the auxiliary spring earlier. The shock absorber feels firmer overall, with less body roll in corners and less nose-diving during braking, resulting in a more agile dynamic response.

[0067] When the vehicle load increases, such as Figure 10 As shown by the dashed line 14, the entire curve shifts to the left, and an initial force already exists at the start of the stroke, s=0. At this point, the spring stiffness does not change, meaning the slope of the curve remains constant; instead, the "reference point" at which the shock absorber begins to work is altered. This is primarily used to match different static loads, such as the number of passengers or the weight of cargo, preventing excessive compression of the shock absorber's initial stroke due to its own weight under heavy loads, thus ensuring sufficient subsequent stroke to handle impacts. At this time, the position of the upper spring seat 103 needs to be adjusted by tightening the locking nut 102 to increase the pre-compression of the main spring 104, matching the static load under heavy load conditions, preventing excessive compression of the shock absorber's initial stroke, and thus giving the main spring 104 an initial pre-compression to ensure the working range is in the optimal position and avoid bottoming out.

[0068] It can be seen that the control intervention timing needs to ensure that the initial compression amount deviation of the secondary spring 108 is minimized during the adjustment process of the primary spring 104, and the pre-compression deviation of the primary spring 104 is minimized during the adjustment process of the secondary spring 108. Since the slope and the inflection point of the characteristic curve are independently controllable, it is proved that the primary and secondary spring adjustment of the present scheme has no mutual interference effect, thereby effectively avoiding the problem that the extension length change of the guide cylinder 101 causes the position deviation of the secondary spring 108, and then causes the intervention timing to be out of control.

[0069] In summary, the primary spring 104 mainly bears the impact load when the vehicle is fully loaded, and the secondary spring 108 optimizes the cushioning performance when the load is light in the linear working interval, effectively solving the contradiction that a single spring cannot simultaneously consider the impact strength of full load and the redundancy of empty load stiffness. Under dynamic working conditions, the axial movement of the guide disc 107 can accurately control the initial intervention point and the stiffness change curve of the secondary spring 108 by adjusting the pre-compression amount of the secondary spring 108, thereby ensuring the support stiffness when fully loaded, significantly improving the riding comfort when empty or lightly loaded, and reducing abnormal wear caused by high-frequency excitation of the road surface.

[0070] In addition, the adjustment mechanism 3 of the secondary spring 108 uses an internal layout to effectively utilize the internal space of the cylinder 105, avoiding additional radial dimension, making the overall structure of the shock absorber body 1 more compact. The guide disc 107 is in direct contact with the upper end surface of the secondary spring 108, and the rotation of the adjustment screw 303 is converted into compression or release of the secondary spring 108 through the guide disc 107. Thus, the linear transmission of the pre-tightening force of the secondary spring 108 is ensured, and the lateral unbalanced load problem that may occur in traditional parallel springs is avoided, further prolonging the service life of the secondary spring 108.

[0071] The embodiments one and two of the present application have the following advantages: first, the structure is more compact, the adjustment screw 303 and the transmission cylinder 301 are used to adjust the secondary spring 108, the complex transmission structure of worm and gear is saved, the overall volume is greatly reduced, the space utilization is more reasonable, and it is more suitable for the limited installation space of the electric tricycle; second, the operation is more convenient, the guide disc 107 is directly driven to move axially by rotating the adjustment screw 303, the transmission efficiency is higher using traditional tools, and the operation force required for adjustment is greatly reduced, even high-stiffness springs can be adjusted by one hand; third, the primary spring 104 is adjusted by the spring upper seat 103 and the locking nut 102, and the secondary spring 108 is independently adjusted by the adjustment mechanism 3, the adjustment processes of the two do not interfere with each other, solving the linkage interference problem that may occur during adjustment of the worm and gear mechanism; canceling the meshing transmission of worm and gear, effectively improving the reliability and maintenance cost.

[0072] Through the above structure and adjustment process, the present application realizes independent adjustment of the primary spring 104 and the secondary spring 108, and the adjustment processes do not interfere with each other, can accurately adapt to the needs of three-wheeled vehicle front wheel empty bumping and heavy load support, and has the advantages of convenient operation and compact structure.

[0073] Finally, it should be noted that the above is only the preferred embodiments of the present application, and is not intended to limit the present application, although the foregoing embodiments of the present application are described in detail, for those skilled in the art, it can still be modified to the technical solutions described in the foregoing embodiments, or equivalent replacement of some of the technical features, any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application, should be included in the protection scope of the present application.

Claims

1. A shock absorber assembly for an electric tricycle, characterized in that, include: Two shock absorber bodies (1) and a connecting bracket (2) connecting the two shock absorber bodies (1); The main body (1) of the shock absorber includes a guide cylinder (101), a main spring (104), a cylinder (105), an end cap (106), a secondary spring (108), and an adjustment mechanism (3). The cylinder (105) is sleeved on the guide cylinder (101), the main spring (104) is sleeved on the outside of the guide cylinder (101), and the auxiliary spring (108) is disposed inside the guide cylinder (101); The upper end of the main spring (104) abuts against the upper spring seat (103), and the upper spring seat (103) is provided with a locking nut (102) connected to the outer wall of the guide cylinder (101). The adjustment mechanism (3) includes a transmission cylinder (301) and an adjustment screw (303); The transmission cylinder (301) is rotatably mounted on the end cap (106) and has a first wrench groove (302) on its top; the adjusting screw (303) is fixed to the bottom end of the transmission cylinder (301) and the lower end of the adjusting screw (303) is threadedly connected to a guide plate (107) for abutting against the upper end of the auxiliary spring (108). The guide plate (107) is circumferentially fixed and axially slidingly fitted with the inner wall of the guide cylinder (101); The adjustment mechanism (3) also includes a connecting cylinder (305) fixed to the top of the two guide cylinders (101); The connecting cylinder (305) is rotatably provided with a drive shaft (308) corresponding to the two guide cylinders (101), and a drive rod (307) is provided between the two drive shafts (308). The transmission rod (307) is connected to the two transmission shafts (308) respectively via a bevel gear assembly; one end of the transmission shaft (308) extends into the corresponding guide cylinder (101) and is also connected to the transmission cylinder (301) via a bevel gear assembly. The lower end of the transmission rod (307) is connected to a first bevel gear (309), one end of the transmission shaft (308) is connected to a second bevel gear (3010) that meshes with the first bevel gear (309), the other end of the transmission shaft (308) is connected to a third bevel gear (3013), a fourth bevel gear (3014) that meshes with the third bevel gear (3013) is installed on the transmission cylinder (301), and a second wrench groove (3071) is provided on the top of the transmission rod (307). The bottom end of the adjusting screw (303) is connected to a limiting block (304), the outer diameter of which is smaller than the inner diameter of the auxiliary spring (108).

2. The shock absorber assembly for an electric tricycle according to claim 1, characterized in that, The cylinder (105) is made of plastic-steel alloy in one piece.

3. The shock absorber assembly for an electric tricycle according to claim 2, characterized in that: At least two sliders (1071) are provided on the outer circumference of the guide plate (107), and a groove is provided on the inner wall of the guide cylinder (101) to cooperate with the sliders (1071).

4. The shock absorber assembly for an electric tricycle according to claim 1, characterized in that, The first wrench groove (302) and the second wrench groove (3071) are one of a slotted groove, an internal hexagonal groove or an internal octagonal groove.

5. The shock absorber assembly for an electric tricycle according to claim 4, characterized in that, The cross-sections of the transmission cylinder (301) and the transmission rod (307) are both T-shaped, and the first wrench groove (302) and the second wrench groove (3071) are respectively opened on the T-shaped flange of the transmission cylinder (301) and the transmission rod (307).

6. The shock absorber assembly for an electric tricycle according to claim 2, characterized in that, The top of the guide cylinder (101) is provided with an outwardly bulging boss (1011) at the connection part between the top of the guide cylinder (101) and the connecting cylinder (305), and the boss (1011) is used to install the third bevel gear (3013).

7. The shock absorber assembly for an electric tricycle according to claim 5, characterized in that, The cylinder (105) is also provided with a piston (109), which is slidably sealed to the inner wall of the cylinder (105), and the lower end of the auxiliary spring (108) abuts against the piston (109).

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