Modular vehicle suspension structure

Abstract

The present disclosure provides a modular shock absorbing structure for a vehicle, which includes a housing, a connecting shaft, an elastic member and an adjusting member. The housing has a receiving space extending through the front and rear ends of the housing. The connecting shaft is arranged in the receiving space of the housing. The elastic member is telescopically sleeved on the connecting shaft, with one end of the elastic member arranged in the housing and the other end arranged on the connecting shaft. The adjusting member is movably sleeved on one end of the connecting shaft and abuts against the elastic member to adjust the preload of the elastic member. Thus, the connecting shaft can be mounted between the suspensions of the vehicle, and the shock transmitted to the suspensions when the vehicle runs on uneven road can be absorbed by the elastic member.

Description

Technical Field

[0001] This disclosure relates to the field of shock absorption technology, and in particular to a modular vehicle shock absorption structure that can be used as a shock absorber for electric vehicles. The elastic element is housed in a housing, and the two ends of the elastic element are respectively disposed on the housing and the connecting shaft. When the vehicle is traveling on the road, the elastic element expands and contracts to absorb vibrations. Background Technology

[0002] With the development of technology, the forms of vehicles have gradually diversified. Compared with traditional motorcycles and cars, electric bicycles, scooters and balance bikes, which are small, portable and easy to operate, are more suitable for people with short-distance commuting needs. Regardless of the type of vehicle, in order to drive smoothly on the road, they are generally equipped with a suspension system to connect the wheels and the body and minimize the vibration transmitted from the ground.

[0003] The suspension system of electric vehicles mainly uses metal springs or shock absorbers made of urethane or rubber as the shock absorption mechanism. Document CN111268014A discloses a front wheel shock absorption structure for an electric scooter, in which a shock-absorbing spring is installed between the front axle arm and the front shock absorber arm. The shock-absorbing spring is a torsion spring. When the scooter is subjected to force during operation, the front axle arm and the front shock absorber arm work together under the connection of the shock-absorbing spring to achieve a shock absorption effect. Additionally, document KR101988464B1 discloses a box-type suspension structure, in which a suspension box is installed between the rotating arm and two support arms. The suspension box contains a main shaft and multiple rubber bodies arranged around the main shaft. Vibrations generated during vehicle operation are absorbed by the rubber bodies to achieve a shock absorption effect.

[0004] However, the torsion springs or rubber bodies in the aforementioned patents are not convenient for adjusting the elastic coefficient, especially since the elastic coefficient of the rubber body is fixed and cannot be adjusted, resulting in limited shock absorption. Therefore, the inventors have been considering how to provide a modular shock absorption structure that is suitable for most vehicles on the market and has a convenient adjustment mechanism, allowing for the adjustment of the appropriate elastic coefficient for different users to provide a comfortable driving experience. Summary of the Invention

[0005] Given the numerous shortcomings of existing vehicle shock absorption structures, the main objective of this invention is to provide a modular vehicle shock absorption structure that can be directly installed between the two cantilever arms of a vehicle. This structure can absorb vibrations generated when the vehicle travels on the road surface, preventing the vibrations from being transmitted to the vehicle body or handlebars and causing discomfort to the user.

[0006] To achieve the aforementioned main objectives, the present invention provides a modular vehicle shock absorption structure, comprising a housing, a connecting shaft, an elastic element, and an adjusting element. The housing has an accommodating space extending through its front and rear ends. The connecting shaft passes through the accommodating space of the housing. The elastic element is telescopically fitted onto the connecting shaft, with one end of the elastic element disposed in the housing and the other end disposed in the connecting shaft. The adjusting element is movably fitted onto one end of the connecting shaft and abuts against the elastic element to adjust the preload of the elastic element.

[0007] Through the aforementioned technical features, the vehicle's shock absorption structure can be connected to the two cantilever arms of the vehicle via connecting shafts at both ends. When the vehicle receives vibrations from the road surface, the vibrations are transmitted to the vehicle's shock absorption structure through the cantilever arms. The elastic element then twists and compresses relative to the connecting shaft within its housing to absorb the vibrations, achieving a shock absorption effect. Furthermore, the user can adjust the position of the adjusting components to change the preload of the elastic element according to the vehicle's load requirements, providing a more comfortable driving experience.

[0008] Optionally, the housing also has at least one first groove, and one end of the elastic element is engaged in the first groove. Thus, by restricting one end of the elastic element to the housing, the elastic element is subjected to torsional deformation and absorbs vibration when it receives external vibration.

[0009] Optionally, the connecting shaft also has a second groove formed on one side of the connecting shaft, and the other end of the elastic element is engaged in the second groove. Therefore, the other end of the elastic element is restricted to the connecting shaft, so that when the elastic element absorbs vibration, it can perform torsional compression or rebound action relative to the connecting shaft without weakening the shock absorption effect due to positional displacement.

[0010] Optionally, the connecting shaft also has a stop portion and two threaded portions, with the stop portion adjacent to one end of the connecting shaft and the two threaded portions formed at both ends of the connecting shaft, respectively. Therefore, the stop portion can position the elastic element on the connecting shaft and provide the function of locking other components through the threaded portions at both ends.

[0011] Optionally, one side of the stop portion abuts against one end of the elastic element, and the threaded portion of the connecting shaft away from the stop portion is locked with an adjusting member, which abuts against the other end of the elastic element. Therefore, when the elastic element is fitted onto the connecting shaft, its position is restricted by the stop portion, and it can extend or retract relative to the connecting shaft. The adjusting member can adjust the preload of the elastic element by the depth of the threaded portion it is locked with.

[0012] Optionally, the connecting shaft has a non-circular shape. Therefore, when the two ends of the connecting shaft are fixed to the two cantilever arms of the vehicle, it can prevent the vehicle's shock absorption structure from rotating synchronously with the cantilever arms, thus maintaining a better shock absorption effect.

[0013] Optionally, the housing also has two stepped edges formed on the inner surfaces of both ends of the housing. Therefore, the two stepped edges provide space at both ends of the housing, which can be used to install elements such as seals or bearings, making the vehicle shock absorption structure more suitable for various vehicles.

[0014] Optionally, the housing also includes two bearings respectively located at both ends, with one side of each bearing abutting against two steps. Therefore, the bearings ensure sufficient rotational space and capacity between the cantilever and the connecting shaft during vehicle operation, preventing damage to the connecting shaft due to excessive instantaneous torsional force.

[0015] Optionally, it also includes two fasteners respectively disposed at both ends of the connecting shaft, with each fastener abutting against the other side of the two bearings. Therefore, the two fasteners can prevent the elastic elements, adjusting elements, and bearings on the connecting shaft from separating due to loosening, thereby increasing the stability of the vehicle's shock absorption structure.

[0016] Detailed construction, features, assembly, and usage of the modular vehicle shock absorption structure provided by this invention will be described in the subsequent detailed description of embodiments. However, those skilled in the art will understand that these detailed descriptions and the specific embodiments listed for implementing this invention are for illustrative purposes only and are not intended to limit the scope of the claims. Attached Figure Description

[0017] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0018] Figure 1 This is a perspective view of the present invention;

[0019] Figure 2 This is an exploded perspective view of the present invention;

[0020] Figure 3 This is a perspective view of the connecting shaft of the present invention, showing the form of the second groove;

[0021] Figure 4 This is a cross-sectional view of the present invention;

[0022] Figure 5 This is a perspective view of the invention applied to a vehicle;

[0023] Figure 6 This is an exploded perspective view of the invention when applied to a vehicle; and

[0024] Figure 7 This is a cross-sectional view of the present invention, illustrating the operation of the elastic element.

[0025] Figure Labels

[0026] 10: Vehicle shock absorption structure;

[0027] 20: Shell;

[0028] 21: Storage space;

[0029] 22: First trench;

[0030] 23: Step edge;

[0031] 30: Connecting shaft;

[0032] 31: Second trench;

[0033] 32: Stop section;

[0034] 33: Threaded section;

[0035] 40: Elastic component;

[0036] 41: Positioning segment;

[0037] 50: Adjustment parts;

[0038] 51: Adjust the groove;

[0039] 60: Bearing;

[0040] 70: Fasteners;

[0041] 80: Vehicle;

[0042] 81: Cantilever;

[0043] 82: Vehicle body;

[0044] 83: Wheel;

[0045] 84: Handlebars. Detailed Implementation

[0046] The applicant first clarifies that in the embodiments and accompanying drawings described below, the same reference numerals denote the same or similar elements or their structural features. It should be noted that the elements and structures in the drawings are for illustrative purposes and are not drawn to scale or in quantity; features of different embodiments may be used interchangeably if feasible in practice. Secondly, when it is stated that an element is disposed on another element, it means that the aforementioned element is directly disposed on the other element, or that the aforementioned element is indirectly disposed on the other element; that is, one or more other elements are disposed between the two elements. Conversely, when it is stated that an element is "directly" disposed on another element, it means that no other elements are disposed between the two elements.

[0047] Please refer to Figures 1 to 4The modular vehicle shock absorption structure 10 of the present invention mainly includes a housing 20, a connecting shaft 30, an elastic element 40, and an adjusting element 50.

[0048] The housing 20 has an accommodating space 21 extending through the front and rear ends of the housing 20, at least one first groove 22, and two steps 23 formed on the inner surfaces of the two ends of the housing 20, respectively. The housing 20 can be designed to be rectangular, square, circular, or other shapes (e.g., Figure 1 The square shell 20 and Figure 2 The circular shell 20 has a first groove 22 formed in the wall of the shell 20. It is formed by an inward indentation from one end of the shell 20, or by indentations from both ends of the shell 20, resulting in two first grooves 22. Thus, the shell 20 with two first grooves 22 can be used in both directions. Figure 3 As shown.

[0049] The connecting shaft 30 passes through the receiving space 21 of the housing 20 and has a second groove 31, a stop portion 32, and two threaded portions 33. The connecting shaft 30 is designed to be non-circular, and the second groove 31 is formed on one side of the connecting shaft 30. The stop portion 32 is located near one end of the connecting shaft 30 and extends outward from the outer periphery of the connecting shaft 30 to form a ring around the connecting shaft 30. The two threaded portions 33 are formed at both ends of the connecting shaft 30, and the two threaded portions 33 have different formation ranges. The threaded portion 33 at the end of the connecting shaft 30 away from the stop portion 32 will form a longer threaded portion 33, allowing the adjusting member 50 to have a larger range of movement to adjust the preload of the elastic member 40, such as... Figure 4 As shown.

[0050] The elastic element 40 can be, for example, a spring, with a positioning segment 41 extending from each end. The outwardly extending positioning segment 41 is positioned in the first groove 22 of the housing 20, and the inwardly extending positioning segment 41 is positioned in the second groove 31 of the connecting shaft 30. Thus, during installation, the elastic element 40 first places the inwardly extending positioning segment 41 in the second groove 31, then moves along the second groove 31 and fits onto the connecting shaft 30 until one end of the elastic element 40 abuts against the stop portion 32 of the connecting shaft 30. The connecting shaft 30 is then passed through the receiving space 21 of the housing 20, and the positioning segment 41 at the other end of the elastic element 40 can be simultaneously positioned in the first groove 22. At this time, both ends of the elastic element 40 are restricted by the housing 20 and the connecting shaft 30 respectively, making the path of the elastic element 40 during extension and retraction relative to the connecting shaft 30 linear.

[0051] Adjusting member 50 is movably sleeved on one end of connecting shaft 30. In this embodiment, adjusting member 50 is locked to the threaded portion 33 of the end of connecting shaft 30 away from stop portion 32 by means of threaded connection, and abuts against the other end of elastic member 40.

[0052] In addition to the housing 20, connecting shaft 30, elastic element 40, and adjusting element 50, the vehicle shock absorption structure 10 also includes two bearings 60 and two fixing elements 70.

[0053] Two bearings 60 are respectively disposed at both ends of the internal space 21 of the housing 20, and a connecting shaft 30 is sleeved on them. One side of the bearing 60 abuts against the step 23. When the vehicle shock absorption structure 10 is fixed to the vehicle 80, such as Figure 5 As shown, the cantilever 81 will inevitably deflect during the driving process of the vehicle 80. In order to prevent the connecting shaft 30 from being damaged by excessive instantaneous torsional force, the cantilever 81 of the vehicle 80 and the connecting shaft 30 are provided with a certain rotation space and rotation capacity through the step 23 and the bearing 60.

[0054] Two fasteners 70 are respectively locked to the threaded portions 33 at both ends of the connecting shaft 30 by means of threaded connection, and the fasteners 70 abut against the other side of the bearing 60. In this way, the elastic element 40, the adjusting element 50 and the bearing 60 cannot be separated from the two ends of the connecting shaft 30.

[0055] Please refer to the above as well. Figure 5 and Figure 6 The vehicle shock absorption structure 10 of the present invention is fixed to the two cantilever 81 of the vehicle 80 through the two ends of the connecting shaft 30, so that the vehicle shock absorption structure 10 is set between the vehicle body 82 and the wheel 83. In this embodiment, the vehicle 80 is an electric scooter, and the vehicle shock absorption structure 10 can be set on both the front and rear sides.

[0056] Please refer to this as well. Figure 7 When a user rides an electric scooter across an uneven surface, the wheels 83 bounce, and the vibration generated by this bounce is transmitted to the vehicle's shock absorption structure 10 through the two cantilever arms 81. At this time, the elastic element 40 of the vehicle's shock absorption structure 10 receives the vibration and will twist due to its own elasticity, resulting in compression and rebound actions (such as...). Figure 7 (in the direction of the arrow) Since the positioning segments 41 at both ends of the elastic member 40 are limited in the first groove 22 of the housing 20 and the second groove 31 of the connecting shaft 30, and one end abuts against the stop portion 32 of the connecting shaft 30, the elastic member 40 will linearly extend and retract relative to the connecting shaft 30 when the wheel 83 bounces, so as to absorb the vibration and prevent most of the vibration from being transmitted to the body 82 of the vehicle 80 and the handlebars 84, so that the user can maintain a comfortable state when riding.

[0057] When it is necessary to change the shock absorption effect of the vehicle's shock absorption structure 10, simply loosen the fixing member 70 at the end of the connecting shaft 30 with the adjusting member 50 and remove the bearing 60. The adjusting member 50 can then be adjusted. The adjusting member 50 is located in the receiving space 21 of the housing 20. To facilitate direct adjustment by the user, an adjustment groove 51 can be formed on the adjusting member 50, allowing a tool to be inserted into the groove to rotate the adjusting member 50. When the adjusting member 50 is tightened, the pushing force of the adjusting member 50 on the elastic member 40 is greater, indicating that the preload of the elastic member 40 is increased. When the adjusting member 50 is loosened, the pushing force of the adjusting member 50 on the elastic member 40 is reduced, indicating that the preload of the elastic member 40 is decreased. After adjusting to the appropriate preload, the bearing 60 and the fixing member 70 are then installed to complete the adjustment.

[0058] In summary, the modular vehicle shock absorption structure 10 provided by the present invention has at least the following advantages compared with the prior art:

[0059] 1. The modular vehicle shock absorption structure 10 of the present invention has a connecting shaft 30 and an elastic element 40 provided in the housing 20, and the two ends of the elastic element 40 are respectively positioned on the housing 20 and the connecting shaft 30. In this way, the vehicle shock absorption structure 10 can be installed on various vehicles 80 in a modular structure, and the elastic element 40 absorbs the vibration to achieve the shock absorption effect.

[0060] 2. The modular vehicle shock absorption structure 10 of the present invention has an adjustment member 50 at one end of the connecting shaft 30 abutting against the elastic member 40. The preload of the elastic member 40 can be adjusted by changing the position of the adjustment member 50. Its adjustment mechanism is quite easy and can meet the different load requirements of the vehicle 80 to provide a comfortable riding experience.

[0061] Finally, it must be stated again that the constituent elements disclosed in the above embodiments of the present invention are merely illustrative examples and are not intended to limit the scope of this application. Substitutions or variations of other equivalent elements should also be covered by the claims of this application.

Claims

1. A modular vehicle shock absorption structure, characterized in that, include: A housing having an accommodating space extending through the front and rear ends of the housing; A connecting shaft passes through the receiving space of the housing; An elastic element, retractably fitted onto the connecting shaft, has one end disposed in the housing and the other end disposed in the connecting shaft; and An adjusting element is movably fitted onto one end of the connecting shaft and abuts against the elastic element to adjust the preload of the elastic element.

2. The modular vehicle shock absorption structure according to claim 1, characterized in that, The housing also has at least one first groove, and one end of the elastic element is engaged in the first groove.

3. The modular vehicle shock absorption structure according to claim 1 or 2, characterized in that, The connecting shaft also has a second groove formed on one side of the connecting shaft, and the other end of the elastic element is engaged in the second groove.

4. The modular vehicle shock absorption structure according to claim 1, characterized in that, The connecting shaft also has a stop portion and two threaded portions. The stop portion is adjacent to one end of the connecting shaft, and the two threaded portions are formed at both ends of the connecting shaft, respectively.

5. The modular vehicle shock absorption structure according to claim 4, characterized in that, One side of the stop abuts against one end of the elastic member, and the threaded portion of the connecting shaft away from the stop abuts is locked with the adjusting member, which abuts against the other end of the elastic member.

6. The modular vehicle shock absorption structure according to claim 1 or 4, characterized in that, The connecting shaft has a non-circular shape.

7. The modular vehicle shock absorption structure according to claim 1, characterized in that, The housing also has two stepped edges, which are formed on the inner surfaces at both ends of the housing.

8. The modular vehicle shock absorption structure according to claim 7, characterized in that, It also includes two bearings respectively disposed at both ends of the housing, with one side of each bearing abutting against the two steps.

9. The modular vehicle shock absorption structure according to claim 8, characterized in that, It also includes two fasteners respectively located at both ends of the connecting shaft, which abut against the other side of the two bearings.

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