Damping connecting device, frame, bicycle and electric vehicle
By adopting a shock -absorbing connection device in the bicycle frame, the coating of the frame is achieved, and the problem of complex structural, high cost, and weight increase in existing technologies has been solved. It has achieved better shock absorption effects and light frame lights. Quantitative design.
Patent Information
- Application Number
- CN202421341017.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-13
- Publication Date
- 2025-01-28
- Estimated Expiration
- 2034-06-13
AI Technical Summary
When the existing bicycle frame achieves shock absorption, the structure is complex, the cost is high, and the overall weight of the frame increases, affecting the lightweight design of the bicycle.
A shock -absorbing connection device includes the front connector, rear joint, middle connector, and buffer parts. The active connection of the front bracket, rear bracket and seat stent is achieved through the sales axis connection to achieve the linked shock absorption of the frame.
A better shock -absorbing buffer performance is achieved, while simplifying the frame structure, reducing the overall weight of the frame, conducive to the lightweight design of the bicycle, and improving the stability of the structure.
Smart Images
Figure CN222408473U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the field of bicycles and electric vehicles, and relates to a shock-absorbing connecting device, a shock-absorbing frame, a bicycle and an electric vehicle. Background Art
[0002] The shock absorption performance has a great influence on the comfort of bicycles. Some bicycles install the shock absorption under the seat, while others install it on the front wheel fork or the rear wheel fork, or both the front and rear wheel forks. This leads to a complex bicycle structure and increased costs. In particular, it increases the overall weight of the frame, which is not conducive to the lightweight design of the bicycle. For example, an existing bicycle frame structure uses two elastic components, which are respectively arranged between the front frame and the seat bracket and between the rear frame and the seat bracket. Although it can achieve front wheel shock absorption and rear wheel shock absorption, the overall structure is complex and the overall weight of the frame is increased.
[0003] The above information disclosed in the Background section is only for enhancement of understanding of the background of the present application and therefore it may contain information that does not constitute the prior art that is already known to a person of ordinary skill in the art. Utility Model Content
[0004] In view of this, the utility model provides a shock-absorbing connection device, a frame, a bicycle and an electric vehicle, which have a simplified structure while having good shock-absorbing and buffering performance, and at the same time have good structural stability, which is conducive to the lightweight of the frame.
[0005] According to a first aspect, a shock-absorbing connection device of a frame is used to connect a front bracket, a rear bracket and a seat bracket of the frame, and the shock-absorbing connection device includes:
[0006] A front joint, which is used to connect the rear end of the front bracket;
[0007] A rear joint, which is used to connect the front end of the rear bracket;
[0008] A middle joint, which is used to connect the lower end of the seat support;
[0009] a buffer member capable of deformation;
[0010] The front joint and the middle joint are rotatably connected via a first pin shaft, the middle joint and the rear joint are rotatably connected via a second pin shaft, the front joint and the rear joint are movably connected via a third pin shaft, and are configured to allow the front joint or the rear joint to flip up and down relative to the middle joint;
[0011] A front limit piece is provided at the front part of the middle joint, and the front limit piece has a front limit surface facing rearward. A rear limit piece is provided on the front joint or the rear joint, and the rear limit piece has a rear limit surface facing forward. At least a part of the front limit surface and the rear limit surface are planes, and the buffer is restricted between the front limit surface and the rear limit surface so as to deform when the front joint or the rear joint rotates relative to the middle joint.
[0012] In a preferred embodiment, the front end of the buffer member abuts against the front limit surface, and the rear end of the buffer member abuts against the rear limit surface.
[0013] In a preferred embodiment, during the process of the front joint or the rear joint turning over relative to the middle joint, the front limiting surface and the rear limiting surface are parallel to each other, thereby reducing or even eliminating the risk of the buffer being bent, bulged or even flying out.
[0014] In a preferred embodiment, the rear limiter is rotatably disposed on the front joint via a fourth pin, and the rear joint has an abutment portion abutting against the rear side of the rear limiter; the abutment portion is configured to maintain the rear limiter surface parallel to the front limiter surface. Optionally, the rear limiter is rotatably disposed on the rear joint via a fourth pin, and the front joint has an abutment portion abutting against the rear side of the rear limiter; the abutment portion is configured to maintain the rear limiter surface parallel to the front limiter surface.
[0015] In a preferred embodiment, the rear limit member is suspended on the front joint by the fourth pin shaft, and the abutment portion has an arc-shaped abutment surface protruding forward, and during the flipping of the front joint or the rear joint relative to the middle joint, the rear limit member and the abutment surface slide together to keep the rear limit surface vertical.
[0016] In a preferred embodiment, an installation space is enclosed between the middle joint and the rear limiting member, and the buffer member is arranged in the installation space and is confined in the installation space.
[0017] In a preferred embodiment, the buffer is arranged along the front-to-back direction and can be deformed along the front-to-back direction.
[0018] In a preferred embodiment, the buffer element includes a compression spring or a gas spring.
[0019] In a preferred embodiment, the front limiting member has a front limiting groove, and the front end portion of the buffer member is located in the front limiting groove.
[0020] In a preferred embodiment, the rear limiting member has a rear limiting groove, and the rear end portion of the buffer member is located in the rear limiting groove.
[0021] In a preferred embodiment, the middle joint includes two side panels and a connecting pipe, the two side panels are spaced apart on the left and right, the connecting pipe is connected between the upper parts of the two side panels, and the connecting pipe is provided with a first through hole extending in the up and down directions, and the lower end part of the seat bracket passes through the through hole; the first pin shaft is penetrated in the connecting pipe and passes through the front joint, the side panel and the lower end part of the seat bracket.
[0022] In a preferred embodiment, the lower end of the middle joint and the lower end of the rear joint are rotatably connected via the second pin shaft, the lower end of the front joint and the upper end of the rear joint are rotatably connected via the third pin shaft, and at least one of the lower end of the front joint and the upper end of the rear joint is provided with an axial hole matching the third pin shaft, the axial hole is a waist-shaped hole or an arc-shaped hole, and the third pin shaft can be slidably inserted in the axial hole to allow the front joint and the rear joint to move relative to each other.
[0023] In a preferred embodiment, a pedal tube for mounting a pedal is provided on the rear joint, and the pedal tube is located at the rear side of the second pin shaft.
[0024] In a preferred embodiment, the rear limiter is fixedly connected or integrally provided with the rear joint. Optionally, the rear limiter is fixedly connected or integrally provided with the front joint. Further, the front limiter is fixedly connected or integrally provided with the middle joint, and the structure of the front joint or the rear joint itself is used to limit the buffer, without the need to set up a limiter or positioning mechanism separately, which is further conducive to simplifying the structure and making the bicycle or electric vehicle lighter.
[0025] According to a second aspect of the utility model, a frame includes a front bracket provided with a front wheel, a rear bracket provided with a rear wheel, and a seat bracket provided with a seat, wherein the front bracket, the rear bracket, and the seat bracket are connected via the shock-absorbing connection device.
[0026] According to a third aspect of the utility model, a bicycle comprises a frame, wherein the frame comprises the shock absorbing connection device.
[0027] In one embodiment, the bicycle comprises a pedal for providing power, wherein the pedal is arranged on the shock-absorbing connection device, specifically on the rear joint.
[0028] According to a fourth aspect of the utility model, an electric vehicle includes a frame and a battery, wherein the frame includes a front bracket with a front wheel, a rear bracket with a rear wheel, and a seat bracket with a seat, the battery is arranged on the front bracket or the rear bracket, and the frame also includes the shock-absorbing connection device.
[0029] In this article, electric vehicles include electric bicycles, electric power-assisted bicycles, etc.
[0030] The above solution adopted by the utility model has the following advantages:
[0031] The frame of the utility model realizes the movable connection between the front bracket, the rear bracket and the seat bracket through the above-mentioned shock-absorbing connecting device, realizes the linkage shock absorption of the frame, and has a good shock absorption effect. Moreover, because only one set of shock-absorbing connecting devices is provided, the overall structure of the frame is simplified, which is conducive to the lightweight of the frame and has good structural stability. In particular, the structure of the middle joint and the front joint or the rear joint itself is used to limit the buffer component, and there is no need to set up a limiting or positioning mechanism separately, which is further conducive to simplifying the structure and lightweighting of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS
[0032] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0033] Figure 1 It is a structural diagram of a frame according to Example 1 of the utility model.
[0034] Figure 2 for Figure 1 A partial enlarged view of point A in the middle.
[0035] Figure 3 It is a stereoscopic diagram of a seat support and a shock-absorbing connecting device according to Example 1 of the utility model.
[0036] Figure 4 This is an exploded view of a seat support and a shock-absorbing connecting device according to Example 1 of the utility model.
[0037] Figure 5 It is a structural diagram of a frame according to Example 2 of the utility model.
[0038] Figure 6 It is a stereoscopic view of a shock-absorbing connection device according to Example 2 of the utility model at a certain viewing angle.
[0039] Figure 7 It is a stereoscopic view of a shock-absorbing connection device according to Example 2 of the utility model from another perspective.
[0040] Figure 8 This is a disassembled view of a shock-absorbing connection device according to Example 2 of the utility model.
[0041] Fig. 9It is a cross-sectional view of a vehicle frame according to Embodiment 2 of the present utility model, wherein the center joint and the buffer component are not shown.
[0042] Fig.10 for Fig. 9 A partial enlarged view of point B in the middle.
[0043] in,
[0044] 100, front bracket; 101, front wheel; 102, steering member; 200, rear bracket; 201, rear wheel; 300, seat bracket; 400, shock-absorbing connecting device; 401, first pin shaft; 402, second pin shaft; 403, third pin shaft; 404, fourth pin shaft;
[0045] 410, front joint; 411, shaft hole;
[0046] 420, rear joint; 421, rear limiting member; 421a, rear limiting surface; 422, rear limiting groove; 423, pedal tube; 424, abutment portion;
[0047] 430, middle joint; 431, front stopper; 431a, front stopper surface; 432, side plate; 433, connecting pipe; 434, first through hole; 435, second through hole;
[0048] 440. Buffer. DETAILED DESCRIPTION
[0049] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings so that the advantages and features of the present invention can be more easily understood by those skilled in the art. It should be noted that the description of these embodiments is used to help understand the present invention, but does not constitute a limitation of the present invention.
[0050] In this document, the directions or positional relationships indicated by the terms "up", "down", "left", "right", etc. are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present application and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present application.
[0051] Figures 1 to 10 The drawings are drawn in true proportion. To keep the specification concise, the proportions of each component are not listed one by one. However, the proportions and positions of each component should be regarded as part of the content of this specification.
[0052] Example 1
[0053] Figures 1 to 4 A frame of this embodiment is shown. Figures 1 to 4As shown, the frame includes a front frame 100, a rear frame 200 and a seat frame 300. The front frame 100 is equipped with a front wheel 101 and a steering member 102, and the steering member 102 is used to control the direction of the front wheel 101, so as to achieve the steering of the frame. The rear frame 200 is located at the rear side of the front frame 100, and the rear wheel is installed on the rear frame 200. The seat frame 300 extends up and down, and a seat is installed on the seat frame 300.
[0054] The frame also includes a shock-absorbing connection device 400, which connects the front bracket 100, the rear bracket 200 and the seat bracket 300. Specifically, the front bracket 100, the rear bracket 200 and the seat bracket 300 are movably connected by only one shock-absorbing connection device 400. The shock-absorbing connection device 400 includes a front joint 410, a rear joint 420, a middle joint 430 and a buffer 440. The front joint 410 is connected to the rear end of the front bracket 100, and can be fixedly connected; in other embodiments, the front joint 410 can also be an integral part with the front bracket 100. The rear joint 420 is connected to the front end of the rear bracket 200, and can be fixedly connected; in other embodiments, the rear joint 420 can also be an integral part with the rear bracket 200. The middle joint 430 is connected to the lower end of the seat bracket 300, and can be fixedly connected; in other embodiments, the middle joint 430 can also be an integral part with the seat bracket 300. The buffer member 440 is deformable. When subjected to an external force, the buffer member 440 is elastically deformed to provide buffering, thereby reducing or offsetting the vibration acting on the seat support 300 to achieve a shock-absorbing effect.
[0055] The front joint 410 and the middle joint 430 are rotatably connected by the first pin 401, the middle joint 430 and the rear joint 420 are rotatably connected by the second pin 402, and the front joint 410 and the rear joint 420 are rotatably connected by the third pin 403. The axis lines of the three pivots are parallel to each other and extend horizontally in the left and right directions respectively. In the example shown in the attached drawings, the first pin 401 is higher than the third pin 403, and the third pin 403 is higher than the second pin 402. Figures 1 to 4In the example shown, the front joint 410 only performs rotational movement around the pivot (first pin 401) relative to the middle joint 430, and no relative translational movement occurs between the two. The rear joint 420 only performs rotational movement around the pivot (second pin 402) relative to the middle joint 430, and no relative translational movement occurs between the two. In addition to the rotational movement around the pivot (third pin 403), a small relative translation also occurs between the front joint 410 and the rear joint 420. The front joint 410 is provided with an axial hole 411, which is a waist-shaped hole or an elongated hole, and the rear joint 420 is provided with a circular hole matching the third pin 403. The third pin 403 is inserted into the circular hole of the rear joint 420 and the above-mentioned axial hole 411 and can make a small movement in the axial hole 411 to allow relative deformation movement between the front joint 410, the rear joint 420 and the middle joint 430. That is, when the front joint 410 rotates around the first pin 401 relative to the middle joint 430 under the action of external force, the rear joint 420 rotates around the second pin 402 relative to the middle joint 430 under the action of the third pin 403, or when the rear joint 420 rotates around the second pin 401 relative to the middle joint 430 under the action of external force, the front joint 410 rotates around the first pin 401 relative to the middle joint 430 under the action of the third pin 403, so as to realize the linkage rotation of the front joint 410 and the rear joint 420 equivalent to the middle joint 430. Such a structure can realize the linkage shock absorption of the frame and make the shock absorption effect of the frame better. In the actual structural design, the direction and size of the waist-shaped hole or the long hole are best when the moving distance of the third pin 403 in the waist-shaped hole or the long hole reaches the minimum value, and the linkage shock absorption effect of the frame is the best. In some other embodiments, the shaft hole 411 may also be provided on the rear joint 420 , and a round hole matching the third pin shaft 403 is provided on the front joint 410 .
[0056] A front stopper 431 is provided at the front of the middle joint 430, and the front stopper 431 has a front stopper surface facing backwards. A rear stopper 421 is provided on the front joint 410 or the rear joint 420, and the rear stopper 421 has a rear stopper surface facing forwards. The buffer 440 is limited between the front stopper surface of the front stopper 431 and the rear stopper surface of the rear stopper 421, so as to deform when the front joint 410 or the rear joint 420 rotates relative to the middle joint 430. Specifically, in the embodiment shown in the drawings, the rear stopper 421 is provided on the rear joint 420. The front stopper 431 is located in front of the rear stopper 421, and the buffer 440 also extends as a whole in the front-to-back direction and can be elastically deformed in the front-to-back direction. At least part of the front stopper surface and the rear stopper surface is a plane.
[0057] In the example described in the accompanying drawings, the buffer 440 is a compression spring. The front end of the buffer 440 is in contact with the front limit member 431, and the rear end of the buffer 440 is in contact with the rear limit member 421. The front limit member 431 has a front limit groove, and the front limit surface is the bottom wall of the front limit groove. The front end of the buffer 440 is located in the front limit groove and abuts against the front limit surface. The rear limit member 421 has a rear limit groove 422, and the rear limit surface is the bottom wall of the rear limit groove. The rear end of the buffer 440 is located in the rear limit groove 422 and abuts against the rear limit surface. Further, an installation space is enclosed between the middle joint 430 and the rear limit member 421, and the buffer 440 is arranged in the installation space and is confined in the installation space. The left and right side plates of the middle joint 430 limit the buffer 440 in the left and right directions, and cooperate with the front limiting member 431 and the rear limiting member 421, so that the buffer 440 is restricted in the installation space and will not fall off or detach.
[0058] The middle joint 430 includes two side plates 432 and a connecting pipe 433. The two side plates 432 are arranged at intervals on the left and right. The connecting pipe 433 is connected between the upper parts of the two side plates 432. The connecting pipe 433 is provided with a first through hole extending in the up and down directions. The lower end of the seat bracket 300 passes through the through hole and is fixedly connected to the connecting pipe 433 to connect the middle joint 430 to the seat bracket 300; the first pin shaft 401 is penetrated in the connecting pipe 433 and passes through the front joint 410, the side plate 432 and the lower end of the seat bracket 300 to realize the rotational connection between the front joint 410 and the middle joint 430.
[0059] Further, the lower end of the middle joint 430 and the lower end of the rear joint 420 are rotatably connected via the second pin shaft 402, and the lower end of the front joint 410 and the upper end of the rear joint 420 are rotatably connected via the third pin shaft 403. The rear joint 420 is provided with a pedal tube 423 for mounting a pedal, and the pedal tube 423 is located at the rear side of the second pin shaft 402. The third pin shaft 403 is located at the rear side of the rear stopper 421.
[0060] This embodiment also provides a bicycle, including the above-mentioned frame, wherein a front wheel 101 is arranged on the front bracket 100 of the frame, and a rear wheel is arranged on the rear bracket 200. The bicycle is specifically driven forward by manpower. Specifically, a pedal is arranged on the rear joint 420, and by stepping on the pedal, the chain and the sprocket are cooperated to drive the rear wheel to rotate, and the bicycle moves forward.
[0061] This embodiment also provides an electric vehicle, including a battery and the above-mentioned frame, wherein a front wheel 101 is arranged on a front frame 100 of the frame, a rear wheel is arranged on a rear frame 200, and a battery is arranged on the front frame 100 or the rear frame 200. The front wheel 101 or the rear wheel is driven by the battery to rotate, so that the electric vehicle moves forward. The electric vehicle is typically an electric bicycle or an electric power-assisted vehicle.
[0062] The shock absorption principle of this embodiment is as follows: when driving on an undulating ground, when the front wheel 101 encounters a high slope and is lifted up, the front bracket 100 and the front joint 410 flip over toward the direction above the road surface, and at the same time, the frame is subjected to impact force, and the seat bracket 300 moves downward under the action of the human body's weight. Under the action of the third pin 403, the rear bracket 200 and the rear joint 420 are synchronously flipped toward the direction above the road surface relative to the seat bracket 300 and the middle joint 430, and the buffer 440 is compressed by force to buffer and absorb shock. Since the front bracket 100 and the rear bracket 200 simultaneously exert force on the buffer 440, the frame realizes linkage shock absorption. Similarly, when the rear wheel 201 encounters a high slope and is lifted up, the shock absorption principle is the same as above.
[0063] The frame of this embodiment realizes the movable connection of the front bracket 100, the rear bracket 200 and the seat bracket 300 through a specific shock-absorbing connection device 400, realizes the linkage shock absorption of the frame, and has a good shock absorption effect. Moreover, because only one set of shock-absorbing connection devices 400 is provided, the overall structure of the frame is simplified, which is conducive to the lightweight of the frame and has good structural stability. In particular, the buffer 440 is limited by the structure of the middle joint 430 and the front joint 410 or the rear joint 420 itself, and there is no need to set up a limit or positioning mechanism separately, which is further conducive to simplifying the structure and lightweighting the frame.
[0064] Example 2
[0065] The difference between the frame of this embodiment and the frame of embodiment 1 is only the shock absorbing connection device. Figures 5 to 10 As shown, the shock-absorbing connecting device includes a front joint, a rear joint, a middle joint, a front limiter, a rear limiter and a buffer, etc. The front joint 410 is connected to the rear end of the front bracket 100, the rear joint 420 is connected to the front end of the rear bracket 200, and the middle joint 430 is connected to the lower end of the seat bracket 300.
[0066] Furthermore, the third pin shaft 403 passes through the front joint 410, the rear joint 420 and the middle joint 430 in sequence, and the middle joint 430 is provided with a first through hole 434, which is an arc hole or a long hole. During the relative movement of the front joint 410 and the rear joint 420, the third pin shaft 403 also moves in the first through hole 434. This configuration is conducive to improving the stability of the shock-absorbing connection device 400.
[0067] In the attached Figures 5 to 10 In the example shown, the front stopper 431 and the middle joint 430 are integrated, and the rear joint 420 is movably disposed on the front joint 410 or the rear joint 420 .
[0068] The front stopper 431 has a front stopper surface 431a that contacts and cooperates with the front end of the buffer 440, and the rear stopper 421 has a rear stopper surface 421a that contacts and cooperates with the rear end of the buffer 440. At least part of the front stopper surface 431a and the rear stopper surface 421a are planes; in the example shown in the accompanying drawings, the entirety of the front stopper surface 431a and the rear stopper surface 421a are planes and parallel to each other. The front and rear ends of the buffer 440 respectively abut against the front stopper surface 431a and the rear stopper surface 421a, and deform linearly between the two, and basically do not bend or bulge outward; further, no other connecting parts are provided between the buffer 440 and the front stopper 431, and between the buffer 440 and the rear stopper 421. When the front wheel 101 or the rear wheel 201 turns upward when the ground is undulating, the front limiting surface 431a of the front limiting member 431 and the rear limiting surface 421a of the rear limiting member 421 are always substantially parallel. This configuration can prevent the buffer member 440 from bending and eliminate the risk of the buffer member 440 bulging outward or even flying out.
[0069] In the example shown in the drawings, the rear stopper 421 is rotatably disposed on the front joint 410 via the fourth pin 404, and the rear joint 420 has an abutment portion 424 abutting against the rear side of the rear stopper 421; the abutment portion 424 is configured to maintain the rear stopper surface 421a parallel to the front stopper surface 431a. In another embodiment, the rear stopper 421 may be rotatably disposed on the rear joint 420 via the fourth pin 404, and the front joint 410 has an abutment portion 424 abutting against the rear side of the rear stopper 421; the abutment portion 424 is configured to maintain the rear stopper surface 421a parallel to the front stopper surface 431a.
[0070] Furthermore, the rear stopper 421 is suspended on the front joint 410 via the fourth pin 404, and the abutment portion 424 has an arc-shaped abutment surface protruding forward. When the front joint 410 or the rear joint 420 is turned over relative to the middle joint 430, the rear stopper 421 and the abutment surface are slidably matched to keep the rear stopper surface 421a parallel to the front stopper surface 431a.
[0071] The fourth pin 404 passes through the front joint 410, the middle joint 430 and the rear stopper 421 in sequence so that the rear stopper 421 is suspended on the front joint 410. The middle joint 430 is provided with a second through hole 435, which is an arc hole or a long hole, and the center of the arc hole falls on the axis of the fourth pin 404. The upper end of the rear stopper 421 is provided with a pin hole for the fourth pin 404 to pass through. In the process of the front joint 410 or the rear joint 420 flipping relative to the middle joint 430, as the front joint 410 or the rear joint 420 flips relative to the middle joint 430, the rear stopper 421 also rotates accordingly. With the cooperation of the abutment portion 424, the rear stopper surface 421a of the rear stopper 421 is always maintained in a state parallel to the front stopper surface 431a of the front stopper 431, ensuring that the buffer 440 is maintained in the front-to-back direction and does not bend outward. This configuration helps to improve the stability of the structure and eliminates the risk of the buffer member 440 bulging or flying outward.
[0072] The shock absorption principle of this embodiment is as follows: when driving on an undulating ground, if the front wheel 101 is lifted upward, the front joint 410 flips downward, driving the rear joint 420 and the middle joint 430 to approach each other, and the buffer 440 is compressed to buffer the vibration; if the rear wheel 201 is lifted upward, the rear joint 420 flips downward and forward, the rear limiter 421 approaches the front limiter 431, and the buffer 440 is compressed to buffer the vibration. Regardless of whether the front wheel 101 or the rear wheel 201 flips, although the front-to-back distance between the front limiter 431 and the rear limiter 421 changes, driving the buffer 440 to deform or reset accordingly, the rear limiter 421 rotates a certain angle accordingly to maintain its rear limiter surface 421a always parallel to the front limiter surface 431a on the front side.
[0073] The frame of this embodiment, in addition to providing a buffering and shock absorbing function, further improves the structural stability and reduces or even eliminates the risk of the buffer member bending, bulging or even flying outward.
[0074] As shown in this specification and claims, the terms "comprises" and "include" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list, and the method or device may also include other steps or elements. The term "and / or" as used herein includes any combination of one or more of the relevant listed items.
[0075] It should be noted that, unless otherwise specified, when a feature is referred to as being "fixed" or "connected" to another feature, it can be directly fixed or connected to the other feature, or it can be indirectly fixed or connected to the other feature. In addition, the descriptions of up, down, left, right, etc. used in the present invention are only relative to the relative positional relationship of the components of the present invention in the accompanying drawings.
[0076] The above embodiment is only for illustrating the technical concept and features of the utility model, and is a preferred embodiment. Its purpose is to enable people familiar with the technology to understand the content of the utility model and implement it accordingly, and it cannot be used to limit the protection scope of the utility model. Any equivalent transformation or modification made according to the principle of the utility model should be included in the protection scope of the utility model.
Claims
1. A shock-absorbing connecting device for a frame, used to connect a front bracket, a rear bracket and a seat bracket of the frame, characterized in that: The shock absorbing connection device comprises: A front joint, which is used to connect the rear end of the front bracket; A rear joint, which is used to connect the front end of the rear bracket; A middle joint, which is used to connect the lower end of the seat support; a buffer member capable of deformation; The front joint and the middle joint are rotatably connected via a first pin shaft, the middle joint and the rear joint are rotatably connected via a second pin shaft, the front joint and the rear joint are movably connected via a third pin shaft, and are configured to allow the front joint or the rear joint to flip up and down relative to the middle joint; A front limit piece is provided at the front part of the middle joint, and the front limit piece has a front limit surface facing rearward. A rear limit piece is provided on the front joint or the rear joint, and the rear limit piece has a rear limit surface facing forward. At least a part of the front limit surface and the rear limit surface are planes, and the buffer is restricted between the front limit surface and the rear limit surface so as to deform when the front joint or the rear joint rotates relative to the middle joint.
2. The shock-absorbing connection device according to claim 1, characterized in that: The front end of the buffer member abuts against the front limit surface, and the rear end of the buffer member abuts against the rear limit surface.
3. The shock-absorbing connection device according to claim 2, characterized in that: During the process of the front joint or the rear joint turning over relative to the middle joint, the front limiting surface and the rear limiting surface are parallel to each other.
4. The shock-absorbing connection device according to claim 3, characterized in that: The rear limiter is rotatably arranged on the front joint via a fourth pin, and the rear joint has an abutment portion abutting against the rear side of the rear limiter; or, the rear limiter is rotatably arranged on the rear joint via a fourth pin, and the front joint has an abutment portion abutting against the rear side of the rear limiter; The abutting portion is configured to maintain the rear limiting surface parallel to the front limiting surface.
5. The shock-absorbing connection device according to claim 4, characterized in that: The rear limit member is suspended on the front joint through the fourth pin shaft, and the abutment portion has an arc-shaped abutment surface protruding forward. During the flipping of the front joint or the rear joint relative to the middle joint, the rear limit member and the abutment surface slide together to keep the rear limit surface vertical.
6. The shock-absorbing connection device according to claim 1, characterized in that: An installation space is enclosed between the middle joint and the rear limiting member, and the buffer member is arranged in the installation space and is confined in the installation space; the buffer member is arranged along the front-to-back direction and can be deformed along the front-to-back direction; the buffer member includes a compression spring or a gas spring.
7. The shock-absorbing connection device according to claim 1, characterized in that: The front limiting member has a front limiting groove, and the front end of the buffer member is located in the front limiting groove; the rear limiting member has a rear limiting groove, and the rear end of the buffer member is located in the rear limiting groove.
8. The shock-absorbing connection device according to claim 1, characterized in that: The middle joint includes two side plates and a connecting pipe, the two side plates are arranged at intervals on the left and right, the connecting pipe is connected between the upper parts of the two side plates, and the connecting pipe is provided with a first through hole extending in the up and down directions, and the lower end of the seat bracket passes through the through hole; the first pin shaft is penetrated in the connecting pipe and passes through the front joint, the side plate and the lower end of the seat bracket.
9. The shock-absorbing connection device according to claim 1, characterized in that: The lower end of the middle joint and the lower end of the rear joint are rotatably connected via the second pin shaft, the lower end of the front joint and the upper end of the rear joint are rotatably connected via the third pin shaft, and at least one of the lower end of the front joint and the upper end of the rear joint is provided with an axial hole matching the third pin shaft, the axial hole is a waist-shaped hole or an arc-shaped hole, and the third pin shaft can be slidably inserted in the axial hole to allow the front joint and the rear joint to move relative to each other.
10. The shock-absorbing connection device according to claim 1, characterized in that: The rear joint is provided with a pedal tube for mounting a pedal, and the pedal tube is located at the rear side of the second pin shaft.
11. The shock-absorbing connection device according to claim 1, characterized in that: The rear limiter and the rear joint are fixedly connected or integrally arranged; or, the rear limiter and the front joint are fixedly connected or integrally arranged.
12. A frame, comprising a front frame provided with a front wheel, a rear frame provided with a rear wheel, and a seat frame provided with a seat, characterized in that: The front support, the rear support and the seat support are connected by the shock-absorbing connection device according to any one of claims 1 to 11.
13. A bicycle, comprising a frame, characterized in that: The vehicle frame comprises a shock-absorbing connection device according to any one of claims 1 to 11.
14. An electric vehicle, comprising a frame and a battery, wherein the frame comprises a front frame provided with a front wheel, a rear frame provided with a rear wheel, and a seat frame provided with a seat, wherein the battery is provided on the front frame or the rear frame, and wherein: The frame further comprises a shock absorbing connection device as claimed in any one of claims 1 to 11.