Damping module, auxiliary wheel and two-wheeled vehicle

Abstract

The utility model discloses a shock absorption module, auxiliary wheel and two-wheeled vehicle, relates to the technical field of transportation means, wherein the auxiliary wheel comprises a main support and a wheel body, the shock absorption module comprises: a first connecting piece, the first connecting piece is connected with the main support; the second connecting piece is connected with the wheel body; and the elastic piece is arranged between the first connecting piece and the second connecting piece and is used for movably connecting the first connecting piece and the second connecting piece. The damping module provided by the utility model aims to improve the driving stability of the cargo-carrying two-wheeled vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of transportation tools, in particular to a shock absorbing module, an auxiliary wheel and a two-wheeled vehicle. Background Art

[0002] Cargo two-wheeled vehicles, especially e-cargo for cargo, are popular in foreign markets. These two-wheeled vehicles are equipped with electric auxiliary systems, usually including motors, batteries and control systems, which can provide power support for riders while riding, making riding relatively easy even when loaded with a large amount of cargo. Cargo two-wheeled vehicles usually have reinforced frames, large-capacity shelves or extended loading platforms, which can safely and stably transport goods, such as supermarket shopping, furniture, child pick-up or commercial delivery.

[0003] Traditional auxiliary wheels are installed in cargo two-wheeled vehicles. When the road surface is unstable, large vibrations will occur, thereby affecting the stability of driving. Utility Model Content

[0004] The main purpose of the utility model is to provide a shock absorbing module, an auxiliary wheel and a cargo two-wheel vehicle, aiming at improving the driving stability of the cargo two-wheel vehicle.

[0005] The shock absorbing module provided by the utility model is applied to an auxiliary wheel, wherein the auxiliary wheel comprises a main bracket and a wheel body, and the shock absorbing module comprises:

[0006] a first connecting member, the first connecting member being connected to the main support;

[0007] a second connecting member, the second connecting member being connected to the wheel body;

[0008] An elastic member is disposed between the first connecting member and the second connecting member and is used for movably connecting the first connecting member and the second connecting member.

[0009] In one embodiment, the first connecting member has a first rotation hole and a first connecting hole;

[0010] The second connecting member has a second rotating hole and a second connecting hole, the first rotating hole and the second rotating hole are rotatably connected via a first fixing member, the first connecting hole and the second connecting hole are connected via a second fixing member, and the diameter of the second fixing member is smaller than that of the first connecting hole;

[0011] The elastic member is arranged at the connection between the first connecting member and the second connecting member.

[0012] In one embodiment, the diameter of the second fixing member is equal to the diameter of the second connecting hole.

[0013] In one embodiment, the first connecting member includes two first connecting plates, each of which has a corresponding first rotating hole and the first connecting hole;

[0014] The second connecting member has two second connecting plates, and each of the second connecting plates has a corresponding second rotating hole and a second connecting hole;

[0015] The first fixing member and the second fixing member are both in the shape of long strips;

[0016] The first fixing member and the second fixing member span across the two first connecting plates and the two second connecting plates.

[0017] In one embodiment, the damping module further comprises a limiting connecting rod, wherein the limiting connecting rod is arranged at a position where the first connecting member is away from the second connecting member;

[0018] The spring is a V-shaped spring, which is fixed to the first fixing member, and the limiting connecting rod and the second fixing member are clamped on two sides of the V-shaped spring.

[0019] In one embodiment, the first connecting member includes a first damping plate, and one side of the first damping plate is used to connect to the wheel body;

[0020] The second connecting member includes a second damping plate, and the second damping plate is used for connecting to the vehicle body;

[0021] The second damping plate is arranged on a side of the first damping plate away from the wheel body and is elastically connected to the first damping plate through the elastic member. The first damping plate can move back and forth toward the second damping plate.

[0022] In one embodiment, the second damping plate is partially parallel to the first damping plate;

[0023] The connection between the second damping plate and the first damping plate is parallel, and the elastic member is vertically arranged at the connection.

[0024] The utility model also provides an auxiliary wheel, the auxiliary wheel comprising:

[0025] Wheel center:

[0026] As for the shock absorbing module described above, the wheel body is connected to the second connecting member of the shock absorbing module.

[0027] The utility model also provides a two-wheeled vehicle, the two-wheeled vehicle comprising:

[0028] Vehicle body;

[0029] A shock absorbing module as described above;

[0030] Alternatively, as described above, the auxiliary wheel is arranged on the vehicle body.

[0031] In one embodiment, the two-wheeled vehicle is a cargo-carrying two-wheeled vehicle, and the cargo-carrying two-wheeled vehicle further includes a cargo rack;

[0032] The telescopic foot support is arranged at a position of the vehicle body corresponding to the shelf;

[0033] Alternatively, the telescopic foot support is arranged at a position between the vehicle body corresponding to the front wheel and the rear wheel.

[0034] The utility model provides a shock absorbing module, which is applied to auxiliary wheels. The shock absorbing module includes a first connecting member and a second connecting member, and the first connecting member and the second connecting member are connected by an elastic member. When the auxiliary wheels are traveling on a bumpy road section, the shock absorbing module will absorb part of the vibration force. Specifically, the vibration caused by the bumps will cause the wheel body to move up and down or left and right quickly and irregularly. At this time, the elastic member plays a buffering role, absorbing these instantaneous energy impacts, thereby reducing the vibration amplitude directly transmitted to the first connecting member and even the entire frame, thereby improving the stability of the auxiliary wheels when being used. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0036] Figure 1 A specific structural diagram of an embodiment of a shock absorbing module provided by the utility model;

[0037] Figure 2 for Figure 1 Internal structure diagram;

[0038] Figure 3 This is a structural schematic diagram of an embodiment of the shock absorbing module applied to auxiliary wheels;

[0039] Figure 4 A specific structural diagram of another embodiment of the shock absorbing module provided by the utility model;

[0040] Figure 5 for Figure 4 Another view of .

[0041] Description of Figure Numbers:

[0042] 1. First connecting member; 11. First connecting plate; 111. First connecting hole; 112. First rotating hole; 12. First damping plate; 2. Second connecting member; 21. Second connecting plate; 211. Second connecting hole; 212. Second rotating hole; 22. Second damping plate; 3. Elastic member; 4. Limiting connecting rod; 51. First fixing member; 52. Second fixing member.

[0043] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0045] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0046] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the utility model.

[0047] Cargo two-wheeled vehicles, especially e-cargo for cargo, are popular in foreign markets. These two-wheeled vehicles are equipped with electric auxiliary systems, usually including motors, batteries and control systems, which can provide power support for riders while riding, making riding relatively easy even when loaded with a large amount of cargo. Cargo two-wheeled vehicles usually have reinforced frames, large-capacity shelves or extended loading platforms, which can safely and stably transport goods, such as supermarket shopping, furniture, child pick-up or commercial delivery.

[0048] Traditional auxiliary wheels are installed in cargo two-wheeled vehicles. When the road surface is unstable, large vibrations will occur, thereby affecting the stability of driving.

[0049] refer to Figure 1 In order to solve the above problems, the utility model provides a shock absorbing module, an auxiliary wheel and a two-wheeled vehicle, aiming to improve the driving stability of the two-wheeled vehicle. The shock absorbing module is applied to the auxiliary wheel, the auxiliary wheel includes a main bracket and a wheel body, and the shock absorbing module includes: a first connecting member 1, the first connecting member 1 is connected to the main bracket; a second connecting member 2, the second connecting member 2 is connected to the wheel body; an elastic member 3, the elastic member 3 is arranged between the first connecting member 1 and the second connecting member 2, and is used to flexibly connect the first connecting member 1 and the second connecting member 2.

[0050] It is understandable that the first connecting member 1 is directly connected to the main bracket of the auxiliary wheel, which plays the role of fixing the shock absorbing module and connecting it to the main structure of the vehicle, ensuring that the shock absorbing module can stably bear the vibration load from the wheel body and guide these forces to the shock absorbing system in front of the frame. The second connecting member 2 is directly connected to the wheel body, which means that it is close to the wheel body that actually contacts the ground. When the wheel body rolls on an uneven road and encounters obstacles or potholes, the second connecting member 2 will be the first to feel these shocks and vibrations. The elastic member 3 is the core component of the entire shock absorbing module and is placed between the first connecting member 1 and the second connecting member 2. The elastic member 3 can be a spring, a rubber block or other elastic material. Its function is to allow a certain relative displacement between the first and second connecting members 2, so that it deforms and absorbs energy when impacted, and then gradually returns to its original state and releases energy. This mechanism effectively reduces the vibration directly transmitted to the frame and the rider.

[0051] The energy generated by the vibration is transmitted from the wheel body to the second connecting member 2, then from the second connecting member 2 to the first connecting member 1, and then from the first connecting member 1 to the vehicle body or the driver. An elastic member 3 is arranged between the first connecting member 1 and the second connecting member 2 to absorb the energy transmitted from the second connecting member 2 to the first connecting member 1.

[0052] When the cargo two-wheeled vehicle is traveling on an uneven road and the auxiliary wheel encounters a bump or depression, the rapid up-down or left-right movement of the wheel body will be transmitted to the elastic member 3 through the second connecting member 2. The elastic member 3 will then be compressed or stretched, converting the mechanical energy into internal potential energy for storage, rather than directly transmitting the vibration to the frame and the cargo. As the wheel body passes over the obstacle, the elastic member 3 gradually returns to its original state, releasing the stored energy in a controlled manner, reducing the subsequent rebound effect, thereby achieving the purpose of shock absorption.

[0053] The elastic member 3 used in this embodiment is a spring. Compared with other elastic members 3, the spring has more application scenarios and can be applied to auxiliary wheels of different structures.

[0054] It can be seen that the utility model provides a shock absorbing module, which is applied to auxiliary wheels, and the shock absorbing module includes a first connecting member 1 and a second connecting member 2, and the first connecting member 1 and the second connecting member 2 are connected by an elastic member 3. When the auxiliary wheels are traveling on a bumpy road section, the shock absorbing module will absorb part of the vibration force. Specifically, the vibration caused by the bumps will cause the wheel body to move up and down or left and right quickly and irregularly. At this time, the elastic member 3 plays a buffering role, absorbing these instantaneous energy impacts, thereby reducing the vibration amplitude directly transmitted to the first connecting member 1 and even the entire frame, thereby improving the stability of the auxiliary wheels when they are used.

[0055] In this embodiment, reference Figure 1-3 The first connecting member 1 has a first rotating hole 112 and a first connecting hole 111; the second connecting member 2 has a second rotating hole 212 and a second connecting hole 211, the first rotating hole 112 and the second rotating hole 212 are rotatably connected through a first fixing member 51, the first connecting hole 111 and the second connecting hole 211 are connected through a second fixing member 52, and the diameter of the second fixing member 52 is smaller than the first connecting hole 111; the elastic member 3 is arranged at the connection between the first connecting member 1 and the second connecting member 2.

[0056] The first rotating hole 112 on the first connecting member 1 and the second rotating hole 212 on the second connecting member 2 are connected by a first fixing member 51 (such as an axle pin or a bolt), allowing a certain angle of relative rotation between the two parts. This means that when the wheel body encounters lateral force or vertical impact caused by uneven road surface, the second connecting member 2 can rotate slightly relative to the first connecting member 1, and allow the wheel body to swing freely within a certain range, preliminarily absorbing and dispersing the impact force. The first connecting hole 111 and the second connecting hole 211 are fixed by a second fixing member 52 (whose diameter is smaller than the first connecting hole 111, which may be a bolt or a pin), ensuring that the two connecting members maintain a certain connection rigidity while still allowing the first connecting member 1 and the second connecting member 2 to perform limited relative displacement through the elastic member 3. This design not only ensures the overall stability of the structure, but also creates space for the elastic member 3 to play a role. The elastic member 3 is arranged in the direct contact area between the first connecting member 1 and the second connecting member 2.

[0057] When the wheel body encounters vibration, the elastic member 3 is first compressed to make the first connecting member 1 and the second connecting member 2 move relative to each other through the corresponding first rotating hole 112 and the second rotating hole 212. Then, the first connecting hole 111 and the second connecting hole 211 limit the range of motion of the relative motion. The elastic member 3 absorbs the vibration energy and converts it into elastic potential energy. The first connecting member 1 and the second connecting member 2 move toward each other (the range of motion depends on the diameter difference between the second fixing member 52 and the first connecting hole 111 and the second connecting hole 211). Then, the elastic member 3 gradually returns to its original state, making the first connecting member 1 and the second connecting member 2 move in opposite directions (the range of motion depends on the diameter difference between the second fixing member 52 and the first connecting hole 111 and the second connecting hole 211), releasing the energy in a controllable manner instead of directly transmitting the vibration to the vehicle body. In this process, the deformation of the elastic member 3 plays a buffering role, effectively reducing the vibration transmitted to the frame and the rider.

[0058] In this embodiment, the diameter of the second fixing member 52 is equal to the hole diameter of the second connecting hole 211 .

[0059] It can be understood that when the diameter of the second fixing member 52 is equal to the aperture of the second connecting hole 211, the range of mutual movement of the first connecting member 1 and the second connecting member 2 depends on the difference between the aperture of the first connecting hole 111 and the diameter of the second fixing member 52. The larger the aperture of the first connecting hole 111, the larger the outer periphery of the mutual movement of the two, and the diameter difference between the two can be designed according to the actual shock absorption requirements.

[0060] In this embodiment, the first connecting member 1 includes two first connecting plates 11, each of the first connecting plates 11 has a corresponding first rotating hole 112 and the first connecting hole 111; the second connecting member 2 has two second connecting plates 21, each of the second connecting plates 21 has a corresponding second rotating hole 212 and the second connecting hole 211; the first fixing member 51 and the second fixing member 52 are both long strips; the first fixing member 51 and the second fixing member 52 span the two first connecting plates 11 and the two second connecting plates 21.

[0061] The damping module provided in this embodiment is a double-sided structure. Figure 1 The bilateral structure increases the firmness of the connection and the overall load-bearing capacity, and improves the shock absorption effect of the cargo two-wheel vehicle. When the wheel body encounters road vibration, the two first connecting plates 11 and the two second connecting plates 21 can work as a whole, connected by the long strip fixing member, and work together with the elastic member 3 to disperse the vibration impact force more evenly.

[0062] After the two first connecting plates 11 and the two second connecting plates 21 are connected, there is an installation space between the first connecting plates 11 and the second connecting plates 21, and the installation space is used to install a wheel body, and the wheel body is rotatably connected thereto.

[0063] Optionally, the first rotating holes 112 are connected to the second rotating holes 212 in a one-to-one correspondence, and the first connecting holes 111 are connected to the second connecting holes 211 in a one-to-one correspondence, so that the first connecting plate 11 is connected to the second connecting plate 21 in a one-to-one correspondence.

[0064] In this embodiment, there is a first damping solution, referring to Figure 1 The shock absorbing module also includes a limit link 4, which is arranged at a position where the first connecting member 1 is away from the second connecting member 2; the spring is a V-shaped spring, which is fixed to the first fixing member 51, and the limit link 4 and the second fixing member 52 are clamped on both sides of the V-shaped spring.

[0065] It should be noted that the limit link 4, the first fixing member 51 and the second fixing member 52 are arranged in an acute triangle, which enhances the rigidity and stability of the entire shock absorption system. Such a geometric arrangement ensures that when the vehicle is subjected to vibration, the force transmission path is more direct and efficient, which helps to quickly absorb and disperse vibration energy, while maintaining the overall balance of the system and reducing unnecessary displacement or distortion.

[0066] The above-mentioned V-shaped spring is a three-dimensional V-shaped spring, which includes a central connecting spring and two symmetrically arranged supporting springs. This design not only increases the supporting area of ​​the spring, but also enables the spring to distribute the force more evenly in three-dimensional space. The central connecting spring is sleeved on the first fixing member 51 to become the central axis of the entire shock absorption reaction, while the two supporting springs are in contact with the limiting connecting rod 4 and the second fixing member 52 respectively. When receiving vibration energy, the second fixing member 52 is pressed toward the limiting connecting rod 4, generating a corresponding clamping force on the two supporting springs to compress the spring.

[0067] In this embodiment, there is a second damping solution, referring to Figure 4 and Figure 5 The first connecting member 1 includes a first shock-absorbing plate 12, one side of which is used to connect to the wheel body; the second connecting member 2 includes a second shock-absorbing plate 22, and the second shock-absorbing plate 22 is used to connect to the vehicle body; the second shock-absorbing plate 22 is arranged on the side of the first shock-absorbing plate 12 away from the wheel body, and is elastically connected to the first shock-absorbing plate 12 through the elastic member 3, and the first shock-absorbing plate 12 can move back and forth in the direction of the second shock-absorbing plate 22.

[0068] The first damping plate 12 can move back and forth toward the second damping plate 22. When the wheel encounters the impact force generated by the uneven road surface, the first damping plate 12 will move toward the second damping plate 22 under the action of the elastic member 3. This process realizes the absorption and conversion of vibration. After the impact force, the elastic member 3 returns to its original state, pushing the first damping plate 12 back to the initial position, ready for the next vibration absorption.

[0069] The first damping plate 12 is directly connected to the wheel body and is located on the side close to the road surface, while the second damping plate 22 is connected to the vehicle body and is located on the side away from the wheel body. When the wheel body receives a collision, the energy is transferred from the wheel body to the second damping plate 22, then from the second damping plate 22 to the elastic member 3, and then from the elastic member 3 to the first damping plate 12, and then to the vehicle body or the driver.

[0070] In this embodiment, the second damping plate 22 is partially parallel to the first damping plate 12; the connection between the second damping plate 22 and the first damping plate 12 is parallel, and the elastic member 3 is vertically arranged at the connection.

[0071] The first damping plate 12 in this embodiment includes a damping connection part and a wheel body connection part, which are staggered and arranged at different heights and connected by a vertical connection plate. The damping connection part is arranged below the second damping plate 22, and the two are arranged in parallel, and the wheel body connection part is arranged above the damping connection part for connecting the wheel body.

[0072] Although the two damping plates may have certain angles or shapes in their overall layout, they are parallel in the areas where they are directly connected and connected through the elastic member 3. This design ensures that the elastic member 3 can be evenly stressed, so that when the vehicle encounters vibration, it can disperse energy more efficiently and symmetrically and reduce local stress concentration.

[0073] Compared with the first shock absorption scheme and the second shock absorption scheme, there are different application scenarios. For the first shock absorption scheme, the first connecting member 1 and the second connecting member 2 are connected and rotated at an angle, the wheel body is connected to the second connecting member 2, and the second connecting member 2 forms a certain angle with the ground (that is, not perpendicular to the ground), which can be applied to enhance the climbing performance and the cargo two-wheeled vehicle passing through complex terrain. Since the relative movement between the first connecting plate 11 and the second connecting plate 21 in the first shock absorption scheme is not perpendicular to the ground, in these scenarios, the grip can be improved, and the lateral force can be more effectively dispersed to maintain the stability of the vehicle. For the second shock absorption scheme, the first connecting member 1 and the second connecting member 2 are connected in an upper and lower manner, and the two are parallel. At this time, the wheel body needs to be connected to the second connecting member 2 through an additional connecting part. This additional connecting part can make two plywood, and the wheel body is rotatably connected to the two plywood. At this time, the connecting part needs to be perpendicular to the ground, which can be applied to flat paved roads.

[0074] The utility model further proposes an auxiliary wheel, which includes a wheel body and a shock absorbing module. Since the auxiliary wheel includes the shock absorbing module, the specific structure of the shock absorbing module refers to the above embodiment. Since the auxiliary wheel adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0075] The utility model further provides a two-wheeled vehicle, comprising: a vehicle body; a shock absorbing module as described in any one of the above; or an auxiliary wheel as described in the above, wherein the auxiliary wheel is arranged on the vehicle body.

[0076] Since the two-wheeled vehicle includes a shock absorbing module or an auxiliary wheel with a shock absorbing module, the specific structures of the shock absorbing module and the auxiliary wheel refer to the above embodiments. Since the two-wheeled vehicle adopts all the technical solutions of all the above embodiments, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0077] In this embodiment, the two-wheeled vehicle is a cargo two-wheeled vehicle, and the cargo two-wheeled vehicle also includes a cargo shelf; the two-wheeled vehicle includes auxiliary wheels, and the auxiliary wheels are arranged at a position on the vehicle body corresponding to the cargo shelf; or, the auxiliary wheels are arranged at a position on the vehicle body corresponding to between the front wheels and the rear wheels.

[0078] It should be noted that the auxiliary wheels can also be set at the position between the front wheels and the rear wheels of the vehicle body, especially at the position of the vehicle body corresponding to the shelf. The auxiliary wheels are set below the shelf to directly bear and disperse the weight of the goods, reducing the impact of the movement of goods or unbalanced loading on the stability of the vehicle body. Through the shock-absorbing module, even the vibrations generated by heavy objects in the shelf when encountering bumps can be effectively buffered, reducing the risk of damage to the goods and protecting the frame from excessive stress.

[0079] In summary, the shock-absorbing module proposed in the utility model is applied to auxiliary wheels to improve the problem of instability of the cargo two-wheeled vehicle during driving. The shock-absorbing module effectively absorbs vibration energy through the buffering effect of elastic parts (such as springs) and converts it into elastic potential energy, which is then released, reducing the vibration directly transmitted to the vehicle body and the rider, so that the riding can be stable and comfortable even when fully loaded with cargo.

[0080] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A shock absorbing module, characterized in that: Applied to auxiliary wheels, the auxiliary wheels include a main frame and a wheel body, and the shock absorbing module includes: a first connecting member, the first connecting member being connected to the main support; a second connecting member, the second connecting member being connected to the wheel body; An elastic member is disposed between the first connecting member and the second connecting member and is used for movably connecting the first connecting member and the second connecting member.

2. The shock absorbing module according to claim 1, characterized in that: The first connecting member has a first rotating hole and a first connecting hole; The second connecting member has a second rotating hole and a second connecting hole, the first rotating hole and the second rotating hole are rotatably connected via a first fixing member, the first connecting hole and the second connecting hole are connected via a second fixing member, and the diameter of the second fixing member is smaller than that of the first connecting hole; The elastic member is arranged at the connection between the first connecting member and the second connecting member.

3. The shock absorbing module according to claim 2, characterized in that: The first connecting member comprises two first connecting plates arranged opposite to each other, each of the first connecting plates is provided with the first rotating hole and the first connecting hole; The second connecting member has two second connecting plates arranged opposite to each other, and each of the second connecting plates is provided with the second rotating hole and the second connecting hole; The first rotating holes are connected to the second rotating holes in a one-to-one correspondence, and the first connecting holes are connected to the second connecting holes in a one-to-one correspondence, so that the first connecting plate is connected to the second connecting plate in a one-to-one correspondence.

4. The shock absorbing module according to claim 3, characterized in that: The damping module further includes a limiting connecting rod, and the limiting connecting rod is arranged at an end of the first connecting member away from the second connecting member.

5. The shock absorbing module according to claim 4, characterized in that: The elastic member is a V-shaped spring, the V-shaped spring is fixed to the first fixing member, and the limiting connecting rod and the second fixing member are clamped on two sides of the V-shaped spring.

6. The shock absorbing module according to claim 1, characterized in that: The first connecting member comprises a first damping plate, one side of which is used for connecting to the wheel body; The second connecting member includes a second damping plate, and the second damping plate is used for connecting to the vehicle body; The second damping plate is arranged on a side of the first damping plate away from the wheel body.

7. The shock absorbing module according to claim 6, characterized in that: The second damping plate is arranged at least partially parallel to the first damping plate; The elastic member is telescopically connected between the first shock absorbing plate and the second shock absorbing plate.

8. A training wheel, characterized in that: The auxiliary wheel comprises: Wheel center: According to the shock absorbing module according to any one of claims 1 to 7, the wheel body is connected to the second connecting member of the shock absorbing module.

9. A two-wheeled vehicle, characterized in that: The two-wheeled vehicle comprises: Vehicle body; The shock absorbing module according to any one of claims 1 to 7; Alternatively, according to the auxiliary wheel of claim 8, the auxiliary wheel is provided on the vehicle body.

10. The two-wheeled vehicle according to claim 9, characterized in that: The two-wheeled vehicle is a cargo-carrying two-wheeled vehicle, the cargo-carrying two-wheeled vehicle further comprises a cargo rack, and the two-wheeled vehicle comprises auxiliary wheels; The auxiliary wheels are arranged at positions of the vehicle body corresponding to the shelves; Alternatively, the auxiliary wheels are arranged at positions between the vehicle body corresponding to the front wheels and the rear wheels.

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