Electric vehicle front fork damping device capable of reducing spring deformation

Abstract

The utility model discloses an electric vehicle front fork damping device capable of reducing spring deformation. The device comprises a supporting assembly, a limiting assembly is arranged in the supporting assembly, a damping assembly is slidably connected into the supporting assembly, a fixing assembly is fixed to the end of the damping assembly, the damping assembly comprises a sliding rod, a first clamping groove is formed in the sliding rod, and a second clamping groove is formed in the sliding rod; a limiting groove is formed in the sliding rod, a second spring is arranged in the sliding rod, a second strong magnet is fixed to the end of the sliding rod, the supporting assembly comprises a bottom pipe, a supporting shaft is rotationally connected to the interior of the bottom pipe, a front wheel is fixed to one side of the supporting shaft, a plug is connected to the interior of the bottom pipe in a threaded mode, a first strong magnet is fixed to the interior of the bottom pipe, and an oil seal is fixed to the interior of the bottom pipe; and the end part of the bottom pipe is sleeved with a dustproof cover. The ejector rod is gradually intercepted through the first clamping groove, the second clamping groove and the limiting groove, the second spring can be prevented from being excessively compressed to a great extent, and therefore the phenomenon that the second spring is deformed due to the fact that the second spring is excessively compressed is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of electric vehicle shock absorption, in particular to a front fork shock absorption device for an electric vehicle that reduces spring deformation. Background Technique

[0002] The shock absorption of electric vehicles is designed to improve the comfort of riders. However, the shock absorption of electric vehicles has a certain range. When it exceeds the shock absorption range, it cannot play a good shock absorption effect, and it is also easy to cause excessive compression of the spring, resulting in permanent deformation of the spring, thus reducing the shock absorption ability.

[0003] Chinese Patent No. CN217374795U provides a front fork shock absorption device for an electric vehicle that reduces spring deformation, including an upper cylinder body, a lower cylinder body, a telescopic column, a positioning hole, and a main shock absorption spring. A secondary shock absorption spring is arranged in the positioning hole, and the secondary shock absorption spring elastically abuts against the telescopic column. Limiting structures are arranged at both ends of the main shock absorption spring in the direction of its elastic force. By arranging the main shock absorption spring and the secondary shock absorption spring, the upper cylinder body can be better shock-absorbed, and the vibration acting force can be dispersed to the main shock absorption spring and the secondary shock absorption spring, reducing the deformation of the main shock absorption spring and the secondary shock absorption spring. In addition, by arranging the limiting structure, large bending deformation will not occur at both ends of the main shock absorption spring in the direction of its elastic force, thereby reducing the deformation and bending of the main shock absorption spring. In addition, it is convenient to monitor the shock absorption performance of the electric vehicle.

[0004] There are the following problems in a front fork shock absorption device for an electric vehicle that reduces spring deformation in the prior art: Although the vibration acting force is dispersed to the main shock absorption spring and the secondary shock absorption spring, reducing the deformation of the main shock absorption spring and the secondary shock absorption spring, when the vehicle is violently impacted or bears a large load, both pairs of springs may be extremely compressed, resulting in deformation of both the main and secondary springs.

[0005] Therefore, it is urgent to design a front fork shock absorption device for an electric vehicle that reduces spring deformation to solve the above problems. Summary of the Utility Model

[0006] The purpose of the utility model is to solve the defects existing in the prior art, and a front fork shock absorption device for an electric vehicle that reduces spring deformation is proposed.

[0007] In order to achieve the above purpose, the utility model adopts the following technical scheme:

[0008] An electric vehicle front fork shock absorber device for reducing spring deformation, including a support assembly. An anti - displacement assembly is arranged inside the support assembly. A shock absorption assembly is slidably connected inside the support assembly. A fixing assembly is fixed at the end of the shock absorption assembly. The shock absorption assembly includes a sliding rod. A first clamping groove is formed inside the sliding rod. A second clamping groove is formed inside the sliding rod. A limiting groove is formed inside the sliding rod. A second spring is arranged inside the sliding rod. A second strong magnet is fixed at the end of the sliding rod.

[0009] Furthermore, the support assembly includes a bottom tube. A support shaft is rotatably connected inside the bottom tube. A front wheel is fixed on one side of the support shaft. A plug bolt is threadedly connected inside the bottom tube.

[0010] Furthermore, a first strong magnet is fixed inside the bottom tube. An oil seal is fixed inside the bottom tube. A dust cover is sleeved at the end of the bottom tube.

[0011] Furthermore, the anti - displacement assembly includes a pull rod. A connecting bolt is threadedly connected inside the pull rod. The connecting bolt is sleeved inside the bottom tube. A limiting block is fixed at one end of the pull rod.

[0012] Furthermore, a top rod is slidably connected inside the limiting block. A first spring is fixed at the end of the top rod.

[0013] Furthermore, a rolling ball is rotatably connected inside the top rod. A sealing pad is fixed at the other end of the pull rod.

[0014] Furthermore, the fixing assembly includes a connecting frame. A fixing bolt is sleeved inside the connecting frame. The fixing bolt is threadedly connected inside the sliding rod. A connecting rod is fixed at the top of the connecting frame.

[0015] The beneficial effects of the present utility model are as follows:

[0016] 1. By setting the shock absorption assembly, with the settings of the first clamping groove and the second clamping groove, the first spring can push the rolling ball on the top rod to insert. Thus, when encountering greater pressure or a violent impact, a certain amount of shock force can be offset by the first clamping groove and the second clamping groove. At this time, if the shock force cannot be offset, the limiting groove will clamp the top rod, so that the limiting block cannot move, and thus cannot squeeze the second spring, thereby protecting the second spring from being deformed due to excessive extrusion.

[0017] 2. By setting the first strong magnet and the second strong magnet, when the electric vehicle is carrying a large load, the first strong magnet and the second strong magnet will, through the repulsive characteristic, bear a part of the pressure for the second spring, thus ensuring that when the vehicle is carrying a large load and riding for a long time, the pressure on the second spring can be well alleviated, and thus it can prevent the second spring from not being able to return to its original position due to long - term compression.

[0018] 3. Through the provided limiting component, by utilizing the elasticity of the first spring, the rolling ball on the ejector rod can always roll on the inner wall of the sliding rod. As a result, when the limiting block slides within the sliding rod, it can be promptly inserted into the first slot, the second slot, or the limiting slot, thus providing a good protection for the second spring.

[0019] 4. Through the provided fixing component, the fixing bolt passes through the connecting frame and is then screwed into the sliding rod, and the two bottom tubes are connected by the support shaft, thereby enabling the front fork frame of the electric vehicle to have a stable structure. Description of the Drawings

[0020] Figure 1 It is a schematic diagram of the overall structure of an electric vehicle front fork shock absorber for reducing spring deformation proposed by the present utility model;

[0021] Figure 2 It is a schematic diagram of the internal structure of an electric vehicle front fork shock absorber for reducing spring deformation proposed by the present utility model;

[0022] Figure 3 It is a schematic diagram of the shock absorption component of an electric vehicle front fork shock absorber for reducing spring deformation proposed by the present utility model;

[0023] Figure 4 It is a schematic diagram of the limiting component of an electric vehicle front fork shock absorber for reducing spring deformation proposed by the present utility model.

[0024] In the figure: 1, support component; 2, bottom tube; 3, support shaft; 4, front wheel; 5, plug bolt; 6, first strong magnet; 7, oil seal; 8, dust cover; 9, limiting component; 10, pull rod; 11, connecting bolt; 12, limiting block; 13, ejector rod; 14, first spring; 15, rolling ball; 16, sealing gasket; 17, shock absorption component; 18, sliding rod; 19, first slot; 20, second slot; 21, limiting slot; 22, second spring; 23, second strong magnet; 24, fixing component; 25, connecting frame; 26, fixing bolt; 27, connecting rod. Detailed Embodiment

[0025] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present utility model.

[0026] It should be noted that when a component is referred to as "fixed to" another component, it can be directly on the other component or there can also be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component at the same time. When a component is considered to be "disposed on" another component, it can be directly disposed on the other component or there may be an intermediate component at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this utility model belongs. The terms used in the specification of this utility model herein are only for the purpose of describing specific embodiments and are not intended to limit this utility model. The term "and / or" used herein includes any and all combinations of one or more of the related listed items.

[0028] Please also refer to Figures 1 to 4 , an electric vehicle front fork shock absorber device for reducing spring deformation, which includes a support assembly 1. A limit assembly 9 is arranged inside the support assembly 1. A shock absorber assembly 17 is slidably connected inside the support assembly 1. A fixing assembly 24 is fixed at the end of the shock absorber assembly 17. The shock absorber assembly 17 includes a slide rod 18. A first slot 19 is opened inside the slide rod 18. The first slot 19 and a second slot 20 play a buffering role. By offsetting a certain impact force, the second spring 22 can be quickly converted from being compressed to the elastic release stage. The second slot 20 is opened inside the slide rod 18. A limit slot 21 is opened inside the slide rod 18. The limit slot 21 can block the ejector rod 13, thereby preventing the limit block 12 from sliding further, and thus protecting the second spring 22 from being compressed any more. The second spring 22 is arranged inside the slide rod 18. A second strong magnet 23 is fixed at the end of the slide rod 18.

[0029] Furthermore, the support assembly 1 includes a bottom tube 2. A support shaft 3 is rotatably connected inside the bottom tube 2. A front wheel 4 is fixed on one side of the support shaft 3. A plug 5 is threadedly connected inside the bottom tube 2. Unscrewing the plug 5 allows hydraulic oil to be injected into the bottom tube 2. A first strong magnet 6 is fixed inside the bottom tube 2. The first strong magnet 6 and the second strong magnet 23 repel each other. An oil seal 7 is fixed inside the bottom tube 2. A dust cover 8 is sleeved at the end of the bottom tube 2.

[0030] Further, the limiting component 9 includes a pull rod 10. A connecting bolt 11 is threadedly connected inside the pull rod 10. The connecting bolt 11 fixes the pull rod 10 inside the bottom tube 2. The connecting bolt 11 is sleeved inside the bottom tube 2. One end of the pull rod 10 is fixed with a limiting block 12. The limiting block 12 prevents the pull rod 10 from being pulled out of the sliding rod 18. A push rod 13 is slidably connected inside the limiting block 12. One end of the push rod 13 is fixed with a first spring 14. Due to the elastic force of the first spring 14, the push rod 13 always maintains a state of protruding from the limiting block 12. A rolling ball 15 is rotatably connected inside the push rod 13. The rolling ball 15 plays a role in reducing friction. The other end of the pull rod 10 is fixed with a sealing gasket 16. The sealing gasket 16 plays a role in preventing oil leakage.

[0031] Further, the fixing component 24 includes a connecting frame 25. A fixing bolt 26 is sleeved inside the connecting frame 25. The fixing bolt 26 fixes the sliding rod 18 at the bottom of the connecting frame 25. The fixing bolt 26 is threadedly connected inside the sliding rod 18. A connecting rod 27 is fixed at the top of the connecting frame 25.

[0032] Working principle: When in use, when the vehicle rides with a large gravity load, the sliding rod 18 will penetrate into the bottom tube 2, and at the same time, the limiting block 12 compresses the second spring 22. When the load pressure is very large, the second strong magnet 23 will enter the magnetic range of the first strong magnet 6 as the sliding rod 18 moves. By using the repulsive force between the first strong magnet 6 and the second strong magnet 23, the generated repulsive force can replace the second spring 22 to offset part of the pressure, so as to ensure that the compression degree of the second spring 22 is within a reasonable range. However, when the load is very large, or when the front wheel 4 is suddenly braked or hits a step-like object during a fast ride, the sliding rod 18 will quickly penetrate into the bottom tube 2. At this time, the second spring 22 will be quickly compressed to a large extent. To prevent the second spring 22 from being extremely compressed, when the sliding rod 18 moves quickly, the first spring 14 will use its elastic force to make the rolling ball 15 on the push rod 13 insert into the first card slot 19 inside the sliding rod 18, so as to offset part of the impact force by means of jamming. If the sliding rod 18 continues to move, the rolling ball 15 will insert into the second card slot 20 to offset the impact force again. If the offset still fails, the push rod 13 will protrude from the limiting block 12 when passing through the limiting groove 21, so that the limiting groove 21 catches the push rod 13, thereby preventing the limiting block 12 from continuing to move, and thus preventing the second spring 22 from being further compressed, so as to protect the second spring 22 from being excessively compressed and deformed.

[0033] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution of the present invention and its inventive concept, makes equivalent substitutions or changes, and should be covered by the protection scope of the present invention.

Claims

1. A front fork shock absorbing device for an electric vehicle for reducing spring deformation, comprising a support assembly (1), characterized in that: A limiting component (9) is arranged inside the support component (1), a shock absorbing component (17) is slidably connected inside the support component (1), a fixing component (24) is fixed at the end of the shock absorbing component (17), the shock absorbing component (17) comprises a slide bar (18), a first card slot (19) is arranged inside the slide bar (18), a second card slot (20) is arranged inside the slide bar (18), a limiting slot (21) is arranged inside the slide bar (18), a second spring (22) is arranged inside the slide bar (18), and a second strong magnet (23) is fixed at the end of the slide bar (18).

2. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 1, characterized in that: The support assembly (1) comprises a bottom tube (2), a support shaft (3) is rotatably connected inside the bottom tube (2), a front wheel (4) is fixed to one side of the support shaft (3), and a plug (5) is threadedly connected inside the bottom tube (2).

3. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 2, characterized in that: A strong magnet (6) is fixed inside the bottom tube (2), an oil seal (7) is fixed inside the bottom tube (2), and a dust cover (8) is sleeved on the end of the bottom tube (2).

4. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 2, characterized in that: The limit assembly (9) comprises a pull rod (10), the pull rod (10) is internally threadedly connected to a connecting bolt (11), the connecting bolt (11) is sleeved inside the bottom tube (2), and a limit block (12) is fixed at one end of the pull rod (10).

5. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 4, characterized in that: A push rod (13) is slidably connected inside the limit block (12), and a spring (14) is fixed to the end of the push rod (13).

6. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 5, characterized in that: A rolling ball (15) is rotatably connected inside the push rod (13), and a sealing gasket (16) is fixed to the other end of the pull rod (10).

7. The electric vehicle front fork shock absorbing device for reducing spring deformation according to claim 1, characterized in that: The fixing assembly (24) comprises a connecting frame (25), a fixing bolt (26) is sleeved inside the connecting frame (25), the fixing bolt (26) is threadedly connected inside the sliding rod (18), and a connecting rod (27) is fixed on the top of the connecting frame (25).

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