Cart damping structure
By introducing front and rear shock absorbing structures into the cart, the lateral movement of the suspension and buffer parts is used to buffer bumps, the poor shock absorption effect and material fatigue caused by the frame dependence on deformation is solved, and more efficient shock absorption and longer material life are achieved.
Patent Information
- Application Number
- CN202422246588.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-13
- Publication Date
- 2025-07-22
- Estimated Expiration
- 2034-09-13
AI Technical Summary
The existing trolley shock-absorbing structure relies on frame deformation, resulting in poor comfort, especially when carrying large loads, the effect is not ideal, and the frame material is prone to fatigue and damage.
The front and rear shock absorbing structures are adopted to achieve shock absorption through the suspension and cushioning between the wheels and the frame, reducing dependence on the frame, and cushioning is used to cushion the bumps and reduce space occupation.
It improves the shock absorption effect of the cart, can withstand greater weight, and at the same time extends the service life of the frame material, reduces the dependence on frame deformation, and improves riding comfort.
Smart Images
Figure CN223132147U_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the field of transportation tools, and particularly relates to a shock absorption structure for a trolley. Background Art
[0002] A trolley can be used as a transportation tool for infants or goods. The common shock absorption method is to rely on the elastic deformation of the trolley frame itself to achieve the shock absorption effect. This method mainly designs the material and structure of the frame so that it can absorb and disperse vibrations by itself when being impacted, thereby reducing the impact of vibrations on the vehicle body and passengers. The core of the frame deformation shock absorption technology lies in the design and material selection of the frame. It mainly includes the following aspects:
[0003] Elastic material selection: Use materials with a certain degree of elasticity, such as high-strength plastics, composite materials or special metal alloys. These materials can undergo a certain degree of deformation when being impacted externally, absorbing the impact energy.
[0004] Frame design: When designing the frame, consider the elastic deformation characteristics of the material. Through reasonable structural design (such as the bending part of the frame, the strengthening design of the nodes, etc.), ensure that the frame can effectively disperse the impact force when being stressed.
[0005] Distributed shock absorption: By setting specific structures (such as bending areas, curved beam designs, etc.) at key parts of the frame (such as the wheel axle connection, the lower part of the vehicle body, etc.), make the frame deform purposefully when being stressed, reducing the transmission of vibrations.
[0006] The shock absorption comfort of traditional trolleys is poor: The elastic deformation of the frame is usually not as significant as that of professional spring or air suspension systems. For large impacts or uneven ground, the deformation shock absorption of the frame may not provide sufficient comfort, especially in baby trolleys, which may cause discomfort to passengers. Frame deformation shock absorption leads to metal fatigue: Although elastic materials can buffer impacts to a certain extent, during long-term use, the materials of the frame may experience fatigue, plastic deformation or other structural damages, resulting in a gradual weakening of the shock absorption effect. Small load capacity: The deformation shock absorption of the frame usually has certain limitations on the load. When the weight carried by the trolley is large, the frame may not be able to effectively undergo elastic deformation, resulting in an unsatisfactory shock absorption effect. Summary of the Invention
[0007] The technical problem to be solved by the present invention is to provide a shock absorption structure for a trolley that does not rely on frame deformation for shock absorption, but mainly relies on the structure between the wheels and the frame to achieve shock absorption, and the shock absorption device occupies a small height of the trolley, in view of the above-mentioned current situation of the prior art.
[0008] The technical solution adopted by the present invention to solve the above technical problems is: a cart shock absorption structure, including a front shock absorption installed with a pair of front wheels, and a rear shock absorption installed with a pair of rear wheels, the front shock absorption and the rear shock absorption are arranged below the frame, and the front shock absorption includes:
[0009] A first base, used for connecting to the frame;
[0010] First suspensions are arranged in pairs on the first base, and each first suspension is rotatably connected to the first base via a first rotating shaft, and one end of each first suspension is connected to a front wheel;
[0011] A first buffer member, sandwiched between the two first suspensions;
[0012] The rear shock absorber includes:
[0013] A second base, used for connecting to the frame;
[0014] Second suspensions are arranged in pairs on the second base, and each second suspension is rotatably connected to the second base via a second rotating shaft, and one end of each second suspension is connected to a rear wheel;
[0015] The second buffer is sandwiched between the two second suspensions.
[0016] Pockets or seats for holding articles can be arranged on the frame, and shock absorbing devices are arranged between the frame and the front wheel and the rear wheel. The first buffer and the second buffer can be spring shock absorbing, air bag shock absorbing and rubber shock absorbing according to cost considerations.
[0017] In a preferred solution, the first suspension is provided with a first receiving groove for accommodating the end of the first buffer, and the second suspension is provided with a second receiving groove for accommodating the end of the second buffer, so as to prevent the first buffer and the second buffer from dislocating and falling during the shock absorption process.
[0018] In a preferred solution, the openings of the first receiving groove and the second receiving groove are inclined upward. The first receiving groove arranged opposite to each other can arch the first buffer upward, and have a longer damping stroke during the damping rotation of the first suspension. Similarly, the second receiving groove arranged opposite to each other can arch the second buffer upward, and have a longer damping stroke during the damping rotation of the second suspension.
[0019] In a preferred solution, a first fixing member for fixing the first buffer member is provided in the first receiving groove, and a second fixing member for fixing the second buffer member is provided in the second receiving groove. During the shock absorption process, the first buffer member and the second buffer member will deform, and the first fixing member can prevent the two ends of the first buffer member from being dislocated, and the second fixing member can prevent the two ends of the second buffer member from being dislocated.
[0020] In a preferred solution, the first buffer member is a spring, which can provide axial elastic force and bending elastic force.
[0021] In a preferred embodiment, the frame includes:
[0022] A first bracket and a second bracket, which are rotatably connected in an X shape, and the first bracket is fixedly connected to the first base;
[0023] A first connecting rod, one end of which is rotatably connected to the second base and the other end is rotatably connected to the second bracket;
[0024] A push rod, which is rotatably connected to the first bracket, and the lower end of the push rod is rotatably connected to the second bracket.
[0025] This folding frame can also achieve a certain shock absorption effect. On bumpy roads, the frame can fold and deform to offset the vibration. Compared with the shock absorption achieved by bending the frame material itself, the shock absorption through slight folding is more conducive to extending the life of the material. And this frame works better in combination with the front shock absorber and the rear shock absorber. The notch can also prevent the frame from overextending. When it is about to exceed the limit, the push rod will abut against the notch.
[0026] In a preferred embodiment, the rear shock absorber is provided with a notch for accommodating the push rod, and the opening direction of the notch faces the front shock absorber.
[0027] In addition to springs, the first buffer and the second buffer can also use curved steel sheets. When the curved steel sheets are compressed, the shock absorption of the trolley is completed.
[0028] The above solution achieves the shock absorption effect by compressing the first buffer. In another solution, the shock absorption effect is achieved by stretching the first buffer. Specifically, for the first buffer, two first suspensions are connected through the first connection parts at both ends of the first buffer, and each first connection part is located between the front wheel and the first rotating shaft of the same second suspension; for the second buffer, two second suspensions are connected through the second connection parts at both ends of the second buffer, and each second connection part is located between the rear wheel and the second rotating shaft of the same second suspension. When the trolley passes through a bumpy road section, the first rotating shaft of the first suspension and the second rotating shaft of the second suspension sink, causing the two first suspensions to pull the first buffer and the two second suspensions to pull the second buffer, thus completing the shock absorption.
[0029] In summary, compared with the prior art, the present utility model uses a lateral shock absorption structure to buffer the bumps in the up and down directions of the trolley, which not only saves the space required for setting shock absorption devices in the up and down directions of the trolley, but also enables the trolley to bear more weight than when the shock absorption is achieved simply by deforming the frame. BRIEF DESCRIPTION OF THE DRAWINGS
[0030] Figure 1 It is a schematic structural diagram of the first embodiment on the trolley;
[0031] Figure 2 is Figure 1Exploded view;
[0032] Figure 3 It is a schematic diagram of the internal structure of the front shock absorber in the first embodiment;
[0033] Figure 4 is Figure 3 Exploded view;
[0034] Figure 5 It is a schematic diagram of the internal structure of the rear shock absorber in the first embodiment;
[0035] Figure 6 is Figure 5 Exploded view;
[0036] Figure 7 It is an exploded view of the frame in 2;
[0037] Figure 8 It is a schematic diagram of the position of the first fixing member in the second embodiment;
[0038] Figure 9 It is a schematic diagram of the position of the second fixing member;
[0039] Figure 10 It is a schematic diagram of the internal structure of the front shock absorber in the third embodiment;
[0040] Figure 11 It is a schematic diagram of the internal structure of the rear shock absorber in the third embodiment;
[0041] Figure 12 It is a schematic diagram of the internal structure of the front shock absorber in the fourth embodiment;
[0042] Figure 13 It is a schematic diagram of the internal structure of the rear shock absorber in the fourth embodiment. Detailed implementation manners
[0043] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.
[0044] The reference numerals therein are: frame 1, push rod 11, first bracket 12, second bracket 13, first connecting rod 14, front shock absorber 2, first base 21, first suspension 22, first receiving groove 221, first rotating shaft 23, rear shock absorber 3, second base 31, second suspension 32, second receiving groove 321, second rotating shaft 33, notch 34, front wheel 41, rear wheel 42, first buffer member 5, second buffer member 6, first fixing member 7, second fixing member 8, first connecting portion 91, second connecting portion 92.
[0045] To enable those skilled in the art to better understand the solution of this application, the technical solution in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of this application.
[0046] It should be noted that the term "including" in the description and claims of this application and any deformation thereof are intended to cover non-exclusive inclusion. For example, a product including a series of units does not necessarily limit to those units clearly listed, but may include other units not clearly listed or inherent to these products.
[0047] In this application, the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", etc. is based on the orientation or positional relationship shown in the accompanying drawings. These terms are mainly used to better describe the present invention and its embodiments, and are not used to limit that the indicated device, element or component must have a specific orientation, or be constructed and operated in a specific orientation.
[0048] Moreover, in addition to being able to represent the orientation or positional relationship, some of the above terms may also be used to represent other meanings. For example, the term "upper" may also be used to represent a certain attachment relationship or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in the present invention can be understood according to specific circumstances.
[0049] In addition, the terms "set" and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be directly connected, or indirectly connected through an intermediate medium, or there is internal communication between two devices, elements or components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0050] It should be noted that, without conflict, the embodiments in this application and the features in the embodiments can be combined with each other. The following will describe this application in detail with reference to the accompanying drawings and in conjunction with the embodiments. Embodiment 1
[0051] As Figure 1 and Figure 2 shown, a shock absorption structure of a trolley includes a front shock absorber 2 installed with a pair of front wheels 41, and a rear shock absorber 3 installed with a pair of rear wheels 42. The front shock absorber 2 and the rear shock absorber 3 are arranged below the frame 1. The front shock absorber 2 includes:
[0052] A first base 21 for connecting the frame 1;
[0053] The first suspensions 22 are arranged in pairs on the first base 21, and each first suspension 22 is rotatably connected to the first base 21 through a first rotating shaft 23, and one end of the first suspension 22 is connected to a front wheel 41, such as Figure 3 and Figure 4 As shown;
[0054] The first buffer 5 is sandwiched between the two first suspensions 22. Figure 3 and Figure 4 As shown;
[0055] Rear shock absorber 3 includes:
[0056] A second base 31, used for connecting to the frame 1;
[0057] The second suspensions 32 are arranged in pairs on the second base 31, and each second suspension 32 is rotatably connected to the second base 31 through a second rotating shaft 33, and one end of the second suspension 32 is connected to a rear wheel 42, such as Figure 5 and Figure 6 As shown;
[0058] The second buffer member 6 is sandwiched between the two second suspensions 32. Figure 5 and Figure 6 shown.
[0059] Pockets or seats for holding items can be provided on the frame 1. Shock absorbing devices are provided between the frame 1 and the front wheel 41 and the rear wheel 42. The first buffer 5 and the second buffer 6 can be spring shock absorbing, air bag shock absorbing and rubber shock absorbing according to cost considerations.
[0060] In the embodiment, Figure 3 and Figure 4 As shown, the first suspension 22 is provided with a first receiving groove 221 for accommodating the end of the first buffer 5. Figure 5 and Figure 6 As shown, the second suspension 32 is provided with a second receiving groove 321 for placing the end of the second buffer 6. This can prevent the first buffer 5 and the second buffer 6 from dislocating and falling during the shock absorption process.
[0061] In the embodiment, the openings of the first receiving groove 221 and the second receiving groove 321 are inclined upward. Figures 3 to 6 The first receiving groove 221 arranged relatively to each other can arch the first buffer 5 upward, and have a longer shock absorbing stroke during the shock absorbing rotation of the first suspension 22. Similarly, the second receiving groove 321 arranged relatively to each other can arch the second buffer 6 upward, and have a longer shock absorbing stroke during the shock absorbing rotation of the second suspension 32. Embodiment 2
[0062] Example 2 adds new features on the basis of Example 1, that is, a first fixing member 7 for fixing the first buffer member 5 is provided in the first receiving groove 221. As Figure 8 shown, a second fixing member 8 for fixing the second buffer member 6 is provided in the second receiving groove 321. As Figure 9 shown. During the shock absorption process, the first buffer member 5 and the second buffer member 6 will deform. The first fixing member 7 can prevent both ends of the first buffer member 5 from disengaging from their original positions, and the second fixing member 8 can prevent both ends of the second buffer member 6 from disengaging from their original positions.
[0063] In Example 1 and Example 2, the first buffer member 5 is a spring, which can provide axial elastic force and can also provide bending elastic force.
[0064] In Example 1 and Example 2, as Figure 1 、 2 and Figure 7 shown, the vehicle frame 1 includes:
[0065] A first bracket 12 and a second bracket 13, which are rotatably connected in an X shape. The first bracket 12 is fixedly connected to the first base 21;
[0066] A first connecting rod 14, one end of which is rotatably connected to the second base 31, and the other end is rotatably connected to the second bracket 13;
[0067] A push rod 11, which is rotatably connected to the first bracket 12, and the lower end of the push rod 11 is rotatably connected to the second bracket 13.
[0068] This folding vehicle frame 1 can also achieve a certain shock absorption effect. On bumpy roads, the vehicle frame 1 can make a folding deformation to offset the vibration. Compared with the shock absorption achieved by bending the material of the vehicle frame 1 itself, the shock absorption through slight folding is more conducive to extending the life of the material. And the cooperation of this vehicle frame 1 with the front shock absorber 2 and the rear shock absorber 3 has a better effect. The notch 34 can also prevent the vehicle frame 1 from being unfolded beyond the limit. When it is about to exceed the limit, the push rod 11 will abut against the notch 34.
[0069] In the embodiment, as Figure 2 shown, the rear shock absorber 3 is provided with a notch 34 for receiving the push rod 11, and the opening direction of the notch 34 faces the front shock absorber 2. Example 3
[0070] Example 3 is similar to Example 1, except that the first buffer member 5 and the second buffer member 6 are curved steel sheets. As Figure 10 、 11 shown. When the curved steel sheet is compressed, the shock absorption of the trolley is completed. Example 4
[0071] Embodiment 4 is similar to Embodiment 1, except for the connection methods of the first buffer member and the second buffer member, as Figure 12 and Figure 13 shown, the first buffer member 5 connects two first suspensions 22 through first connection portions 91 at both ends of itself, and each first connection portion 91 is located between the front wheel 41 and the first rotating shaft 23 where the same second suspension 32 is located; the second buffer member 6 connects two second suspensions 32 through second connection portions 92 at both ends of itself, and each second connection portion 92 is located between the rear wheel 42 and the second rotating shaft 33 where the same second suspension 32 is located. When the trolley passes through a bumpy road section, the first rotating shaft 23 of the first suspension 22 and the second rotating shaft 33 of the second suspension 32 sink, causing the two first suspensions 22 to pull the first buffer member 5, and the two second suspensions 32 to pull the second buffer member 6, completing shock absorption.
[0072] The best embodiments of the present utility model have been illustrated, and various changes or modifications made by those of ordinary skill in the art will not depart from the scope of the present invention.
Claims
1. A shock absorption structure for a trolley, comprising a front shock absorber (2) installed with a pair of front wheels (41), and a rear shock absorber (3) installed with a pair of rear wheels (42). The front shock absorber (2) and the rear shock absorber (3) are arranged below the frame (1), and is characterized in that, The front shock absorber (2) includes: A first base (21) for connecting to the frame (1); First suspensions (22) arranged in pairs on the first base (21), and each first suspension (22) is rotatably connected to the first base (21) through a first rotating shaft (23), and one end thereof is connected to a front wheel (41); A first buffer member (5) sandwiched between the two first suspensions (22); The rear shock absorber (3) includes: A second base (31) for connecting to the frame (1); Second suspensions (32) arranged in pairs on the second base (31), and each second suspension (32) is rotatably connected to the second base (31) through a second rotating shaft (33), and one end thereof is connected to a rear wheel (42); A second buffer member (6) sandwiched between the two second suspensions (32).
2. The shock absorption structure of a trolley according to claim 1, characterized in that, The first suspension (22) is provided with a first receiving groove (221) for placing the end of the first buffer member (5), and the second suspension (32) is provided with a second receiving groove (321) for placing the end of the second buffer member (6).
3. The cart shock absorption structure according to claim 2, characterized in that, The openings of the first receiving groove (221) and the second receiving groove (321) are inclined obliquely upward.
4. A cart shock absorption structure according to claim 3, characterized in that, The first receiving groove (221) is provided with a first fixing member (7) for fixing the first buffer member (5), and the second receiving groove (321) is provided with a second fixing member (8) for fixing the second buffer member (6).
5. The shock-absorbing structure of a trolley according to claim 4, characterized in that, The first buffer member (5) is a spring.
6. A cart shock absorption structure according to claim 4, characterized in that, The first buffer member (5) and the second buffer member (6) are respectively curved steel sheets.
7. A trolley shock absorption structure according to any one of claims 1 to 6, characterized in that, The frame (1) includes: A first bracket (12) and a second bracket (13) which are rotatably connected in an X shape, and the first bracket (12) is fixedly connected to the first base (21); A first connecting rod (14), one end of which is rotatably connected to the second base (31), and the other end is rotatably connected to the second bracket (13); A push rod (11), the push rod (11) is rotatably connected to the first bracket (12), and the lower end of the push rod (11) is rotatably connected to the second bracket (13).
8. The cart shock absorption structure according to claim 7, characterized in that, The rear shock absorber (3) is provided with a notch (34) for accommodating the push rod (11), and the opening direction of the notch (34) faces the front shock absorber (2).
9. A shock absorption structure for a trolley, comprising a front shock absorber (2) installed with a pair of front wheels (41), and a rear shock absorber (3) installed with a pair of rear wheels (42). The front shock absorber (2) and the rear shock absorber (3) are arranged below the frame (1), and is characterized in that, The front shock absorber (2) includes: A first base (21) for connecting to the frame (1); First suspensions (22) arranged in pairs on the first base (21), and each first suspension (22) is rotatably connected to the first base (21) through a first rotating shaft (23), and one end thereof is connected to a front wheel (41); The first buffer member (5) connects two first suspensions (22) through first connection portions (91) at both ends thereof, and each first connection portion (91) is located between the front wheel (41) where the same second suspension (32) is located and the first rotating shaft (23); The rear shock absorber (3) includes: A second base (31) for connecting to the vehicle frame (1); Second suspensions (32) are arranged in pairs on the second base (31), and each second suspension (32) is rotatably connected to the second base (31) through a second rotating shaft (33), and one end thereof is connected to a rear wheel (42); A second buffer member (6) connects two second suspensions (32) through second connection portions (92) at both ends thereof, and each second connection portion (92) is located between the rear wheel (42) where the same second suspension (32) is located and the second rotating shaft (33).