Cart damping structure
By setting up front and rear shock absorbing structures on the cart, including suspension and buffer parts, the shock absorption problem of the cart in bumpy roads is solved, and the buffering effect in a larger vertical direction is achieved, improving the shock absorption performance of the cart.
Patent Information
- Application Number
- CN202422246594.6
- 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
Existing infant and toddler trolleys and freight trolleys have poor shock absorption during bumpy roads, which can easily cause impact on infants and toddlers or goods.
The front shock absorber and rear shock absorber are adopted, including a first base, a suspension and a buffer member. The suspension connects the front and rear wheels through a rotating shaft. The buffer member is located in the swing direction of the suspension. The frame is equipped with shock absorber devices such as springs, airbags or rubber shock absorber. The guide column guides the compression direction of the spring to prevent bending.
It provides a larger vertical buffer, reduces vibration in bumpy road sections, and improves the shock absorption effect of the cart.
Smart Images
Figure CN223132148U_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the field of precision measurement, and particularly relates to a shock-absorbing structure for a trolley. Background Art
[0002] As a common transportation tool, trolleys are widely used in the daily travel of infants and young children, the handling of goods, and the transportation of other items. In the prior art, trolleys are mainly divided into two categories: baby strollers and freight trolleys.
[0003] Baby strollers usually include components such as a frame, wheels, a seat, and a sunshade. Their frames are mostly made of aluminum alloy or steel to ensure the firmness and stability of the structure. The wheels are generally divided into front wheels and rear wheels, and most of the front wheels can rotate to improve flexibility and maneuverability. The seat part is designed mainly for comfort and is usually adjustable to meet the different needs of babies. For example, in the patent with the publication number CN109466614B and the invention name "A Foldable Stroller", a baby stroller is disclosed. It emphasizes foldability in design, but in terms of shock absorption, it completely relies on the deformation of the frame to achieve shock absorption. When encountering bumpy roads, the frame deforms more severely and is likely to squeeze infants and young children.
[0004] Freight trolleys are mainly used for handling goods. The frames of such trolleys are usually made of steel or high-strength plastic to withstand large loads. The wheels are generally designed for wear resistance and load-bearing capacity, and the common types are solid wheels and pneumatic wheels. Although freight trolleys have high stability during handling, the impact of uneven ground or obstacles encountered during driving on the trolley and the goods is also relatively large, so effective shock-absorbing measures are required to reduce the impact of vibration on the goods. Summary of the Invention
[0005] The technical problem to be solved by the present invention is to provide a shock-absorbing structure for a trolley that can provide high-strength shock absorption for the trolley in view of the above-mentioned prior art situation.
[0006] The technical solution adopted by the present invention to solve the above technical problem is: a shock-absorbing structure for a trolley, including a front shock absorber installed with a pair of front wheels and a rear shock absorber installed with a pair of rear wheels. The front shock absorber and the rear shock absorber are arranged below the frame.
[0007] The front shock absorber includes:
[0008] A first base for connecting the frame;
[0009] A first suspension, arranged in pairs on the first base, and each first suspension is rotatably connected to the first base through a first rotating shaft, and one end thereof is connected to a front wheel;
[0010] A first buffer member is fixed on the first base, and the first buffer member is located in the swing direction when the first suspension is load-bearing;
[0011] The rear shock absorber includes:
[0012] A second base, used for connecting to the frame;
[0013] 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;
[0014] The second buffer is fixed on the second base, and the second buffer is located in the swinging direction of the second suspension when the second suspension is load-bearing.
[0015] 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.
[0016] In a preferred solution, the first rotating shaft on the same first suspension is located between the first buffer connected to it and the front wheel; the second rotating shaft on the same second suspension is located between the second buffer connected to it and the rear wheel. When the frame is forced to sink, the front wheel end of the first suspension will swing upward, and the other end of the first suspension will swing downward, compressing the first buffer, and the rear wheel end of the second suspension will also swing upward, and the other end of the second suspension will swing downward, compressing the second buffer, entering a shock absorbing state.
[0017] In a preferred embodiment, the first buffer and the second buffer are both springs, the first base is provided with a first guide post, the first guide post is located at the center of the first buffer, and the second base is provided with a second guide post, the second guide post is located at the center of the second buffer. The first guide post and the second guide post can guide the compression direction of their respective springs to prevent the springs from bending during the compression process.
[0018] In a preferred solution, a pair of first guide posts on the first base are inclined with the distance between the upper ends greater than the distance between the lower ends; a pair of second guide posts on the second base are inclined with the distance between the upper ends greater than the distance between the lower ends. In this way, the spring can always be subjected to axial force during the entire shock absorption process.
[0019] In a preferred embodiment, the frame comprises:
[0020] The first bracket and the second bracket are connected in an X-shaped rotational manner, that is, the first bracket and the second bracket are connected via a shaft, and the first bracket is fixedly connected to the first base;
[0021] One end of the first connecting rod is rotatably connected to the second base, and the other end is rotatably connected to the second bracket; the first connecting rod and the second bracket can be rotated to form a line, and can also be folded with each other.
[0022] The push rod is rotatably connected to the first bracket at its upper end and rotatably connected to the second bracket at its lower end. The push rod serves as the hand push rod of the vehicle frame. The push rod, the first bracket, the second bracket, the first connecting rod, and the second base form a bracket that can be folded and unfolded. This folding vehicle frame can also achieve a certain shock absorption effect. On bumpy roads, the vehicle frame can fold and deform to offset vibrations.
[0023] 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. The notch can also prevent the vehicle frame from being unfolded beyond the limit. When it is about to exceed the limit, the push rod will abut against the notch.
[0024] In another embodiment, the first buffer member on the same first suspension is located between the first rotating shaft to which it is connected and the front wheel, that is, the first buffer member is located above the first suspension; the second buffer member on the same second suspension is located between the second rotating shaft to which it is connected and the rear wheel, that is, the second buffer member is located above the second suspension. When the vehicle frame is stressed and sinks, the front wheel end of the first suspension will swing upward, the first suspension compresses the first buffer member upward, the rear wheel end of the second suspension will also swing upward, and the second suspension compresses the second buffer member upward, entering the shock absorption state.
[0025] In a preferred embodiment, both the first buffer member and the second buffer member are springs. The first base is provided with a first guide post, and the first guide post is located at the center of the first buffer member; the second base is provided with a second guide post, and the second guide post is located at the center of the second buffer member. The first guide post and the second guide post can guide the compression direction of their respective springs and prevent the springs from bending during compression.
[0026] In a preferred embodiment, a pair of first guide posts on the first base are inclined such that the distance between their upper ends is less than the distance between their lower ends; a pair of second guide posts on the second base are inclined such that the distance between their upper ends is less than the distance between their lower ends. In this way, the spring can always be axially stressed throughout the shock absorption process.
[0027] There is also a shock absorption structure for the pushcart that does not have a front shock absorber. It includes a rear shock absorber with a pair of rear wheels installed. The rear shock absorber and the front wheel are respectively arranged below the vehicle frame. The rear shock absorber includes:
[0028] A second base for connecting the vehicle frame;
[0029] Second suspensions, arranged in pairs on the second base, and each second suspension is rotatably connected to the second base through a second rotating shaft, and one end of each second suspension is connected to a rear wheel;
[0030] A second buffer member, fixed on the second base, and the second buffer member is located in the swinging direction when the second suspension bears weight.
[0031] In summary, compared with the prior art, the advantages of the present invention are as follows: it has shock absorption and can provide a large vertical buffer for the trolley. BRIEF DESCRIPTION OF THE DRAWINGS
[0032] Figure 1 is a schematic structural diagram of the first embodiment on the trolley;
[0033] Figure 2 is Figure 1 a schematic structural diagram of the bottom view;
[0034] Figure 3 is Figure 1 an exploded schematic diagram of;
[0035] Figure 4 is Figure 3 a schematic structural diagram of the front shock absorber in;
[0036] Figure 5 is Figure 4 an exploded schematic diagram of;
[0037] Figure 6 is a schematic structural diagram of the internal structure of the front shock absorber in the first embodiment;
[0038] Figure 7 is a schematic structural diagram of the rear shock absorber in the first embodiment and the third embodiment;
[0039] Figure 8 is Figure 7 a schematic diagram of the internal structure;
[0040] Figure 9 is Figure 8 an exploded schematic diagram of;
[0041] Figure 10 a schematic diagram of the internal structure of the front shock absorber in the second embodiment;
[0042] Figure 11 is Figure 10 an exploded schematic diagram of;
[0043] Figure 12 is a schematic diagram of the internal structure of the rear shock absorber in the second embodiment;
[0044] Figure 13 is Figure 12 an exploded schematic diagram of;
[0045] Figure 14 is a schematic diagram of the third embodiment;
[0046] Figure 15 is Figure 14 an exploded schematic diagram of. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0047] To enable those skilled in the art to better understand the solution of this application, the technical solutions 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. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the protection scope of this application.
[0048] It should be noted that the term "including" and any of its variations in the specification, claims and above-mentioned drawings of this application are intended to cover non-exclusive inclusion. For example, a product including a series of units is not necessarily limited to those units clearly listed, but may include other units not clearly listed or inherent to these products.
[0049] 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 devices, elements or components must have a specific orientation or be constructed and operated in a specific orientation.
[0050] Moreover, in addition to being used 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.
[0051] 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.
[0052] 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 refer to the accompanying drawings and combine with the embodiments to detail this application.
[0053] The reference numerals therein are: frame 1, first bracket 11, second bracket 12, first link 13, push rod 14, notch 15, front shock absorber 2, first base 21, first suspension 22, first rotating shaft 23, first buffer 24, first guide post 25, rear shock absorber 3, second base 31, second suspension 32, second rotating shaft 33, second buffer 34, second guide post 35, front wheel 41, rear wheel 42. Embodiment 1
[0054] like Figures 1 to 3 As shown, a stroller shock-absorbing structure includes a front shock-absorbing 2 equipped with a pair of front wheels 41, and a rear shock-absorbing 3 equipped with a pair of rear wheels 42. The front shock-absorbing 2 and the rear shock-absorbing 3 are arranged below a frame 1.
[0055] like Figures 4 to 6 As shown, the front shock absorber 2 includes:
[0056] A first base 21, used for connecting to the frame 1;
[0057] 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 via a first rotating shaft 23, and one end of each first suspension 22 is connected to a front wheel 41;
[0058] A first buffer 24 is fixed on the first base 21, and the first buffer 24 is located in the swing direction of the first suspension 22 when the first suspension 22 is load-bearing;
[0059] like Figures 7 to 9 As shown, the rear shock absorber 3 includes:
[0060] A second base 31, used for connecting to the frame 1;
[0061] 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 via a second rotating shaft 33, and one end of each second suspension 32 is connected to a rear wheel 42;
[0062] The second buffer member 34 is fixed on the second base 31 and is located in the swinging direction of the second suspension 32 when the second suspension 32 is load-bearing.
[0063] 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 24 and the second buffer 34 can be spring shock absorbing, air bag shock absorbing and rubber shock absorbing according to cost considerations.
[0064] In this embodiment, if Figure 6 As shown, the first rotating shaft 23 on the same first suspension 22 is located between the first buffer member 24 connected to it and the front wheel 41; Figure 8 As shown, the second rotating shaft 33 on the same second suspension 32 is located between the second buffer 34 connected to it and the rear wheel 42. When the frame 1 is forced to sink, the front wheel 41 end of the first suspension 22 will swing upward, and the other end of the first suspension 22 will swing downward, compressing the first buffer 24, and the rear wheel 42 end of the second suspension 32 will also swing upward, and the other end of the second suspension 32 will swing downward, compressing the second buffer 34, and entering the shock absorbing state.
[0065] In this embodiment, the first buffer member 24 and the second buffer member 34 are both springs. As Figure 5 and Figure 6 shown, a first guide post 25 is provided on the first base 21, and the first guide post 25 is located at the center of the first buffer member 24; as Figure 8 and Figure 9 shown, a second guide post 35 is provided on the second base 31, and the second guide post 35 is located at the center of the second buffer member 34. The first guide post 25 and the second guide post 35 can guide the compression direction of their respective springs and prevent the springs from bending during compression.
[0066] In this embodiment, a pair of first guide posts 25 on the first base 21 are inclined such that the distance between their upper ends is greater than the distance between their lower ends; a pair of second guide posts 35 on the second base 31 are inclined such that the distance between their upper ends is greater than the distance between their lower ends. In this way, throughout the entire shock absorption process, the springs can always be axially stressed.
[0067] In this embodiment, as Figure 1 and Figure 3 shown, the vehicle frame 1 includes:
[0068] A first bracket 11 and a second bracket 12, which are rotatably connected in an X shape, that is, the first bracket 11 and the second bracket 12 are connected by a shaft, and the first bracket 11 is fixedly connected to the first base 21;
[0069] A first connecting rod 13, one end of which is rotatably connected to the second base 31 and the other end is rotatably connected to the second bracket 12; the first connecting rod 13 and the second bracket 12 can rotate to form a straight line and can also fold with each other.
[0070] A push rod 14, which is rotatably connected to the first bracket 11, and the lower end of the push rod 14 is rotatably connected to the second bracket 12. The push rod 14 serves as the hand push rod 14 of the vehicle frame 1. The push rod 14, the first bracket 11, the second bracket 12, the first connecting rod 13, and the second base 31 form a bracket that can be folded and unfolded. 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. The rotational connections between the components of the vehicle frame are all connected by shafts, which is common knowledge and will not be described repeatedly in the embodiment.
[0071] In this embodiment, as Figure 3 shown, the rear shock absorber 3 is provided with a notch 15 for accommodating the push rod 14, and the opening direction of the notch 15 faces the front shock absorber 2. The notch 15 can also prevent the vehicle frame 1 from being unfolded beyond the limit. When it is about to exceed the limit, the push rod 14 will abut against the notch 15. Embodiment Two
[0072] The structure of Embodiment Two is similar to that of Embodiment One. The difference lies in the positions of the first buffer member 24 and the second buffer member 34. Specifically, asFigure 10 and Figure 11 As shown in Figure 11 , the first buffer member 24 on the same first suspension 22 is located between the first rotating shaft 23 to which it is connected and the front wheel 41, that is, the first buffer member 24 is located above the first suspension 22; as Figure 12 and Figure 13 shown, the second buffer member 34 on the same second suspension 32 is located between the second rotating shaft 33 to which it is connected and the rear wheel 42, that is, the second buffer member 34 is located above the second suspension 32. When the frame 1 is stressed and sinks, the front wheel 41 end of the first suspension 22 will swing upward, the first suspension 22 compresses the first buffer member 24 upward, and the rear wheel 42 end of the second suspension 32 will also swing upward, and the second suspension 32 compresses the second buffer member 34 upward, entering the shock absorption state.
[0073] In this embodiment, both the first buffer member 24 and the second buffer member 34 are springs. A first guide post 25 is provided on the first base 21, and the first guide post 25 is located at the center of the first buffer member 24; a second guide post 35 is provided on the second base 31, and the second guide post 35 is located at the center of the second buffer member 34. The first guide post 25 and the second guide post 35 can guide the compression direction of their respective springs and prevent the springs from bending during compression.
[0074] In this embodiment, a pair of first guide posts 25 on the first base 21 are inclined such that the distance between the upper ends is less than the distance between the lower ends; a pair of second guide posts 35 on the second base 31 are inclined such that the distance between the upper ends is less than the distance between the lower ends. In this way, the spring can always be axially stressed throughout the shock absorption process. Embodiment Three
[0075] Embodiment Three provides a shock absorption structure for a trolley, which does not have a front shock absorber 2, and other structures are the same as those in Embodiment One. As Figure 14 and Figure 15 shown, it includes a rear shock absorber 3 installed with a pair of rear wheels 42. The rear shock absorber 3 and the front wheel 41 are respectively arranged below the frame 1. The rear shock absorber 3 includes:
[0076] A second base 31 for connecting the frame 1;
[0077] 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;
[0078] A second buffer member 34, fixed on the second base 31, and the second buffer member 34 is located in the swinging direction when the second suspension 32 bears weight.
[0079] The best embodiments of the present invention 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 cart shock absorption structure, 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 vehicle frame (1), and is characterized in that, The front shock absorber (2) includes: A first base (21) for connecting the vehicle 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 (24) fixed on the first base (21), and the first buffer member (24) is located in the swinging direction when the first suspension (22) bears weight; The rear shock absorber (3) includes: A second base (31) for connecting the vehicle 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 (34) fixed on the second base (31), and the second buffer member (34) is located in the swinging direction when the second suspension (32) bears weight.
2. The shock-absorbing structure of a trolley according to claim 1, wherein The first rotating shaft (23) on the same first suspension (22) is located between the first buffer member (24) and the front wheel (41) connected thereto; the second rotating shaft (33) on the same second suspension (32) is located between the second buffer member (34) and the rear wheel (42) connected thereto.
3. The shock absorption structure of a trolley according to claim 2, wherein, Both the first buffer member (24) and the second buffer member (34) are springs. A first guide post (25) is provided on the first base (21), and the first guide post (25) is located at the center of the first buffer member (24); a second guide post (35) is provided on the second base (31), and the second guide post (35) is located at the center of the second buffer member (34).
4. A trolley shock absorption structure according to claim 3, characterized in that, A pair of first guide posts (25) on the first base (21) are inclined with the distance between the upper ends being greater than the distance between the lower ends; a pair of second guide posts (35) on the second base (31) are inclined with the distance between the upper ends being greater than the distance between the lower ends.
5. A cart shock absorption structure according to claim 1, characterized in that, The first buffer member (24) on the same first suspension (22) is located between the first rotating shaft (23) and the front wheel (41) connected thereto; the second buffer member (34) on the same second suspension (32) is located between the second rotating shaft (33) and the rear wheel (42) connected thereto.
6. The shock-absorbing structure of a trolley according to claim 5, characterized in that, Both the first buffer member (24) and the second buffer member (34) are springs. A first guide post (25) is provided on the first base (21), and the first guide post (25) is located at the center of the first buffer member (24); a second guide post (35) is provided on the second base (31), and the second guide post (35) is located at the center of the second buffer member (34).
7. The shock absorption structure of a trolley according to claim 6, characterized in that, A pair of first guide posts (25) on the first base (21) are inclined with the distance between the upper ends being less than the distance between the lower ends; a pair of second guide posts (35) on the second base (31) are inclined with the distance between the upper ends being less than the distance between the lower ends.
8. A cart shock absorption structure according to any one of claims 1 to 6, characterized in that, The described vehicle frame (1) includes: A first bracket (11) and a second bracket (12), which are rotatably connected in an X shape. The first bracket (11) is fixedly connected to a first base (21); A first connecting rod (13), one end of which is rotatably connected to a second base (31), and the other end is rotatably connected to the second bracket (12); A push rod (14), which is rotatably connected to the first bracket (11), and the lower end of the push rod (14) is rotatably connected to the second bracket (12).
9. The shock-absorbing structure of a trolley according to claim 8, characterized in that, The rear shock absorber (3) is provided with a notch (15) for accommodating the push rod (14), and the opening direction of the notch (15) faces the front shock absorber (2).
10. A shock absorption structure for a trolley, comprising a rear shock absorber (3) installed with a pair of rear wheels (42), the rear shock absorber (3) and the front wheels (41) are respectively arranged below the frame (1), and it is characterized in that, The rear shock absorber (3) includes: A second base (31) for connecting the vehicle frame (1); Second suspensions (32), which 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 (34), which is fixed on the second base (31), and the second buffer member (34) is located in the swinging direction when the second suspension (32) bears weight.
Citation Information
Patent Citations
A foldable stroller
CN109466614B