Frame of scooter

Abstract

The utility model relates to the technical field of scooters, in particular to a scooter frame which comprises a frame body. The front suspension is arranged at the front end of the frame and comprises a front support connected with the front end of the frame, first supporting frames are installed on the two sides of the top of the front support, and second supporting frames are installed on the two sides of the bottom of the front support; the first suspension part is rotationally connected with the first support frame; the second suspension part is rotationally connected with the second support frame; the two ends of the middle piece are rotationally connected with the first suspension piece and the second suspension piece correspondingly, and the middle piece serves as a connecting piece of the first suspension piece and the second suspension piece; the rear suspension is arranged at the tail end of the frame and comprises a rear support connected with the tail end of the frame, and third supporting frames are installed on the two sides of the rear support; the rear suspension frame is rotationally connected to the tail end of the frame, and fourth supporting frames are installed on the two sides of the rear suspension frame; and the two groups of shock absorbers are respectively arranged between the front suspension and the rear suspension.

Description

Technical Field

[0001] This application relates to the field of mobility scooter technology, and in particular to a frame for a mobility scooter. Background Technology

[0002] With the increasing severity of urban traffic congestion and the growing demand for environmentally friendly and convenient travel options, personal mobility vehicles have become widely popular as a lightweight and efficient means of transportation. However, traditional personal mobility vehicles often suffer from poor shock absorption when facing complex road conditions, especially uneven or bumpy roads. This not only affects ride comfort but may also negatively impact vehicle handling and safety. Furthermore, traditional suspension systems are typically simple in design and do not offer sufficient customization options to meet the individual needs of different users.

[0003] Most existing mobility scooter suspension systems use non-independent suspension (such as torsion beam suspension) or simple independent suspension structures. While these designs can provide some shock absorption, they have limitations in terms of adaptability, adjustability, and overall performance.

[0004] This application proposes a frame for a mobility scooter to address this issue. Summary of the Invention

[0005] The purpose of this application is to address at least one of the aforementioned technical deficiencies.

[0006] Therefore, one objective of this application is to provide a frame for a personal mobility vehicle to solve the problems mentioned in the background art and overcome the shortcomings of the prior art.

[0007] To achieve the above objectives, one embodiment of this application provides a frame for a personal mobility vehicle, comprising: a frame; a front suspension disposed at the front end of the frame, comprising: a front bracket connected to the front end of the frame, wherein first support frames are mounted on both sides of the top of the front bracket, and second support frames are mounted on both sides of the bottom of the front bracket; a first suspension member rotatably connected to the first support frame; a second suspension member rotatably connected to the second support frame; an intermediate member, the two ends of which are rotatably connected to the first suspension member and the second suspension member respectively, serving as a connector between the first suspension member and the second suspension member; a rear suspension disposed at the rear end of the frame, comprising: a rear bracket connected to the rear end of the frame, wherein third support frames are mounted on both sides of the rear bracket; a rear suspension frame rotatably connected to the rear end of the frame, wherein fourth support frames are mounted on both sides of the rear suspension frame; and two sets of shock absorbers respectively disposed between the front suspension and the rear suspension.

[0008] Preferably, in any of the above embodiments, the front suspension further includes two positioning brackets, both mounted on the front support and symmetrically distributed.

[0009] Preferably, in any of the above embodiments, the first suspension component includes: a first suspension frame, on which a through groove is provided for the shock absorber to move within; one end of the first suspension frame is rotatably connected to a first support frame, and the other end is provided with a through hole communicating with the through groove; and an adjustment frame, the main body of which is generally T-shaped, one end of which is rotatably connected to the top of the intermediate component, and the other end passing through the through hole, on which two nuts are threadedly connected, one of which fits against the outer wall of the first suspension frame and the other fits against the inner wall of the through groove.

[0010] Preferably, in any of the above embodiments, the second suspension component is a second suspension frame, which has three connecting parts: a first connecting part, a second connecting part, and a third connecting part; wherein, the first connecting part is rotatably connected to the second support frame; and the third connecting part is rotatably connected to the bottom of the intermediate component.

[0011] Preferably, in any of the above schemes, there are two shock absorbers in a single group, and they are symmetrically distributed; one end of the shock absorber in one group is rotatably connected to the positioning frame, and the other end is rotatably connected to the second connecting part; one end of the shock absorber in the other group is rotatably connected to the third support frame, and the other end is rotatably connected to the fourth support frame.

[0012] Compared with the prior art, the advantages and beneficial effects of this application are as follows:

[0013] In a front and rear independent suspension system, each wheel can respond independently to changes in the road surface, reducing vibrations transmitted to the vehicle body and improving ride comfort. The independent suspension system can better maintain tire contact with the ground and provide better grip even on uneven roads, thereby improving vehicle stability and handling. Especially when driving at high speeds and cornering, this design helps reduce body roll, allowing the driver to control the vehicle with greater confidence.

[0014] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0015] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0016] Figure 1 This is a schematic diagram of the assembly according to an embodiment of this application;

[0017] Figure 2 This is a partial first-view schematic diagram according to an embodiment of this application;

[0018] Figure 3 According to the embodiments of this application Figure 2Enlarged view of point A in the middle;

[0019] Figure 4 This is a partial second-view schematic diagram according to an embodiment of this application;

[0020] Figure 5 According to the embodiments of this application Figure 4 Enlarged view of point B in the middle;

[0021] Figure 6 According to the embodiments of this application Figure 4 Enlarged view of point C in the middle;

[0022] Figure 7 This is a partial schematic diagram of the front suspension according to an embodiment of this application.

[0023] In the diagram: 1. Chassis; 2. Front suspension; 201. Front bracket; 202. First support frame; 203. Second support frame; 204. First suspension component; 204a. First suspension bracket; 204b. Adjustment bracket; 204c. Nut; 205. Second suspension component; 205a. Second suspension bracket; 205b. First connecting part; 205c. Second connecting part; 205d. Third connecting part; 206. Intermediate component; 207. Positioning bracket; 3. Rear suspension; 301. Rear bracket; 302. Rear suspension bracket; 303. Third support frame; 304. Fourth support frame; 4. Shock absorber. Detailed Implementation

[0024] like Figures 1 to 7 As shown, a vehicle frame for a personal mobility vehicle includes a frame 1, a front suspension 2, a rear suspension 3, and a shock absorber 4.

[0025] Furthermore, the frame 1 serves as the main support frame, on which the seat tube is mounted.

[0026] Furthermore, the front suspension 2 is disposed at the front end of the vehicle frame 1, and includes:

[0027] The front bracket 201 is connected to the front end of the frame 1. The top two sides of the front bracket 201 are equipped with first support brackets 202, and the bottom two sides of the front bracket 201 are equipped with second support brackets 203.

[0028] The first suspension component 204 is rotatably connected to the first support frame 202;

[0029] The second suspension component 205 is rotatably connected to the second support frame 203;

[0030] The intermediate component 206 has its two ends rotatably connected to the first suspension component 204 and the second suspension component 205 respectively, and serves as a connector between the first suspension component 204 and the second suspension component 205;

[0031] The front suspension 2 also includes two positioning brackets 207, both mounted on the front bracket 201 and symmetrically distributed;

[0032] The first suspension member 204 includes:

[0033] The first suspension frame 204a has a through groove for the shock absorber 4 to move inside it. One end of the first suspension frame 204a is rotatably connected to the first support frame 202, and the other end has a through hole communicating with the through groove.

[0034] The through-slot design makes the front suspension 2 and shock absorber 4 more compact, saving installation space;

[0035] The adjusting bracket 204b has a main body that is roughly T-shaped. One end of it is rotatably connected to the top of the intermediate part 206, and the other end passes through the through hole. Two nuts 204c are threaded on this end, one of which is attached to the outer wall of the first suspension bracket 204a, and the other is attached to the inner wall of the through groove.

[0036] The second suspension component 205 is the second suspension frame 205a. The second suspension frame 205a has three connecting parts, namely the first connecting part 205b, the second connecting part 205c and the third connecting part 205d.

[0037] The first connecting part 205b is rotatably connected to the second support frame 203;

[0038] The third connecting part 205d is rotatably connected to the bottom of the intermediate part 206.

[0039] Specifically, the nut 204c on the adjustment bracket 204b can be adjusted according to the usage, thereby fine-tuning the distance between the adjustment bracket 204b and the first suspension bracket 204a, and thus matching different suspension stiffness.

[0040] The intermediate component 206 is also used to mount the front wheels and connect to the steering mechanism.

[0041] Furthermore, the rear suspension 3 is disposed at the rear end of the frame 1, and includes:

[0042] The rear bracket 301 is connected to the rear end of the frame 1, and a third support bracket 303 is installed on both sides of the rear bracket 301.

[0043] The rear suspension bracket 302 is rotatably connected to the rear end of the frame 1, and a fourth support bracket 304 is installed on both sides of the rear suspension bracket 302.

[0044] The rear suspension bracket 302 has reserved space for installing the rear wheel assembly, which is then installed on the rear suspension bracket 302 by means of a fastener.

[0045] Furthermore, the two sets of shock absorbers 4 are respectively installed between the front suspension 2 and the rear suspension 3;

[0046] Each set of shock absorbers 4 consists of two units, which are symmetrically distributed.

[0047] One end of the shock absorber 4 in one group is rotatably connected to the positioning frame 207, and the other end is rotatably connected to the second connecting part 205c;

[0048] In another set, one end of the shock absorber 4 is rotatably connected to the third support frame 303, and the other end is rotatably connected to the fourth support frame 304.

[0049] Specifically, the front suspension 2 and the corresponding shock absorber group 4 work together to provide shock absorption and buffering for the front of the vehicle body;

[0050] The rear suspension 3 and the corresponding shock absorber group 4 work together to provide shock absorption and buffering for the rear of the vehicle.

Claims

1. A frame for a personal mobility vehicle, characterized in that: include: Frame; The front suspension, located at the front end of the vehicle frame, includes: A front bracket is connected to the front end of the vehicle frame. A first support frame is installed on both sides of the top of the front bracket, and a second support frame is installed on both sides of the bottom of the front bracket. The first suspension component is rotatably connected to the first support frame; The second suspension component is rotatably connected to the second support frame; The intermediate component, whose two ends are rotatably connected to the first suspension component and the second suspension component respectively, serves as a connector between the first suspension component and the second suspension component; The rear suspension, located at the rear end of the vehicle frame, includes: The rear bracket is connected to the rear end of the vehicle frame, and a third support frame is installed on both sides of the rear bracket; The rear suspension frame is rotatably connected to the rear end of the vehicle frame, and a fourth support frame is installed on both sides of the rear suspension frame; Two sets of shock absorbers are installed between the front and rear suspensions, respectively.

2. The frame of a personal mobility vehicle according to claim 1, characterized in that: The front suspension also includes two positioning brackets, both mounted on the front bracket and symmetrically distributed.

3. The frame of a mobility scooter according to claim 2, characterized in that: The first suspension member includes: The first suspension frame has a through groove for the shock absorber to move inside it. One end of the first suspension frame is rotatably connected to the first support frame, and the other end has a through hole communicating with the through groove. The adjustment bracket is roughly T-shaped, with one end rotatably connected to the top of the intermediate part and the other end passing through the through hole. Two nuts are threaded onto this end, one of which fits against the outer wall of the first suspension bracket and the other fits against the inner wall of the through groove.

4. The frame of a personal mobility vehicle according to claim 3, characterized in that: The second suspension component is a second suspension frame, which has three connecting parts: a first connecting part, a second connecting part, and a third connecting part. The first connecting part is rotatably connected to the second support frame; The third connecting part is rotatably connected to the bottom of the intermediate part.

5. The frame of a personal mobility vehicle according to claim 4, characterized in that: Each group contains two shock absorbers, which are symmetrically distributed. One end of the shock absorber in one group is rotatably connected to the positioning frame, and the other end is rotatably connected to the second connecting part; In another set, one end of the shock absorber is rotatably connected to the third support frame, and the other end is rotatably connected to the fourth support frame.

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