Wheel assembly and vehicle
By setting a buffer part at the vertical end of the limiting hole, the problems of wear and abnormal noise of the limiting shaft are solved, the service life of the wheel assembly is extended, maintenance costs are reduced, and the comfort and safety of the vehicle are improved.
Patent Information
- Application Number
- CN202423170785.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-20
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-20
AI Technical Summary
Wear on the limiting shaft and limiting hole reduces the service life of the wheel assembly and produces abnormal noise, affecting the safety and comfort of the vehicle.
A buffer section is provided at the end of the limiting hole perpendicular to the direction of travel. The buffer section is used to mitigate the direct impact of the limiting shaft during movement, reduce wear, and absorb the energy of bumps.
It extends the lifespan of wheel components, reduces maintenance costs, minimizes abnormal noises, and improves vehicle comfort and safety.
Smart Images
Figure CN223494692U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of cycling vehicle technology, and more particularly to a wheel assembly and vehicle. Background Technology
[0002] Scooters, as a riding tool, are popular among consumers due to their advantages such as quick folding, small size, portability, and ability to navigate congested roads. A typical scooter consists of a frame, a rear wheel, and a rear fork, with the frame connected to the rear wheel via the rear fork. When traversing uneven surfaces, the rear wheel is prone to bouncing, affecting safety and comfort.
[0003] In related technologies, a limiting shaft is usually set on the rear fork structure, and a limiting hole is set on the vehicle body accordingly. The limiting shaft passes through the limiting hole, and the movement path of the limiting shaft is limited by the limiting hole, thereby limiting the degree of swing of the rear fork structure relative to the wheel axle.
[0004] However, the limiting shaft will wear down the limiting hole, reducing the service life of the wheel assembly. Utility Model Content
[0005] This application provides a wheel assembly and vehicle, which utilizes a buffer section to effectively mitigate the direct impact of the limiting shaft on the limiting hole during movement, thereby reducing the wear of the limiting shaft and the limiting hole and extending the overall service life of the wheel assembly.
[0006] To achieve the above objectives, this application provides the following technical solution:
[0007] The first aspect of this application provides a wheel assembly, comprising:
[0008] A first limiting member is used to connect with the vehicle body; the first limiting member includes a limiting hole and a buffer portion; in a direction perpendicular to the travel direction of the vehicle, the buffer portion is provided at least at the opposite end of the limiting hole;
[0009] A rear fork structure for connecting to the wheel of a vehicle; wherein the rear fork structure includes a limiting shaft passing through the limiting hole;
[0010] When the rear fork structure swings relative to the wheel axle of the wheel body, the limiting shaft moves within the limiting hole.
[0011] In one possible implementation, the buffer portion is fitted onto the entire inner wall of the limiting hole.
[0012] In one possible implementation, the buffer is a separate component or a single piece; and / or, the buffer is made of polyurethane material.
[0013] In one possible implementation, in the axial direction of the limiting shaft, the buffer portion includes a body portion and a protrusion connected to the body portion;
[0014] The main body is disposed within the limiting hole, and the protrusion extends toward the rear fork structure and is used to connect with the vehicle body.
[0015] In one possible implementation, the wheel assembly further includes a second limiting member having a limiting groove that engages with at least a portion of the outer peripheral surface of the protrusion;
[0016] Both the second limiting member and the first limiting member are connected to the vehicle body.
[0017] In one possible implementation, the protrusion includes a first protrusion and a second protrusion that are connected to each other;
[0018] Along the axial direction opposite to the limiting shaft, the first protrusion protrudes beyond the second protrusion, such that the first protrusion and the second protrusion form a stepped surface.
[0019] In one possible implementation, the second limiting member engages with the second protrusion and abuts against the stepped surface.
[0020] One possible implementation also includes shock-absorbing components;
[0021] The rear fork structure includes a mounting chamber, in which the shock absorber assembly is disposed and used for connection to the vehicle body.
[0022] In one possible implementation, the damping assembly includes a damping housing, an elastic element, and a torsion shaft; the elastic element is sleeved on the torsion shaft, and the damping housing is sleeved on the elastic element;
[0023] The torsion shaft is connected to the vehicle body via a connecting shaft.
[0024] A second aspect of this application provides a vehicle including the wheel assembly described in the first aspect.
[0025] This application provides a wheel assembly and vehicle in which a limiting shaft of the rear fork structure passes through a limiting hole. When the vehicle experiences bumps and the rear fork structure swings relative to the wheel axle, the limiting shaft can move within the limiting hole. Since the limiting shaft and limiting components are typically made of rigid materials, when the limiting shaft moves within the limiting hole, it is highly likely to collide with the limiting hole at the opposite end perpendicular to the vehicle's travel direction. Therefore, in this embodiment, a buffer portion is provided at least at the opposite end of the limiting hole perpendicular to the vehicle's travel direction. This buffer portion effectively mitigates the direct impact of the limiting shaft during movement, not only reducing wear on the limiting shaft and limiting hole and extending the overall service life of the wheel assembly, but also reducing maintenance costs. Furthermore, it absorbs bump energy; when the limiting shaft moves within the limiting hole and impacts the buffer portion, this energy is effectively converted or dissipated, reducing the abnormal noise generated by the limiting shaft impacting the inner wall of the limiting hole, thus improving the vehicle's driving experience.
[0026] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that the wheel assembly and vehicle provided by the embodiments of this application can solve, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description
[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0028] Figure 1 This is a partial structural schematic diagram of the vehicle provided in an embodiment of this application;
[0029] Figure 2 for Figure 1 Enlarged view of region A in the middle;
[0030] Figure 3 This is a schematic diagram of the structure of the shock absorption device and the first limiting member provided in the embodiments of this application;
[0031] Figure 4 A cross-sectional view of the shock-absorbing device and the first limiting member provided in the embodiments of this application.
[0032] Explanation of reference numerals in the attached figures:
[0033] 100: Wheel assembly;
[0034] 110: First limiting member; 111: Limiting hole; 112: Buffer part; 1121: Main body part; 1122: Protrusion; 11221: First protrusion; 11222: Second protrusion;
[0035] 120: Rear fork structure; 121: Limiting shaft; 122: Rear fork body; 123: Rear fork;
[0036] 130: Wheel body; 131: Axle;
[0037] 140: Second limiting component;
[0038] 150: Bolt;
[0039] 160: Vibration damping component; 161: Vibration damping housing; 162: Elastic element; 163: Torsion shaft;
[0040] 170: Connecting shaft;
[0041] 200: Vehicle body; 210: Installation section. Detailed Implementation
[0042] As described in the background section, there is a technical problem in the related technology where the limiting shaft wears down the limiting hole, reducing the overall service life of the wheel assembly. The inventors' research revealed that this problem arises because the limiting shaft and the component with the limiting hole are typically made of rigid materials. During the movement of the limiting shaft within the limiting hole, it collides with the inner wall of the hole, causing wear on both the limiting shaft and the limiting hole, thus reducing the service life of the wheel assembly. Furthermore, the collisions generate abnormal noises, affecting the user experience of the vehicle.
[0043] To address the aforementioned technical problems, this application provides a wheel assembly and vehicle in which a limiting shaft of the rear fork structure passes through a limiting hole. When the vehicle experiences bumps and the rear fork structure swings relative to the wheel axle, the limiting shaft can move within the limiting hole. Therefore, in this embodiment, a buffer portion is provided at least at the opposite end of the limiting hole in a direction perpendicular to the vehicle's travel direction. The buffer portion effectively mitigates the direct impact of the limiting shaft during movement, reducing wear on the limiting shaft and limiting hole, extending the overall service life of the wheel assembly, and lowering maintenance costs. Furthermore, the buffer portion also absorbs bump energy. When the limiting shaft moves within the limiting hole and impacts the buffer portion, this energy is effectively converted or dissipated, reducing the abnormal noise caused by the limiting shaft impacting the inner wall of the limiting hole and improving the vehicle's user experience.
[0044] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.
[0045] This application provides a vehicle, which can be a scooter, bicycle, electric vehicle, or other means of transportation. The vehicle includes a wheel assembly 100 and a vehicle body 200. The wheel assembly 100 is mounted on the vehicle body 200 and drives the movement of the vehicle body 200. It should be understood that in this embodiment, the wheel assembly 100 can be either a rear wheel assembly or a front wheel assembly; the following embodiments will use a rear wheel assembly as an example.
[0046] Please refer to the attached document. Figure 1 The wheel assembly 100 is used to connect to the vehicle, for example, the wheel assembly 100 is connected to the rear of the vehicle body 200. When the wheel 130 encounters an obstacle, such as a protrusion or a pothole, the wheel 130 will cause the rear fork structure 120 of the wheel assembly 100 to swing upward relative to the wheel axle of the wheel 130. If there is no limit stop, the swing amplitude of the rear fork structure 120 will be larger, making the vehicle more bumpy.
[0047] Based on this, the wheel assembly 100 includes a first limiting member 110 for connection with the vehicle body 200. The first limiting member 110 includes a limiting hole 111 that extends through the first limiting member 110 along its thickness direction. The limiting hole 111 can be regular or irregular in shape. For example, the limiting hole 111 can be an oblong hole, a slotted hole, a trapezoidal hole, or other regular shapes.
[0048] The first limiting member 110 also includes a buffer portion 112, which is provided at least at the opposite end of the limiting hole 111 in a direction perpendicular to the vehicle's travel direction. Figure 1 Taking the orientation shown as an example, the buffer part 112 is provided at least at the top and bottom of the limiting hole 111.
[0049] The wheel assembly 100 also includes a rear fork structure 120 for connecting to the wheel body of the vehicle; for example, the axle of the wheel body 130 is rotatably connected to the rear fork structure 120, and the rear fork structure 120 provides a support carrier for the installation of the wheel body 130.
[0050] The rear fork structure 120 includes a limiting shaft 121, which passes through a limiting hole 111. When the rear fork structure 120 swings relative to the wheel axle of the wheel body 130, the limiting shaft 121 can move within the limiting hole 111.
[0051] Since the limiting shaft 121 and the first limiting member 110 are typically made of rigid materials, when the limiting shaft 121 moves within the limiting hole 111, it is highly likely to collide with the limiting hole 111 at opposite ends perpendicular to the vehicle's direction of travel. Therefore, in this embodiment, a buffer portion 112 is provided at least at opposite ends of the limiting hole 111 perpendicular to the vehicle's direction of travel. The buffer portion 112 effectively mitigates the direct impact of the limiting shaft 121 during movement, reducing wear on the limiting shaft 121 and the limiting hole 111, extending the overall service life of the wheel assembly 100, and reducing maintenance costs. Furthermore, the buffer portion 112 also absorbs bump energy. When the limiting shaft 121 moves within the limiting hole 111 and impacts the buffer portion 112, this energy is effectively converted or dissipated, reducing the abnormal noise generated when the limiting shaft 121 impacts the inner wall of the limiting hole 111, thus improving the vehicle's driving experience.
[0052] In one possible implementation, the buffer portion 112 is fitted onto the entire inner wall of the limiting hole 111. In other words, the buffer portion 112 is provided on the inner wall of the limiting hole 111. In this way, by increasing the area of the buffer portion 112, sufficient buffer protection can be provided regardless of the direction in which the limiting shaft 121 wobbles in the limiting hole 111, effectively reducing the direct friction and collision between the limiting shaft 121 and the inner wall of the limiting hole 111, thereby reducing wear and noise and improving driving comfort.
[0053] When the buffer part 112 is fitted to the entire inner wall of the limiting hole 111, the buffer part 112 is a separate component, or the buffer part 112 is a single component. In this way, it can be flexibly selected according to specific application scenarios and installation requirements. This design makes the buffer part 112 more adaptable and can meet a variety of different installation conditions and performance requirements.
[0054] For example, when the buffer part 112 is a separate component, it can be more easily installed into the limiting hole 111. This is especially true when the shape or position of the limiting hole is complex; the separate design makes the installation process simpler and faster. This greatly reduces the difficulty of installation and improves work efficiency.
[0055] When the buffer part 112 is a single piece, the connection between the buffer part 112 and the limiting hole 111 is more robust, providing better structural stability and support, which helps to ensure the stability and reliability of the entire system during operation.
[0056] The buffer part 112 is made of polyurethane (PU), which has high resilience and shock absorption capacity. It can quickly absorb energy and restore its original shape when subjected to external impact, effectively reducing the damage of impact force to the limit shaft 121 and improving the service life of the limit shaft 121.
[0057] In one possible implementation, along the axial direction of the limiting shaft 121, the buffer portion 112 includes a body portion 1121 and a protrusion 1122, which are connected to each other. It should be noted that the body portion 1121 and the protrusion 1122 are a single piece, for example, they can be manufactured by compression molding, thus improving the structural strength of the buffer portion 112.
[0058] The main body 1121 is disposed in the limiting hole 111 and is completely fitted with the inner wall of the limiting hole 111. The protrusion 1122 extends toward the rear fork structure 120 and is used to connect with the vehicle body 200.
[0059] The limiting shaft 121 passes through the limiting hole 111. Correspondingly, the protrusion 1122 is also provided with a through hole for the limiting shaft 121 to pass through. In this way, the contact area between the limiting shaft 121 and the buffer part 112 can be increased. The buffer part 112 can better withstand the axial and radial forces from the limiting shaft 121, making the force distribution more uniform and reducing the risk of damage caused by stress concentration.
[0060] In this embodiment, the protrusion 1122 is also used to connect with the vehicle body 200. In this way, when the vehicle is driving on an uneven road surface, the vibration and impact force generated by the vehicle body will first act on the buffer 112. The buffer 112 can efficiently absorb at least part of the vibration energy and convert it into heat energy or other forms of energy dissipation. This not only significantly reduces the degree of vehicle bumps, but also improves the comfort and safety of the ride.
[0061] It should be understood that the protrusion 1122 can be directly connected to the vehicle body 200 or indirectly connected. For example, the wheel assembly 100 also includes a second limiting member 140, which has a limiting groove (not shown in the figure). The limiting groove is engaged with at least a portion of the outer peripheral surface of the protrusion 1122.
[0062] In other words, the limiting groove is engaged with a portion of the outer peripheral surface of the protrusion 1122, or the limiting groove is engaged with the entire outer peripheral surface of the protrusion 1122. For example, the limiting groove extends through the surface of the protrusion 1122 along the vehicle's travel direction, such that the opening of the limiting groove faces the protrusion 1122. Thus, the limiting groove is engaged with a portion of the outer peripheral surface of the protrusion 1122.
[0063] Both the second limiting member 140 and the first limiting member 110 are connected to the vehicle body 200, so that the buffer part 112 can be installed on the vehicle body 200.
[0064] It should be noted that in this embodiment, the second limiting member 140 and the first limiting member 110 are respectively connected to the vehicle body 200. Alternatively, the second limiting member 140 and the first limiting member 110 can be connected together to form a whole, and then the whole can be connected to the vehicle body 200 by bolts or other connecting parts.
[0065] As an example, please refer to the appendix. Figure 1 and attached Figure 2 In order to facilitate the connection between the vehicle body 200 and the second limiting member 140 and the first limiting member 110, the vehicle body 200 has a mounting portion 210 extending toward the ground.
[0066] The second limiting member 140 and the first limiting member 110 are located on both sides of the mounting portion 210, and are connected together by bolts 150. This design of the mounting portion 210 allows the second limiting member 140 and the first limiting member 110 to be compactly installed under the vehicle body without occupying additional interior space, thereby improving the overall space utilization and passenger comfort of the vehicle.
[0067] Furthermore, by utilizing the synergistic effect of the first limiting member 110 and the second limiting member 140, the buffer part 112 is fixed between the two, providing a stable and secure fixing environment for the buffer part 112, ensuring that the buffer part 112 will not be displaced or loosened when subjected to external force.
[0068] In this embodiment, the diameter of the protrusion 1122 can be equal everywhere. For example, the protrusion 1122 includes a first protrusion 11221 and a second protrusion 11222; along the axial direction opposite to the limiting shaft, the first protrusion 11221 protrudes beyond the second protrusion 11222, forming a stepped surface between the first protrusion 11221 and the second protrusion 11222. Alternatively, the diameter of the first protrusion 11221 is larger than the diameter of the second protrusion 11222.
[0069] In this way, during installation, the second protrusion 11222 can be inserted through the limiting hole 111 first. Then, the buffer part 112 is controlled to move along the limiting shaft 121. Finally, the main body 1121 is installed in the limiting hole 111, so that the buffer part 112 is pressed into the limiting hole 111. This facilitates the installation of the buffer part 112, improves the connection strength between the buffer part 112 and the first limiting member 110, and reduces the risk of the buffer part 112 loosening or falling out of the limiting hole 111.
[0070] At this time, the second limiting member 140 is engaged with the second protrusion 11222 and abuts against the stepped surface. This increases the contact area between the second limiting member 140 and the second protrusion 11222. A larger contact area means higher friction, which helps prevent the second limiting member 140 from loosening under vibration or impact.
[0071] Accordingly, the connection between the second limiting member 140 and the second protrusion 11222 is more stable, and the second limiting member 140 can work better with the buffer part 112 to absorb and disperse the vibration energy from the vehicle during driving.
[0072] Please refer to the attached document. Figure 3 and attached Figure 4 In one possible implementation, the wheel assembly 100 further includes a shock-absorbing assembly 160; wherein the rear fork structure 120 includes a mounting chamber, the shock-absorbing assembly 160 is disposed in the mounting chamber and is used to connect to the vehicle body 200. When the wheel body 130 is subjected to an impact, the shock-absorbing assembly 160 can absorb the impact force on the wheel body 130, thereby achieving a shock-absorbing effect.
[0073] To refine the connection between the shock absorption assembly 160 and the rear fork structure 120, the rear fork structure 120 includes a rear fork body 122 and two rear forks 123. The two rear forks 123 are spaced apart on the rear fork body 122, and one end of the two rear forks 123 away from the rear fork body 122 is connected to the wheel axle 131 of the wheel body 130. In other words, the wheel axle 131 of the wheel body 130 is rotatably connected to the two rear forks 123.
[0074] The rear fork body 122 has a mounting chamber, and the shock absorber 160 is disposed in the mounting chamber of the rear fork body 122 and connected to the vehicle body 200. For example, the shock absorber 160 is installed in the mounting chamber of the rear fork body 122 by interference fit.
[0075] In this embodiment, the shock-absorbing assembly 160 includes a shock-absorbing housing 161, an elastic element 162, and a torsion shaft 163; the elastic element 162 is sleeved on the torsion shaft 163, and the shock-absorbing housing 161 is sleeved on the elastic element 162. The elastic element 162 can be made of rubber. It is understood that rubber has high elasticity and a low elastic modulus, exhibiting recoverable characteristics after being subjected to external forces. Furthermore, rubber also has a buffering and shock-absorbing function, providing some mitigation for the propagation of sound and vibration.
[0076] When the wheel 130 is subjected to bumps, the rear fork structure 120 swings upward relative to the wheel axis of the wheel 130. At this time, the elastic element 162 will generate a torsional force to absorb the impact force on the wheel 130, thereby reducing the vibration of the wheel 130.
[0077] The shock-absorbing housing 161, the elastic element 162, and the torsion shaft 163 can be formed into a single unit through a vulcanization process, and then press-fitted into the mounting chamber of the rear fork body 122. It is understood that the vulcanization process allows the rubber-made elastic element 162 to cross-link into a spatial network structure, resulting in excellent performance.
[0078] It should be understood that the connection between the shock absorber 160 and the vehicle body 200 is not solely based on the interference fit between the shock absorber 160 and the rear fork body 122; it can be connected to the vehicle body 200 through other structures.
[0079] For example, the torsion shaft 163 is connected to the vehicle body 200 via the connecting shaft 170. Specifically, the torsion shaft 163 is provided with at least two connecting holes, and a connecting shaft 170 is inserted through each connecting hole. The two ends of the connecting shaft 170 are respectively connected to the first limiting member 110, and then connected to the vehicle body 200 via the first limiting member 110.
[0080] Thus, by setting the elastic element 162 to achieve shock absorption, the vehicle will not generate noise when it is in motion. Furthermore, the inherent characteristics of the elastic element 162 make the shock absorption component 160 more linear when working, and the shock absorption rebound is also more gentle, resulting in a good user experience.
[0081] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.
[0082] It should be noted that phrases such as "in specific implementations," "in some embodiments," "in this embodiment," and "exemplarily" in the specification indicate that the described embodiments may include specific features, structures, or characteristics, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.
[0083] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "a" or "the" can also be understood to convey either singular or plural usage.
[0084] It should be readily understood that the terms “on,” “above,” and “on top of” in this disclosure should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on top of something” but also “on top of something” without an intermediate feature or layer therebetween (i.e., directly on something).
[0085] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90 degrees or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.
[0086] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.
Claims
1. A wheel assembly, characterized in that, include: A first limiting member is used to connect with the vehicle body; the first limiting member includes a limiting hole and a buffer portion; The buffer portion is provided at least at the opposite end of the limiting hole in a direction perpendicular to the vehicle's travel direction; A rear fork structure for connecting to the wheel of a vehicle; wherein the rear fork structure includes a limiting shaft passing through the limiting hole; When the rear fork structure swings relative to the wheel axle of the wheel body, the limiting shaft moves within the limiting hole.
2. The wheel assembly according to claim 1, characterized in that, The buffer portion is fitted onto the entire inner wall of the limiting hole.
3. The wheel assembly according to claim 2, characterized in that, The buffer part is either a separate component or a single piece; and / or, the buffer part is made of polyurethane material.
4. The wheel assembly according to any one of claims 1-3, characterized in that, In the axial direction of the limiting shaft, the buffer portion includes a body portion and a protrusion connected to the body portion; The main body is disposed within the limiting hole, and the protrusion extends toward the rear fork structure and is used to connect with the vehicle body.
5. The wheel assembly according to claim 4, characterized in that, The wheel assembly further includes a second limiting member having a limiting groove, the limiting groove being engaged with at least a portion of the outer peripheral surface of the protrusion; Both the second limiting member and the first limiting member are connected to the vehicle body.
6. The wheel assembly according to claim 5, characterized in that, The protrusion includes a first protrusion and a second protrusion that are connected to each other. Along the axial direction opposite to the limiting shaft, the first protrusion protrudes beyond the second protrusion, such that the first protrusion and the second protrusion form a stepped surface.
7. The wheel assembly according to claim 6, characterized in that, The second limiting member engages with the second protrusion and abuts against the stepped surface.
8. The wheel assembly according to claim 5 or 6, characterized in that, The wheel assembly also includes a shock absorption assembly; The rear fork structure includes a mounting chamber, in which the shock absorber assembly is disposed and used for connection to the vehicle body.
9. The wheel assembly according to claim 8, characterized in that, The shock absorption assembly includes a shock absorption housing, an elastic element, and a torsion shaft; the elastic element is sleeved on the torsion shaft, and the shock absorption housing is sleeved on the elastic element; The torsion shaft is connected to the vehicle body via a connecting shaft.
10. A vehicle, characterized in that, Includes the wheel assembly as described in any one of claims 1-9.