Electric vehicle shock absorber and electric vehicle
By using spring segments with different pitches in the electric vehicle shock absorber, the problem that existing shock absorbers cannot simultaneously handle both minor and severe impacts is solved, achieving better buffering effect and shock absorption performance.
Patent Information
- Application Number
- CN202423016663.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-06
- Publication Date
- 2025-11-18
- Estimated Expiration
- 2034-12-06
AI Technical Summary
Existing shock absorbers cannot simultaneously handle both minor and severe impacts, resulting in significant vehicle body sway.
An electric vehicle shock absorber was designed, which uses a sliding sleeve and a plug rod, with a spring on the outer sleeve. The spring is divided into first and second spring segments with different pitches. The pitch of the first spring segment is greater than that of the second spring segment. By combining different spring segments, it can adapt to different impact intensities and enhance the cushioning effect.
It effectively cushions both minor and severe impacts, reducing compression stroke and improving ride comfort and safety.
Smart Images
Figure CN223563368U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of electric vehicles, in particular to an electric vehicle shock absorber and electric vehicle. BACKGROUND
[0002] With the rapid development of electric vehicle technology, its cleanliness, portability and many other advantages are increasingly accepted by people. The shock absorber of the electric vehicle is mainly used to buffer the impact vibration on the driver caused by the impact of the ground on the vehicle, so as to improve the comfort of the electric vehicle accessory for the driver. Therefore, in order to improve the comfort of the electric vehicle driver and the safety of driving, a shock absorber is usually installed on the electric vehicle.
[0003] The spring pitch and helical diameter of the existing shock absorber are consistent. When the spring pitch is small, the overall spring is hard and cannot adapt to slight shock buffering. When the overall spring pitch is large, the overall spring is soft and can adapt to slight impact buffering, but after being subjected to a severe impact, the compression stroke is large, resulting in a large amplitude of the vehicle body. Therefore, the shock absorber with equal pitch spring cannot simultaneously accommodate both slight impact and severe impact buffering environments. CONTENT OF THE INVENTION
[0004] The purpose of the present application is to provide an electric vehicle shock absorber and electric vehicle which can simultaneously accommodate both slight impact and severe impact buffering environments.
[0005] The embodiment of the present application is implemented as follows:
[0006] In one aspect of the embodiment of the present application, an electric vehicle shock absorber is provided, comprising a sleeve and a plug rod connected by sliding, a spring is provided outside the sleeve, the two ends of the spring abut against the sleeve and the plug rod respectively, the spring comprises a first spring section and a second spring section connected to each other, and the pitch of the first spring section is greater than the pitch of the second spring section.
[0007] Optionally, as one implementable way, the helical diameter of the first spring section is greater than the helical diameter of the second spring section.
[0008] Optionally, as one implementable way, the first spring section and the second spring section each comprise multiple sections, and the two adjacent first spring sections and the two adjacent second spring sections are connected end to end.
[0009] Optionally, as one implementable way, the wire diameter of the first spring section is smaller than the wire diameter of the second spring section.
[0010] Optionally, as one implementable way, a first connecting part is provided at one end of the sleeve away from the plug rod, and a rear fork is connected through the first connecting part.
[0011] Optionally, as an implementable mode, the one end of the insertion rod away from the sleeve is provided with a second connecting part, and the vehicle frame is connected through the second connecting part.
[0012] Optionally, as an implementable mode, the one end of the first spring section away from the second spring section is provided with a first abutting section, and the insertion rod is abutted through the first abutting section.
[0013] Optionally, as an implementable mode, the one end of the second spring section away from the first spring section is provided with a second abutting section, and the sleeve is abutted through the second abutting section.
[0014] Another aspect of the embodiment of the present application provides an electric vehicle, comprising a vehicle frame, a rear fork and the shock absorber as any one of the above, the shock absorber, the rear fork and the vehicle frame are rotationally connected two by two.
[0015] Optionally, as an implementable mode, the included angle between the shock absorber and the rear fork is 45°-60°.
[0016] The beneficial effects of the embodiment of the present application include:
[0017] The electric vehicle shock absorber provided by the present application comprises a sleeve and an insertion rod in sliding sleeve connection, a spring is provided outside the sleeve, the two ends of the spring abut against the sleeve and the insertion rod respectively, the spring comprises a first spring section and a second spring section connected with each other, the pitch of the first spring section is greater than the pitch of the second spring section, the elasticity of the first spring section is greater, and the elasticity of the second spring section is smaller, the slight shock buffering is adapted through the first spring section, the severe impact buffering is adapted through the first spring section and the second spring section, and the combination of the first spring section and the second spring section guarantees that the spring can adapt to slight shock buffering while reducing the compression stroke. BRIEF DESCRIPTION OF DRAWINGS
[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor on the basis of these drawings.
[0019] Figure 1 The structural schematic diagram of the electric vehicle shock absorber provided by the embodiment of the present application is shown in the figure.
[0020] Figure 2 The structural schematic diagram of the spring in the electric vehicle shock absorber provided by the embodiment of the present application is shown in the figure.
[0021] Figure 3 The structural schematic diagram of the spring in the electric vehicle shock absorber provided by the embodiment of the present application is shown in the figure.
[0022] Figure 4 Figure 3 is a structural schematic diagram of a spring in an electric vehicle shock absorber according to an embodiment of the present application.
[0023] Figure 3 is a structural schematic diagram of a spring in an electric vehicle shock absorber according to an embodiment of the present application. DETAILED DESCRIPTION
[0024] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all of the embodiments. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different configurations.
[0025] Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present application.
[0026] It should be noted that similar reference numerals and letters in the following drawings represent similar items, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In addition, the terms "first", "second", "third" and the like are only used to distinguish descriptions, and cannot be understood as indicating or implying relative importance.
[0027] In the description of the present application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "setting", "mounting", "connecting", "connecting" should be understood broadly, for example, can be fixedly connected, or can be detachably connected, or integrally connected; can be mechanically connected, or can be electrically connected; can be directly connected, or can be indirectly connected through an intermediate medium, or can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.
[0028] Please refer to Figure 1 and Figure 2The embodiment provides an electric vehicle shock absorber 100, which comprises a sliding sleeve 110 and a plug rod 120, the sleeve 110 is sleeved with a spring 130, the spring 130 is in abutment with the sleeve 110 and the plug rod 120 at two ends respectively, the spring 130 comprises a first spring section 131 and a second spring section 132 which are connected with each other, and the pitch of the first spring section 131 is greater than the pitch of the second spring section 132.
[0029] In the electric vehicle shock absorber 100 of the application, the spring 130 is sleeved on the outer periphery of the sleeve 110, and the spring 130 is in abutment with the sleeve 110 and the plug rod 120 at two ends respectively, the spring 130 is divided into the first spring section 131 and the second spring section 132, the pitch of the first spring section 131 is greater than the pitch of the second spring section 132, the elasticity of the spring 130 is mainly measured by the stiffness coefficient, the greater the stiffness coefficient, the harder the spring 130, and the smaller the elasticity; the smaller the stiffness coefficient, the softer the spring 130, and the greater the elasticity. The relationship between the pitch of the spring 130 and the elasticity of the spring 130 is as follows: the pitch increases, and the elasticity increases; under the condition that other conditions are unchanged, the increase of the pitch means that the spring 130 has more space to be compressed in the axial direction, and the deformation amount is greater under the action of the same external force. According to Hooke's law (is the external force, is the stiffness coefficient, and is the deformation amount), the deformation amount increases, and the external force is unchanged, so the stiffness coefficient becomes smaller, the spring 130 becomes softer, and the elasticity becomes greater. The pitch decreases, and the elasticity decreases; when the pitch decreases, the space that can be compressed in the axial direction of the spring 130 becomes smaller, and the deformation amount is relatively small when the spring 130 is subjected to the external force. According to Hooke's law, under the same external force, the smaller the deformation amount, the greater the stiffness coefficient, and the spring 130 will be harder and have smaller elasticity. Through the first spring section 131, slight shock buffering is adapted, and through the first spring section 131 and the second spring section 132, severe impact buffering is adapted. Compared with the spring 130 with a relatively large overall pitch, the first spring section 131 and the second spring section 132 are combined to reduce the compression stroke while ensuring that the spring 130 can adapt to slight shock buffering.
[0030] It should be noted that the length of the first spring section 131 can be smaller than the length of the second spring section 132, so as to ensure the buffering effect of the second spring section 132 on the severe impact.
[0031] The electric vehicle shock absorber 100 provided by the application comprises a sleeve 110 and a plug rod 120 in sliding sleeve connection, the sleeve 110 is provided with a spring 130, the spring 130 is in abutment with the sleeve 110 and the plug rod 120 at two ends respectively, the spring 130 comprises a first spring section 131 and a second spring section 132 connected with each other, the pitch of the first spring section 131 is greater than the pitch of the second spring section 132, the elasticity of the first spring section 131 is large, and the elasticity of the second spring section 132 is small, slight shock buffering is adapted through the first spring section 131, severe shock buffering is adapted through the first spring section 131 and the second spring section 132, and the combination of the first spring section 131 and the second spring section 132 ensures that the spring 130 can adapt to slight shock buffering while reducing the compression stroke.
[0032] In an embodiment of the application, as shown in Figure 1 and Figure 3 , the helical diameter of the first spring section 131 is greater than the helical diameter of the second spring section 132.
[0033] Specifically, under the condition that other conditions remain unchanged, the increase of the outer diameter of the spring 130 means that the helical radius of the spring 130 becomes larger, the ability to resist deformation is relatively weakened, the deformation amount is larger under the same external force, the stiffness coefficient is smaller, and thus the elasticity is increased. When the outer diameter of the spring 130 is reduced, the helical radius of the spring 130 becomes smaller, the structure is relatively more compact, the ability to resist deformation is enhanced, the deformation amount is smaller under the same external force, the stiffness coefficient is larger, the spring 130 appears harder, and the elasticity is smaller. On the basis that the pitch of the first spring section 131 is greater than the pitch of the second spring section 132, the helical diameter of the first spring section 131 is greater than the helical diameter of the second spring section 132 in the application, so as to further increase the elasticity of the first spring section 131, and the effect of the spring 130 of the application in buffering slight impact is better.
[0034] In an embodiment of the application, Figure 1 and Figure 2 , the first spring section 131 and the second spring section 132 each comprise multiple sections, and the two adjacent first spring sections 131 and second spring sections 132 are connected end to end.
[0035] Specifically, the spring 130 is arranged as the first spring section 131 and the second spring section 132 connected in sequence in multiple sections, so as to further improve the effect of the spring 130 in buffering slight impact.
[0036] In an embodiment of the application, as shown in Figure 1 and Figure 4 , the wire diameter of the first spring section 131 is smaller than the wire diameter of the second spring section 132.
[0037] Specifically, the larger the wire diameter, the greater the elastic coefficient, and the smaller the elasticity: the wire diameter of the spring 130 refers to the diameter of the steel wire used to manufacture the spring 130. The larger the wire diameter means that the steel wire of the spring 130 is thicker, and its cross-sectional area is larger. According to the theory of material mechanics, under the same conditions, the elastic coefficient of the spring 130 is proportional to the fourth power of the wire diameter. That is, when the wire diameter increases, the elastic coefficient of the spring 130 will rapidly increase, so that the spring 130 deforms less when subjected to the same external force, thereby appearing harder and less elastic. The smaller the wire diameter, the smaller the elastic coefficient, and the greater the elasticity: on the contrary, when the wire diameter of the spring 130 decreases, the steel wire becomes thinner, the cross-sectional area decreases, and the elastic coefficient also decreases. Such a spring 130 is more likely to deform when subjected to an external force, and can produce greater elastic deformation under smaller external forces, exhibiting greater elasticity. The wire diameter of the first spring segment 131 is smaller than that of the second spring segment 132 on the basis that the pitch of the first spring segment 131 is greater than that of the second spring segment 132, so as to further increase the elasticity of the first spring segment 131, so that the spring 130 of the present application has a better effect of buffering slight impacts.
[0038] In an embodiment of the present application, as shown in Figure 1 and Figure 2 , the first connecting portion 111 is provided on the sleeve 110, and the second connecting portion 121 is provided on the insertion rod 120.
[0039] Further, the second connecting portion 121 is provided on the insertion rod 120, and the first connecting portion 111 is provided on the sleeve 110.
[0040] Specifically, the first connecting portion 111 is a first lifting lug provided on the sleeve 110, and the second connecting portion 121 is a second lifting lug provided on the insertion rod 120. The sleeve 110 and the sleeve rod are connected in a piston sliding manner, and the first connecting portion 111 of the sleeve 110 is rotatably connected to the rear fork, and the second connecting portion 121 of the sleeve rod is rotatably connected to the frame.
[0041] In an embodiment of the present application, as shown in Figure 1 and Figure 2 , the first spring segment 131 is provided with a first abutting segment 133 at one end away from the second spring segment 132, and the second spring segment 132 is provided with a second abutting segment 134 at one end away from the first spring segment 131.
[0042] Further, the second spring segment 132 is provided with a second abutting segment 134 at one end away from the first spring segment 131, and the first spring segment 131 is provided with a first abutting segment 133 at one end away from the second spring segment 132.
[0043] Specifically, the first abutting section 133 comprises a plurality of first helical sections abutting with each other, and the second abutting section 134 comprises a plurality of second helical sections abutting with each other. When assembling the shock absorber, the sleeve 110 and the sleeve rod are slidingly connected, the spring 130 is sleeved on the sleeve 110, the first abutting section 133 abuts against the plug rod 120, and the second abutting section 134 abuts against the sleeve 110, so as to ensure the contact stability of the spring 130 with the sleeve 110 and the sleeve rod.
[0044] In an embodiment of the present application, an electric vehicle is provided, comprising a frame, a rear fork and the shock absorber according to any one of the above, the shock absorber, the rear fork and the frame are rotationally connected two by two.
[0045] Specifically, when installing the shock absorber on the electric vehicle, the rear fork and the shock absorber are rotationally connected to the frame respectively, and then the end of the rear fork away from the frame and the end of the shock absorber away from the frame are rotationally connected, so as to ensure the buffering effect of the shock absorber.
[0046] In an embodiment of the present application, as shown in Figure 1 the angle between the shock absorber and the rear fork is 45°-60°. In this angle, the saddle is in the extension direction of the shock absorber, which can better ensure the shock absorbing effect of the shock absorber on the rider.
[0047] The above only describes the preferred embodiments of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. An electric vehicle shock absorber characterized by, The sleeve and the insertion rod are connected by sliding, the sleeve is provided with a spring, the spring is provided at both ends of the sleeve and the insertion rod, the spring comprises a first spring section and a second spring section, the pitch of the first spring section is greater than the pitch of the second spring section, and the diameter of the first spring section is smaller than the diameter of the second spring section.
2. The electric vehicle shock absorber of claim 1, wherein The spiral diameter of the first spring section is greater than the spiral diameter of the second spring section.
3. The electric vehicle shock absorber of claim 1, wherein The first spring section and the second spring section each comprise multiple sections, and the two adjacent sections of the first spring section and the second spring section are connected end to end.
4. The electric vehicle shock absorber of claim 1, wherein The end of the sleeve away from the insertion rod is provided with a first connecting part, and the rear flat fork is connected through the first connecting part.
5. The electric vehicle shock absorber of claim 1, wherein The end of the insertion rod away from the sleeve is provided with a second connecting part, and the frame is connected through the second connecting part.
6. The electric vehicle shock absorber of claim 1, wherein The end of the first spring section away from the second spring section is provided with a first abutting section, and the insertion rod is abutted through the first abutting section.
7. The electric vehicle shock absorber of claim 1, wherein The end of the second spring section away from the first spring section is provided with a second abutting section, and the sleeve is abutted through the second abutting section.
8. An electric vehicle characterized by The frame, the rear flat fork and the shock absorber of any one of claims 1-7 are rotatably connected two by two.
9. The electric vehicle of claim 8, wherein, The included angle between the shock absorber and the rear flat fork is 45°-60°.