Wheel damping structure and scooter
By using the acute angle between the inclined spring damping arm assembly and the wheel connecting arm, the problems of complexity and high cost of existing wheel damping structures are solved, achieving multi-directional damping and improved assembly efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-12
- Publication Date
- 2026-04-14
AI Technical Summary
Existing wheel shock absorption structures are complex in design, can only absorb shock in one direction, and are costly, making it difficult to meet the needs of improving assembly efficiency.
The inclined spring damping arm assembly achieves multi-directional shock absorption of the wheel through the design of the mounting base, bracket and connecting arm. The acute angle between the spring damping arm assembly and the horizontal plane is used to reduce the number of springs and reduce costs.
It achieves multi-directional buffering and shock absorption for the wheels, simplifies the structural design, reduces manufacturing costs, and improves assembly efficiency.
Smart Images
Figure CN224117457U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of shock absorption device technology, specifically to a wheel shock absorption structure and a scooter. Background Technology
[0002] Currently, most wheel shock absorption structures consist of a spring assembly on each side of the same wheel to absorb shocks when the wheel encounters obstacles or bumps. However, this design has several drawbacks. First, the springs are arranged vertically, which only provides shock absorption in one direction. Second, the design cost of dual-spring assemblies is relatively high. Furthermore, the overall structural design of wheel shock absorption structures is quite complex, which is not conducive to assembly, production, or efficiency improvement. Utility Model Content
[0003] To address the problem of complex wheel shock absorption structures in current models, this invention provides a wheel shock absorption structure and a scooter.
[0004] The technical solution of this utility model is as follows:
[0005] On the one hand, this utility model provides a wheel shock absorption structure for wheel shock absorption, characterized in that it includes...
[0006] Mounting bracket for connecting to the vehicle body;
[0007] The bracket includes two connecting arms respectively located on the left and right sides of the wheel and a crossbeam connecting the two connecting arms. The first end of each connecting arm is rotatably connected to the mounting base; the second end of each connecting arm is rotatably connected to the wheel axle of the wheel.
[0008] The spring shock absorber arm assembly is inclined and its first end is rotatably connected to the mounting base, and its second end is rotatably connected to the bracket.
[0009] Furthermore, the angle between the spring damping arm assembly and the horizontal plane is a first acute angle, and the angle between the connecting arm and the horizontal plane is a second acute angle.
[0010] Furthermore, the spring damping arm assembly extends in the same direction as the connecting arm.
[0011] Furthermore, one of the connecting arms is connected to the mounting base via the spring damping arm assembly.
[0012] Furthermore, the connecting arm has an upward-facing first boss at one end near the wheel, and a second boss extends from the mounting base. The first boss and the second boss are rotatably connected to both ends of the spring shock absorber arm assembly, respectively.
[0013] Furthermore, the spring shock absorber arm assembly includes a telescopic guide rod, a spring sleeved on the outside of the telescopic guide rod, and a stroke adjustment knob assembly, which is used to adjust and control the movement stroke of the spring.
[0014] Furthermore, a rotational stroke limiting structure is provided at at least one rotational axis of the connecting arm.
[0015] Furthermore, the rotation stroke limiting structure includes a rotation limiting hole with an arc surface on the connecting arm and a rotation limiting shaft segment with an arc surface that mates with the rotation limiting hole shaft; the arc surface of the limiting shaft segment abuts against the arc surface of the rotation limiting hole.
[0016] According to another aspect of the present invention, a scooter is also provided, including a vehicle body and two sets of wheel shock absorption structures as described above, the two sets of wheel shock absorption structures being respectively installed on the front wheel and the rear wheel.
[0017] Furthermore, the spring shock absorber arm assembly is configured as a single unit, with the spring shock absorber arm assemblies on the front and rear wheel shock absorption structures located on the left and right sides of the vehicle body, respectively.
[0018] The beneficial effects achieved by this utility model are as follows:
[0019] The wheel shock absorption structure of this utility model includes a mounting base connected to the vehicle body, and the mounting base and the wheel are connected by a bracket. The bracket includes two connecting arms respectively located on the left and right sides of the wheel and a crossbeam connecting the two connecting arms. The first end of each connecting arm is rotatably connected to the mounting base, and the second end of each connecting arm is rotatably connected to the wheel axle, so that the wheel can rotate around the rotation center of the connecting arm when it encounters an obstacle. At the same time, a spring shock absorption arm assembly is connected between the mounting base and the wheel, so that when the wheel and the connecting arm rotate when they encounter an obstacle, the spring shock absorption arm assembly can provide an elastic buffering effect. Since there is a crossbeam connecting the two connecting arms, the spring shock absorption arm assembly can provide a good shock absorption effect even if only one is arranged. At the same time, the spring shock absorption arm assembly is inclined, so that it can have a multi-directional buffering and shock absorption effect.
[0020] This application also discloses a scooter, including a vehicle body and two sets of wheel shock absorption structures as described above, the two sets of wheel shock absorption structures being installed on the front wheel and the rear wheel respectively; both the front wheel and the rear wheel are provided with wheel shock absorption structures for buffering and shock absorption. Attached Figure Description
[0021] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0022] 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, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0023] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.
[0024] Figure 1 This is a three-dimensional structural schematic diagram of Embodiment 1 of this application;
[0025] Figure 2 This is a schematic diagram of the main view structure of Embodiment 1 of this application;
[0026] Figure 3 This is a schematic diagram of the exploded structure of Embodiment 1 of this application;
[0027] Figure 4 This is a first three-dimensional structural schematic diagram of Embodiment 2 of this application;
[0028] Figure 5 This is a side view of the structure of Embodiment 2 of this application;
[0029] Figure 6 This is a top view of the structure of Embodiment 2 of this application.
[0030] In the picture,
[0031] 100, Wheel; 200, Mounting base; 300, Bracket; 400, Spring shock absorber arm assembly; 500, Vehicle body; 210, Second boss; 310, Connecting arm; 311, First boss; 312, Rotation limit hole; 313, Limiting shaft section; 320, Crossbeam; 410, Telescopic guide rod; 420, Spring; 430, Stroke adjustment knob assembly. Detailed Implementation
[0032] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by a person of ordinary skill in the art without creative effort are within the scope of protection of this application.
[0033] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.
[0034] For ease of description, spatial relative terms may be used in this text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in this text will be interpreted accordingly. Example
[0035] This application discloses a wheel shock absorption structure for shock absorption of a wheel 100. The wheel shock absorption structure includes a mounting base 200 for connection to a vehicle body 500. The wheel 100 and the mounting base 200 are connected by a bracket 300. The bracket 300 includes two connecting arms 310 respectively located on the left and right sides of the wheel 100 and a crossbeam 320 connecting the two connecting arms 310. The first end of each connecting arm 310 is rotatably connected to the mounting base 200. The second end of each connecting arm 310 is rotatably connected to the wheel axle of the wheel 100. The wheel shock absorption structure also includes an inclined spring shock absorption arm assembly 400. The first end of the spring shock absorption arm assembly 400 is rotatably connected to the mounting base 200, and the second end is rotatably connected to the bracket 300.
[0036] In this embodiment, the wheel damping structure is used to dampen the shock of the wheel 100. The wheel damping structure includes a mounting base 200 connected to the vehicle body 500. The mounting base 200 can be set separately for assembly with the vehicle body 500, or it can be integrally set with the vehicle body 500; this is not limited here. The shape of the mounting base 200 is also not limited; it can have different shapes when matched with the front and rear wheels respectively. The mounting base 200 is connected to the wheel 100 via a bracket 300. The bracket 300 includes two connecting arms 310 respectively located on the left and right sides of the wheel 100 and a crossbeam 320 connecting the two connecting arms 310. The first end of each connecting arm 310 is rotatably connected to the mounting base 200. The second ends of the two connecting arms 310 are rotatably connected to the wheel axle of the wheel 100, so that the wheel 100 can rotate around the rotation center of the connecting arms 310 when it encounters an obstacle. At the same time, a spring damping arm assembly 400 is connected between the mounting base 200 and the space between the two arms 300, so that when the wheel 100 and the connecting arms 310 rotate when they encounter an obstacle, the spring damping arm assembly 400 can provide an elastic buffering effect. Since there is a crossbeam 320 connecting the two connecting arms 310, the spring damping arm assembly 400 can provide a good shock absorption effect even if only one is arranged. At the same time, the spring damping arm assembly 400 is arranged at an angle, so that it can have a multi-directional buffering and shock absorption effect.
[0037] In an optional or preferred embodiment, the angle between the spring reducing arm assembly 400 and the horizontal plane is a first acute angle, and the angle between the connecting arm 310 and the horizontal plane is a second acute angle.
[0038] In this embodiment, the angles between the spring shock absorber arm assembly 400, the connecting arm 310 and the horizontal plane are all acute angles. Firstly, this allows for multi-directional shock absorption, and secondly, it facilitates the smooth operation of the elastic buffering process of the spring shock absorber arm assembly 400 when the connecting arm 310 drives the wheel 100 to rotate.
[0039] In an optional or preferred embodiment, the difference between the first acute angle and the second acute angle is 5°-25°, so that the spring damping component 400 can smoothly exert its damping effect when the connecting arm 310 rises; preferably, the difference between the first acute angle and the second acute angle is 10°-23°, so as to further improve the buffering and damping effect of the spring damping arm component 400; for example, the first acute angle is 29° and the second acute angle is 19°, so as to meet the good cooperation between the two.
[0040] In an optional or preferred embodiment, a spring damping arm assembly 400 is connected between a connecting arm 310 and the mounting base 200; the spring damping arm assembly 400 is configured as a single unit located on one side of the wheel 100, which facilitates the assembly of the overall structure and provides a new aesthetic effect.
[0041] In an optional or preferred embodiment, the connecting arm 310 is provided with an upward-facing first boss 311 at one end near the wheel 100, and a second boss 210 extends from the mounting base 200. The first boss 311 and the second boss 210 are rotatably connected to both ends of the spring shock absorber arm assembly 400 via rotating shafts.
[0042] In this embodiment, the first boss 311 and the first boss 311 can be integrally set or separately designed; through the design of the first boss 311 and the first boss 311, it is convenient for the spring shock absorber arm assembly 400 to be connected and assembled with the mounting base 200 and the connecting arm 310 respectively.
[0043] In an optional or preferred embodiment, the spring damping arm assembly 400 includes a telescopic guide rod 410, a spring 420 sleeved on the outside of the telescopic guide rod 410, and a stroke adjustment knob assembly 430, which is used to adjust and control the movement stroke of the spring 420.
[0044] In this embodiment, the two ends of the telescopic guide rod 410 are rotatably connected to the connecting arm 310 and the mounting base 200, respectively. During use, the compression and extension of the spring 420 are used for buffering and shock absorption. The stroke adjustment knob assembly 430 can adjust and control the movement stroke of the spring 420 as needed.
[0045] In an optional or preferred embodiment, a rotation stroke limiting structure is provided at at least one rotation axis of the connecting arm 310. The rotation stroke of the connecting arm 310 is controlled by the setting of the rotation stroke limiting structure. For example, when the vehicle body 500 is subjected to downward pressure, the connecting arm 310 rotates at a certain angle and compresses the spring 420. When bumps occur, the spring 420 is continuously released and compressed, thereby achieving the purpose of buffering and shock absorption.
[0046] In an optional or preferred embodiment, the rotation stroke limiting structure includes a rotation limiting hole 312 with an arc surface on the connecting arm 310 and a rotation limiting shaft segment 313 with an arc surface that cooperates with the rotation limiting hole 312; the limiting shaft segment 313 is inserted into the rotation limiting hole 312 and the two arc surfaces abut against each other.
[0047] In this embodiment, the rotational stroke of the connecting arm 310 is limited by a hole-shaft mating limiting method, resulting in a simple, stable structure that is not easily damaged; alternatively, such as Figure 3 As shown, two limiting shaft segments 313 are respectively located at both ends of the rotating shaft, and two connecting arms 310 are respectively provided with rotation limiting holes 312 corresponding to the limiting shaft segments 313.
[0048] Optionally, the spring damper arm assembly 400 and the mounting base 200 are connected by a damped rotational connection and / or a rotational stroke limiting structure is provided for limiting the rotation of the spring damper arm assembly 400.
[0049] Example 2: A scooter, including a body 500 and two sets of wheel shock absorption structures as described above, the two sets of wheel shock absorption structures being installed on the front wheel and the rear wheel respectively; in this embodiment, the wheel 100 can be either the front wheel or the rear wheel, and both the front wheel and the rear wheel are provided with wheel shock absorption structures for buffering and shock absorption.
[0050] In an optional or preferred embodiment, the spring shock absorber arm assembly 400 is configured as one unit, with the spring shock absorber arm assemblies 400 on the front and rear wheel shock absorption structures located on the left and right sides of the vehicle body 500, respectively.
[0051] In this embodiment, the spring damping arm assembly 400 is set as a single unit, that is, the spring 420 is set as a single unit. This can reduce the cost of manufacturing the entire vehicle. Both the front and rear wheels have wheel damping structures, and each wheel damping structure has a spring damping arm assembly 400. The spring damping arm assemblies 400 are respectively set on the left and right sides of the vehicle body 500. This can reduce the number of springs used and achieve the beneficial effect of maintaining good balance during the damping process when the vehicle body 500 encounters bumps. It can be understood that the symmetrical arrangement of the spring damping arm assemblies 400 on the left and right sides along the line connecting the front and rear wheels can ensure a better balance effect. For example, optionally, the single spring damping arm assembly 400 on both sets of wheel damping structures can be set on the line connecting the front and rear wheels. This design has a damping effect when encountering bumps, but it is slightly less balanced than the arrangement on the left and right sides.
[0052] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also mean including the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.
[0053] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.
[0054] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.
Claims
1. A wheel damping structure for damping a vehicle wheel (100), characterized by, include Mounting bracket (200) for connection to vehicle body (500); The bracket (300) includes two connecting arms (310) respectively located on the left and right sides of the wheel (100) and a crossbeam (320) connecting the two connecting arms (310). The first end of each connecting arm (310) is rotatably connected to the mounting base (200); the second end of each connecting arm (310) is rotatably connected to the wheel axle of the wheel (100). The spring shock absorber arm assembly (400) is inclined and its first end is rotatably connected to the mounting base (200), and its second end is rotatably connected to the bracket (300).
2. The wheel shock absorption structure according to claim 1, characterized in that: The angle between the spring shock absorber arm assembly (400) and the horizontal plane is a first acute angle, and the angle between the connecting arm (310) and the horizontal plane is a second acute angle.
3. The wheel shock absorption structure according to claim 2, characterized in that: The difference between the first acute angle and the second acute angle is 5°-25°.
4. The wheel shock absorption structure according to claim 1, characterized in that: One of the connecting arms (310) connects the spring damping arm assembly (400) to the mounting base (200).
5. The wheel shock absorption structure according to claim 4, characterized in that: The connecting arm (310) has an upward-facing first boss (311) at one end near the wheel (100), and a second boss (210) extends from the mounting base (200). The first boss (311) and the second boss (210) are rotatably connected to both ends of the spring shock absorber arm assembly (400).
6. The wheel shock absorption structure according to claim 1, characterized in that: The spring shock absorber arm assembly (400) includes a telescopic guide rod (410), a spring (420) sleeved on the outside of the telescopic guide rod (410), and a stroke adjustment knob assembly (430). The stroke adjustment knob assembly (430) is used to adjust and control the movement stroke of the spring (420).
7. The wheel damping structure according to any one of claims 1-6, characterized in that: The connecting arm (310) has a rotation stroke limiting structure at at least one rotation axis.
8. The wheel shock absorption structure according to claim 7, characterized in that: The rotation stroke limiting structure includes a rotation limiting hole (312) with an arc surface opened on the connecting arm (310) and a rotation limiting shaft section (313) with an arc surface that cooperates with the hole shaft of the rotation limiting hole (312); the arc surface of the limiting shaft section (313) abuts against the arc surface of the rotation limiting hole (312).
9. A scooter, characterized in that: The vehicle includes a body (500) and two sets of wheel damping structures as described in any one of claims 1-8, wherein the two sets of wheel damping structures are respectively installed on the front wheel and the rear wheel.
10. The scooter according to claim 9, characterized in that: The spring shock absorber arm assembly (400) is configured as one unit, and the spring shock absorber arm assemblies (400) on the front and rear wheel shock absorption structures are respectively located on the left and right sides of the vehicle body (500).