Electric vehicle

Abstract

The utility model discloses an electric vehicle, and relates to the technical field of electric vehicles. The electric vehicle comprises a frame, a front wheel and a rear wheel, the front wheel and the rear wheel are arranged on the frame, the frame is provided with a frame structure for containing a storage battery, the front end of the frame is rotationally connected with a front cantilever, the other end of the front cantilever is connected with the front wheel, the front cantilever is provided with a connecting part located between the front wheel and the frame, and a front shock absorber is connected between the connecting part and the frame. The frame and the rear wheel are rotationally connected through a rear cantilever, and a rear shock absorber is arranged between the rear cantilever and the frame. The stability and controllability of the electric vehicle under the emergency braking condition can be optimized.

Description

An electric vehicle Technical Field

[0001] This application relates to the field of electric vehicle technology, and more specifically, to an electric vehicle. Background Technology

[0002] In the development of electric vehicle suspension systems, the dual-tube front shock absorber suspension structure, with its unique design, has improved the performance of traditional suspension structures in dealing with road bumps to a certain extent, effectively enhancing the sport performance of electric vehicles and bringing riders a relatively more comfortable riding experience and a more stable handling feel.

[0003] However, despite its advantages in the aforementioned aspects, this structure still has significant technical shortcomings in practical applications. When the vehicle is traveling at high speed and undergoes sudden braking, the springs in the linear front shock absorber may excessively compress. This excessive compression not only disrupts the vehicle's original balance but also directly alters the rider's riding posture. This change in riding posture may make it difficult for the rider to maintain effective control of the vehicle, increasing safety hazards during riding and also affecting the stability and handling of the electric vehicle under emergency braking conditions. Summary of the Invention

[0004] The purpose of this application is to provide an electric vehicle that optimizes the stability and handling of the electric vehicle under emergency braking conditions.

[0005] The embodiments of this application are implemented as follows:

[0006] This application provides an electric vehicle, including a frame and a front wheel and a rear wheel mounted on the frame. The frame has a frame structure for housing a battery. A front suspension arm is rotatably connected to the front end of the frame, and the other end of the front suspension arm is connected to the front wheel. The front suspension arm has a connecting portion located between the front wheel and the frame. A front shock absorber is connected between the connecting portion and the frame. The frame and the rear wheel are rotatably connected via a rear suspension arm, and a rear shock absorber is disposed between the rear suspension arm and the frame.

[0007] Optionally, as an implementable method, a front wheel connector is provided on the front wheel, a steering assembly is connected to the front wheel connector, and the steering assembly passes through the head tube of the frame.

[0008] Optionally, as an implementable method, the front wheel connector has a hollow cavity, in which a connecting shaft is disposed, the extending direction of the connecting shaft being consistent with the extending direction of the head tube of the vehicle frame, and a connecting pin is sleeved on the connecting shaft, one side of the connecting pin extending from the hollow cavity to connect to the front cantilever.

[0009] Optionally, as one possible implementation, the steering assembly includes a steering column, a universal joint, a rocker arm, and a steering connector connected in sequence, with both ends of the rocker arm rotatably connected to the universal joint and the steering connector, respectively, the steering column passing through the head tube of the vehicle frame, and the steering connector connected to the front wheel connector.

[0010] Alternatively, as an implementable method, the front cantilever and the front wheel connector are arranged on the same side.

[0011] Optionally, as an implementable method, a protrusion is provided on the head tube of the frame, and a limiting member is provided on the steering column to cooperate with and limit the movement of the head tube. The rotation angle of the head tube is limited by the limiting member.

[0012] Alternatively, as an implementable method, the extension directions of the rotating shafts at both ends of the rocker arm are consistent and perpendicular to the extension direction of the connecting shaft.

[0013] Alternatively, as an implementable method, the extension direction of the front shock absorber is aligned with the extension direction of the head tube of the vehicle frame.

[0014] Optionally, as one possible implementation, the frame includes a head tube and a lower left side tube and a lower right side tube connected to the head tube. The lower left side tube and the lower right side tube are both U-shaped tubes. The rear ends of the head tube and the lower left side tube are connected through an upper left side tube, and the rear ends of the head tube and the lower right side tube are connected through an upper right side tube. The battery is placed within the frame structure formed by the lower left side tube, the lower right side tube, the upper left side tube, and the upper right side tube.

[0015] Optionally, as an implementable method, a connecting pipe is provided between the lower left tube and the lower right tube, and one end of the front cantilever is rotatably connected to the connecting pipe.

[0016] The beneficial effects of the embodiments of this application include:

[0017] The electric vehicle provided in this application includes a frame and front and rear wheels mounted on the frame. The frame has a frame structure for housing a battery. A front suspension arm is rotatably connected to the front end of the frame, and the other end of the front suspension arm is connected to the front wheel. The front suspension arm has a connecting part located between the front wheel and the frame. A front shock absorber is connected between the connecting part and the frame. The frame and the rear wheel are rotatably connected via a rear suspension arm, and a rear shock absorber is located between the rear suspension arm and the frame. By rotatably connecting one end of the front shock absorber to the connecting part and the other end to the frame, the overall length of the shock absorber is shortened. This results in a shorter shock absorption stroke, achieving a front wheel shock absorption effect and effectively preventing excessive shock absorber compression and instability during sudden braking. The front shock absorber between the front suspension arm and the frame, and the rear shock absorber between the rear suspension arm and the frame, work together to form a complete shock absorption system. During vehicle operation, whether the front or rear wheel encounters road bumps, the shock absorbers can effectively absorb impact energy, reducing vibration transmission to the frame and the rider, thereby greatly improving riding comfort. The rotating connection between the front and rear suspension arms allows the wheels to move freely within a certain range, adapting to different road conditions. Combined with the function of the front and rear shock absorbers, the vehicle maintains a relatively stable posture during driving, reducing body sway and tilt caused by uneven road surfaces, thus improving vehicle safety and handling. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 is one of the structural schematic diagrams of the electric vehicle provided in the embodiments of this application;

[0020] Figure 2 is a second structural schematic diagram of the electric vehicle provided in an embodiment of this application;

[0021] Figure 3 is a third structural schematic diagram of the electric vehicle provided in the embodiments of this application.

[0022] Icons: 100 - Electric vehicle; 110 - Frame; 111 - Head tube; 1111 - Lug; 112 - Lower left side tube; 113 - Lower right side tube; 114 - Upper left side tube; 115 - Upper right side tube; 116 - Connecting tube; 120 - Front wheel; 121 - Front wheel connector; 130 - Rear wheel; 140 - Front suspension arm; 141 - Connector; 150 - Front shock absorber; 160 - Rear suspension arm; 170 - Rear shock absorber; 180 - Steering assembly; 181 - Steering column; 1811 - Limiter; 182 - Universal joint; 183 - Rocker arm; 184 - Steering connector. Detailed Implementation

[0023] 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, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0026] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] Referring to Figures 1, 2, and 3, this embodiment provides an electric vehicle 100, including a frame 110 and a front wheel 120 and a rear wheel 130 mounted on the frame 110. The frame 110 has a frame structure for accommodating a battery. A front suspension arm 140 is rotatably connected to the front end of the frame 110, and the other end of the front suspension arm 140 is connected to the front wheel 120. The front suspension arm 140 has a connecting portion 141 located between the front wheel 120 and the frame 110. A front shock absorber 150 is connected between the connecting portion 141 and the frame 110. The frame 110 and the rear wheel 130 are rotatably connected via a rear suspension arm 160, and a rear shock absorber 170 is disposed between the rear suspension arm 160 and the frame 110.

[0028] Specifically, a front suspension arm 140 is rotatably connected to the front end of the frame 110, and the other end of the front suspension arm 140 is connected to the front wheel 120. The front suspension arm 140 has a connecting portion 141 located between the front wheel 120 and the frame 110. A front shock absorber 150 is connected between the connecting portion 141 and the frame 110. One end of the front shock absorber 150 is rotatably connected to the connecting portion 141, and the other end is rotatably connected to the frame 110. This configuration can shorten the overall length of the shock absorber, thereby achieving the shock absorption effect of the front wheel 120 with a shorter shock travel, effectively preventing the shock absorber from excessively compressing and causing instability of the front of the vehicle during emergency braking. It can effectively buffer the impact from the road surface received by the front wheel 120 during driving. The frame 110 and the rear wheel 130 are rotatably connected via a rear suspension arm 160, and a rear shock absorber 170 is provided between the rear suspension arm 160 and the frame 110. The rotating connection between the rear suspension arm 160 and the frame 110, as well as the configuration of the rear shock absorber 170, enable the rear wheel 130 to move accordingly according to road conditions, further enhancing the overall shock absorption effect and driving stability of the vehicle.

[0029] The electric vehicle 100 provided in this application includes a frame 110 and a front wheel 120 and a rear wheel 130 mounted on the frame 110. The frame 110 has a frame structure for accommodating a battery. A front suspension arm 140 is rotatably connected to the front end of the frame 110, and the other end of the front suspension arm 140 is connected to the front wheel 120. The front suspension arm 140 has a connecting portion 141 located between the front wheel 120 and the frame 110. A front shock absorber 150 is connected between the connecting portion 141 and the frame 110. The frame 110 and the rear wheel 130 are rotatably connected via a rear suspension arm 160, and a rear shock absorber 170 is disposed between the rear suspension arm 160 and the frame 110. By rotatably connecting one end of the front shock absorber 150 to the connecting portion 141 and the other end to the frame 110, the overall length of the shock absorber is shortened. This results in a shorter shock absorption stroke, achieving the shock absorption effect of the front wheel 120 and effectively preventing excessive compression of the shock absorber and instability of the front of the vehicle during emergency braking. The front shock absorber 150, located between the front suspension arm 140 and the frame 110, and the rear shock absorber 170, located between the rear suspension arm 160 and the frame 110, work together to form a complete shock absorption system. During vehicle operation, whether the front wheel 120 or the rear wheel 130 encounters road bumps, the shock absorbers effectively absorb impact energy, reducing vibration transmission to the frame 110 and the rider, thus significantly improving riding comfort. The rotating connection of the front suspension arm 140 and the rear suspension arm 160 allows the wheels to move freely within a certain range, adapting to different road conditions. Combined with the function of the front and rear shock absorbers 170, the vehicle maintains a relatively stable posture during operation, reducing body sway and tilt caused by uneven road surfaces, thus improving vehicle safety and handling.

[0030] In one feasible embodiment of this application, as shown in Figures 1, 2 and 3, a front wheel connector 121 is provided on the front wheel 120, and a steering assembly 180 is connected to the front wheel connector 121. The steering assembly 180 passes through the head tube 111 of the frame 110.

[0031] Specifically, a front wheel connector 121 is provided on the front wheel 120, which is used to connect the front wheel 120 to other components. A steering assembly 180 is connected to the front wheel connector 121, and the steering assembly 180 passes through the head tube 111 of the frame 110, allowing the rider to control the steering of the front wheel 120 by operating the steering assembly 180, thereby realizing the steering function of the electric vehicle 100. The arrangement of the front wheel connector 121 and the steering assembly 180 constitutes a complete steering control system. The rider can precisely control the steering of the front wheel 120 by operating the steering assembly 180, improving the steering flexibility and maneuverability of the electric vehicle 100, enabling the rider to change direction more easily and accurately during riding, enhancing the driving experience and safety of the vehicle.

[0032] In one feasible embodiment of this application, as shown in Figures 1, 2 and 3, the front wheel connector 121 has a hollow cavity, and a connecting shaft is provided in the hollow cavity. The extending direction of the connecting shaft is consistent with the extending direction of the head tube 111 of the frame 110. A connecting pin is sleeved on the connecting shaft, and one side of the connecting pin extends from the hollow cavity to connect to the front cantilever 140.

[0033] Specifically, the front wheel connector 121 has a hollow cavity, within which a connecting shaft is disposed. The extending direction of the connecting shaft is consistent with the extending direction of the head tube 111 of the frame 110. A connecting pin is fitted onto the connecting shaft, with one side of the connecting pin extending from the hollow cavity and connecting to the front suspension 140. This structure achieves the connection between the front wheel connector 121 and the front suspension 140, allowing the front suspension 140 to rotate around the connecting shaft. The design of the connecting shaft and the connecting pin forms a stable yet flexible connection structure. The alignment of the connecting shaft with the extending direction of the head tube 111 of the frame 110 ensures that the front wheel 120 can swing stably relative to the front suspension 140.

[0034] Furthermore, the front suspension arm 140 and the front wheel connector 121 are positioned on the same side, optimizing the spatial layout of the front end of the vehicle and making the structure more compact. This compact layout helps reduce the space occupied at the front end of the vehicle, while making the connection between the front suspension arm 140 and the front wheel connector 121 more direct and stable, improving the reliability of the front suspension structure, and thus ensuring the stability and shock absorption effect of the front suspension during vehicle operation.

[0035] Furthermore, the extension direction of the front shock absorber 150 is consistent with the extension direction of the head tube 111 of the frame 110. This allows for more effective absorption of impact energy from the road surface received by the front wheel 120 during riding. When the vehicle encounters bumps, the front shock absorber 150 compresses and extends along its extension direction, thereby better cushioning the impact, reducing vibration transmission to the frame 110 and the rider, and further improving the vehicle's shock absorption performance and riding comfort.

[0036] In one feasible embodiment of this application, as shown in Figures 1, 2 and 3, the steering assembly 180 includes a steering column 181, a universal joint 182, a rocker arm 183 and a steering connector 184 connected in sequence. The two ends of the rocker arm 183 are rotatably connected to the universal joint 182 and the steering connector 184, respectively. The steering column 181 passes through the head tube 111 of the frame 110, and the steering connector 184 is connected to the front wheel connector 121.

[0037] The steering assembly 180, through the cooperation of components such as the universal joint 182 and the rocker arm 183, can flexibly transmit the rotation of the steering column 181 to the front wheel 120 to achieve steering operation. This structural design can effectively reduce resistance and jamming during steering, making steering operation smoother and more precise, improving the steering sensitivity and handling stability of the electric vehicle 100, and allowing the rider to control the vehicle steering more easily in various road conditions. The two ends of the rocker arm 183 are rotatably connected to the universal joint 182 and the steering connector 184 respectively, so that the steering assembly 180 will not interfere during the compression of the front shock absorber 150.

[0038] Furthermore, the extension directions of the shafts at both ends of the rocker arm 183 are consistent and perpendicular to the extension direction of the connecting shaft. This ensures the accuracy and stability of steering force transmission. During steering, the force can be transmitted along a reasonable direction, reducing force loss and deviations during transmission, making steering operation more precise and reliable, and further improving the steering performance and driving stability of the electric vehicle 100. This also ensures that the steering assembly 180 will not interfere during the compression of the front shock absorber 150.

[0039] In one feasible embodiment of this application, as shown in Figures 1, 2, and 3, a protrusion 1111 is provided on the head tube 111 of the frame 110, and a limiting member 1811 is provided on the steering column 181 to cooperate with and limit the protrusion 1111, thereby limiting the rotation angle of the head tube 111. The protrusion 1111 and the limiting member 1811 serve to limit the steering angle. Reasonably limiting the rotation angle of the head tube 111 can prevent the front wheel 120 from turning too much, thus preventing loss of vehicle control and improving vehicle driving safety. At the same time, this limiting design can make steering operations more standardized, avoiding damage to vehicle components due to oversteering and extending the vehicle's service life.

[0040] In one feasible embodiment of this application, as shown in Figures 1, 2, and 3, the frame 110 includes a head tube 111 and a lower left side tube 112 and a lower right side tube 113 connected to the head tube 111. Both the lower left side tube 112 and the lower right side tube 113 are U-shaped tubes. The rear ends of the head tube 111 and the lower left side tube 112 are connected via an upper left side tube 114, and the rear ends of the head tube 111 and the lower right side tube 113 are connected via an upper right side tube 115. The battery is placed within the frame structure formed by the lower left side tube 112, the lower right side tube 113, the upper left side tube 114, and the upper right side tube 115. This frame structure can withstand the weight of the vehicle and various loads during driving. Placing the battery within this frame structure not only provides a stable mounting position for the battery, ensuring its safety during driving, but also makes reasonable use of the space under the vehicle, making the overall structure of the vehicle more compact and rational, helping to maintain the vehicle's center of gravity balance and improving the vehicle's driving stability.

[0041] Furthermore, a connecting pipe 116 is provided between the lower left tube 112 and the lower right tube 113, and one end of the front suspension arm 140 is rotatably connected to the connecting pipe 116. The connecting pipe 116 enhances the connection strength between the lower left tube 112 and the lower right tube 113, improving the overall rigidity of the frame 110. The rotatable connection between the front suspension arm 140 and the connecting pipe 116 makes the installation position of the front suspension arm 140 more reasonable, enabling it to better withstand the forces generated during the movement of the front suspension arm 140, ensuring the stability and reliability of the front suspension. At the same time, this connection method makes the movement of the front suspension arm 140 more flexible, which helps to improve the shock absorption effect of the front suspension and the driving performance of the vehicle.

[0042] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electric vehicle, characterized in that, The vehicle includes a frame and front and rear wheels mounted on the frame. The frame has a frame structure for housing a battery. A front suspension arm is rotatably connected to the front end of the frame, and the other end of the front suspension arm is connected to the front wheel. The front suspension arm has a connecting portion located between the front wheel and the frame. A front shock absorber is connected between the connecting portion and the frame. The frame and the rear wheel are rotatably connected via a rear suspension arm, and a rear shock absorber is disposed between the rear suspension arm and the frame.

2. The electric vehicle according to claim 1, characterized in that, A front wheel connector is provided on the front wheel, and a steering assembly is connected to the front wheel connector. The steering assembly passes through the head tube of the frame.

3. The electric vehicle according to claim 2, characterized in that, The front wheel connector has a hollow cavity, in which a connecting shaft is provided. The extending direction of the connecting shaft is consistent with the extending direction of the head tube of the vehicle frame. A connecting pin is sleeved on the connecting shaft, and one side of the connecting pin extends from the hollow cavity to connect to the front cantilever.

4. The electric vehicle according to claim 3, characterized in that, The steering assembly includes a steering column, a universal joint, a rocker arm, and a steering connector connected in sequence. The two ends of the rocker arm are rotatably connected to the universal joint and the steering connector, respectively. The steering column passes through the head tube of the vehicle frame, and the steering connector is connected to the front wheel connector.

5. The electric vehicle according to claim 2, characterized in that, The front cantilever and the front wheel connector are located on the same side.

6. The electric vehicle according to claim 4, characterized in that, The head tube of the frame is provided with a protrusion, and the steering column is provided with a limiting member that cooperates with the protrusion to limit the rotation angle of the head tube.

7. The electric vehicle according to claim 4, characterized in that, The extension directions of the rotating shafts at both ends of the rocker arm are the same and perpendicular to the extension direction of the connecting shaft.

8. The electric vehicle according to claim 1, characterized in that, The extension direction of the front shock absorber is consistent with the extension direction of the head tube of the vehicle frame.

9. The electric vehicle according to claim 1, characterized in that, The frame includes a head tube and a lower left side tube and a lower right side tube connected to the head tube. The lower left side tube and the lower right side tube are both U-shaped tubes. The rear ends of the head tube and the lower left side tube are connected through the upper left side tube, and the rear ends of the head tube and the lower right side tube are connected through the upper right side tube. The battery is placed in the frame structure formed by the lower left side tube, the lower right side tube, the upper left side tube, and the upper right side tube.

10. The electric vehicle according to claim 9, characterized in that, A connecting pipe is provided between the lower left tube and the lower right tube, and one end of the front cantilever is rotatably connected to the connecting pipe.

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