A steering damping mechanism suitable for a scooter and a scooter

Abstract

The utility model discloses a kind of steering damping mechanism suitable for scooter, including steering lever assembly and two wheels, steering lever assembly includes steering lever and two steering damping components arranged symmetrically, two steering damping components are provided with damping spring and fixed seat in middle, steering damping component includes connecting base, upper rocker arm, lower rocker arm, first linkage rod and second linkage rod, connecting base connects wheel, the inner end of upper rocker arm is connected to the upper end of fixed seat, the inner end of lower rocker arm is connected to the lower end of fixed seat, the outer end of upper rocker arm is connected to the upper end of connecting base, the outer end of lower rocker arm is connected to the lower end of connecting base, the lower end of first linkage rod is connected to lower rocker arm, the lower end of first linkage rod is connected to one end of second linkage rod, the other end of second linkage rod is connected to one end of damping spring, the middle of second linkage rod is connected to fixed seat, and its advantage lies in that steering and damping function can be better realized, and the vibration suffered by human body is reduced.

Description

Technical Field

[0001] This utility model relates to the field of scooters, and more particularly to a steering damping mechanism suitable for scooters and a scooter. Background Technology

[0002] In the realm of short-distance commuting and recreational sports, scooters, with their core advantages of portability and flexibility, have become an essential tool for daily travel and entertainment. As users' demands for stability increase, scooter wheel designs have gradually evolved from traditional two-wheeled to multi-wheeled models. Currently, some scooters on the market feature three or four wheels. These multi-wheeled scooters effectively reduce the risk of tipping during riding by increasing the contact points with the ground, making them particularly suitable for children, teenagers, and the elderly with weaker balance. They have captured a significant market share in family use and leisure scenarios.

[0003] In the structural design of multi-wheeled scooters, the layout of two front wheels is quite common. Whether it is a three-wheeled scooter (two front wheels and one rear wheel) or a four-wheeled scooter (two front wheels and two rear wheels), the setting of two front wheels can significantly improve the vehicle's adaptability to the road surface, reduce the bumpy feeling when a single front wheel encounters an obstacle, and provide more stable support during turning, avoiding the control deviation caused by uneven force on one side. Therefore, it has become one of the mainstream directions in the design of multi-wheeled scooters.

[0004] Among existing scooter technologies, the "Front Two-Wheel Shock-Absorbing Scooter" patent application number 201310126649.3 is a representative design. This design includes core components such as the frame, shock-absorbing axles, pedals, handlebars, handlebar connectors, two front wheels, and a rear wheel cover. It attempts to mitigate road vibrations by installing shock-absorbing axles on the front wheels. However, in actual use, it has been found that the shock-absorbing structure of this design only provides simple buffering for localized vibrations of the front wheels and does not form a comprehensive shock-absorbing system that runs through the entire frame. Furthermore, the elastic coefficient and travel design of the shock-absorbing axles fail to match the vibration intensity of different road surfaces. When traversing uneven surfaces such as gravel roads and speed bumps, vibrations are directly transmitted through the frame to the pedals and handlebars, causing the user's buttocks and hands to feel noticeable bumps. Prolonged use can easily lead to muscle fatigue, especially in scenarios involving carrying cargo or children, where the comfort deficiencies are even more pronounced. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a steering damping mechanism and a scooter with a novel structure.

[0006] The technical solution adopted by this utility model to solve the above-mentioned technical problem is a steering damping mechanism suitable for scooters, including a steering rod assembly and two wheels. The steering rod assembly includes a steering rod and two symmetrically arranged steering damping assemblies. A damping spring and a fixed seat are arranged between the two steering damping assemblies. Each steering damping assembly includes a connecting base, an upper rocker arm, a lower rocker arm, a first linkage rod, and a second linkage rod. The connecting base connects to the wheels. The inner end of the upper rocker arm is axled to the upper end of the fixed seat, the inner end of the lower rocker arm is axled to the lower end of the fixed seat, and the outer end of the upper rocker arm is axled to the upper part of the connecting base. The outer end of the lower rocker arm is shaft-connected to the lower end of the connecting base. The lower end of the first linkage rod is shaft-connected to the lower rocker arm. The lower end of the first linkage rod is shaft-connected to one end of the second linkage rod. The other end of the second linkage rod is shaft-connected to one end of the shock-absorbing spring. The middle part of the second linkage rod is shaft-connected to the fixed seat. When the wheel tilts upward, the wheel drives the connecting base to move upward. The connecting base drives the upper and lower rocker arms to tilt upward. During the tilting process of the lower rocker arm, it drives the first linkage rod to move upward. The second linkage rod is subjected to force and rotates around the shaft connection point of the fixed seat. The other end of the second linkage rod compresses the shock-absorbing spring to achieve the shock absorption effect.

[0007] A further preferred embodiment of this utility model is: the connecting base is connected to the steering linkage, the steering linkage is connected to the steering rod, and rotating the steering rod drives the connecting base to rotate.

[0008] A further preferred embodiment of this utility model is as follows: the second linkage rod includes a first link and a second link, the first link and the second link are at an angle of 30 degrees to 60 degrees, and the connection between the first link and the second link is axially connected to the fixed seat.

[0009] A further preferred embodiment of this utility model is as follows: both the upper rocker arm and the lower rocker arm include two rocker arm connecting rods, and a reinforcing rod and a connecting rod are provided between the two rocker arm connecting rods, with the fixed base and the connecting rod connected together.

[0010] A further preferred embodiment of this utility model is that the lower end of the first linkage rod is axially connected to the middle area of ​​the lower rocker arm.

[0011] A further preferred embodiment of this utility model is as follows: the fixed seat and the steering rod are fixed together, the fixed seat includes a front fixed seat, a lower fixed seat and a rear fixed seat, the second linkage rod is axially connected to the front fixed seat, and the lower rocker arm is axially connected to the lower fixed seat.

[0012] A further preferred embodiment of this utility model is: the first linkage rod and the lower rocker arm are connected by an auxiliary block, the lower end of the auxiliary block is connected to the lower rocker arm, and the upper end of the auxiliary block extends upward.

[0013] A further preferred embodiment of this utility model is that the shock-absorbing spring is disposed above the fixed base and on the front side of the steering rod.

[0014] A further preferred embodiment of this utility model is as follows: the connecting base includes a horizontal shaft and a vertical shaft, the horizontal shaft is connected to a wheel, and the upper and lower ends of the vertical shaft are fitted with steering sleeves.

[0015] A scooter, including the aforementioned steering damping mechanism suitable for a scooter.

[0016] This invention constructs a complete shock absorption transmission chain consisting of a connecting base, upper / lower rocker arms, a first linkage rod, a second linkage rod, and a shock-absorbing spring. A fixed base serves as the core for multi-component shaft positioning, forming a highly efficient and stable shock absorption system. When the wheel encounters a bump and lifts upwards, power is synchronously transmitted to the upper and lower rocker arms via the connecting base, preventing imbalance caused by force on a single rocker arm. The lower rocker arm drives the first linkage rod upwards, which in turn drives the second linkage rod to rotate around the fixed base and compress the shock-absorbing spring. The entire power transmission process is free of redundant links, quickly converting road vibrations into the elastic potential energy of the spring, significantly reducing the transmission of vibrations to the vehicle body. Simultaneously, the symmetrically arranged two steering shock absorption components, working in conjunction with the central shock-absorbing spring, ensure balanced force on both wheels, preventing vehicle tilting caused by excessive shock absorption on one side and improving shock absorption consistency under complex road conditions, significantly enhancing riding comfort. Attached Figure Description

[0017] Figure 1 This utility model is a three-dimensional representation of the object when it is not subjected to force. Figure 1 ;

[0018] Figure 2 This utility model is a three-dimensional representation of the object when it is not subjected to force. Figure 2 ;

[0019] Figure 3 This is a perspective view of the utility model under unilateral force.

[0020] Figure 4 This is a perspective view of the utility model under unilateral force and rotation. Detailed Implementation

[0021] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0022] As is well known, scooter shock absorption mainly relies on shock-absorbing springs. These springs prevent the force from being directly transmitted to the scooter user, thus achieving a shock-absorbing effect. This invention develops a novel steering shock-absorbing mechanism to achieve both steering and shock absorption functions for the scooter.

[0023] like Figures 1-4As shown, a steering damping mechanism suitable for a scooter includes a steering rod assembly 1 and two wheels 2. The steering rod assembly 1 includes a steering rod 3 and two symmetrically arranged steering damping assemblies. A damping spring 5 and a fixed seat 6 are disposed between the two steering damping assemblies. Each steering damping assembly includes a connecting base 7, an upper rocker arm 8, a lower rocker arm 9, a first linkage rod 10, and a second linkage rod 11. The connecting base 7 is connected to the wheels 2. The inner end of the upper rocker arm 8 is axled to the upper end of the fixed seat 6, and the inner end of the lower rocker arm 9 is axled to the lower end of the fixed seat 6. The outer end of the upper rocker arm 8 is axled to the upper end of the connecting base 7, and the outer end of the lower rocker arm 9 is axled to the upper end of the connecting base 7. At the lower end of the base 7, the lower end of the first linkage rod 10 is axially connected to the lower rocker arm 9, and the lower end of the first linkage rod 10 is axially connected to one end of the second linkage rod 11. The other end of the second linkage rod 11 is axially connected to one end of the shock-absorbing spring 5, and the middle part of the second linkage rod 11 is axially connected to the fixed seat 6. When the wheel 2 tilts upward, the wheel 2 drives the connecting base 7 to move upward, and the connecting base 7 drives the upper rocker arm 8 and the lower rocker arm 9 to tilt upward. During the tilting process of the lower rocker arm 9, the first linkage rod 10 is driven upward, and the second linkage rod 11 rotates around the shaft connection point of the fixed seat 6 under force. The other end of the second linkage rod 11 compresses the shock-absorbing spring 5, thereby achieving the shock absorption effect. By constructing a complete shock absorption transmission chain of "connecting base 7 - upper rocker arm 8 / lower rocker arm 9 - first linkage rod 10 - second linkage rod 11 - shock-absorbing spring 5", and using the fixed seat 6 as the core to achieve multi-component shaft connection positioning, an efficient and stable shock absorption system is formed. When wheel 2 encounters a bump and lifts upwards, power is simultaneously transmitted to the upper rocker arm 8 and lower rocker arm 9 via the connecting base 7, preventing motion imbalance caused by force on a single rocker arm. The lower rocker arm 9 drives the first linkage rod 10 to move upwards, which in turn drives the second linkage rod 11 to rotate around the fixed base 6 and compress the shock-absorbing spring 5. The entire process of power transmission has no redundant links, which can quickly convert road vibrations into the elastic potential energy of the spring, greatly reducing the transmission of vibrations to the vehicle body. At the same time, the two symmetrically arranged steering shock absorber components cooperate with the central shock absorber spring 5 to ensure that the force on both sides of wheel 2 is balanced. This not only avoids vehicle tilting caused by excessive shock absorption on one side, but also improves the consistency of shock absorption under complex road conditions, significantly improving riding comfort.

[0024] The connecting base 7 is connected to the steering linkage 12, which in turn is connected to the steering rod 3. Rotating the steering rod 3 causes the connecting base 7 to rotate. When the user rotates the steering rod 3, the steering force is directly transmitted to the connecting base 7 through the steering linkage 12, causing the wheel 2 to turn synchronously. Compared to the traditional design where steering and shock absorption are separated, this structure avoids losses during the transmission of steering force, making the steering response more sensitive. The shock absorption mechanism can still normally drive the spring (shock-absorbing spring 5) through the linkage rods (first linkage rod 10, second linkage rod 11) to buffer vibration, solving the problem of "shock absorption failure during steering" and balancing steering flexibility and riding stability.

[0025] The second linkage 11 includes a first link 13 and a second link 14, which form an angle of 30-60 degrees. The connection point of the first link 13 and the second link 14 is pivotally connected to the fixed base 6. This pivotal connection optimizes force transmission efficiency and rotational stroke through the angle design. This angle range ensures that when the second linkage 11 is driven by the first linkage 10, it provides appropriate rotational resistance to compress the damping spring 5 at the other end, reducing power loss.

[0026] Both the upper rocker arm 8 and the lower rocker arm 9 include two rocker arm connecting rods 15. A reinforcing rod 16 and a connecting rod 17 are provided between the two rocker arm connecting rods 15, and the fixed base 6 is connected to the connecting rod 17. The double rocker arm connecting rods 15 improve the load-bearing capacity of the rocker arms (upper rocker arm 8 and lower rocker arm 9) and can adapt to the usage needs of users with different weights; the reinforcing rod 16 effectively enhances the bending and deformation resistance of the rocker arms (upper rocker arm 8 and lower rocker arm 9) and avoids rocker arm breakage caused by long-term vibration.

[0027] The lower end of the first linkage 10 is pivotally connected to the middle area of ​​the lower rocker arm 9. Optimized connection position achieves balanced power transmission. The middle area of ​​the lower rocker arm 9 is the force balance point of the rocker arm; connecting the first linkage 10 at this location ensures that when the lower rocker arm 9 is tilted, power is evenly transmitted to the first linkage 10.

[0028] The fixed seat 6 and the steering rod 3 are fixed together. The fixed seat 6 includes a front fixed seat 18, a lower fixed seat 19, and a rear fixed seat 20. The second linkage rod 11 is axially connected to the front fixed seat 18, and the lower rocker arm 9 is axially connected to the lower fixed seat 19. The different fixed seats (front fixed seat 18, lower fixed seat 19, and rear fixed seat 20) have clear division of labor, avoiding mutual interference caused by the centralized axial connection of multiple parts, ensuring that the rotation of the second linkage rod 11 and the movement of the lower rocker arm 9 do not affect each other, and improving the smoothness of the vibration damping operation.

[0029] The first linkage rod 10 and the lower rocker arm 9 are connected by an auxiliary block 21. The lower end of the auxiliary block 21 is connected to the lower rocker arm 9, and the upper end of the auxiliary block 21 extends upward. The upwardly extending auxiliary block 21 can raise the connection point between the first linkage rod 10 and the lower rocker arm 9, so that the first linkage rod 10 maintains a more reasonable tilt angle when it tilts with the lower rocker arm 9, reducing frictional interference between the linkage rods (first linkage rod 10 and second linkage rod 11) and other components.

[0030] The shock-absorbing spring 5 is positioned above the fixed base 6 and in front of the steering rod 3. Optimizing the spring (shock-absorbing spring 5) layout improves the space utilization and shock absorption response speed of the mechanism. The positions above the fixed base 6 and in front of the steering rod 3 avoid other core components of the scooter, reducing spatial conflicts between components and facilitating overall mechanism integration.

[0031] The connecting base 7 includes a horizontal shaft 22 and a vertical shaft 23. The horizontal shaft 22 connects to the wheel 2, and the upper and lower ends of the vertical shaft 23 are fitted with steering sleeves 24. The horizontal shaft 22 connects to the wheel 2 to ensure stable support, while the steering sleeves 24 at the upper and lower ends of the vertical shaft 23 optimize the smoothness of steering movements. The horizontal shaft 22 provides stable lateral support for the wheel 2, preventing the wheel 2 from shifting left or right during shock absorption or steering, thus ensuring driving stability; the vertical shaft 23 makes the connecting base 7 rotate more smoothly with the steering rod 3, reducing the steering effort.

[0032] A scooter includes the aforementioned steering and shock-absorbing mechanism suitable for scooters. When integrated, the scooter can quickly buffer road vibrations through a transmission chain of "rocker arm-linkage rod-spring," significantly reducing the scooter's vibration sensation. Simultaneously, the coordinated design of steering and shock absorption allows the scooter to remain stable when turning over bumpy surfaces, avoiding the risk of tipping over.

[0033] The foregoing has provided a detailed description of the steering and shock absorption mechanism for scooters and the scooter itself, as provided by this utility model. Specific examples have been used to illustrate the principles and implementation methods of this utility model. The descriptions of these embodiments are merely for the purpose of helping to understand this utility model and its core concepts. It should be noted that those skilled in the art can make various improvements and modifications to this utility model without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A steering damping mechanism for a scooter, comprising a steering rod assembly and two wheels, characterized in that... The steering rod assembly includes a steering rod and two symmetrically arranged steering damping assemblies. A damping spring and a fixed base are disposed between the two steering damping assemblies. Each steering damping assembly includes a connecting base, an upper rocker arm, a lower rocker arm, a first linkage rod, and a second linkage rod. The connecting base connects to a wheel. The inner end of the upper rocker arm is axled to the upper end of the fixed base, and the inner end of the lower rocker arm is axled to the lower end of the fixed base. The outer end of the upper rocker arm is axled to the upper end of the connecting base, and the outer end of the lower rocker arm is axled to the lower end of the connecting base. The first linkage rod... The lower end of the first linkage rod is connected to the lower rocker arm, and the lower end of the first linkage rod is connected to one end of the second linkage rod. The other end of the second linkage rod is connected to one end of the shock-absorbing spring, and the middle part of the second linkage rod is connected to the fixed seat. When the wheel tilts upward, the wheel drives the connecting base to move upward, and the connecting base drives the upper and lower rocker arms to tilt upward. During the tilting process of the lower rocker arm, the first linkage rod moves upward. The second linkage rod is subjected to force and rotates around the shaft connection point of the fixed seat. The other end of the second linkage rod compresses the shock-absorbing spring to achieve the shock absorption effect.

2. The steering damping mechanism for scooters according to claim 1, characterized in that... The connecting base is connected to the steering linkage, which is connected to the steering rod. Rotating the steering rod causes the connecting base to rotate.

3. A steering damping mechanism for scooters according to claim 1, characterized in that... The second linkage includes a first link and a second link, which are at an angle of 30 to 60 degrees. The connection between the first link and the second link is axially connected to the fixed seat.

4. A steering damping mechanism suitable for scooters according to claim 1, characterized in that... Both the upper and lower rocker arms include two rocker arm connecting rods, with a reinforcing rod and a connecting rod between the two rocker arm connecting rods, and the fixed base and the connecting rod are connected.

5. A steering damping mechanism for scooters according to claim 1, characterized in that... The lower end of the first linkage rod is axially connected to the middle area of ​​the lower rocker arm.

6. A steering damping mechanism for scooters according to claim 1, characterized in that... The fixed seat and the steering rod are fixed together. The fixed seat includes a front fixed seat, a lower fixed seat and a rear fixed seat. The second linkage rod is axially connected to the front fixed seat and the lower rocker arm is axially connected to the lower fixed seat.

7. A steering damping mechanism for scooters according to claim 1, characterized in that... The first linkage rod and the lower rocker arm are connected by an auxiliary block. The lower end of the auxiliary block is connected to the lower rocker arm, and the upper end of the auxiliary block extends upward.

8. A steering damping mechanism for scooters according to claim 1, characterized in that... The shock-absorbing spring is located above the fixed base and on the front side of the steering rod.

9. A steering damping mechanism for scooters according to claim 1, characterized in that... The connecting base includes a horizontal shaft and a vertical shaft. The horizontal shaft is connected to a wheel, and the upper and lower ends of the vertical shaft are fitted with steering sleeves.

10. A scooter, characterized in that... Includes a steering damping mechanism for scooters as described in any one of claims 1-9.

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