A unicycle balance car
By setting first and second shock absorption mechanisms in the front and rear directions of the unicycle frame and using buffer components to provide multi-point cushioning force, the problems of wear and unstable handling caused by vibration transmission are solved, enabling smooth riding in complex road conditions and extending service life.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GUANGZHOU COYOTE INTELLIGENT EQUIP CO LTD
- Filing Date
- 2025-07-25
- Publication Date
- 2026-07-10
AI Technical Summary
Existing self-balancing unicycles suffer from frequent wear and tear on frame components due to vibration transmission on uneven surfaces, affecting their lifespan and riding experience. Furthermore, rigid connections are prone to loosening during turns and sudden stops, impacting handling stability and safety.
The first and second shock absorption mechanisms are staggered in the front-rear direction of the frame. The first and second buffer components provide buffering force, respectively, to the frame, thereby enhancing the shock absorption effect. In the event of a failure of one, the other can continue to absorb shock.
It effectively absorbs vibration energy of varying intensities, ensuring the stability of the chassis, meeting the shock absorption needs of complex road conditions, preventing shock absorption failure, and improving vehicle durability and handling stability.
Smart Images
Figure CN224477019U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of unicycle self-balancing technology, and specifically relates to a unicycle self-balancing vehicle. Background Technology
[0002] A unicycle, also known as a self-balancing unicycle, balance bike, or self-balancing vehicle, is a vehicle for which the performance of the frame connection structure is crucial. Currently, most unicycle frames use relatively rigid connection methods (such as simple hinges or direct fixed connections). When the vehicle travels on uneven surfaces, this rigid connection allows vibrations and impacts to be directly transmitted to the frame. For example, since a unicycle relies on only a single wheel in contact with the ground, any bump in the road can easily cause significant vibrations, and the rigid connection cannot effectively buffer these vibrations. This continuous transmission of vibrations not only causes the frame components to frequently bear impact loads, accelerating component wear and reducing the overall lifespan of the vehicle; it also causes severe discomfort to the rider, seriously affecting the riding experience. Furthermore, during turns, sudden stops, and other maneuvers, the vehicle's inertia can easily cause the connection points to loosen or even break, thus affecting the vehicle's handling stability and safety. Utility Model Content
[0003] The purpose of this utility model is to solve at least one of the technical problems existing in the prior art and to provide a unicycle self-balancing vehicle that uses a first shock absorption mechanism and a second shock absorption mechanism to absorb shock, which can not only meet the shock absorption requirements of complex road conditions, but also effectively avoid the occurrence of shock absorption failure.
[0004] The technical solution adopted by this utility model to solve its technical problem is:
[0005] A unicycle for self-balancing, comprising:
[0006] The frame includes a first frame and a second frame spaced apart in the vertical direction;
[0007] Wheel assembly, located below the vehicle frame;
[0008] Vibration damping mechanisms include:
[0009] A first shock-absorbing mechanism is disposed between the first frame and the second frame. The first shock-absorbing mechanism includes a first connecting structure, a second connecting structure, and a first buffer assembly. The first connecting structure is hinged to the first frame via a first hinge axis extending in the left-right direction. The second connecting structure is hinged to the second frame via a second hinge axis extending in the left-right direction. The first connecting structure and the second connecting structure are hinged together. The first buffer assembly is hinged between the first connecting structure and the second connecting structure to generate a first buffering force on the first connecting structure and the second connecting structure.
[0010] The second shock absorption mechanism is located between the first frame and the second frame. The second shock absorption mechanism includes a cylinder, a first piston rod, and a second buffer assembly. The cylinder is installed on the second frame, the first piston rod is slidably installed on the cylinder, and one end of the first piston rod extending out of the cylinder is connected to the first frame. The second buffer assembly is located inside the cylinder to generate a second buffer force on the first piston rod.
[0011] The first and second damping mechanisms are staggered in the front-to-back direction.
[0012] In some implementations of this utility model, in conjunction with the above implementation methods, the second shock absorption mechanism is provided on both the left and right sides of the vehicle frame, and the first shock absorption mechanism is located on the front and / or rear sides of the vehicle frame.
[0013] In some implementations of this utility model, in conjunction with the above implementation methods, the second frame is located below the first frame, the cylinders of the two second shock absorption mechanisms extend in the vertical direction and are correspondingly installed on the left and right sides of the second frame, and the wheel assembly is located below the second frame and between the two cylinders.
[0014] In some implementations of this utility model, in conjunction with the above implementations, each of the cylinders is provided with a first mounting block and a second mounting block at intervals along its length. The cylinder is mounted to the second frame via the first mounting block, and the support shaft of the wheel assembly is installed between the second mounting blocks of the two cylinders.
[0015] In conjunction with the above implementation methods, some implementations of this utility model also include a connector. Battery compartment assemblies are provided on both the left and right sides of the vehicle frame. Foot pedals are provided on the outer side of the battery compartment assemblies. The first frame is provided with a plurality of mounting holes spaced apart in the front-rear direction. The mounting holes extend in the left-right direction. The battery compartment assembly extends into the mounting holes through the connector to connect to the first frame. The battery compartment assembly is provided with clearance space for placing the second shock absorption mechanism.
[0016] In some implementations of this utility model, in conjunction with the above implementations, the first hinge shaft is spaced apart with two first connection structures along the length direction, the second hinge shaft is spaced apart with two second connection structures along the length direction, the output end of the first buffer component is hinged between the two first connection structures via a third hinge shaft extending in the left-right direction, and the fixed end of the first buffer component is hinged between the two second connection structures via a fourth hinge shaft extending in the left-right direction.
[0017] In some implementations of this utility model, in conjunction with the above-described implementations, the first connecting structure includes a connecting rod, the second connecting structure includes a connecting frame, the connecting rod is hinged to the connecting frame via a fifth hinge shaft extending in the left-right direction, the connecting frame has a triangular structure, and the second hinge shaft, the fourth hinge shaft, and the fifth hinge shaft are correspondingly connected to the three corners of the connecting frame.
[0018] In some implementations of this utility model, in conjunction with the above implementations, foot pedals are provided on both the left and right sides of the vehicle frame, and a battery compartment assembly is installed inside the first frame and / or the second frame.
[0019] In some implementations of this utility model, in conjunction with the above-described implementations, the first buffer assembly includes a cylinder, a second piston rod, a nut, and a damping spring. The outer periphery of the second piston rod is provided with an external thread structure. The nut is sleeved on the outer periphery of the second piston rod and threadedly connected to the external thread structure. The second piston rod is slidably connected to the cylinder through the nut. The damping spring is disposed in the cylinder. The second piston rod extends into the cylinder and passes through the damping spring. The top of the damping spring abuts against the nut.
[0020] In some implementations of this utility model, in conjunction with the above implementation methods, a third buffer assembly is provided between the first frame and the second frame, and the third buffer assembly is located between the first shock-absorbing mechanism and the second shock-absorbing mechanism in the front-back direction.
[0021] One of the above technical solutions has at least one of the following advantages or beneficial effects: The unicycle of this application has a first shock absorption mechanism and a second shock absorption mechanism set at different positions in the front and rear directions of the frame. The first buffer assembly generates a first buffer force on the first connecting structure and the second connecting structure, so that the first shock absorption mechanism provides a first buffer force on the frame; the second buffer assembly generates a second buffer force on the first piston rod, so that the second shock absorption mechanism provides a second buffer force on the frame.
[0022] By using the first and second damping mechanisms to work together to dampen the frame from different positions, it can not only effectively absorb vibration energy of different intensities and ensure the overall stability of the frame, meeting the damping requirements of complex road conditions, but also ensure that if one of the first and second damping mechanisms fails, the other can still achieve the damping effect, thereby effectively avoiding the occurrence of damping failure. Attached Figure Description
[0023] The present invention will be further described below with reference to the accompanying drawings:
[0024] Figure 1 This is a schematic diagram of the structure of one embodiment of the present utility model;
[0025] Figure 2 yes Figure 1 A partial structural diagram of one embodiment is shown;
[0026] Figure 3 yes Figure 1 A cross-sectional schematic diagram of the first buffer component in one embodiment is shown;
[0027] Figure 4 yes Figure 1 A schematic diagram of the internal structure of the first buffer component in another embodiment is shown.
[0028] Explanation of icon numbers:
[0029] Frame 1; First frame 11; Mounting hole 111; First protrusion structure 112; Second frame 12; Second protrusion structure 121; First shock absorption mechanism 51; Connecting rod 511; Connecting frame 512; Second shock absorption mechanism 52; First buffer assembly 2; Cylinder 21; Second piston rod 22; Nut 23; Damping spring 24; Shock absorption spring 26; First hinge shaft 31; Second hinge shaft 32; Third hinge shaft 33; Fourth hinge shaft 34; Fifth hinge shaft 35; Cylinder 41; First mounting block 411; Second mounting block 412; First piston rod 42; Battery compartment assembly 6; Clearance space 61; Foot pedal 7; Third buffer assembly 8; Support shaft 9. Detailed Implementation
[0030] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.
[0031] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.
[0032] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.
[0033] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.
[0034] See Figure 1 and Figure 2 This utility model provides a unicycle for self-balancing, also known as a unicycle, balance bike, or self-balancing vehicle. It is a smart electric short-distance transportation tool, primarily composed of a frame, wheel assembly, power system, sensors, and control system. Its core principle involves using built-in gyroscopes, accelerometers, and other sensors to perceive the vehicle's posture in real time. The control system then quickly adjusts the motor's output power based on the sensor data, achieving automatic balance. Riders can easily control the vehicle by leaning forward, backward, or shifting their body weight, issuing commands for forward, backward, and turning. No complex training is required.
[0035] Self-balancing unicycles, with their compact size, portability, and agile handling, have revolutionized short-distance travel and leisure activities. Whether navigating congested city streets, commuting between office buildings, or enjoying leisure time in parks and squares, they offer unparalleled convenience. However, as application scenarios expand, users are demanding higher levels of comfort, durability, and handling stability from self-balancing unicycles. In complex and varied road conditions, existing vehicles perform poorly when encountering bumps and vibrations, significantly impacting the riding experience and vehicle lifespan. Optimizing self-balancing unicycles to better handle vibrations and impacts has become a critical issue for the industry and a key focus of this technical solution.
[0036] For related technologies, please refer to Figure 1 The unicycle includes a frame 1, a wheel assembly, and a shock absorption mechanism. The frame 1 includes a first frame 11 and a second frame 12 spaced apart vertically. The wheel assembly is located below the frame 1 and includes a wheel hub and a tire. Figure 1 The wheel assembly has been hidden.
[0037] More specifically, see Figure 2The shock absorption mechanism includes a first shock absorption mechanism 51 and a second shock absorption mechanism 52. The first shock absorption mechanism 51 is located between the first frame 11 and the second frame 12. The first shock absorption mechanism 51 includes a first connecting structure, a second connecting structure and a first buffer assembly 2. The first connecting structure is hinged to the first frame 11 via a first hinge shaft 31 extending in the left-right direction.
[0038] The second connecting structure is hinged to the second frame 12 via a second hinge shaft 32 extending in the left-right direction. The first connecting structure is hinged to the second connecting structure. The first buffer assembly 2 is hinged between the first connecting structure and the second connecting structure to generate a first buffer force on the first connecting structure and the second connecting structure.
[0039] The second shock absorption mechanism 52 is located between the first frame 11 and the second frame 12. The second shock absorption mechanism 52 includes a cylinder 41, a first piston rod 42, and a second buffer assembly. The cylinder 41 is installed on the second frame 12, and the first piston rod 42 is slidably installed on the cylinder 41. One end of the first piston rod 42 extending out of the cylinder 41 is connected to the first frame 11. The second buffer assembly is located inside the cylinder 41 to generate a second buffering force on the first piston rod 42.
[0040] The first shock absorption mechanism 51 and the second shock absorption mechanism 52 are staggered in the front-rear direction to provide buffering force to the frame 1 from different positions of different frames 1, thereby achieving effective shock absorption and ensuring that different parts of the frame 1 can be effectively buffered, which is conducive to improving the service life of the unicycle.
[0041] The unicycle of this application has a first shock-absorbing mechanism 51 and a second shock-absorbing mechanism 52 set at different positions in the front and rear directions of the frame 1. The first buffer assembly 2 generates a first buffering force on the first connecting structure and the second connecting structure, so that the first shock-absorbing mechanism 51 provides a first buffering force to the frame 1; the second buffer assembly generates a second buffering force on the first piston rod 42, so that the second shock-absorbing mechanism 52 provides a second buffering force to the frame 1.
[0042] By using the first damping mechanism 51 and the second damping mechanism 52 to work together to dampen the frame 1 from different positions, it can not only effectively absorb vibration energy of different intensities and ensure the overall stability of the frame 1, meeting the damping requirements of complex road conditions, but also ensure that if one of the first damping mechanism 51 and the second damping mechanism 52 fails, the other can still achieve the damping effect, thereby effectively avoiding the occurrence of damping failure.
[0043] Further, see Figure 2The frame 1 is equipped with second shock-absorbing mechanisms 52 on both the left and right sides, which allows the second shock-absorbing mechanisms 52 to absorb shock from both sides of the frame 1, greatly improving the shock absorption effect of the unicycle and making the overall stability of the frame 1 more favorable. The first shock-absorbing mechanism 51 is located on the front and / or rear side of the frame 1 to cooperate with the second shock-absorbing mechanism 52 to absorb shock for the unicycle, dispersing vibration energy from multiple positions and enhancing the shock absorption effect.
[0044] Furthermore, see Figure 2 The second frame 12 is located below the first frame 11. The cylinders 41 of the two second shock-absorbing mechanisms 52 extend vertically and are correspondingly installed on the left and right sides of the second frame 12 to absorb the vibration energy of the frame 1 caused by road bumps. The wheel assembly is located below the second frame 12 and between the two cylinders 41, which facilitates a more compact structure for the unicycle. Furthermore, since the second shock-absorbing mechanisms 52 are provided on both sides of the wheel assembly to provide multi-directional shock absorption for the frame 1, the shock absorption process is more stable, effectively ensuring a good riding experience for the rider.
[0045] The wheel assembly typically includes a hub (not shown in the figure), a tire (not shown in the figure), and a support shaft 9. The support shaft 9 passes through the center hole of the hub in a left-right direction to support the rotation of the hub and the tire. In some embodiments, see Figure 1 and Figure 2 Each cylinder 41 is provided with a first mounting block 411 and a second mounting block 412 at intervals along its length. The cylinder 41 is mounted on the second frame 12 through the first mounting block 411. The support shaft 9 of the wheel assembly is installed between the second mounting blocks 412 of the two cylinders 41 to support the normal operation of the wheel assembly.
[0046] Further, see Figure 1 and Figure 2 In some embodiments, battery compartment assemblies 6 are provided on both the left and right sides of the frame 1. The battery compartment assemblies 6 are used to house batteries to meet the power requirements of the wheel assembly during riding. Specifically, foot pedals 7 are provided on the outer side of the battery compartment assemblies 6 to meet the rider's standing position requirements.
[0047] See Figure 2 The unicycle also includes a connector (not shown in the figure). The first frame 11 has multiple mounting holes 111 spaced apart along the front-to-back direction. The mounting holes 111 extend along the left-to-right direction. The battery compartment assembly 6 extends into the mounting holes 111 via the connector to connect to the first frame 11, effectively ensuring the stability of the battery compartment assembly 6 and enabling the unicycle to support riders of different weights, thus ensuring rider safety. The battery compartment assembly 6 has a clearance space 61 for housing the second shock-absorbing mechanism 52, which facilitates structural compactness and also protects the second shock-absorbing mechanism 52.
[0048] In other embodiments, the battery compartment assembly 6 is installed inside the first frame 11 and / or the second frame 12. That is, the first frame 11 and the second frame 12 have mounting cavities inside, and the battery compartment assembly 6 is located inside the mounting cavities of the first frame 11 and / or the second frame 12, which facilitates structural compactness. Foot pedals 7 are provided on both the left and right sides of the frame 1. It is understood that the foot pedals 7 can be installed on the first frame 11 or the second frame 12 or both via other connecting structures such as plates, tubes, etc.
[0049] See Figure 2 In some embodiments, a first hinge shaft 31 connects two first connecting structures at intervals along its length, a second hinge shaft 32 connects two second connecting structures at intervals along its length, the output end of the first buffer assembly 2 is hinged between the two first connecting structures via a third hinge shaft 33 extending in the left-right direction, and the fixed end of the first buffer assembly 2 is hinged between the two second connecting structures via a fourth hinge shaft 34 extending in the left-right direction. By setting two first connecting structures and two second connecting structures, and placing the first buffer assembly 2 between the two first connecting structures and between the two second connecting structures, the overall stability of the first shock-absorbing structure can be greatly enhanced, so as to stably output the first buffer force to the frame 1 and effectively ensure the shock absorption effect of the unicycle.
[0050] It is understood that the first buffer assembly 2 includes a cylinder 21 and a second piston rod 22 disposed in the cylinder 21. The output end of the first buffer assembly 2 can be understood as the end of the second piston rod 22 that extends out of the cylinder 21, and the fixed end of the first buffer assembly 2 can be understood as the end of the cylinder 21 that is away from the second piston rod 22.
[0051] Specifically, see Figure 2 and Figure 4 In some embodiments, the first buffer assembly 2 includes a cylinder 21, a second piston rod 22, a nut 23, and a damping spring 24. The outer periphery of the second piston rod 22 is provided with an external thread structure 25. The nut 23 is sleeved on the outer periphery of the second piston rod 22 and threadedly connected to the external thread structure 25. The second piston rod 22 is slidably connected to the cylinder 21 through the nut 23. The damping spring 24 is disposed inside the cylinder 21. The second piston rod 22 extends into the cylinder 21 and passes through the damping spring 24. The top of the damping spring 24 abuts against the nut 23. The position of the nut 23 on the second piston rod 22 can be adjusted according to the actual user needs to ensure that the sliding range and damping speed of the second piston rod 22 are within the required range. This allows the first buffer assembly 2 to respond to vibrations more sensitively and accurately, avoiding excessive damping that could affect the vehicle's handling.
[0052] The first buffer assembly 2 can also be configured as other shock absorber structures according to actual needs, such as directly installing a shock absorber spring 26 inside the cylinder 21, and installing a second piston rod 22 that is slidably connected to the cylinder 21 on the top of the shock absorber spring 26. (See [reference]). Figure 3 Of course, the first buffer assembly 2 can also adopt other shock absorber structures, such as setting an oil passage on the second piston rod 22 to achieve shock absorption using damping fluid, etc., without making specific restrictions here.
[0053] In some embodiments, see Figure 1 and Figure 2 The first connecting structure includes a connecting rod 511, and the second connecting structure includes a connecting frame 512. The connecting rod 511 is hinged to the connecting frame 512 via a fifth hinge shaft 35 extending in the left-right direction. The connecting frame 512 has a triangular structure, with the second hinge shaft 32, the fourth hinge shaft 34, and the fifth hinge shaft 35 correspondingly connected to the three corners of the connecting frame 512, effectively ensuring the structural rigidity of the connecting frame 512 and meeting the strong vibration reduction requirements of complex road surfaces.
[0054] Further, see Figure 1 and Figure 2 The first frame 11 has a first protruding structure 112 at its front. A first hinge shaft 31 is installed on the first protruding structure 112 and extends to the left and right sides of the first protruding structure 112. A connecting rod 511 is located on the left and right sides of the first protruding structure 112 and is correspondingly connected to both ends of the first hinge shaft 31. The second frame 12 has a second protruding structure 121 at its front. A second hinge shaft 32 is installed on the second protruding structure 121 and extends to the left and right sides of the second protruding structure 121. A connecting frame 512 is located on the left and right sides of the second protruding structure 121 and is correspondingly connected to both ends of the second hinge shaft 32. This arrangement ensures that both the connecting rod 511 and the connecting frame 512 are located outside the frame 1, preventing the first shock absorption mechanism 51 from interfering with the frame 1 during shock absorption. This satisfies the shock absorption strength requirements for different road conditions and is highly practical.
[0055] In some embodiments, a third buffer assembly 8 is provided between the first frame 11 and the second frame 12. The third buffer assembly 8 is located between the first damping mechanism 51 and the second damping mechanism 52 in the front-rear direction, so as to cooperate with the first damping mechanism 51 and the second damping mechanism 52 to provide shock absorption for the frame 1 from different positions. This not only effectively absorbs vibration energy of different intensities and ensures the overall stability of the frame 1, meeting the shock absorption requirements of complex road conditions, but also ensures that the shock absorption effect can still be achieved when either or both of the first damping mechanism 51 and the second damping mechanism 52 fail, thereby effectively avoiding the occurrence of shock absorption failure.
[0056] The third buffer assembly 8 can be configured as a shock absorber structure according to actual needs. For example, a shock absorber spring 26 can be directly installed inside the cylinder 21, and a second piston rod 22 that is slidably connected to the cylinder 21 can be installed on the top of the shock absorber spring 26. (See [reference]). Figure 3 Of course, other shock absorber structures can also be used, such as setting up an oil passage on the second piston rod 22 to achieve shock absorption using damping fluid, etc., without making specific restrictions here.
[0057] In some embodiments, the second damping mechanism 52 is a bidirectional damper, which includes a cylinder 41 and a first piston rod 42. The second buffer assembly includes an inner tube and a spring. The inner tube is installed inside the cylinder 41 and extends out of the bottom of the cylinder 41. The first piston rod 42 is slidably installed on the inner tube, and a seat is provided at the top of the first piston rod 42. The spring is sleeved outside the cylinder 41 and abuts against the bottom of the cylinder 41 and the seat, thereby achieving the damping function using the spring. In addition, the first piston rod 42 can also be provided with an oil circuit, using the spring and damping fluid to dampen together, resulting in better damping effect. By directly or indirectly threading the inner tube to the cylinder 41, adjusting the distance of the inner tube extending out of the bottom of the cylinder 41 causes the first piston rod 42 to move up and down with the inner tube. This not only adjusts the distance of the first piston rod 42 extending out of the cylinder 41, thereby adjusting the height of the first frame 11, achieving the effect of adjusting the height of the frame 1, but also adjusts the extension and contraction of the spring and the flow stroke of the damping fluid, achieving the function of effectively controlling the damping stroke.
[0058] In the description of this specification, references to terms such as "example," "embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0059] Of course, the present invention is not limited to the above-described embodiments. Those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of this application.
Claims
1. A unicycle for self-balancing, characterized in that, include: The frame includes a first frame and a second frame spaced apart in the vertical direction; Wheel assembly, located below the vehicle frame; Vibration damping mechanisms include: A first shock-absorbing mechanism is disposed between the first frame and the second frame. The first shock-absorbing mechanism includes a first connecting structure, a second connecting structure, and a first buffer assembly. The first connecting structure is hinged to the first frame via a first hinge shaft extending in the left-right direction. The second connecting structure is hinged to the second frame via a second hinge shaft extending in the left-right direction. The first connecting structure and the second connecting structure are hinged together. The first buffer assembly is hinged between the first connecting structure and the second connecting structure to generate a first buffering force on the first connecting structure and the second connecting structure. The second shock absorption mechanism is located between the first frame and the second frame. The second shock absorption mechanism includes a cylinder, a first piston rod, and a second buffer assembly. The cylinder is installed on the second frame, the first piston rod is slidably installed on the cylinder, and one end of the first piston rod extending out of the cylinder is connected to the first frame. The second buffer assembly is located inside the cylinder to generate a second buffer force on the first piston rod. The first and second damping mechanisms are staggered in the front-to-back direction.
2. The unicycle for self-balancing as described in claim 1, characterized in that, The second shock absorption mechanism is provided on both the left and right sides of the vehicle frame, and the first shock absorption mechanism is located on the front and / or rear side of the vehicle frame.
3. The unicycle for self-balancing scooters according to claim 2, characterized in that, The second frame is located below the first frame. The cylinders of the two second shock-absorbing mechanisms extend vertically and are installed on the left and right sides of the second frame respectively. The wheel assembly is located below the second frame and between the two cylinders.
4. The unicycle for self-balancing scooters according to claim 3, characterized in that, Each of the cylinders is provided with a first mounting block and a second mounting block at intervals along its length. The cylinder is mounted to the second frame via the first mounting block, and the support shaft of the wheel assembly is installed between the second mounting blocks of the two cylinders.
5. The unicycle for self-balancing scooters according to claim 1, characterized in that, It also includes connectors, battery compartment assemblies are provided on both the left and right sides of the frame, foot pedals are provided on the outside of the battery compartment assemblies, the first frame is provided with a plurality of mounting holes spaced apart in the front-to-back direction, the mounting holes extend in the left-to-right direction, the battery compartment assembly extends into the mounting holes through the connectors to connect to the first frame, and the battery compartment assembly is provided with clearance space for placing the second shock absorption mechanism.
6. The unicycle for self-balancing scooters according to claim 1, characterized in that, Foot pedals are provided on both the left and right sides of the vehicle frame, and a battery compartment assembly is installed inside the first frame and / or the second frame.
7. The unicycle for self-balancing scooters according to claim 1, characterized in that, The first hinge shaft is spaced apart from two first connection structures along the length direction, the second hinge shaft is spaced apart from two second connection structures along the length direction, the output end of the first buffer component is hinged between two first connection structures via a third hinge shaft extending in the left-right direction, and the fixed end of the first buffer component is hinged between two second connection structures via a fourth hinge shaft extending in the left-right direction.
8. The unicycle for self-balancing according to claim 7, characterized in that, The first connecting structure includes a connecting rod, and the second connecting structure includes a connecting frame. The connecting rod is hinged to the connecting frame via a fifth hinge shaft extending in the left-right direction. The connecting frame has a triangular structure, and the second hinge shaft, the fourth hinge shaft, and the fifth hinge shaft are respectively connected to the three corners of the connecting frame.
9. The unicycle for self-balancing as claimed in claim 1, characterized in that, The first buffer assembly includes a cylinder, a second piston rod, a nut, and a damping spring. The outer periphery of the second piston rod is provided with an external thread structure. The nut is sleeved on the outer periphery of the second piston rod and threadedly connected to the external thread structure. The second piston rod is slidably connected to the cylinder through the nut. The damping spring is disposed in the cylinder. The second piston rod extends into the cylinder and passes through the damping spring. The top of the damping spring abuts against the nut.
10. The unicycle for self-balancing as claimed in claim 1, characterized in that, A third buffer assembly is provided between the first frame and the second frame, and the third buffer assembly is located between the first shock absorption mechanism and the second shock absorption mechanism in the front-back direction.