A shock absorbing chassis for a mobility wheelchair
By employing a combination of shock-absorbing components and damping shock absorbers in the mobility wheelchair, the problem of poor shock absorption in existing technologies has been solved, achieving multi-directional shock absorption and improving riding comfort and stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- GUANGDONG UNIV OF TECH
- Filing Date
- 2025-07-22
- Publication Date
- 2026-07-14
AI Technical Summary
The shock absorption structure of existing mobility wheelchairs is not effective in complex terrain and cannot adapt to different terrains and obstacle contact states, affecting the user's riding comfort and practicality.
The frame and wheels are connected by a shock-absorbing assembly. The shock-absorbing arms deflect in the front and rear directions, and the first and second damping shock absorbers limit the swing of the arms, thus achieving a multi-directional shock absorption effect.
It improves the comfort and stability of wheelchairs in complex terrain, and enhances their applicability and practicality in different scenarios.
Smart Images
Figure CN224484351U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of chassis shock absorption technology, and more specifically, to a shock-absorbing chassis for a mobility wheelchair. Background Technology
[0002] Most commercially available wheelchairs currently on the market use a simple rigid frame directly connected to the wheels, or are equipped with only the most basic spring-damped shock absorption structure. A rigid frame cannot buffer impacts from the road surface. When the wheelchair runs over an obstacle, the vibration is directly transmitted to the wheelchair and the user, resulting in extremely poor comfort and easily causing fatigue and discomfort after prolonged use. Even wheelchairs equipped with spring-damped shock absorption structures have relatively simple damping mechanisms. When the wheels are impacted, the spring-damped shock absorption structure can only compress and deform in one direction to absorb some of the vibration energy. During wheelchair use, existing shock absorption structures cannot adapt well to various complex road conditions or different contact states between the wheels and obstacles or terrain, thus affecting their shock absorption effect and limiting the scope and practicality of wheelchairs in different scenarios. Utility Model Content
[0003] To overcome the problem of poor shock absorption in complex terrain in existing mobility wheelchairs, this invention provides a shock-absorbing chassis for mobility wheelchairs that can adapt to different contact states with terrain and obstacles, thus achieving better shock absorption.
[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: a shock-absorbing chassis for a mobility wheelchair, comprising: a shock-absorbing assembly, a frame connected to the upper part of the shock-absorbing assembly, and a wheel rotatably connected to the lower part of the shock-absorbing assembly. The shock-absorbing assembly includes a shock-absorbing cross arm connected to the frame, and a shock-absorbing cantilever hinged to the shock-absorbing cross arm, which is capable of deflecting in the front-rear direction. The bottom of the shock-absorbing cantilever is rotatably connected to the wheel. A first damping shock absorber and a second damping shock absorber are respectively provided on the front and rear sides of the shock-absorbing cantilever. The upper end of the first damping shock absorber is hinged to the shock-absorbing cross arm, and the lower end of the first damping shock absorber is hinged to the shock-absorbing cantilever. The upper end of the second damping shock absorber is hinged to the shock-absorbing cross arm, and the lower end of the second damping shock absorber is hinged to the shock-absorbing cantilever.
[0005] In the technical solution of this utility model, shock absorption is achieved by connecting the frame and wheels through a shock absorption assembly. The shock absorption assembly can deflect in the front and rear directions through the shock absorption arm to adapt to terrain undulations or contact with obstacles. The first damping shock absorber and the second damping shock absorber can deflect together with the shock absorption arm and play a shock absorption role. By using the first damping shock absorber and the second damping shock absorber on the front and rear sides, the degree of deflection of the shock absorption arm can be limited within a certain range, thereby achieving a shock absorption effect that adjusts the wheel deflection according to changes in terrain. This is better than the damping shock absorption effect in a single direction.
[0006] Furthermore, the shock-absorbing cantilever includes a cantilever body, a first cantilever connecting part, and a second cantilever connecting part. The first cantilever connecting part and the second cantilever connecting part extend to the front and rear sides of the bottom of the cantilever body. The first damping shock absorber is hinged to the first cantilever connecting part, and the second damping shock absorber is hinged to the second cantilever connecting part.
[0007] In this scheme, by setting a first connecting part and a second connecting part of the cantilever, the first damping damper and the second damping damper are connected to the damping cantilever, and the deflection of the damping cantilever is limited to a certain extent on the front and rear sides respectively.
[0008] Furthermore, the shock-absorbing crossarm includes a crossarm main body, a crossarm first connecting part, and a crossarm second connecting part. The crossarm first connecting part and the crossarm second connecting part extend to the lower side of the crossarm main body. The crossarm first connecting part is hinged to the first damping shock absorber, and the crossarm second connecting part is hinged to the second damping shock absorber.
[0009] In this design, a first connecting part and a second connecting part of the crossarm are provided to facilitate the connection between the first damping shock absorber and the second damping shock absorber and the shock-absorbing crossarm.
[0010] Furthermore, shock-absorbing cantilever arms are provided at the front and rear ends of the connection between the shock-absorbing cross arm and the vehicle frame, and a first damping shock absorber and a second damping shock absorber are provided at the front and rear ends of each shock-absorbing cantilever arm.
[0011] In this scheme, by symmetrically setting a pair of damping cantilever arms on the damping crossarm, and setting corresponding first damping damper and second damping damper, the pair of damping cantilever arms can swing simultaneously from the front and rear directions, while maintaining good stability during the swing.
[0012] Furthermore, the frame includes crossbars and longitudinal bars, which are fixedly connected to form a frame structure.
[0013] In this design, the frame structure formed by the horizontal and vertical bars has good stability and is easy to connect to the damping components.
[0014] Furthermore, the vehicle frame is a rectangular frame structure, and the four shock-absorbing components are respectively disposed on the left and right sides of the front and rear ends of the vehicle frame.
[0015] In this design, shock-absorbing components are installed at all four corners of the frame, which not only provides good shock absorption but also maintains driving stability.
[0016] Furthermore, the shock-absorbing crossarm is hinged to the vehicle frame.
[0017] In this design, the hinge between the shock absorber arm and the frame can deflect to adapt to changes in terrain undulations, thereby improving driving comfort on uneven roads.
[0018] Furthermore, the shock-absorbing crossarm is provided with weight-reducing holes.
[0019] In this design, the weight of the shock absorber arm can be reduced through the weight reduction holes, thereby reducing the overall weight of the shock absorber chassis and improving the driving range.
[0020] Furthermore, a pedal is connected to the front end of the frame.
[0021] In this design, a foot pedal is provided to facilitate stepping while riding.
[0022] Furthermore, the pedal is provided with anti-slip grooves.
[0023] In this solution, anti-slip grooves are incorporated to reduce the risk of slipping and falling during use, thereby improving safety.
[0024] Compared with the prior art, the beneficial effects of this utility model are:
[0025] The shock-absorbing chassis of this utility model of a mobility wheelchair connects the frame and wheels through a shock-absorbing component to achieve shock absorption. The shock-absorbing component can deflect in the front and rear directions through the shock-absorbing cantilever to adapt to terrain undulations. When the first damping shock absorber and the second damping shock absorber are performing normal shock absorption, they can deflect together with the shock-absorbing cantilever. By using the first damping shock absorber and the second damping shock absorber on both sides, the degree of deflection of the shock-absorbing cantilever can be limited within a certain range, thereby achieving a shock absorption effect that adjusts the wheel deflection according to changes in terrain. Attached Figure Description
[0026] Figure 1 This is a schematic diagram of the overall structure of the shock-absorbing chassis of the mobility wheelchair of this utility model;
[0027] Figure 2 This is a top view of the shock-absorbing chassis of the mobility wheelchair of this utility model;
[0028] Figure 3 This is a structural diagram of the shock absorption components and wheels.
[0029] In the attached diagram: 1. Shock absorber assembly; 11. Shock absorber crossarm; 111. Crossarm main body; 112. First crossarm connecting part; 113. Second crossarm connecting part; 114. Weight reduction hole; 12. Shock absorber cantilever; 121. Cantilever main body; 122. First cantilever connecting part; 123. Second cantilever connecting part; 13. First damping shock absorber; 14. Second damping shock absorber; 2. Frame; 21. Crossbar; 22. Longitudinal bar; 3. Wheel; 4. Pedal; 41. Anti-slip groove. Detailed Implementation
[0030] The accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. The positional relationships described in the drawings are for illustrative purposes only and should not be construed as limiting this patent.
[0031] In the accompanying drawings of this utility model, the same or similar reference numerals correspond to the same or similar components. In the description of this utility model, it should be understood that if terms such as "upper," "lower," "left," "right," "long," and "short" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.
[0032] The technical solution of this utility model will be further described in detail below through specific embodiments and in conjunction with the accompanying drawings:
[0033] Example 1
[0034] refer to Figures 1 to 3 This embodiment discloses a shock-absorbing chassis for a mobility wheelchair, including a shock-absorbing assembly 1. A frame 2 is connected to the upper part of the shock-absorbing assembly 1, and a wheel 3 is rotatably connected to the lower part of the shock-absorbing assembly 1. The shock-absorbing assembly 1 includes a shock-absorbing cross arm 11 connected to the frame 2. A shock-absorbing cantilever 12 that can deflect in the front-rear direction is hinged to the shock-absorbing cross arm 11. The bottom of the shock-absorbing cantilever 12 is rotatably connected to the wheel 3. A first damping shock absorber 13 and a second damping shock absorber 14 are respectively provided on the front and rear sides of the shock-absorbing cantilever 12. The upper end of the first damping shock absorber 13 is hinged to the shock-absorbing cross arm 11, and the lower end of the first damping shock absorber 13 is hinged to the shock-absorbing cantilever 12. The upper end of the second damping shock absorber 14 is hinged to the shock-absorbing cross arm 11, and the lower end of the second damping shock absorber 14 is hinged to the shock-absorbing cantilever 12.
[0035] In this embodiment, shock absorption is achieved by connecting the frame 2 and the wheel 3 through the shock absorption assembly 1. The shock absorption assembly 1 can deflect in the front-rear direction via the shock absorption arm 12 to adapt to terrain undulations. The first damping shock absorber 13 and the second damping shock absorber 14 can deflect together with the shock absorption arm 12 and play a shock absorption role. By using the first damping shock absorber 13 and the second damping shock absorber 14 on both sides, the deflection degree of the shock absorption arm 12 can be limited within a certain range, thereby achieving a shock absorption effect that reduces the deflection of the wheel 3 as the terrain changes. The damping shock absorber can be an existing one, which may include a spring, damping element, and guide structure. Its internal structure and working principle will not be described in detail here. The deflection angle of the shock absorption arm 12 can be limited by selecting a damping shock absorber with an appropriate damping size, and by selecting the installation position and angle of the first damping shock absorber 13 and the second damping shock absorber 14 relative to the shock absorption arm 12.
[0036] refer to Figure 3 The shock-absorbing cantilever 12 includes a cantilever body 121, a cantilever first connecting part 122, and a cantilever second connecting part 123. The cantilever first connecting part 122 and the cantilever second connecting part 123 extend to the bottom front and rear sides of the cantilever body 121. A first damping shock absorber 13 is hinged to the cantilever first connecting part 122, and a second damping shock absorber 14 is hinged to the cantilever second connecting part 123.
[0037] In this embodiment, by providing a first connecting portion 122 and a second connecting portion 123, the first damping shock absorber 13 and the second damping shock absorber 14 are connected to the damping suspension arm 12, thereby limiting the deflection of the damping suspension arm 12 to a certain extent on both the front and rear sides. Specifically, taking the illustrated direction as an example, the main body 121 of the suspension arm is arranged in a generally vertical direction, the first connecting portion 122 of the suspension arm is located at a position extending outward from the side of the main body 121 of the suspension arm, and the second connecting portion 123 of the suspension arm is located at a position extending inward from the side of the main body 121 of the suspension arm. Here, the inner side refers to the side close to the connection between the damping cross arm 11 and the frame 2, and the outer side refers to the side away from the connection between the damping cross arm 11 and the frame 2. The first damping shock absorber 13 and the second damping shock absorber 14 limit the degree of deflection of the damping suspension arm 12 from both sides, and the first damping shock absorber 13 and the second damping shock absorber 14 can generate deformation damping while deflecting.
[0038] refer to Figure 3 The shock-absorbing crossarm 11 includes a crossarm main body 111, a crossarm first connecting part 112 and a crossarm second connecting part 113. The crossarm first connecting part 112 and the crossarm second connecting part 113 extend to the lower side of the crossarm main body 111. The crossarm first connecting part 112 is hinged to the first damping shock absorber 13 and the crossarm second connecting part 113 is hinged to the second damping shock absorber 14.
[0039] In this embodiment, a first connecting portion 112 and a second connecting portion 113 of the crossarm are provided to facilitate the connection between the first damping shock absorber 13 and the second damping shock absorber 14 and the shock-absorbing crossarm 11. Specifically, the crossarm main body 111 is connected to the vehicle frame 2, the first connecting portion 112 is located on the outer side of the lower end of the crossarm main body 111, and the second connecting portion 113 is located on the inner side of the lower end of the crossarm main body 111. Here, the inner side refers to the side closer to the connection point between the shock-absorbing crossarm 11 and the vehicle frame 2, and the outer side refers to the side away from the connection point between the shock-absorbing crossarm 11 and the vehicle frame 2. The shock-absorbing cantilever 12 is connected between the first connecting portion 122 and the second connecting portion 123. Alternatively, the first connecting portion 122 can be designed to be larger, so that the upper end of the shock-absorbing cantilever 12 is connected to the first connecting portion 112 near the inner side. In this embodiment, the hinge can be a pin hinge or a bearing hinge.
[0040] refer to Figure 3 The front and rear ends of the connection between the shock absorber arm 11 and the frame 2 are respectively provided with shock absorber arms 12, and the front and rear ends of each shock absorber arm 12 are respectively provided with a first damping shock absorber 13 and a second damping shock absorber 14.
[0041] In this embodiment, by symmetrically arranging a pair of damping cantilever arms 12 on the damping crossarm 11, and by arranging corresponding first damping dampers 13 and second damping dampers 14, the pair of damping cantilever arms 12 can simultaneously sway from both the front and rear directions, maintaining good stability while swaying. For ease of description, a set of damping cantilever arms 12, first damping dampers 13, and second damping dampers 14 are referred to as damping component groups. In this embodiment, it is equivalent to arranging a set of damping component groups at the front and rear ends of the damping crossarm 11, with the two damping component groups symmetrically arranged with respect to the central axis of the damping crossarm 11.
[0042] refer to Figure 2 The frame 2 includes crossbars 21 and longitudinal bars 22, which are fixedly connected to form a frame structure. In this embodiment, the frame structure formed by the crossbars 21 and longitudinal bars 22 has good stability and facilitates the connection of the shock-absorbing assembly 1. The crossbars 21 and longitudinal bars 22 can be fixed by welding, resulting in high overall strength. The crossbars 21 extend in the left-right direction relative to the chassis, and the longitudinal bars 22 extend in the front-rear direction relative to the chassis. The lateral length of the crossbars 21 exceeds that of the longitudinal bars 22, and the shock-absorbing crossarms 11 are connected to both ends of the crossbars 21.
[0043] refer to Figure 2 The frame 2 is a rectangular frame structure, and four shock-absorbing components 1 are respectively set on the left and right sides of the front and rear ends of the frame 2. In this embodiment, by setting shock-absorbing components 1 at all four corners of the frame 2, both a good shock absorption effect and driving stability can be achieved.
[0044] refer to Figure 1 The shock absorber arm 11 is hinged to the frame 2, allowing it to deflect relative to the frame 2. In this embodiment, the deflection of the shock absorber arm 11 relative to the frame 2 adapts to changes in terrain undulations, improving ride comfort on uneven roads. While the deflection of the shock absorber arm 11 to the frame 2 is achieved through a hinge, its hinge deflection angle can be limited, and the deflection torque can also be limited, for example, by using a torsion spring. In this embodiment, the shock absorber arm 12 can deflect relative to the frame 2, allowing it to deflect at a certain angle according to changes in terrain during driving, reducing bumps.
[0045] Example 2
[0046] refer to Figures 1 to 3 Similar to Embodiment 1, this embodiment discloses a shock-absorbing chassis for a mobility wheelchair, including a shock-absorbing component 1. A frame 2 is connected to the upper part of the shock-absorbing component 1, and a wheel 3 is rotatably connected to the lower part of the shock-absorbing component 1. The shock-absorbing component 1 includes a shock-absorbing cross arm 11 connected to the frame 2. A shock-absorbing cantilever 12 that can deflect in the front-rear direction is hinged to the shock-absorbing cross arm 11. The bottom of the shock-absorbing cantilever 12 is rotatably connected to the wheel 3. A first damping shock absorber 13 and a second damping shock absorber 14 are respectively provided on the front and rear sides of the shock-absorbing cantilever 12. The upper end of the first damping shock absorber 13 is hinged to the shock-absorbing cross arm 11, and the lower end of the first damping shock absorber 13 is hinged to the shock-absorbing cantilever 12. The upper end of the second damping shock absorber 14 is hinged to the shock-absorbing cross arm 11, and the lower end of the second damping shock absorber 14 is hinged to the shock-absorbing cantilever 12. The shock-absorbing crossarm 11 includes a crossarm main body 111, a crossarm first connecting part 112 and a crossarm second connecting part 113. The crossarm first connecting part 112 and the crossarm second connecting part 113 extend from the crossarm main body 111. The crossarm first connecting part 112 is hinged to the first damping shock absorber 13 and the crossarm second connecting part 113 is hinged to the second damping shock absorber 14.
[0047] The difference between this embodiment and Embodiment 1 is that, in this embodiment, reference... Figure 1 The shock-absorbing crossarm 11 has weight-reduction holes 114. In this embodiment, the weight of the shock-absorbing crossarm 11 can be reduced through the weight-reduction holes 114, thereby reducing the overall weight of the shock-absorbing chassis and improving the driving range. The weight-reduction holes 114 can be formed on the crossarm body 111, staggered from each connection position, to reduce weight while ensuring structural strength.
[0048] Example 3
[0049] refer to Figures 1 to 3Similar to Embodiment 1, this embodiment discloses a shock-absorbing chassis for a mobility wheelchair, including a shock-absorbing component 1. A frame 2 is connected to the upper part of the shock-absorbing component 1, and a wheel 3 is rotatably connected to the lower part of the shock-absorbing component 1. The shock-absorbing component 1 includes a shock-absorbing cross arm 11 connected to the frame 2. A shock-absorbing cantilever 12 that can deflect in the front-rear direction is hinged to the shock-absorbing cross arm 11. The bottom of the shock-absorbing cantilever 12 is rotatably connected to the wheel 3. A first damping shock absorber 13 and a second damping shock absorber 14 are respectively provided on the front and rear sides of the shock-absorbing cantilever 12. The upper end of the first damping shock absorber 13 is hinged to the shock-absorbing cross arm 11, and the lower end of the first damping shock absorber 13 is hinged to the shock-absorbing cantilever 12. The upper end of the second damping shock absorber 14 is hinged to the shock-absorbing cross arm 11, and the lower end of the second damping shock absorber 14 is hinged to the shock-absorbing cantilever 12.
[0050] The difference between this embodiment and Embodiment 1 or Embodiment 2 is that, referring to... Figure 1 The front end of the frame 2 is connected to a foot pedal 4. In this embodiment, the foot pedal 4 is designed for easy stepping while riding. Anti-slip grooves 41 are provided on the foot pedal 4. These anti-slip grooves 41 reduce the risk of slipping during use, thus improving safety.
[0051] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.
Claims
1. A shock-absorbing chassis for a mobility wheelchair, characterized in that: The system includes a shock absorber assembly (1), with a frame (2) connected to the top of the shock absorber assembly (1) and a wheel (3) rotatably connected to the bottom of the shock absorber assembly (1). The shock absorber assembly (1) includes a shock absorber crossarm (11) connected to the frame (2), and the shock absorber crossarm (11) is hinged to a shock absorber cantilever (12) capable of deflecting in the front-rear direction. The bottom of the shock absorber cantilever (12) is rotatably connected to the wheel (3). A first damping shock absorber (13) and a second damping shock absorber (14) are respectively provided on the front and rear sides. The upper end of the first damping shock absorber (13) is hinged to the shock-absorbing cross arm (11), and the lower end of the first damping shock absorber (13) is hinged to the shock-absorbing cantilever (12). The upper end of the second damping shock absorber (14) is hinged to the shock-absorbing cross arm (11), and the lower end of the second damping shock absorber (14) is hinged to the shock-absorbing cantilever (12).
2. The shock-absorbing chassis for a mobility wheelchair according to claim 1, characterized in that: The shock-absorbing cantilever (12) includes a cantilever body (121), a cantilever first connecting part (122) and a cantilever second connecting part (123). The cantilever first connecting part (122) and the cantilever second connecting part (123) extend to the front and rear sides of the bottom of the cantilever body (121). The first damping shock absorber (13) is hinged to the cantilever first connecting part (122) and the second damping shock absorber (14) is hinged to the cantilever second connecting part (123).
3. The shock-absorbing chassis for a mobility wheelchair according to claim 2, characterized in that: The shock-absorbing cross arm (11) includes a cross arm main body (111), a cross arm first connecting part (112) and a cross arm second connecting part (113). The cross arm first connecting part (112) and the cross arm second connecting part (113) extend to the lower side of the cross arm main body (111). The cross arm first connecting part (112) is hinged to the first damping shock absorber (13), and the cross arm second connecting part (113) is hinged to the second damping shock absorber (14).
4. The shock-absorbing chassis for a mobility wheelchair according to claim 3, characterized in that: The front and rear ends of the connection between the shock-absorbing cross arm (11) and the frame (2) are respectively provided with shock-absorbing cantilever arms (12), and the front and rear ends of each shock-absorbing cantilever arm (12) are respectively provided with a first damping shock absorber (13) and a second damping shock absorber (14).
5. The shock-absorbing chassis for a mobility wheelchair according to claim 1, characterized in that: The frame (2) includes a crossbar (21) and a longitudinal bar (22), which are fixedly connected to form a frame structure.
6. The shock-absorbing chassis for a mobility wheelchair according to claim 5, characterized in that: The frame (2) is a rectangular frame structure, and the four shock absorption components (1) are respectively located on the left and right sides of the front and rear ends of the frame (2).
7. The shock-absorbing chassis for a mobility wheelchair according to claim 2, characterized in that: The shock-absorbing cross arm (11) is hinged to the vehicle frame (2).
8. The shock-absorbing chassis for a mobility wheelchair according to claim 3, characterized in that: The shock-absorbing cross arm (11) is provided with a weight-reducing hole (114).
9. The shock-absorbing chassis for a mobility wheelchair according to claim 1, characterized in that: The front end of the frame (2) is connected to a pedal (4).
10. The shock-absorbing chassis for a mobility wheelchair according to claim 9, characterized in that: The pedal (4) is provided with anti-slip grooves (41).