Damping mechanism and vehicle

Abstract

This application relates to the field of vehicle technology, disclosing a shock absorption mechanism and a vehicle. The shock absorption mechanism includes a first wishbone and a second wishbone. The first wishbone includes a main body and two arm segments connected to the same side of the main body, and the two arm segments are spaced apart in a first direction. Each arm segment is connected to a wheel in the vehicle via a second wishbone, and each arm segment is connected to the second wishbone by an elastic buffer for shock absorption. At least a portion of the wheel is located between the two arm segments. This shock absorption mechanism can effectively absorb shocks and improve the user's riding experience in the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a shock absorption mechanism and a vehicle. Background Technology

[0002] Currently, most vehicles on the market suffer from a lack of shock absorption or an inadequate shock absorption structure design. Specifically, many vehicles lack dedicated front shock absorption structures, causing ground impacts on the front wheels to be directly transmitted to the vehicle body and passengers when driving on uneven roads (such as gravel roads or potholes). This not only reduces ride comfort but may also cause additional physical strain on passengers over time.

[0003] Therefore, there is an urgent need to provide a shock-absorbing mechanism that can be applied to vehicles to effectively perform shock absorption. Utility Model Content

[0004] This application discloses a shock absorption mechanism and a vehicle, which can effectively absorb shocks and improve the user's riding experience in the vehicle.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] In a first aspect, this application provides a shock-absorbing mechanism, comprising: a first fork arm and a second fork arm, the first fork arm comprising a main body and two arm segments, the two arm segments being connected to the same side of the main body and the two arm segments being spaced apart in a first direction; each arm segment being connected to a wheel in a vehicle via a second fork arm, and each arm segment being shock-absorbingly connected to the second fork arm via an elastic buffer; at least a portion of the wheel being located between the two arm segments.

[0007] In some embodiments, one end of the second fork arm is hinged to the arm segment, and the other end is hinged to the wheel.

[0008] In some embodiments, the elastic buffer is located on one side of the hinge position between the second fork arm and the arm segment in the second direction, and the elastic buffer is located on the side of the hinge position between the second fork arm and the wheel in the third direction; the second direction is perpendicular to the first direction, and the third direction is perpendicular to both the first and second directions; the elastic buffer is configured to buffer and store energy in the third direction.

[0009] In some embodiments, the shock absorption mechanism further includes a pivot shaft, through which the shock absorption mechanism is rotatably mounted to the vehicle seat; the main body is rotatably connected to one axial end of the pivot shaft about its centerline.

[0010] In some embodiments, the main body is rotatably connected to one axial end of the rotating shaft about its centerline.

[0011] In some embodiments, the main body is provided with a mounting hole, and two bearings are arranged at intervals along the axis of the rotating shaft in the mounting hole; the main body is connected to one axial end of the rotating shaft through the bearings.

[0012] In some embodiments, the elastic buffer is a spring; the spring is a square spring.

[0013] Secondly, this application also provides a vehicle, including a seat, wheels, and a shock-absorbing mechanism as provided in any of the technical solutions in the first aspect above, wherein the seat is connected to the wheels through the shock-absorbing mechanism.

[0014] In some embodiments, the shock absorption mechanism is mounted at the front end of the vehicle; the two second wishbones in the shock absorption mechanism are pivotally connected to the wheel via the same connecting shaft.

[0015] In some embodiments, the shock absorption mechanism is connected to the seat via a pivot shaft; the eccentricity between the steering axis of the wheel and the steering axis of the pivot shaft ranges from 30mm to 50mm.

[0016] One embodiment of this application described above has at least the following advantages or beneficial effects:

[0017] It should be noted that the shock absorption mechanism provided in this application, by connecting the two sides of the wheel with two second forks, can improve the stability of the wheel's movement between the two arm segments spaced apart along the first direction within the first fork, reducing the risk of slippage or deviation and improving the safety and maneuverability of the equipment. When the wheel encounters road bumps or impacts, the shock absorption mechanism can absorb shocks through elastic buffers to improve the user experience. Specifically, in the shock absorption mechanism, the first fork connects to the wheel through the second forks. When the wheel encounters uneven road conditions, it will be impacted, and the impact force will be transmitted to the second fork connected to it. Since each arm segment of the first fork is connected to the wheel through a second fork, the impact force on the wheel is distributed to the two second forks and transmitted to the first fork connected to it via each second fork. During the impact force transmission process, the elastic buffers connected between each arm segment and the second fork can elastically store or release stored energy to absorb vibration energy and achieve a shock absorption effect.

[0018] Accordingly, the shock absorption mechanism provided in this application, by using an elastic buffer between each second wishbone and the first wishbone, can provide cushioning and shock absorption from both sides of the wheel, rather than being subjected to force in a single direction or on one side. This symmetrical double-sided buffer design can effectively balance the forces generated on both sides when the wheel encounters bumps and impacts, avoiding structural tilting or local overload caused by insufficient shock absorption on one side. This improves the uniformity of shock absorption and reduces wear on components on one side, thereby extending the service life of the overall mechanism. Moreover, the combined shock absorption of the elastic buffers on both sides further enhances the cushioning effect, significantly reducing the transmission of vibrations caused by uneven road surfaces, providing passengers with a smoother riding experience and reducing the impact of vibrations on the body.

[0019] Therefore, the shock absorption mechanism provided in this application can effectively absorb shocks and improve the user's riding experience in the vehicle. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0021] Figure 2 This is a schematic diagram of the shock absorption mechanism provided in the embodiments of this application;

[0022] Figure 3 for Figure 2 A structural schematic diagram of the central damping mechanism from another angle;

[0023] Figure 4 for Figure 2 A schematic diagram of the central damping mechanism at another angle;

[0024] Figure 5 for Figure 2 A schematic diagram of the planar structure of the intermediate damping mechanism;

[0025] Reference numerals: 100, shock absorption mechanism; 110, first fork arm; 111, main body; 112, arm segment; 120, second fork arm; 130, elastic buffer; 140, pivot; 150, bearing; 200, wheel; 300, seat. Detailed Implementation

[0026] 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. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application. In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships, for example, A and / or B can represent: A alone, A and B at the same time, and B alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0028] In a first aspect, embodiments of this application provide a vehicle. Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. It should be understood that... Figure 1 The example shown is a wheelchair, but of course, the vehicle can also be other types, such as a stroller, etc., which will not be elaborated further.

[0029] like Figure 1 As shown, the vehicle provided in this embodiment includes a shock absorption mechanism 100, wheels 200, and a seat 300. The seat 300 is connected to the wheels 200 via the shock absorption mechanism 100 to absorb and dampen shocks between the wheels 200 and the seat 300, thereby improving passenger comfort and user experience. It should be understood that the specific structure of the vehicle is not limited to this. Figure 1 As shown, Figure 1 For illustrative purposes only; the shock absorption mechanism 100 in the vehicle can be any of the following technical solutions.

[0030] Secondly, embodiments of this application also provide a shock absorption mechanism 100. Figure 2 This is a schematic diagram of the structure of the shock absorption mechanism 100 provided in the embodiments of this application; Figure 3 for Figure 2 A schematic diagram of the central damping mechanism 100 from another angle; Figure 4 for Figure 2 A structural diagram of the intermediate damping mechanism 100 at another angle. Please refer to... Figure 1 refer to Figure 2 , Figure 3 and Figure 4 As shown in the structure, the shock absorption mechanism 100 provided in this application embodiment includes: a first fork arm 110 and a second fork arm 120. The first fork arm 110 includes a main body 111 and two arm segments 112. The main body 111 is used to connect to the seat 300 of the vehicle. The two arm segments 112 are connected to the same side of the main body 111 and are spaced apart in a first direction. Each arm segment 112 is connected to a wheel 200 through a second fork arm 120, and each arm segment 112 and the second fork arm 120 are connected by an elastic buffer 130 for shock absorption. At least a portion of the wheel 200 is located between the two arm segments 112.

[0031] It should be noted that the shock absorption mechanism 100 provided in this application embodiment connects the two sides of the wheel 200 by setting two second forks 120, which can improve the stability of the wheel 200 moving between the two arm segments 112 arranged at intervals along the first direction in the first fork 110, reduce the risk of slippage or deviation, and improve the safety and maneuverability of the equipment.

[0032] When the wheel 200 encounters bumps or impacts on the road surface, the shock absorption mechanism 100 provided in this embodiment can absorb shocks through the elastic buffer 130 to improve the user experience. Specifically, in the shock absorption mechanism 100 provided in this embodiment, the first fork arm 110 is connected to the wheel 200 through the second fork arm 120. When the wheel 200 encounters uneven road conditions, the wheel 200 will be impacted, and the impact force on the wheel 200 will be transmitted to the second fork arm 120 connected to it. Since each arm segment 112 of the first fork arm 110 in the shock absorption mechanism 100 is connected to the wheel 200 through a second fork arm 120, the impact force on the wheel 200 will be distributed to the two second fork arms 120 and transmitted to the first fork arm 110 connected to it through each second fork arm 120. During the transmission of impact force, the elastic buffer 130 connected between each arm segment 112 and the second fork arm 120 can elastically store or release stored energy to absorb vibration energy and exert a shock absorption effect.

[0033] Accordingly, the shock absorption mechanism 100 provided in this application embodiment, by setting each second fork arm 120 to be connected to the first fork arm 110 by an elastic buffer member 130, can provide buffering and shock absorption from both sides of the wheel 200, rather than being subjected to force in a single direction or on one side. This bilaterally symmetrical buffer design can effectively balance the forces generated on both sides when the wheel 200 encounters bumps and impacts, avoiding structural tilting or local overload caused by insufficient shock absorption on one side. This can improve the uniformity of shock absorption and reduce wear on one side of the components, thereby extending the service life of the overall mechanism. Moreover, the combined shock absorption of the elastic buffer members 130 on both sides can further enhance the buffering effect, significantly weaken the vibration transmission caused by uneven road surfaces, provide passengers with a smoother riding experience, and reduce the impact of vibration on the body.

[0034] Furthermore, compared to structures where elastic buffers 130 are provided at the connection points between the connecting frame and the seat 300, the shock-absorbing mechanism 100 provided in this embodiment provides elastic buffers 130 between each arm segment 112 of the second fork arm 120 and the first fork arm 110, thereby bringing the shock-absorbing effect forward and more effectively reducing the impact of vibration on the occupant. Specifically, when elastic buffers 130 are provided at the connection points between the connecting frame and the seat 300, this structure is equivalent to buffering the vibration at the last stage before it is transmitted to the seat 300. A large amount of impact from the wheel 200 will first pass through the connecting frame and other structures before reaching the elastic buffer 130. The buffering effect is easily weakened due to force transmission loss, and a single elastic buffer 130 is difficult to adapt to the force differences transmitted to different parts of the wheel 200. In the shock absorption mechanism 100 provided in this application embodiment, the elastic buffer 130 is directly disposed between the two forks that are close to the wheel 200 and receive the vibration source. It can absorb energy and buffer from the source as much as possible, reduce the transmission of impact force to subsequent structures, especially the seat 300, and prevent the vibration from being amplified after being transmitted through the first fork 110, so as to more efficiently weaken the impact of vibration on the rider.

[0035] It is worth noting that the elastic parameters of the elastic buffer 130 affect the vehicle's obstacle-crossing performance. When specifically configuring the shock absorption mechanism 100 provided in this application embodiment, the elastic parameters of the elastic buffer 130 connected to each arm segment 112 can be the same or different. For example, the elastic parameters of the elastic buffer 130 can be flexibly matched according to the force characteristics and shock absorption requirements of different arm segments 112, so that the cushioning effect of each part is more in line with the actual working conditions, bringing a softer and more comfortable riding experience to the passengers.

[0036] Please combine Figure 1 refer to Figures 2 to 4 In some embodiments of the structure shown, one end of the second fork arm 120 is hinged to the arm segment 112, and the other end is hinged to the wheel 200. For example... Figure 3As shown, the hinge point between the second wishbone 120 and the arm segment 112 is marked A1, and the hinge point between the second arm segment 112 and the wheel 200 is marked A2. The structural design in this embodiment allows the wheel 200 to move freely between the two arm segments 112 of the first wishbone 110, thereby improving driving adaptability, handling precision, and structural reliability. When the vehicle travels on uneven road surfaces, the wheel 200 can flexibly adjust its posture through the hinge position between the second wishbone 120 and the first wishbone 110. For example, when encountering a bump, the wheel 200 can rise upwards; when encountering a depression, the wheel 200 can fall downwards, preventing the impact of the road surface on the wheel 200 from being directly transmitted to the seat 300, thus improving riding comfort and reducing impact damage to the seat 300.

[0037] Moreover, this multi-hinged structure can more precisely constrain the movement trajectory of the wheel 200. Whether it is the change of angle during steering or the up-and-down movement of the wheel 200 during driving, it can keep the wheel 200 in contact with the ground in a reasonable posture, reduce tire wear, and improve steering response speed and driving stability.

[0038] For example, in one specific embodiment, the second fork arm 120 is hinged to the arm segment 112 by a structure such as a pin; and / or, the second fork arm 120 is hinged to the wheel 200 by a structure such as a pin.

[0039] like Figure 3 In some embodiments of the structure shown, the elastic buffer 130 is located on one side of the hinge position between the second fork arm 120 and the arm segment 112 in the second direction, and the elastic buffer 130 is located on the side of the hinge position between the second fork arm 120 and the wheel 200 in the third direction; the second direction is perpendicular to the first direction, and the third direction is perpendicular to both the first and second directions; the elastic buffer 130 is configured to buffer and store energy in the third direction.

[0040] It should be noted that, in this embodiment, the elastic buffer 130 is placed on one side of the hinge position between the second fork arm 120 and the arm segment 112 in the second direction, and on the third side of the hinge position between the second fork arm 120 and the wheel 200 in the third direction. This can avoid the hinge movement paths between the second fork arm 120 and the wheel 200 and between the second fork arm 120 and the arm segment 112, thus preventing the elastic buffer 130 from interfering with the movement of the components and ensuring the normal operation of the shock absorption mechanism 100.

[0041] Meanwhile, in this embodiment, the elastic buffer 130 is limited to buffering and storing energy in a third direction, allowing the elastic buffer 130 to accurately cope with the impact on the wheel 200 in that third direction. Specifically, when the wheel 200 encounters a bump and generates a third-direction force, the elastic buffer 130 can absorb the vibration energy in that direction more efficiently, thereby reducing buffering loss and maximizing its buffering performance. It can also prevent premature wear or shock absorption failure of the elastic buffer 130 due to misalignment of the force direction, thus balancing the smoothness of mechanism operation, the accuracy of shock absorption, and the durability of the overall structure.

[0042] Furthermore, it is worth noting that, while ensuring cushioning performance, the elastic buffer 130 can be used as follows: Figure 4 It can be set along a third direction; or, the extension direction of the elastic buffer 130 can be set at an acute angle with the third direction, which will not be elaborated further.

[0043] Please continue to combine Figure 1 refer to Figures 2 to 4 In some embodiments of the structure shown, the shock absorption mechanism 100 further includes a rotating shaft 140, through which the shock absorption mechanism 100 is rotatably mounted to the vehicle seat 300; the main body 111 is rotatably connected to one axial end of the rotating shaft 140 around the axis of the rotating shaft 140, so as to achieve a stable and flexible rotational connection between the first fork arm 110 and the seat 300, which can avoid the risk of component breakage due to vibration caused by rigid connection, and also allows the shock absorption mechanism 100 to flexibly adjust its angle according to the road surface changes (such as slight slopes and bumps) during vehicle driving, ensuring that the seat 300 always maintains a relatively stable posture and reducing the bump impact suffered by the passenger due to the fixed fork arm.

[0044] When the wheel 200 vibrates due to road conditions, the first wishbone 110, the second wishbone 120, and the elastic buffer 130 connecting the first wishbone 110 and the second wishbone 120 can independently buffer the impact without being affected by the rotation of the pivot 140. This combines flexible rotational characteristics with shock absorption function, further improving comfort and safety during the ride. Moreover, the pivot 140 connection can precisely limit the range of motion of the first wishbone 110, preventing the first wishbone 110 from affecting the stability of the vehicle due to excessive offset. This further ensures the safety and comfort of the passengers, allowing the buffering effect of the shock absorption mechanism 100 to be transmitted to the seat 300 more efficiently, thus improving the overall user experience.

[0045] In some embodiments, the main body 111 is rotatably connected to one axial end of the shaft 140 about the axis of rotation 140. This design, allowing the main body 111 to rotate freely about the axis of rotation 140, enables the wheel 200 to turn without angle limitations. Whether it's making a U-turn or fine-tuning in a narrow space, or nimbly steering in special scenarios, the vehicle's direction can be controlled more easily, improving operational convenience.

[0046] In some embodiments, such as Figure 4 As shown, the main body 111 has mounting holes, and two bearings 150 are spaced apart along the axis of the rotating shaft 140 within the mounting holes. The main body 111 is connected to one axial end of the rotating shaft 140 via the bearings 150. During operation, the two bearings 150 can engage more precisely with the rotating shaft 140 to reduce frictional resistance during rotation and ensure smooth rotation of the wheel 200. Simultaneously, the two bearings 150 provide more stable support for the rotating shaft 140, reducing the possibility of radial wobble during operation and ensuring stable contact between the wheel 200 and the ground, thus minimizing safety hazards during driving.

[0047] In addition, a standardized assembly structure can be formed between the first fork arm 110 and the pivot 140, which facilitates the adaptation and installation of the shock absorption mechanism 100 with vehicle seats 300 of different specifications, reduces assembly difficulty, and enables quick disassembly and replacement of parts during subsequent maintenance, thereby improving maintenance efficiency.

[0048] In some embodiments, such as Figures 2 to 4 As shown, the elastic buffer 130 is a spring, which absorbs shocks through spring deformation. Of course, the elastic buffer 130 can also be configured as other types. It should be understood that the stiffness parameter of the spring affects the obstacle-crossing performance, and thus affects the riding experience of the passenger.

[0049] It should be noted that the spring has excellent elastic deformation capability. When the wheel 200 encounters road bumps or impacts, it can quickly absorb vibration energy through its own contraction and rebound in the third direction. This effectively buffers the impact force on the connection between the second wishbone 120 and the wheel 200, as well as the connection between the second wishbone 120 and the first wishbone 110, and even on the entire vehicle. This avoids wear or damage to components caused by rigid collisions and can extend the service life of the shock absorption mechanism 100. At the same time, the shock absorption effect of the spring can be directly transmitted to the seat 300 associated with the first wishbone 110, which can reduce the impact of vibration on the rider's physical sensation and improve the stability and comfort during riding or operation.

[0050] In addition, the spring has a simple structure and is easy to install. It can continuously play a shock-absorbing role without the need for a complicated control mechanism. It is also easier to maintain and replace later. While ensuring the shock absorption effect, it can also take into account economy and practicality and reduce manufacturing costs.

[0051] In one specific embodiment, the spring is a square spring. The geometry of the square spring allows it to provide more stable support in a specific direction (as shown in the third direction of the figure) when under force, reducing lateral offset and making the relative movement of the first fork arm 110 and the second fork arm 120 more controllable during the shock absorption process, which can further improve the reliability of the entire shock absorption mechanism 100.

[0052] Moreover, the regular shape of the square spring can better fit the relatively regular space between the fork arms, making more efficient use of the limited installation space and making the structural design more compact.

[0053] like Figure 3 As shown, the line connecting hinge points A1 and A2 is inclined relative to the third direction, meaning the second fork arm 120 has an inclination angle relative to the third direction. It is worth noting that the inclination angle of the line connecting hinge points A1 and A2 relative to the third direction needs to be calculated based on the leverage ratio, i.e., the distance the wheel 200 travels and the upward distance of the elastic element in the third direction. Details will not be elaborated further.

[0054] Please combine Figures 2 to 4 Continue to refer to Figure 1 As shown in the diagram, the front end of the vehicle is the first part to come into contact with obstacles while driving. In some embodiments, the shock absorption mechanism 100 provided in this application is installed at the front end of the vehicle to prevent the front wheels from "bouncing" or deviating due to bumps, thereby enhancing stability during steering, reducing the risk of loss of control, and further improving the user experience for passengers.

[0055] like Figures 2 to 4 As shown, for example, the two second wishbone arms 120 in the shock absorption mechanism 100 are pivotally connected to the wheel 200 through the same connecting shaft to ensure the uniformity of the connection points between the two second wishbone arms 120 and the wheel 200, avoid the problem of uneven force on the second wishbone arms 120 due to the misalignment of the two shafts, and enable the two second wishbone arm segments 112 to transmit force and movement synchronously, reducing the risk of deformation or wear caused by overload of one side of the second arm segment 112.

[0056] When the wheel 200 encounters bumps and experiences vertical or lateral displacement, the two second wishbone arms 120 can work together to adjust their angles, preventing movement jamming caused by the single second wishbone arm 120 bearing force alone. This also ensures the wheel 200 maintains contact with the road surface, improving driving stability. Furthermore, the shared connecting shaft allows for a more regular movement trajectory of the two second wishbone arms 120, enabling the cooperating elastic buffer 130 to more precisely buffer and store energy in the preset direction. This prevents loss of shock absorption effect due to misalignment of the second wishbone arms 120, thus transferring the buffering force more efficiently to the overall mechanism, ultimately providing a more stable and comfortable riding experience for the vehicle's occupants.

[0057] It is worth noting that, such as Figure 5 As shown, in some embodiments, the shock absorption mechanism 100 is connected to the seat 300 via a pivot 140; the eccentricity F formed between the steering axis of the wheel 200 and the steering axis of the pivot 140 ranges from 30mm to 50mm. It should be understood that the eccentricity has a crucial impact on the turning performance, torque, and lifespan of the wheel 200. In this embodiment, the eccentricity F of the wheel 200 is set within a moderate range to balance the various performance aspects of the wheel 200, resulting in good turning performance, moderate torque, and a long lifespan.

[0058] In one specific embodiment, the range of the eccentricity F can be selected from at least one of the following values.

[0059] 30mm, 31mm, 32mm, 33mm, 34mm, 35mm, 36mm, 37mm, 38mm, 39mm, 40mm, 41mm, 42mm, 43mm, 44mm, 45mm, 46mm, 47mm, 48mm, 49mm, 50mm.

[0060] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of this application. Therefore, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application also intends to include these modifications and variations.

Claims

1. A shock absorption mechanism, characterized in that, include: A first fork arm and a second fork arm, the first fork arm including a main body and two arm segments, the two arm segments being connected to the same side of the main body and spaced apart in a first direction; each arm segment being connected to a wheel in the vehicle via a second fork arm, and each arm segment being connected to the second fork arm via an elastic buffer for shock absorption; at least a portion of the wheel is located between the two arm segments.

2. The shock absorption mechanism according to claim 1, characterized in that, One end of the second fork arm is hinged to the arm segment, and the other end is hinged to the wheel.

3. The shock absorption mechanism according to claim 2, characterized in that, The elastic buffer is located on one side of the hinge position between the second fork arm and the arm segment in the second direction, and the elastic buffer is located on the side of the hinge position between the second fork arm and the wheel in the third direction; the second direction is perpendicular to the first direction, and the third direction is perpendicular to both the first direction and the second direction; the elastic buffer is configured to buffer and store energy in the third direction.

4. The shock absorption mechanism according to any one of claims 1-3, characterized in that, The shock absorption mechanism also includes a rotating shaft, through which the shock absorption mechanism is rotatably mounted to the vehicle seat; the main body is rotatably connected to one axial end of the rotating shaft about its centerline.

5. The shock absorption mechanism according to claim 4, characterized in that, The main body is rotatably connected to one axial end of the rotating shaft about the axis of rotation.

6. The shock absorption mechanism according to claim 5, characterized in that, The main body is provided with a mounting hole, and two bearings are arranged at intervals along the axis of the rotating shaft in the mounting hole; the main body is connected to one axial end of the rotating shaft through the bearings.

7. The shock absorption mechanism according to any one of claims 1-3, characterized in that, The elastic buffer is a spring; the spring is a square spring.

8. A vehicle, characterized in that, It includes a seat, wheels, and a shock-absorbing mechanism as described in any one of claims 1-7, wherein the seat is connected to the wheels via the shock-absorbing mechanism.

9. The vehicle according to claim 8, characterized in that, The shock absorption mechanism is installed at the front end of the vehicle; the two second wishbones in the shock absorption mechanism are pivotally connected to the wheel via the same connecting shaft.

10. The vehicle according to claim 8 or 9, characterized in that, The shock absorption mechanism is connected to the seat body via a rotating shaft; the eccentricity between the steering axis of the wheel and the steering axis of the rotating shaft is in the range of 30mm to 50mm.

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