A scooter frame and a scooter body structure

Abstract

The present disclosure provides a scooter frame and a scooter main body structure, the scooter frame comprising a main frame, the main frame comprising a main beam arranged along a first direction, side beams symmetrically arranged on both sides of the main beam, and a plurality of cross beams connecting the main beam and the side beams, the main beam, the side beams and the plurality of cross beams jointly forming a frame structure; a steering mounting portion is arranged at a first end of the main frame, and the steering mounting portion is provided with a mounting hole for assembling a steering column; a rear axle assembly is hinged to a second end of the main frame through a hinge shaft. The scooter frame and the scooter main body structure of the present disclosure adopt the frame structure formed by the main beam, the side beams and the cross beams, which reduces the redundant components in the traditional frame, has a more simple structure, effectively reduces the overall weight of the frame, facilitates the user to operate during transportation and carrying, and improves the use convenience.

Description

Technical Field

[0001] This disclosure relates to the field of assistive mobile device technology, and in particular to a mobility scooter frame and a mobility scooter main structure. Background Technology

[0002] As an important mode of transportation for the elderly and people with mobility impairments, the convenience and safety of mobility scooters are of great concern. Currently, most mobility scooter frames on the market suffer from complex structures and significant overall weight, causing inconvenience in transportation and carrying. Furthermore, some existing frames have unreasonable structural layouts, which may affect the overall stability and torsional rigidity of the vehicle. Utility Model Content

[0003] This disclosure provides a vehicle frame and a main body structure for a personal mobility vehicle, in order to at least solve the above-mentioned technical problems existing in the prior art.

[0004] According to a first aspect of this disclosure, a vehicle frame is provided, comprising: The main frame includes a main frame beam arranged along a first direction, side beams symmetrically arranged on both sides of the main frame beam, and a plurality of cross beams connecting the main frame beam and the two side beams. The main frame beam, the two side beams and the plurality of cross beams together constitute a frame structure. A steering mounting section is disposed at the first end of the main frame, and the steering mounting section is provided with mounting holes for assembling the steering column; and The rear axle assembly is hinged to the second end of the main frame via a hinge shaft.

[0005] In one embodiment, the first end of the main frame is further provided with a connecting beam and a plurality of upwardly bent sections; The multiple bent segments extend from the ends of the main frame beam and the two side beams, respectively, and the connecting beam connects the multiple bent segments.

[0006] In one possible implementation, a seat mounting portion is further provided on the main frame beam for detachably mounting a seat; The plurality of crossbeams includes at least a first crossbeam and a second crossbeam, the first crossbeam and the second crossbeam being disposed on both sides of the seat mounting portion along the first direction.

[0007] In one embodiment, the main frame beam, the two side beams, and the plurality of crossbeams are integrally formed structures.

[0008] In one embodiment, a shock-absorbing structure is provided between the rear axle assembly and the main frame.

[0009] In one embodiment, one end of the shock-absorbing structure is connected to a mounting bracket on the rear axle assembly, and the other end is connected to a lug at the bottom of the second end of the main frame.

[0010] According to a second aspect of this disclosure, a main structure for a personal mobility vehicle is provided, comprising: The vehicle frame as described in any of the above embodiments; A housing assembly covering the outer periphery of the vehicle frame; and The steering assembly has a portion of its structure passing through a mounting hole in the steering mounting part and is rotatable relative to the mounting hole.

[0011] In one possible implementation, the housing assembly includes: The first shell is detachably mounted to the first end of the main frame; The second shell is detachably mounted to the middle of the main frame; and The third shell is detachably mounted to the second end of the main frame.

[0012] In one embodiment, the first shell, the second shell, and the third shell are all integrally formed structures; The inner sides of the first shell, the second shell, and the third shell are all provided with buckles that are adapted to the main frame. The buckles can be detachably engaged with the pre-set slots of the main frame.

[0013] In one embodiment, the steering assembly includes a steering column and a fork, the steering column being fixedly connected to the fork through the mounting hole.

[0014] In this disclosure, the main frame of the mobility scooter adopts a frame structure composed of main beams, side beams, and crossbeams, reducing redundant components in traditional frames, resulting in a simpler structure, effectively reducing the overall weight of the frame, and facilitating user operation during transportation and carrying, thus improving usability. The frame structure formed by symmetrically arranged side beams and evenly distributed crossbeams enables the frame to bear the load as a whole, avoiding deformation caused by excessive local stress, and significantly improving the frame's torsional resistance. At the same time, the symmetrical layout ensures balanced stress on both sides of the frame, and combined with the stable design of the steering mounting part and the articulated adaptive structure of the rear axle assembly, it further improves the stability of the vehicle during driving and reduces driving safety risks. In addition, the mounting hole design of the steering mounting part and the articulated connection of the rear axle assembly simplify the assembly process of the steering system and the rear axle, facilitating manufacturing; the frame space of the main frame can flexibly adapt to different specifications of batteries, seats, and other components, improving the frame's versatility.

[0015] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this disclosure, nor is it intended to limit the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0016] The above and other objects, features, and advantages of this disclosure will become readily apparent from the following detailed description of exemplary embodiments, taken in conjunction with the accompanying drawings. Several embodiments of this disclosure are illustrated in the drawings by way of example and not limitation, in which: In the accompanying drawings, the same or corresponding reference numerals indicate the same or corresponding parts.

[0017] Figure 1 This disclosure illustrates the overall structural design of a personal mobility vehicle frame according to an exemplary embodiment. Figure 1 ; Figure 2 This disclosure illustrates the overall structural design of a personal mobility vehicle frame according to an exemplary embodiment. Figure 2 ; Figure 3 This disclosure illustrates the overall structural design of a personal mobility vehicle frame according to an exemplary embodiment. Figure 3 ; Figure 4 This disclosure shows an exemplary embodiment of the overall structure of the main body of the mobility scooter. Figure 1 ; Figure 5 This disclosure shows an exemplary embodiment of the overall structure of the main body of the mobility scooter. Figure 2 .

[0018] The following are the labeling instructions in the diagram: 1. Main frame; 2. Steering mount; 3. Rear axle assembly; 4. Articulated shaft; 5. Shock absorber structure; 6. Housing assembly; 7. Steering assembly; 11. Main frame beam; 12. Side beam; 14. Bending section; 15. Seat mount; 16. Connecting beam; 21. Mounting hole; 31. Mounting seat; 61. First housing; 62. Second housing; 63. Third housing; 71. Steering column; 72. Front fork; 121. Lug; 131. First crossbeam; 132. Second crossbeam. Detailed Implementation

[0019] To make the objectives, features, and advantages of this disclosure more apparent and understandable, the technical solutions in the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0020] The embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0021] Reference Figure 1 As shown, this disclosure discloses an exemplary embodiment of a personal mobility vehicle frame, including a main frame 1, a steering mounting section 2, and a rear axle assembly 3. The main frame 1 includes a main frame beam 11 arranged along a first direction, side beams 12 symmetrically arranged on both sides of the main frame beam 11, and a plurality of crossbeams connecting the main frame beam 11 and the side beams 12. The main frame beam 11, the side beams 12, and the plurality of crossbeams together constitute a frame structure. The steering mounting section 2 is disposed at the first end of the main frame 1, and the steering mounting section 2 is provided with mounting holes 21 for assembling a steering column. The rear axle assembly 3 is hinged to the second end of the main frame 1 via a hinge shaft 4.

[0022] In this embodiment, the main frame 1 adopts a frame design, which can reduce redundant weight while ensuring structural strength. The main frame 1 specifically includes a main frame beam 11, side beams 12, and multiple crossbeams. The main frame beam 11 is arranged along a first direction, which is the forward and backward travel direction of the vehicle. As the main load-bearing component, the main frame beam 11 bears most of the vertical and lateral loads of the vehicle, providing basic support for the frame. The two side beams 12 are symmetrically arranged on both sides of the main frame beam 11, parallel to the main frame beam 11. The space formed between them can accommodate the vehicle's battery, seat, and other core components. Simultaneously, the symmetrical structure ensures balanced force on both sides of the frame, improving driving stability. Multiple crossbeams connect the main frame beam 11 to the side beams 12. The crossbeams are perpendicular to the main frame beam 11 and the side beams 12 or at a preset angle. This preset angle needs to be adjusted according to the stress requirements to ensure connection strength. The multiple crossbeams are evenly distributed along the length of the main frame beam 11. The main frame beam 11, side beams 12, and crossbeams together form a closed or semi-closed frame structure. This frame structure, through reasonable stress distribution, is not only simpler in structure and reduces unnecessary parts and overall weight compared to traditional fragmented frames, but also significantly improves the frame's torsional resistance by sharing the overall load, preventing localized deformation during driving and effectively achieving lightweight design. The steering mounting part 2 is fixedly installed at the first end of the main frame 1, i.e., the front end of the main frame 1. Specifically, it can be fixed to the ends of the main frame beam 11 and side beams 12 of the main frame 1 through welding, bolting, or other methods to ensure a secure connection. The steering mounting part 2 has mounting holes 21 for assembling the steering column. The diameter of the mounting holes 21 matches the outer diameter of the steering column, and the axial direction of the mounting holes 21 is consistent with the steering requirements of the vehicle. The rear axle assembly 3 is used to mount the rear wheel and is hinged to the second end of the main frame 1 via a hinge shaft 4, that is, hinged to the rear end of the main frame 1. The axis of the hinge shaft 4 is perpendicular to the main frame beam 11, that is, the axis of the hinge shaft 4 is in the left-right width direction of the mobility scooter. This hinged connection allows the rear axle assembly 3 to rotate up and down around the hinge shaft 4 at a certain angle. When the mobility scooter is traveling on bumpy roads, the rear axle assembly 3 can adaptively adjust its angle according to the road surface undulations, avoiding direct transmission of road impact force to the main frame 1 and improving the overall ride smoothness of the vehicle. At the same time, compared with a rigid connection, the hinged structure design simplifies the assembly process and reduces stress concentration at the rear end of the frame, further improving the service life and stability of the frame.

[0023] In summary, the main frame 1 of the disclosed mobility scooter adopts a frame structure composed of main beams 11, side beams 12, and crossbeams. This reduces redundant components in traditional frames, resulting in a simpler structure, effectively reducing the overall weight of the frame, and facilitating user operation during transportation and carrying, thus improving usability. The symmetrically arranged side beams 12 and evenly distributed crossbeams form a frame structure that enables the frame to bear stress as a whole, avoiding deformation caused by excessive local stress and significantly improving the frame's torsional resistance. At the same time, the symmetrical layout ensures balanced stress on both sides of the frame. Combined with the stable design of the steering mounting part 2 and the articulated adaptive structure of the rear axle assembly 3, this further enhances the stability of the vehicle during driving and reduces driving safety risks. In addition, the design of the mounting holes 21 of the steering mounting part 2 and the articulated connection with the rear axle assembly 3 simplifies the assembly process of the steering system and the rear axle, facilitating manufacturing. The frame space of the main frame 1 can flexibly accommodate components such as batteries and seats of different specifications, improving the frame's versatility.

[0024] In one embodiment, the first end of the main frame 1 is further provided with a connecting beam 16 and a plurality of upwardly bent sections 14. The plurality of bent sections 14 are respectively formed by extending from the ends of the main frame beam 11 and the two side beams 12, and the connecting beam 16 connects the plurality of bent sections 14.

[0025] In this embodiment, multiple bent segments 14 extend from the ends of the main frame beam 11 and the side beams 12, respectively. That is, the bent segments 14, the main frame beam 11, and the side beams 12 form an integrated structure. Preferably, they are manufactured using a tubular bending process to avoid strength loss caused by segmented welding. The bending segments 14 extend upwards, and the bending angle is determined according to the design requirements of the vehicle's front end, ensuring that the front height is increased to accommodate accessory installation without excessively altering the overall stress balance of the main frame 1. Specifically, at least three bent segments 14 are provided, one corresponding to the end of the main frame beam 11 and one to the end of each of the side beams 12. The bending direction and angle of the three segments are consistent to ensure uniform stress distribution at the first end of the main frame 1. For example, the main frame beam 11 extends along the first direction to the front end and then bends upward to form a main bending section 14; the two side beams 12 extend parallel to the main frame beam 11 to the front end and then bend upward simultaneously to form two side bending sections 14. The three bending sections 14 together constitute the upwardly protruding support structure at the first end of the main frame 1. The connecting beam 16 is a rod-shaped or tubular structure, and its material is the same as that of the main frame beam 11 and the side beams 12, such as high-strength aluminum alloy. Its length matches the spacing between the bending sections 14 formed by the extension of the two side beams 12 at the first end of the main frame 1. The connecting beam 16 is arranged in a direction perpendicular to the main frame beam 11, and its two ends are fixedly connected to the side bending sections 14 at the ends of the two side beams 12, respectively. Its middle part is fixedly connected to the top of the main bending section 14 at the end of the main frame beam 11. The three bent sections 14, connected by the connecting beam 16, form a support frame, effectively distributing the longitudinal and vertical loads on the front end and significantly enhancing the bending and deformation resistance of the first end of the main frame 1. This prevents the first end of the main frame 1 from bending or breaking due to excessive local stress. Furthermore, the bent section 14 is integrated with the main frame beam 11 and the side beam 12. The connecting beam 16 only needs to use tubing of the same specifications as the main frame beam 11 and the side beam 12. The overall structure does not add too many redundant components, effectively controlling the increase in frame weight while improving strength. This ensures the mobility scooter has the advantages of convenient transportation and carrying, meeting the needs of the elderly and people with mobility impairments.

[0026] Reference Figure 2 As shown, in one embodiment, the vehicle frame further includes a seat mounting section 15 disposed on the main frame beam 11 for detachably mounting a seat. The plurality of crossbeams include at least a first crossbeam 131 and a second crossbeam 132, which are disposed on both sides of the seat mounting section 15 along a first direction.

[0027] In this embodiment, the seat mounting part 15 is fixedly mounted on the main frame beam 11 and corresponds to the seating area of ​​the mobility scooter. This position must be designed to ensure the user's center of gravity is centered when seated, guaranteeing the vehicle's stability and preventing the risk of rollover due to a shift in the center of gravity. The seat mounting part 15 is preferably a metal mounting plate with threaded holes. It is fixed to the upper surface of the main frame beam 11 by welding or threaded connection. The pre-set threaded holes in the seat mounting part 15 are for installing the seat. The threaded hole layout adopts a universal standard, compatible with most standard mobility scooter seats on the market. Users can replace different types of seats according to their needs. Simultaneously, the detachable structure facilitates individual seat repair or replacement, and the seat can be removed when not in use, expanding the usable space above the main frame 1 for storing luggage, shopping bags, and other items, thus enhancing the frame's versatility. The first crossbeam 131 is located at the front end of the seat mounting section 15, that is, on the side near the first end of the main frame 1, and is used to support the load at the front of the seat; the second crossbeam 132 is located at the rear end of the seat mounting section 15, that is, on the side near the second end of the main frame 1, and is used to support the load at the rear of the seat. Together with the first crossbeam 131, they form a support structure to evenly transfer the vertical load borne by the seat mounting section 15 to the main frame beam 11 and the side beam 12, so as to avoid excessive local stress on the main frame beam 11 and deformation.

[0028] Preferably, the main frame beam 11, the two side beams 12, and the multiple crossbeams are integrally formed.

[0029] Reference Figure 2 and Figure 3 As shown, in one possible embodiment, a shock-absorbing structure 5 is provided between the rear axle assembly 3 and the main frame 1.

[0030] In this embodiment, the shock-absorbing structure 5 is preferably a spring shock absorber or a hydraulic shock absorber. The embodiments disclosed herein all use a spring shock absorber as an example for explanation. The spring shock absorber mainly includes a shock-absorbing spring, a shock-absorbing rod, an upper connecting seat, and a lower connecting seat. The shock-absorbing spring is a cylindrical helical spring, and the shock-absorbing rod is a metal rod-like structure that passes through the inside of the shock-absorbing spring, serving to guide and limit the direction of spring deformation. The upper connecting seat and the lower connecting seat are respectively fixed to both ends of the shock-absorbing rod for connection to the main frame 1 and the rear axle assembly 3. At least two shock-absorbing structures 5 are provided, symmetrically arranged between the rear axle assembly 3 and the main frame 1, respectively close to the wheel positions on both sides of the rear axle assembly 3, ensuring balanced force distribution and avoiding frame tilting caused by unilateral shock absorption. When a modern mobility scooter travels on a bumpy road, the wheels are impacted by the road bumps. The impact force is transmitted to the rear axle assembly 3, which rotates upward around the hinge shaft 4. At this time, the rear axle assembly 3 pushes the lower connecting seat of the shock-absorbing structure 5 upward, compressing the shock-absorbing spring. During the compression process, the shock-absorbing spring absorbs the impact force, converting kinetic energy into elastic potential energy. At the same time, the shock-absorbing rod acts as a guide, ensuring that the spring deforms only vertically. Subsequently, the shock-absorbing spring releases its elastic potential energy, pushing the lower connecting seat downward and causing the rear axle assembly 3 to return to its original position. During this process, the extension and contraction of the spring buffers the impact force from the road surface, significantly reducing the vibration transmitted to the main frame 1, thereby achieving a shock absorption effect. If a hydraulic shock absorber is used, the damping effect of the hydraulic oil further slows down the extension and contraction speed of the spring, avoiding frequent spring bounce and making the shock absorption effect more stable.

[0031] Furthermore, in one embodiment, one end of the shock-absorbing structure 5 is connected to the mounting seat 31 on the rear axle assembly 3, and the other end is connected to the lug 121 at the bottom of the second end of the main frame 1.

[0032] In this embodiment, the mounting bases 31 are symmetrically arranged on both sides of the rear axle assembly 3 and fixed to the rear axle assembly 3 by welding, ensuring that the shock-absorbing structure 5 can effectively buffer the rotational impact of the rear axle assembly 3 around the hinge axis 4 after installation. The lugs 121 are integrally formed or welded to the main frame 1 and are symmetrically arranged at the bottom of the second end of the main frame 1. The specific position corresponds to the position of the mounting bases 31 on the rear axle assembly 3, and is usually fixed to the bottom of the side beam 12 at the second end of the main frame 1 or near the bottom of the crossbeam at the second end.

[0033] Reference Figure 4 and Figure 5 As shown, this disclosure also provides a main structure for a personal mobility vehicle, including a personal mobility vehicle frame, a housing assembly 6, and a steering assembly 7 as described in any of the above-described embodiments. The housing assembly 6 covers the outer periphery of the personal mobility vehicle frame, and a portion of the steering assembly 7 passes through the mounting hole 21 of the steering mounting part 2 and is rotatable relative to the mounting hole 21.

[0034] In this embodiment, the mobility scooter frame, as the core load-bearing foundation of the main structure, includes the main frame 1, the steering mounting part 2, and the rear axle assembly 3. It features lightweight, high strength, and high stability, providing a reliable mounting base for the housing assembly 6 and the steering assembly 7. Since the main structure of the mobility scooter disclosed herein includes the mobility scooter frame shown in the aforementioned embodiments, it possesses all the effects achievable by a mobility scooter frame, and will not be elaborated further here. The housing assembly 6 covers the outer periphery of the mobility scooter frame, serving as both protection and functional partitioning. It is preferably made of high-strength engineering plastics or lightweight composite materials, combining lightweight, impact resistance, and corrosion resistance, effectively protecting the vehicle without excessively increasing its overall weight. The steering assembly 7, through high-precision assembly with the steering mounting part 2 via bearing components, ensures smooth and stable steering operation, allowing users to easily control the driving direction, especially suitable for elderly users requiring high operational sensitivity.

[0035] In one embodiment, the housing assembly 6 includes a first housing 61, a second housing 62, and a third housing 63. The first housing 61 is detachably mounted on a first end of the main frame 1, the second housing 62 is detachably mounted on the middle part of the main frame 1, and the third housing 63 is detachably mounted on a second end of the main frame 1.

[0036] In this embodiment, the first shell 61 is located at the front end of the main frame 1, mainly used to protect the upper structure of the steering mounting part 2, the steering component 7, and the bent section 14 at the front end of the main frame 1. The first shell 61 adopts an arc-shaped streamlined design to reduce wind resistance, and its shape is adapted to the contour of the first end of the main frame 1. The first shell 61 has a clearance hole for the steering component 7. The second shell 62 covers the middle area of ​​the main frame 1, mainly used to protect the seat mounting part 15, the battery compartment, and the core load-bearing structure of the main frame 1. The third shell 63 is located at the rear end of the main frame 1, mainly used to protect the rear axle assembly 3, the shock absorption structure 5, and the rear wheel drive components, while also serving to shield the rear wheels from mud and water splashes. This modular design allows the shell components 6 to be disassembled individually as needed. For example, if only the damaged third shell 63 needs to be replaced, it is not necessary to disassemble the first shell 61 and the second shell 62; or, when maintaining the battery, only the second shell 62 needs to be removed, without disassembling the entire vehicle. This is especially suitable for elderly users to perform simple maintenance themselves, and it also reduces maintenance costs. The shell is designed to meet the different protection needs of different parts of the frame, providing better protection than a one-piece shell and improving the user experience.

[0037] In one embodiment, the first shell 61, the second shell 62, and the third shell 63 are all integrally formed structures. The inner sides of the first shell 61, the second shell 62, and the third shell 63 are provided with buckles that are adapted to the main frame 1, and the buckles can be detachably engaged with the pre-set slots of the main frame 1.

[0038] In this embodiment, the first shell 61, the second shell 62, and the third shell 63 are all manufactured using an injection molding process, without any splicing seams, resulting in stronger structural integrity. The buckles on the inner sides of the first shell 61, the second shell 62, and the third shell 63 can also be integrally injection molded with the shell, using the same material as the shell, and possessing good elasticity and wear resistance. Specifically, the buckles can adopt a hook-type structure, including a hook body and an elastic support arm, allowing for quick insertion into the slot during installation and providing a quick disassembly function. The slots on the main frame 1 correspond one-to-one with the buckles, and are set at the corresponding positions on the frame through welding or integral molding. For example, for a metal main frame 1, the slots are fixed to the preset positions of the main frame beam 11, side beam 12, and crossbeam by welding metal sheets, with rectangular or circular slots on the metal sheets that fit the buckles; for an integrally molded main frame 1, the slots can be pre-reserved during frame molding, eliminating the need for subsequent welding. It is understandable that the connection between the housing assembly 6 and the main frame 1 is not limited to the above-mentioned buckle and slot cooperation method. It is only necessary to ensure that the housing assembly 6 and the main frame 1 can be detachably connected and the connection is stable. Therefore, we will not go into details here.

[0039] In one embodiment, the steering assembly 7 includes a steering column 71 and a fork 72, with the steering column 71 passing through a mounting hole 21 and fixedly connected to the fork 72.

[0040] In this embodiment, the steering column 71 is a columnar structure, with its top end used to connect to the handlebars, and its middle part passing through the mounting hole 21 and fixedly connected to the front fork 72. The inner diameter of the mounting hole 21 is adapted to the outer diameter of the steering column 71, and the two can achieve a rotatable fit through bearings or bushings, allowing the steering column 71 to rotate flexibly relative to the frame while ensuring stability during steering. The front fork 72 is a fork-shaped structure, with its upper part fixedly connected to the bottom of the steering column 71, and its lower part used to mount the front wheel. The fixed connection between the steering column 71 and the front fork 72 can be achieved by welding, bolting, or integral molding. When the user turns the handlebars, the handlebars drive the steering column 71 to rotate around the axis of the mounting hole 21, and the steering column 71 further drives the front fork 72 to rotate synchronously, thereby realizing the steering of the front wheel and completing the steering operation of the mobility scooter. This structural design reduces intermediate transmission links, reduces energy loss and failure probability, simplifies the assembly process, and improves production efficiency.

[0041] In the description of this disclosure, it should be understood that the orientation or positional relationship indicated by directional terms is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this disclosure and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this disclosure; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0042] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," and "above" are used herein to describe the spatial positional relationship between one or more components or features shown in the figures and other components or features. It should be understood that spatial relative terms include not only the orientation of the component as depicted in the figures but also different orientations during use or operation. For example, if the components in the figures are inverted as a whole, "above" or "above other components or features" will include cases where the component is "below" or "under" other components or features. Thus, the exemplary term "above" can include both "above" and "below." Furthermore, these components or features may also be positioned at other different angles (e.g., rotated 90 degrees or other angles), and this document intends to include all such cases.

[0043] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations according to this disclosure. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of features, steps, operations, parts, components, and / or combinations thereof.

[0044] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in sequences other than those illustrated or described herein.

[0045] This disclosure has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this disclosure to the described embodiments. Furthermore, those skilled in the art will understand that this disclosure is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this disclosure, all of which fall within the scope of protection claimed by this disclosure. The scope of protection of this disclosure is defined by the appended claims and their equivalents.

Claims

1. A frame for a personal mobility vehicle, characterized in that, include: The main frame (1) includes a main frame beam (11) arranged along a first direction, side beams (12) symmetrically arranged on both sides of the main frame beam (11), and a plurality of crossbeams connecting the main frame beam (11) and the two side beams (12). The main frame beam (11), the two side beams (12) and the plurality of crossbeams together constitute a frame structure. A steering mounting part (2) is disposed at the first end of the main frame (1), and the steering mounting part (2) is provided with mounting holes (21) for assembling the steering column; and The rear axle assembly (3) is hinged to the second end of the main frame (1) via a hinge shaft (4).

2. The vehicle frame according to claim 1, characterized in that, The first end of the main frame (1) is also provided with a connecting beam (16) and multiple upward bending sections (14). The multiple bent segments (14) extend from the ends of the main frame beam (11) and the two side beams (12), respectively, and the connecting beam (16) connects the multiple bent segments (14).

3. The vehicle frame according to claim 1, characterized in that, It also includes a seat mounting part (15) disposed on the main frame beam (11) for detachably mounting a seat; The plurality of beams include at least a first beam (131) and a second beam (132), the first beam (131) and the second beam (132) being disposed on both sides of the seat mounting portion (15) along the first direction.

4. The vehicle frame according to claim 1, characterized in that, The main frame beam (11), the two side beams (12), and the multiple crossbeams are integrally formed structures.

5. The vehicle frame according to claim 1, characterized in that, A shock-absorbing structure (5) is provided between the rear axle assembly (3) and the main frame (1).

6. The vehicle frame according to claim 5, characterized in that, One end of the shock-absorbing structure (5) is connected to the mounting seat (31) on the rear axle assembly (3), and the other end is connected to the lug (121) at the bottom of the second end of the main frame (1).

7. A main structure for a mobility scooter, characterized in that, include: The vehicle frame according to any one of claims 1-6; The housing assembly (6) covers the outer periphery of the vehicle frame; as well as The steering assembly (7) has a portion of its structure passing through the mounting hole (21) of the steering mounting part (2) and is rotatable relative to the mounting hole (21).

8. The main structure of the mobility scooter according to claim 7, characterized in that, The housing assembly (6) includes: The first shell (61) is detachably mounted on the first end of the main frame (1); The second shell (62) is detachably mounted in the middle of the main frame (1); and The third shell (63) is detachably mounted on the second end of the main frame (1).

9. The main structure of the mobility scooter according to claim 8, characterized in that, The first shell (61), the second shell (62) and the third shell (63) are all integrally formed structures; The inner sides of the first shell (61), the second shell (62) and the third shell (63) are provided with buckles that are adapted to the main frame (1), and the buckles are detachably engaged with the pre-set slots of the main frame (1).

10. The main structure of the mobility scooter according to claim 7, characterized in that, The steering assembly (7) includes a steering column (71) and a fork (72), the steering column (71) being fixedly connected to the fork (72) through the mounting hole (21).

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