Front axle damping device and scooter

Abstract

The application provides a front axle damping device and a scooter. The front axle damping device comprises a front axle assembly, a front wheel assembly and a damping assembly. The axle assembly comprises a front axle body and a first connecting piece. The front axle body is fixedly connected to the front end of a frame. The front end of the frame is provided with a first rotation axis. The first connecting piece is fixedly connected to the front axle body and is provided with a second rotation axis. The front wheel assembly comprises a front wheel suspension and a second connecting piece. The front wheel suspension is located below the front axle body and is provided with a third rotation axis. One end of the second connecting piece is fixedly connected to the front wheel suspension. The other end of the second connecting piece is rotatably connected to the front end of the frame and can rotate around the first rotation axis. The damping assembly is located between the first connecting piece and the front wheel suspension. In this way, the damping assembly is independently designed on the front axle body to realize the front axle damping function, significantly improve the driving comfort, and ensure the stable force conduction and reliable damping of the damping assembly through the spatial layout of the first rotation axis, the second rotation axis and the third rotation axis which are not coplanar.

Description

Technical Field

[0001] This application belongs to the field of mobility scooter technology, and particularly relates to a front axle shock absorber and a mobility scooter. Background Technology

[0002] With the increasing aging of the population, the market demand for mobility scooters for the elderly, as a short-distance travel tool, continues to grow. Elderly people have weaker balance and bone tolerance, requiring greater stability and comfort from their mobility scooters. A bumpy ride not only affects the experience but may also increase the risk of falls; therefore, shock absorption has become a core requirement.

[0003] In related technologies, mobility scooters only have shock-absorbing components between the rear axle and the frame, while the front axle is rigidly connected to the frame and front wheels. As the steering and load-bearing wheels, the front wheels are directly transmitted to the front of the frame through the rigid front axle when driving (such as over speed bumps or gravel roads). This results in a "hard front and soft rear" body, with the front wheels experiencing much stronger bumps than the rear wheels. Elderly people are prone to forward swaying, which affects both comfort and the difficulty of steering.

[0004] Therefore, there is an urgent need for a front axle shock absorber and a mobility scooter to solve the above problems. Utility Model Content

[0005] This application provides a front axle shock absorber and a mobility scooter to at least solve the aforementioned problems in the related art.

[0006] To achieve the above objectives, this application provides the following technical solution: a front axle damping device, comprising: The front axle assembly includes a front axle body and a first connecting member. The front axle body is fixedly connected to the front end of the vehicle frame. The front end of the vehicle frame is provided with a first rotation axis. The first connecting member is fixedly connected to the front axle body and is provided with a second rotation axis. The front wheel assembly includes a front wheel suspension and a second connecting member. The front wheel suspension is located below the front axle body and has a third rotation axis. One end of the second connecting member is fixedly connected to the front wheel suspension, and the other end is rotatably connected to the front end of the frame and can rotate around the first rotation axis. The shock absorber assembly is located between the first connecting member and the front wheel suspension. One end of the assembly is rotatably connected to the first connecting member and can rotate about a second rotation axis, while the other end is rotatably connected to the front wheel suspension and can rotate about a third rotation axis. The first, second, and third rotation axes are arranged in parallel and extend in the left-right direction, and the three are not coplanar.

[0007] In some alternative implementations, the front wheel assembly also includes a front wheel mounted on a front wheel suspension that supports the front wheel's rotation about its own axis.

[0008] In some alternative implementations, there are two front wheels; one front wheel is mounted on the left end of the front suspension to form the left front wheel, and the other front wheel is mounted on the right end of the front suspension to form the right front wheel; wherein, The front suspension is used to support the left and right front wheels to rotate around their respective wheel axle axes.

[0009] In some alternative embodiments, a first axle seat is provided at the left end of the front wheel suspension, and a second axle seat is provided at the right end of the front wheel suspension. The axis of the first axle seat is parallel to the axis of the second axle seat and perpendicular to the axis of the front wheel axle. The left front wheel is rotatably connected to the front wheel suspension through the first axle seat and can rotate around the axis of the first axle seat; the right front wheel is rotatably connected to the front wheel suspension through the second axle seat and can rotate around the axis of the second axle seat. The front axle damping system also includes a steering assembly, which is mounted on the front axle body and used to drive the left and right front wheels to steer synchronously; wherein, The axis of the first axle is the steering axis of the left front wheel, and the axis of the second axle is the steering axis of the right front wheel.

[0010] In some alternative implementations, the steering component includes: The steering bracket is rotatably mounted on the front axle body; Steering actuator: One end of the steering actuator is fixedly connected to the lower end of the steering bracket, and the other end extends toward the front side of the front axle body. The first steering connector has one end connected to the pivot of the first axle seat and can rotate around the axis of the first axle seat, and the other end extends toward the front side of the front wheel suspension. The second steering connector has one end connected to the pivot of the second axle seat and can rotate around the axis of the second axle seat, and the other end extends toward the front side of the front wheel suspension. The first steering tie rod has one end rotatably connected to the other end of the steering lever, and the other end rotatably connected to the other end of the first steering connector. The second steering tie rod has one end rotatably connected to the other end of the steering lever, and the other end rotatably connected to the other end of the second steering connector.

[0011] In some alternative implementations, there are two first connectors, which are respectively fixedly connected to the left and right sides of the front axle body; The damping components consist of two sets, one set located on the left side of the front axle body and the other set located on the right side of the front axle body.

[0012] In some alternative implementations, the damping component is any one of a hydraulic damper, a pneumatic damper, or a spring damper.

[0013] In some alternative embodiments, one end of the shock-absorbing assembly is provided with a first rotating shaft, and the first connecting member includes: The connecting rod is fixedly connected to the front axle body; The first hinge seat is fixedly connected to the side of the connecting rod facing the front wheel suspension, and is provided with a second rotation axis; wherein, One end of the shock-absorbing component is rotatably connected to the first hinge seat via the first rotating shaft.

[0014] In some alternative implementations, a second pivot is provided at the other end of the shock absorber assembly, and the front wheel suspension includes: The suspension body is located below the front axle body, and one end of the second connector is fixedly connected to the front wheel suspension. The second hinge seat has a third rotation axis and is fixedly connected to the side of the suspension body facing the first connector; wherein, The other end of the shock-absorbing component is rotatably connected to the second hinge seat via a second rotating shaft.

[0015] In some alternative embodiments, this application also provides a mobility scooter, which includes the aforementioned front axle shock absorber.

[0016] In the aforementioned front axle damping device, on the one hand, by rotatably connecting the damping component to the first connecting member and the front wheel suspension, the impact on the front wheel can be directly transmitted to the damping component, achieving independent damping of the front axle body and solving the problem of no damping on the front axle of the commuter vehicle; on the other hand, by limiting the first, second, and third rotation axes to be parallel, extending laterally and not coplanar, a stable triangular structure is formed between the damping component, the front axle body, and the second connecting member, ensuring that the movement trajectory of the damping component during compression or rebound is controllable, and preventing the damping stroke from being ineffective due to coplanar axes (such as the damping component only translating without extension), thus ensuring stable and reliable damping function. In this way, by independently designing the damping component on the front axle body, the front axle damping function is achieved, significantly improving driving comfort. Furthermore, the non-coplanar spatial layout of the first, second, and third rotation axes ensures stable force transmission of the damping component, improving damping reliability.

[0017] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0018] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings. Several embodiments of this application 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.

[0019] Figure 1 A schematic diagram of the front axle damping device in an embodiment of this application is shown; Figure 2 It shows Figure 1 Exploded view of the front axle damping device; Figure 3 It shows Figure 1 A exploded structural diagram of the front axle damping device from another perspective; Figure 4 It shows Figure 1 Schematic diagram of the front axle assembly, front wheel assembly, shock absorber assembly, and front frame structure.

[0020] The following are the labeling instructions in the diagram: 11. Front axle assembly; 111. Front axle body; 112. First connecting member; 1121. Connecting rod; 1122. First articulation seat; 12. Front wheel assembly; 121. Front wheel suspension; 1211. Suspension body; 1212. Second articulation seat; 122. Second connecting member; 123. Front wheel; 124. First axle seat; 125. Second axle seat; 13. Shock absorber assembly; 14. Steering assembly; 141. Steering bracket; 142. Steering actuator; 143. First steering connector; 144. Second steering connector; 145. First steering tie rod; 146. Second steering tie rod; 15. Front end of the frame. Detailed Implementation

[0021] To make the objectives, features, and advantages of this application more apparent and understandable, the technical solutions in 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 skilled in the art without creative effort are within the scope of protection of this application.

[0022] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this application can be achieved, and this is not limited herein.

[0023] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0024] In related technologies, mobility scooters only have shock-absorbing components between the rear axle and the frame, while the front axle is rigidly connected to the frame and front wheels. As the steering and load-bearing wheels, the front wheels are directly transmitted to the front of the frame through the rigid front axle when driving (such as over speed bumps or gravel roads). This results in a "hard front and soft rear" body, with the front wheels experiencing much stronger bumps than the rear wheels. Elderly people are prone to forward swaying, which affects both comfort and the difficulty of steering.

[0025] To address the aforementioned issues, researchers discovered that by connecting the shock-absorbing assembly between the first connector and the front wheel suspension, and fixing the first connector to the front axle body, and connecting the front wheel suspension to the front wheels to support their rolling motion, the impact on the front wheels can be transmitted to the shock-absorbing assembly through the front wheel suspension, thus achieving independent shock absorption for the front axle body. This solves the problem.

[0026] For ease of explanation, the directions of front, back, left, right, up, and down in this application refer to the front, back, left, right, up, and down directions of the mobility scooter itself. That is, the forward direction when the mobility scooter is driving normally is "front", the opposite direction is "back", the left and right directions when the driver is sitting in the driver's seat are "left" and "right", and the direction perpendicular to the ground upward is "up" and downward is "down".

[0027] Please see Figure 1 , Figure 1A schematic diagram of a front axle damping device is shown. In some embodiments, this application provides a front axle damping device, which includes a front axle assembly 11, a front wheel assembly 12, and a damping assembly 13. The front axle assembly 11 includes a front axle body 111 and a first connecting member 112. The front axle body 111 can be fixedly connected to the front end 15 of the frame by welding or bolts. The front end 15 of the frame is provided with a first rotation axis. The first connecting member 112 is fixedly connected to the front axle body 111 and is provided with a second rotation axis. The front wheel assembly 12 includes a front wheel suspension 121 and a second connecting member 122. The front wheel suspension 121 is located below the front axle body 111 and is provided with a third rotation axis. One end of the second connecting member 122 is fixedly connected to the front wheel suspension 121, and the other end is fixedly connected to the front wheel suspension 121. The end is rotatably connected to the front end 15 of the frame and can rotate around the first rotation axis; the shock absorber 13 is located between the first connector 112 and the front wheel suspension 121, one end of which is rotatably connected to the first connector 112 and can rotate around the second rotation axis, and the other end is rotatably connected to the front wheel suspension 121 and can rotate around the third rotation axis; the first rotation axis, the second rotation axis and the third rotation axis are arranged in parallel and extend in the left and right direction, and the three are not coplanar (that is, the three are triangularly distributed in a plane perpendicular to the direction of axis extension).

[0028] In the aforementioned front axle damping device, on the one hand, by rotatably connecting the damping component 13 to the first connecting member 112 and the front wheel suspension 121, the impact on the front wheel 123 can be directly transmitted to the damping component 13, achieving independent damping of the front axle body 111 and solving the problem of no damping on the front axle of the commuter vehicle; on the other hand, by limiting the first rotation axis, the second rotation axis, and the third rotation axis to be parallel, extending left and right and not coplanar, a stable triangular structure is formed between the damping component 13, the front axle body 111, and the second connecting member 122, ensuring that the movement trajectory of the damping component 13 during compression or rebound is controllable, and that the damping stroke will not be ineffective due to the coplanarity of the axes (such as the damping component only translating without extension), thus ensuring stable and reliable damping function. In this way, by independently designing the damping component 13 on the front axle body 111, the front axle damping function is achieved, significantly improving driving comfort. Furthermore, the non-coplanar spatial layout of the first rotation axis, the second rotation axis, and the third rotation axis ensures stable force transmission of the damping component 13, improving damping reliability.

[0029] Please see Figure 1 In some embodiments, the front wheel assembly 12 further includes a front wheel 123, which is mounted on a front wheel suspension 121 for supporting the front wheel 123 to rotate about its own axis.

[0030] Thus, by mounting the front wheel 123 to the front wheel suspension 121, the front wheel suspension 121 supports the front wheel 123 to rotate around its own axis. When the front wheel suspension 121 is subjected to road impact, it can rotate around the first rotation axis. On the one hand, this drives the shock absorption component 13 to work, and on the other hand, it simultaneously supports the front wheel 123 to roll around its own axle. This helps to prevent the front wheel 123 from locking up or getting stuck due to shock absorption, thereby achieving a synergistic effect of shock absorption without affecting driving, ensuring that the mobility scooter can still move forward or backward normally during shock absorption.

[0031] Please see Figure 1 In some embodiments, there are two front wheels 123; one front wheel 123 is mounted on the left end of the front wheel suspension 121 to form the left front wheel 123, and the other front wheel 123 is mounted on the right end of the front wheel suspension 121 to form the right front wheel 123; the front wheel suspension 121 is used to support the left front wheel 123 and the right front wheel 123 to rotate around their own wheel axle axis respectively.

[0032] Thus, by installing the two front wheels 123 on the left and right ends of the front suspension 121 respectively to form the left front wheel 123 and the right front wheel 123, a double front wheel 123 structure is formed, enabling the front axle shock absorber in this application to be adapted to elderly mobility scooters with a double front wheel 123 structure, so that the front axle shock absorber can also be used in existing double front wheel 123 models; the left front wheel 123 and the right front wheel 123 rotate around their own wheel axle axis respectively, so that the left front wheel 123 and the right front wheel 123 rotate independently, so as to cope with uneven road surface scenarios on one side (e.g., the left wheel hits a pothole, and the right wheel is on a flat road), thereby avoiding lateral tilt or deviation caused by forced synchronization of the left and right wheel speeds, and improving driving stability.

[0033] Please see Figure 2 and Figure 3 , Figure 2 This is an exploded view of the front axle damping device. Figure 3 This is an exploded view of the front axle damping device from another perspective. In some embodiments, the left end of the front wheel suspension 121 is provided with a first axle seat 124, and the right end of the front wheel suspension 121 is provided with a second axle seat 125. The axis of the first axle seat 124 is parallel to the axis of the second axle seat 125 and perpendicular to the axle axis of the front wheel 123. The left front wheel 123 is rotatably connected to the front wheel suspension 121 through the first axle seat 124 and can rotate around the axis of the first axle seat 124. The right front wheel 123 is rotatably connected to the front wheel suspension 121 through the second axle seat 125 and can rotate around the axis of the second axle seat 125. The front axle damping device also includes a steering assembly 14, which is installed on the front axle body 111 and is used to drive the left front wheel 123 and the right front wheel 123 to steer synchronously. The axis of the first axle seat 124 is the steering axis of the left front wheel 123, and the axis of the second axle seat 125 is the steering axis of the right front wheel 123.

[0034] Thus, on the one hand, by providing a first axle seat 124 and a second axle seat 125 on the front wheel suspension 121, with the axis of the first axle seat 124 being the steering axis of the left front wheel 123, the left front wheel 123 can rotate around the steering axis. The axis of the second axle seat 125 is the steering axis of the right front wheel 123, allowing the right front wheel 123 to rotate around the steering axis. This provides a structural basis for the steering function and conforms to the vehicle's steering principle. On the other hand, by installing the steering assembly 14 on the front axle body 111 and driving the left and right front wheels 123 to steer synchronously, the steering action is separated from the force transmission path of the damping action through the steering assembly 14, so as to avoid mutual interference between the two. This achieves the dual effects of precise steering and shock absorption.

[0035] Please see Figure 3 In some embodiments, the steering assembly 14 includes a steering bracket 141, a steering actuator 142, a first steering connector 143, a second steering connector 144, a first steering tie rod 145, and a second steering tie rod 146. The steering bracket 141 is rotatably mounted on the front axle body 111. One end of the steering actuator 142 is fixedly connected to the lower end of the steering bracket 141, and the other end extends towards the front side of the front axle body 111. One end of the first steering connector 143 is connected to the pivot of the first axle seat 124 and can rotate around the axis of the first axle seat 124, while the other end extends towards the front side of the front wheel suspension 121. One end of the second steering connector 144 is connected to the pivot of the second axle seat 125 and can rotate around the axis of the second axle seat 125. One end extends toward the front side of the front wheel suspension 121; one end of the first steering tie rod 145 is rotatably connected to the other end of the steering shifter 142, and the other end is rotatably connected to the other end of the first steering connector 143; one end of the second steering tie rod 146 is rotatably connected to the other end of the steering shifter 142, and the other end is rotatably connected to the other end of the second steering connector 144; both ends of the first steering tie rod 145 and the second steering tie rod 146 are rotatably connected using existing ball joint tie rods.

[0036] When steering, firstly, an external force is applied to rotate the steering bracket 141. The front axle body 111 provides stable support for the steering bracket 141, ensuring that the steering bracket 141 rotates stably only around the axis of the front axle body 111. The steering bracket 141 drives the steering deflector 142, which is fixedly connected at its lower end, to rotate synchronously. Then, when the steering deflector 142 rotates, it drives the first steering tie rod 145 and the second steering tie rod 146 to generate tension, thereby pulling the first steering connector 143 to rotate around the axis of the first axle seat 124, and pulling the second steering connector 144 to rotate around the axis of the second axle seat 125. Finally, when the first steering connector 143 and the second steering connector 144 rotate, they respectively drive the left front wheel 123 and the right front wheel 123 to rotate synchronously, thereby realizing the synchronous rotation of the left front wheel 123 and the right front wheel 123.

[0037] Thus, by synchronously pulling the first steering tie rod 145 and the second steering tie rod 146 on both sides through the steering actuation component 142, the first steering connector 143 and the second steering connector 144 are driven to rotate, so that the left front wheel 123 and the right front wheel 123 can be mechanically pulled to rotate synchronously (for example, swinging synchronously to the left when turning left, and swinging synchronously to the right when turning right), thereby avoiding deviation or sideslip caused by asynchronous steering; and through the rotatable connection of each connecting node, the steering action can be transmitted quickly, avoiding motion interference, thereby achieving sensitive steering response and reducing the difficulty of operation for elderly drivers.

[0038] In some specific embodiments, the steering bracket 141 can be a cylindrical steel rod, or other rod-shaped structures made of metal materials with sufficient strength can be selected; the front axle body 111 can be a circular steel tube, or other tubular or block structures that meet the strength requirements can be adopted; the specific materials of the steering bracket 141 and the front axle body 111 can be selected according to the overall design parameters of the mobility scooter (such as load-bearing capacity, weight limit, cost budget, etc.).

[0039] Please see Figure 2 In some specific embodiments, the first axle seat 124 includes a first rotating shaft connected to the inner ring, and the left front wheel 123 and the first steering connector 143 are both fixedly connected to the first rotating shaft; the second axle seat 125 includes a second rotating shaft connected to the inner ring, and the right front wheel 123 and the second steering connector 144 are both fixedly connected to the second rotating shaft.

[0040] Please see Figure 1 In some embodiments, there are two first connectors 112, which are fixedly connected to the left and right sides of the front axle body 111 respectively; there are two sets of shock absorbers 13, one set of shock absorbers 13 is located on the left side of the front axle body 111, and the other set of shock absorbers 13 is located on the right side of the front axle body 111.

[0041] Thus, by setting a set of shock absorbers 13 on the left and right sides of the front axle body 111 respectively, the left and right shock absorbers 13 can bear the corresponding wheel loads respectively, so as to disperse the impact force, avoid damage to a single set of shock absorbers 13 due to overload, and thus extend the service life of the components.

[0042] Please see Figure 2 In some preferred embodiments, there are two second connectors 122, which are spaced apart in the left-right direction. One end of each second connector 122 is fixedly connected to the front wheel suspension 121, and the other end is rotatably connected to the front end of the frame 15. Specifically, the other end can be rotatably connected to the front end of the frame 15 via a pin.

[0043] In some embodiments, the damping component 13 is any one of a hydraulic damper, a pneumatic damper, or a spring damper.

[0044] Thus, the shock absorber component 13 can be selected from any one of hydraulic shock absorbers, pneumatic shock absorbers, or spring shock absorbers, allowing the device to adjust its performance according to the usage scenario: hydraulic shock absorbers have adjustable damping to cope with bumpy rural dirt roads (absorbing high-frequency vibrations); pneumatic shock absorbers are lightweight and have fast rebound to adapt to flat urban roads (reducing vehicle sway); and spring shock absorbers are low-cost and resistant to low temperatures to meet the needs of budget-constrained or cold northern regions.

[0045] It should be noted that hydraulic shock absorbers, pneumatic shock absorbers, and spring shock absorbers are all existing components.

[0046] Please see Figure 4 , Figure 4 This is a schematic diagram of the partial structure of the front axle assembly 11, the front wheel assembly 12, the shock absorber assembly 13, and the front end of the frame 15. In some embodiments, one end of the shock absorber assembly 13 is provided with a first rotating shaft, and the first connecting member 112 includes a connecting rod 1121 and a first hinge seat 1122. The connecting rod 1121 is fixedly connected to the front axle body 111; the first hinge seat 1122 is fixedly connected to the side of the connecting rod 1121 facing the front wheel suspension 121 and is provided with a second rotation axis; one end of the shock absorber assembly 13 is rotatably connected to the first hinge seat 1122 through the first rotating shaft.

[0047] Thus, through the first connecting member 112, which includes a connecting rod 1121 fixedly connected to the front axle body 111 and a first hinge seat with a second rotation axis, the shock absorber 13 is rotatably connected to the hinge seat through the first rotating shaft, so that the connecting rod 1121 provides rigid support for the hinge seat, avoiding weak connection caused by directly drilling holes in the axle body, so as to prevent the shock absorber 13 from falling off; and through the rotational cooperation between the first rotating shaft and the first hinge seat 1122, it is ensured that the shock absorber 13 can rotate smoothly around the second rotation axis, thereby improving the stability of the shock absorption function.

[0048] Please see Figure 4 In some embodiments, the other end of the shock absorber 13 is provided with a second pivot, and the front wheel suspension 121 includes a suspension body 1211 and a second hinge seat 1212. The suspension body 1211 is located below the front axle body 111, and one end of the second connector 122 is fixedly connected to the front wheel suspension 121; the second hinge seat 1212 is provided with a third rotation axis and is fixedly connected to the side of the suspension body 1211 facing the first connector 112; the other end of the shock absorber 13 is rotatably connected to the second hinge seat 1212 through the second pivot.

[0049] Thus, the second hinge seat 1212 provides rigid support for the shock absorber 13, avoiding weak connections caused by drilling directly on the front wheel suspension 121, so as to prevent the shock absorber 13 from falling off; and the second rotating shaft rotates in conjunction with the second hinge seat 1212 to ensure that the shock absorber 13 can rotate smoothly around the third rotation axis, thereby improving the stability of the shock absorption function.

[0050] In some embodiments, this application also provides a personal mobility vehicle, which includes a front axle shock absorber. This addresses the pain points of traditional personal mobility vehicles, such as "lack of front shock absorber, poor comfort, and low safety." Furthermore, because the device is adaptable to multiple scenarios (e.g., different shock absorber selections, dual front wheel 123 layout), the personal mobility vehicle can cover niche markets such as high-end comfort and economical practicality, thus meeting the needs of different users and enhancing product differentiation competitiveness.

[0051] The operating principle of the aforementioned front axle shock absorber is roughly as follows: First, when the mobility scooter is in motion, the left front wheel 123 and the right front wheel 123 are in direct contact with the road surface. If they encounter speed bumps, stones, or other bumpy road conditions, the road surface will have a vertical impact on the front wheel 123. The left front wheel 123 and the right front wheel 123 transmit the impact to the suspension body 1211 of the front wheel suspension 121 through the first axle seat 124 and the second axle seat 125, respectively, so that the suspension body 1211 obtains the power to rotate around the first rotation axis of the front end 15 of the frame (rotating upward or downward). Then, when the suspension body 1211 rotates, it drives the second hinge seat 1212 to move synchronously, pushing or pulling the lower end of the shock absorber 13 through the second rotating shaft, causing the shock absorber 13 to compress or rebound, and using the internal damping of the shock absorber 13 to dissipate the impact energy and prevent the impact from being transmitted to the cockpit; on the other hand, the suspension body 1211 still supports the left front wheel 123 to roll normally around its own axle through the first axle seat 124, and supports the right front wheel 123 to roll normally around its own axle through the second axle seat 125, ensuring that the shock absorption does not affect driving; Finally, when turning, the steering wheel of the mobility scooter is turned to drive the steering bracket 141 to rotate. The steering force is transmitted to the left front wheel 123 and the right front wheel 123 through the steering lever 142, the first steering tie rod 145, the second steering tie rod 146, the first steering connector 143 and the second steering connector 144, so that the left front wheel 123 and the right front wheel 123 turn synchronously.

[0052] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A front axle damping device, characterized in that, The front axle damping device includes: The front axle assembly (11) includes a front axle body (111) and a first connector (112). The front axle body (111) is fixedly connected to the front end of the frame (15). The front end of the frame (15) is provided with a first rotation axis. The first connector (112) is fixedly connected to the front axle body (111) and is provided with a second rotation axis. The front wheel assembly (12) includes a front wheel suspension (121) and a second connecting member (122). The front wheel suspension (121) is located below the front axle body (111) and has a third rotation axis. One end of the second connecting member (122) is fixedly connected to the front wheel suspension (121), and the other end is rotatably connected to the front end of the frame (15) and can rotate around the first rotation axis. The shock absorber assembly (13) is located between the first connector (112) and the front wheel suspension (121). One end of the assembly is rotatably connected to the first connector (112) and can rotate about a second rotation axis, while the other end is rotatably connected to the front wheel suspension (121) and can rotate about a third rotation axis. The first rotation axis, the second rotation axis, and the third rotation axis are arranged in parallel and extend in the left-right direction, and the three are not coplanar.

2. The front axle damping device according to claim 1, characterized in that, The front wheel assembly (12) also includes a front wheel (123), which is mounted on the front wheel suspension (121) and the front wheel suspension (121) is used to support the front wheel (123) to rotate about its own axis.

3. The front axle damping device according to claim 2, characterized in that, The number of front wheels (123) is two; one front wheel (123) is mounted on the left end of the front wheel suspension (121) to form the left front wheel (123), and the other front wheel (123) is mounted on the right end of the front wheel suspension (121) to form the right front wheel (123); wherein, The front wheel suspension (121) is used to support the left front wheel (123) and the right front wheel (123) to rotate around their own wheel axle axes respectively.

4. The front axle damping device according to claim 3, characterized in that, The left end of the front wheel suspension (121) is provided with a first axle seat (124), and the right end of the front wheel suspension (121) is provided with a second axle seat (125). The axis of the first axle seat (124) is parallel to the axis of the second axle seat (125) and perpendicular to the axle axis of the front wheel (123). The left front wheel (123) is rotatably connected to the front wheel suspension (121) through the first axle seat (124) and can rotate around the axis of the first axle seat (124). The right front wheel (123) is rotatably connected to the front wheel suspension (121) through the second axle seat (125) and can rotate around the axis of the second axle seat (125). The front axle damping device also includes a steering assembly (14), which is mounted on the front axle body (111) and used to drive the left front wheel (123) and the right front wheel (123) to steer synchronously; wherein, The axis of the first axle seat (124) is the steering axis of the left front wheel (123), and the axis of the second axle seat (125) is the steering axis of the right front wheel (123).

5. The front axle damping device according to claim 4, characterized in that, The steering assembly (14) includes: The steering bracket (141) is rotatably mounted on the front axle body (111). Steering lever (142), one end of which is fixedly connected to the lower end of the steering bracket (141), and the other end extends toward the front side of the front axle body (111); The first steering connector (143) has one end connected to the pivot of the first axle seat (124) and can rotate around the axis of the first axle seat (124), and the other end extends toward the front side of the front wheel suspension (121). The second steering connector (144) has one end connected to the pivot of the second axle seat (125) and can rotate around the axis of the second axle seat (125), and the other end extends toward the front side of the front wheel suspension (121). A first steering tie rod (145) is rotatably connected at one end to the other end of the steering lever (142) and at the other end to the other end of the first steering connector (143). The second steering tie rod (146) has one end rotatably connected to the other end of the steering lever (142) and the other end rotatably connected to the other end of the second steering connector (144).

6. The front axle damping device according to claim 1, characterized in that, There are two first connectors (112), and the two first connectors (112) are respectively fixedly connected to the left and right sides of the front axle body (111); The shock absorption assembly (13) consists of two sets, one set of which is located on the left side of the front axle body (111), and the other set of which is located on the right side of the front axle body (111).

7. The front axle damping device according to claim 1, characterized in that, The damping component (13) is any one of a hydraulic damper, a pneumatic damper, or a spring damper.

8. The front axle damping device according to claim 1, characterized in that, One end of the shock-absorbing component (13) is provided with a first rotating shaft, and the first connecting member (112) includes: The connecting rod (1121) is fixedly connected to the front axle body (111); The first hinge seat (1122) is fixedly connected to the side of the connecting rod (1121) facing the front wheel suspension (121), and is provided with the second rotation axis; wherein, One end of the shock-absorbing component (13) is rotatably connected to the first hinge seat (1122) via the first rotating shaft.

9. The front axle damping device according to claim 1, characterized in that, The other end of the shock absorber assembly (13) is provided with a second pivot, and the front wheel suspension (121) includes: The suspension body (1211) is located below the front axle body (111), and one end of the second connector (122) is fixedly connected to the front wheel suspension (121). The second hinge seat (1212) is provided with the third rotation axis and is fixedly connected to the side of the suspension body (1211) facing the first connector (112); wherein, The other end of the shock-absorbing component (13) is rotatably connected to the second hinge seat (1212) via the second rotating shaft.

10. A mobility scooter, characterized in that, The mobility scooter includes a front axle shock absorber as described in any one of claims 1-9.

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