Folding electric vehicle damping structure

Abstract

The utility model discloses a kind of folding electric vehicle damping structures, including frame, tire and shock absorber rod, shock absorber rod both ends are respectively connecting hole position and shock absorbing hole position, rotating hole position is set in shock absorber rod middle section, connecting hole position connects tire, shock absorbing hole position connects shock absorber unit, rotating hole position is configured in rotating connection shock absorber rod and frame. By being set between connecting hole position and shock absorbing hole position, the up-and-down swing of original tire is converted into the telescopic amount of shock absorber unit, and the physical connection position of seat on frame and shock absorber rod is rotating hole position, rotating hole position because only undertake rotating work, and then the displacement amount of up-and-down space is very little, and then the up-and-down displacement amount of seat is reduced, so that the driver can receive less jolt impact in bumpy section, improve the riding experience.

Description

Technical Field

[0001] This utility model belongs to the technical field of folding electric vehicles, and in particular relates to the shock absorption structure of folding electric vehicles. Background Technology

[0002] The shock absorption device of folding electric bikes is generally installed on the side of the linkage where the wheel is located and the linkage where the seat is located, close to the wheel. For example, as shown in Chinese invention patent application CN102030064A, the shock absorption device achieves the function of raising the wheel position by compressing the stroke of its spring during the shock absorption process.

[0003] However, in actual use, when the wheel is lifted up, the hinge point, which is the height of the seat, will move downwards. This will cause the seat height to drop slightly. As a result, on bumpy roads, the seat of the folding bicycle will bounce up and down, which will greatly affect the riding experience.

[0004] There is an urgent need for a new vibration reduction solution that is simple in structure and can avoid the shortcomings of the above-mentioned solutions. Summary of the Invention

[0005] The main purpose of this utility model is to provide a shock-absorbing structure for folding electric vehicles, which can solve the problem that traditional folding electric vehicles cannot improve the riding experience on bumpy roads.

[0006] This utility model achieves the above objectives through the following technical solution: This utility model provides a shock absorption structure for a folding electric vehicle, including a frame, a tire, and a shock absorber rod. The two ends of the shock absorber rod are a connecting hole and a shock absorption hole, respectively. A rotating hole is provided in the middle section of the shock absorber rod. The connecting hole connects to the tire, the shock absorption hole connects to the shock absorption unit, and the rotating hole is configured to rotatably connect the shock absorber rod and the frame.

[0007] Furthermore, the shock absorption unit is configured as a shock absorber, with one end of the shock absorber connected to the shock absorption hole and the other end connected to the vehicle frame.

[0008] Specifically, the shock absorber is configured as a spring damping structure, with one end of the spring damping structure hinged to the damping hole and the other end of the spring damping structure hinged to the vehicle frame.

[0009] Specifically, the connecting holes are connected to the tire via a bearing structure.

[0010] Preferably, the rotating hole is connected to the frame via a pin, and the frame and the shock absorber are rotatably connected via the pin.

[0011] Furthermore, a reinforcing rod can be installed between the damping hole and the connecting hole, with both ends of the reinforcing rod fixedly connected to the damping rod.

[0012] One possible implementation is that the two ends of the reinforcing rod are fixedly connected to the damping holes and the connecting holes.

[0013] Another possible implementation is that the two ends of the reinforcing rod are integrally formed with the damping holes and the connecting holes.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows: (1) By setting the rotating hole between the connecting hole and the shock-absorbing hole, the original up-and-down shaking of the tire is converted into the extension and contraction of the shock-absorbing unit. The physical connection position between the seat on the frame and the shock-absorbing rod is the rotating hole. Since the rotating hole only undertakes the rotation work, the displacement of the vertical space is very small, which reduces the vertical displacement of the seat, so that the rider can be less affected by the bumpy road section and improve the riding experience; (2) By simply adjusting the relative connection relationship between the shock-absorbing rod and the frame, the riding experience of the rider can be greatly improved. A significant improvement in the shock-absorbing structure is achieved under extremely controlled cost conditions. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the shock-absorbing structure of the folding electric vehicle according to an embodiment of the present invention; Figure 2 for Figure 1 The main view; Figure 3 This is a comparison diagram of the vibration damping structure under flat road conditions and bumpy road conditions.

[0016] Explanation of reference numerals in the attached figures: 1. Frame, 2. Tire, 3. Shock absorber bar, 31. Connecting hole, 32. Rotation hole, 33. Shock absorber hole, 4. Shock absorber unit, 5. Reinforcing bar. Detailed Implementation

[0017] Reference Figure 1 and Figure 2 As shown, this utility model provides a shock absorption structure for a folding electric vehicle, including a frame 1, a tire 2, and a shock absorber 3. The two ends of the shock absorber 3 are a connecting hole 31 and a shock absorber hole 33, respectively. A rotating hole 32 is provided in the middle section of the shock absorber 3. The connecting hole 31 is connected to the tire 2, the shock absorber hole 33 is connected to the shock absorption unit 4, and the rotating hole 32 is configured to rotatably connect the shock absorber 3 and the frame 1.

[0018] By setting the rotating hole 32 between the connecting hole 31 and the shock-absorbing hole 33, the tire 2, the frame 1, and the shock-absorbing unit 4 form a "seesaw" structure. When the connecting hole 31 rises, the shock-absorbing hole 33 can move downwards to compress the shock-absorbing unit 4 under the action of the shock-absorbing unit 4. At this time, the position of the rotating hole 32 does not need to be adjusted in the vertical space to meet the stability of the entire structure. Since the rotating hole 32 does not need to move, the frame 1 also does not need to move. Thus, the frame 1 can move the tire 2 up and down to cross obstacles without adjusting its height.

[0019] Therefore, by setting the rotating hole 32 between the connecting hole 31 and the shock-absorbing hole 33, the original up-and-down swaying of the tire 2 is converted into the extension and contraction of the shock-absorbing unit 4. The physical connection between the seat on the frame 1 and the shock-absorbing rod 3 is the rotating hole 32. Since the rotating hole 32 only undertakes the rotation work, the displacement of the vertical space is very small, which reduces the vertical displacement of the seat. This allows the rider to experience less bumpy impact on bumpy roads, thus improving the riding experience.

[0020] Compared to current shock absorption structures, the above structure does not add or remove many structural components. This new mechanism increases production costs by almost nothing. It can significantly improve the rider's riding experience simply by adjusting the relative connection between the shock absorber rod 3 and the frame 1. It achieves a major advancement in shock absorption structure while keeping costs extremely low.

[0021] In actual use, the shock absorption unit 4 is set as a shock absorber, with one end of the shock absorber connected to the shock absorption hole 33 and the other end of the shock absorber connected to the frame 1.

[0022] Under cost considerations, the shock absorber is set as a spring damping structure, with one end of the spring damping structure hinged to the damping hole 33 and the other end of the spring damping structure hinged to the frame 1.

[0023] For tire 2 to rotate normally, the connecting hole 31 must be connected to tire 2 through a bearing structure.

[0024] In order to enable the frame 1 and the shock absorber 3 to rotate, the rotating hole 32 is connected to the frame 1 by a pin, and the frame 1 and the shock absorber 3 are rotatably connected by the pin.

[0025] If a stronger connection is required, a reinforcing rod 5 can be installed between the damping hole 33 and the connecting hole 31, with both ends of the reinforcing rod 5 fixedly connected to the damping rod 3.

[0026] Of course, the two ends of the reinforcing rod 5 can be fixedly connected to the damping hole 33 and the connecting hole 31, not limited to welding or other fixed connection methods. Of course, for the sake of product structural strength, the damping hole 33 and the connecting hole 31 can also be cast as one piece.

[0027] The above descriptions are merely some embodiments of this utility model. For those skilled in the art, various modifications and improvements can be made without departing from the inventive concept of this utility model, and all such modifications and improvements fall within the protection scope of this utility model.

Claims

1. A shock-absorbing structure for a folding electric vehicle, characterized in that, The vehicle includes a frame (1), a tire (2), and a shock absorber (3). The shock absorber (3) has a connecting hole (31) and a shock absorber hole (33) at both ends. A rotating hole (32) is provided in the middle section of the shock absorber (3). The connecting hole (31) is connected to the tire (2), and the shock absorber hole (33) is connected to the shock absorber unit (4). The rotating hole (32) is configured to rotatably connect the shock absorber (3) and the frame (1).

2. The shock absorption structure for a folding electric vehicle according to claim 1, characterized in that, The shock absorption unit (4) is configured as a shock absorber. One end of the shock absorber is connected to the shock absorption hole (33), and the other end of the shock absorber is connected to the vehicle frame (1).

3. The shock absorption structure for a folding electric vehicle according to claim 2, characterized in that, The shock absorber is configured as a spring shock absorber structure, one end of which is hinged to the shock absorber hole (33), and the other end of which is hinged to the vehicle frame (1).

4. The shock absorption structure for a folding electric vehicle according to claim 1, characterized in that, The connection hole (31) is connected to the tire (2) through a bearing structure.

5. The shock absorption structure for a folding electric vehicle according to claim 1, characterized in that, The rotating hole (32) is connected to the frame (1) by a pin, and the frame (1) and the shock absorber (3) are rotatably connected by a pin.

6. The shock absorption structure for a folding electric vehicle according to claim 1, characterized in that, A reinforcing rod (5) can also be provided between the shock-absorbing hole (33) and the connecting hole (31), and the two ends of the reinforcing rod (5) are fixedly connected to the shock-absorbing rod (3).

7. The shock absorption structure for a folding electric vehicle according to claim 6, characterized in that, The two ends of the reinforcing rod (5) are fixedly connected to the shock-absorbing hole (33) and the connecting hole (31).

8. The shock absorption structure for a folding electric vehicle according to claim 6, characterized in that, The two ends of the reinforcing rod (5) are integrally formed with the shock-absorbing hole (33) and the connecting hole (31).

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