Vehicle

Abstract

The present application belongs to the technical field of riding vehicles. Provided is a vehicle. The vehicle comprises a wheel body, a front fork structure and two shock absorbers, the front fork structure being mounted above the wheel body, the two shock absorbers being respectively located on both sides of the front fork structure, one end of each shock absorber being connected to the front fork structure, and the other end of each shock absorber being connected to the wheel body. In this way, the present application can achieve shock absorption by means of providing elastic members, so that the vehicle will not generate noise when in an operating state; the characteristics of the elastic members allow the shock absorbers to operate more linearly with smoother shock absorption rebound, thus achieving better experience; and additionally, on the basis of connection between the shock absorbers and the front fork structure, the vehicle has a larger trail, thus improving the riding stability.

Description

A vehicle

[0001] The present application claims priority to the Chinese patent application No. 202410418399.9, filed on April 8, 2024, and entitled "A vehicle", the content of which is incorporated herein by reference in its entirety.

[0002] The present application claims priority to the Chinese patent application No. 202420716242.X, filed on April 8, 2024, and entitled "A front fork structure with damping characteristics and a vehicle", the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present application relates to the field of riding vehicles, in particular to a vehicle. BACKGROUND

[0004] In recent years, with the continuous development of technology and the continuous improvement of people's living standards, the development of the vehicle industry in China is relatively rapid, and the future development trend of the vehicle industry is still a core development industry. The functionality of vehicles is becoming higher and higher, and people's travel tools are becoming more and more diversified. Among them, as a riding tool, the scooter is deeply loved by consumers due to its fast folding speed, small size, convenient to carry, and the ability to travel on crowded roads.

[0005] Generally speaking, a scooter can include a frame, a front wheel, and a front fork structure, and the frame is connected to the front wheel through the front fork. Among them, the scooter is prone to jolting when passing through uneven road sections, affecting safe driving and comfort.

[0006] However, most scooters at the present stage do not have a damping structure, and the riding experience is poor when the scooter encounters a bumpy road. In addition, some models with damping structures mainly achieve damping through springs, which generally have two obvious problems: first, the spring damping is usually arranged on both sides of the front fork, which makes the overall appearance of the scooter insufficient; second, the spring damping has a large abnormal noise when passing through a bumpy road due to the characteristics of the spring, which affects the riding experience. SUMMARY

[0007] The present application provides a vehicle, which achieves damping by setting an elastic member, so that the vehicle does not produce noise when in a working state, and the characteristics of the elastic member make the damping device more linear when working, and the damping rebound is also more gentle, providing a good experience. In addition, on the basis of the connection between the damping device and the front fork structure, the vehicle has a large drag distance, improving the riding stability.

[0008] In order to achieve the above purpose, the present application provides the following technical solutions:

[0009] The application provides a vehicle, comprising:

[0010] a wheel body;

[0011] a front fork structure, the front fork structure being arranged on the wheel body;

[0012] two damping devices, the two damping devices being arranged on two sides of the front fork structure respectively, one end of each damping device being connected with the front fork structure, and the other end of each damping device being connected with the wheel body.

[0013] Based on the above technical solution, the application can be further improved as follows.

[0014] In a possible implementation manner, each damping device comprises a damping shell, an elastic member and a torsion shaft;

[0015] the damping shell is sleeved on the elastic member;

[0016] one end of the torsion shaft is inserted into the elastic member, and the other end of the torsion shaft is connected with the front fork structure.

[0017] In a possible implementation manner, the elastic member is made of rubber material, and the elastic member is used to reduce the vibration of the wheel body.

[0018] In a possible implementation manner, each damping device further comprises a first fixing member;

[0019] the first fixing member is sleeved on the elastic member, and the first fixing member, the elastic member and the torsion shaft are integrally inserted into the damping shell;

[0020] after being inserted into the damping shell, the first fixing member and the elastic member are flush with one side of the damping shell facing the front fork structure.

[0021] In a possible implementation manner, one end of each damping shell is provided with a first recess;

[0022] one end of the damping device is connected with the wheel body through the first recess, and the other end of the damping device is connected with the front fork structure through the torsion shaft.

[0023] In a possible implementation manner, the vehicle further comprises a wheel shaft, the wheel shaft being protrudingly arranged on two sides of the wheel body;

[0024] the wheel shaft is arranged through the first recess, so that the damping shell is connected with the wheel body;

[0025] the wheel shaft cooperates with the first recess, so that the wheel shaft and the damping shell cannot rotate relative to each other.

[0026] In a possible implementation manner, the front fork structure comprises a main body part and a bent part, the main body part being connected with the bent part;

[0027] The bending portion has an opening, and the opening is arranged towards the wheel body so as to be arranged on the wheel body;

[0028] The bending portion is a flat U-shaped structure, and the bending portion has a double-layer structure.

[0029] In a possible implementation, the front fork structure further comprises a second fixing member;

[0030] The second fixing member is located between the main body portion and the bending portion;

[0031] One end of the second fixing member is sleeved on the main body portion, and the other end of the second fixing member is connected with the bending portion.

[0032] In a possible implementation, the front fork structure further comprises two front fork hooks;

[0033] The two front fork hooks are respectively located at two ends of the bending portion, and each front fork hook is connected with the bending portion.

[0034] In a possible implementation, each front fork hook is provided with a second groove, and each second groove corresponds to a torsion shaft in each shock-absorbing device;

[0035] The torsion shaft is arranged in the second groove, so that the shock-absorbing device is connected with the front fork structure;

[0036] The torsion shaft cooperates with the second groove, so that the torsion shaft and the front fork structure cannot rotate relative to each other.

[0037] In a possible implementation, the bending portion is arranged obliquely relative to the traveling direction of the vehicle, and the end of the main body portion is located at the rear side of the end of the bending portion connected with the shock-absorbing device.

[0038] In a possible implementation, the bending portion comprises a first bending portion and a second bending portion; the first bending portion is connected with the main body portion;

[0039] The second bending portion is connected with the first bending portion, and the end of the second bending portion away from the first bending portion extends away from the direction of the wheel shaft of the wheel body.

[0040] In a possible implementation, the second bending portion is provided with a fixing hole, and the torsion shaft is arranged in the fixing hole.

[0041] In a possible implementation, the bending portion comprises a flat portion, and the thickness of the flat portion is less than the thickness of the rest of the second bending portion.

[0042] The fixing hole is arranged in the flat portion.

[0043] In a possible implementation, the connecting member is sleeved on the torsion shaft at one end and sleeved on the wheel shaft at the other end.

[0044] In a possible implementation, the damping shell is further provided with a connecting protrusion, which is rotationally connected to the connecting member through a connecting shaft.

[0045] In a possible implementation, the vehicle further comprises a ring-shaped guide member, which is connected to the connecting member and sleeved on the connecting protrusion.

[0046] The ring-shaped guide member is provided with a guide groove, and the damping shell further comprises a guide protrusion, which is slidably arranged in the guide groove.

[0047] In a possible implementation, the vehicle further comprises a wire harness fixing member, which is arranged on the front fork structure.

[0048] In a possible implementation, the wire harness fixing member surrounds at least part of the outer circumferential surface of the bent portion.

[0049] The wire harness fixing member is provided with a U-shaped fixing groove.

[0050] The present application provides a vehicle, which comprises a wheel body, a front fork structure and two damping devices. The front fork structure is arranged on the wheel body. The two damping devices are arranged on the two sides of the front fork structure respectively, and one end of each damping device is connected to the front fork structure, and the other end of each damping device is connected to the wheel body. In this way, the present application can realize damping by arranging elastic members, so that the vehicle does not produce noise when it is in a working state, and the characteristics of the elastic members make the damping device more linear when it is working, and the damping rebound is also more gentle, which provides a good experience. In addition, on the basis that the damping device is connected to the front fork structure, the vehicle has a large trail, which improves the riding stability. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without any creative effort.

[0052] FIG. 1 is a side view of part of the structure of the vehicle provided by an embodiment of the present application;

[0053] FIG. 2 is an exploded view of the damping device provided by an embodiment of the present application;

[0054] Fig. 3 is a structural schematic diagram of a damping device according to an embodiment of the present application;

[0055] Fig. 4 is a front view of a partial structure of a vehicle according to an embodiment of the present application;

[0056] Fig. 5 is a front view of a front fork structure according to an embodiment of the present application;

[0057] Fig. 6 is a side view of a front fork structure according to an embodiment of the present application;

[0058] Fig. 7 is a perspective view of a partial structure of a vehicle according to another embodiment of the present application;

[0059] Fig. 8 is a side view of a partial structure of a vehicle according to another embodiment of the present application;

[0060] Fig. 9 is an exploded schematic diagram of a partial structure of a vehicle according to another embodiment of the present application;

[0061] Fig. 10 is a perspective view of a front fork structure according to another embodiment of the present application;

[0062] Fig. 11 is a side view of a front fork structure according to another embodiment of the present application;

[0063] Fig. 12 is a schematic diagram of a damping device according to another embodiment of the present application.

[0064] Reference Signs: 100-vehicle; 200-wheel body; 210-wheel shaft; 300-front fork structure; 310-main body part; 320-bent part; 321-opening; 322-first bent part; 323-second bent part; 324-fixing hole; 325-flat part; 330-second fixing member; 331-third cavity; 340-front fork hook claw; 341-second groove; 400-damping device; 410-damping shell; 411-first cavity; 412-extension part; 413-first groove; 414-connecting protrusion; 415-guiding protrusion; 420-elastic member; 430-torsion shaft; 440-first fixing member; 441-second cavity; 500-connecting member; 600-ring-shaped guiding member; 610-guiding groove; 700-wire harness fixing member; 710-fixing groove. DETAILED DESCRIPTION

[0065] As described in the background, most of the scooters at the present stage do not have damping structures, and the riding experience is poor when the scooter encounters a bumpy road. In addition, some models with damping structures mainly achieve damping through springs, which generally have two obvious problems: first, the spring damping is usually arranged on both sides of the front fork, which makes the overall appearance of the scooter insufficient; second, the spring damping has a large abnormal noise when passing through a bumpy road due to the characteristics of the spring, which affects the riding experience.

[0066] To solve the above technical problems, the vehicle provided by the present application comprises a wheel body, a front fork structure and two shock-absorbing devices. The front fork structure is arranged on the wheel body. The two shock-absorbing devices are respectively arranged on the two sides of the front fork structure, and one end of each shock-absorbing device is connected to the front fork structure, and the other end of each shock-absorbing device is connected to the wheel body. In this way, the present application can achieve shock absorption by arranging elastic members, so that the vehicle does not produce noise when it is in a working state, and the characteristics of the elastic members make the shock-absorbing device work more linearly, and the shock-absorbing rebound is also more soft, and the experience is good. In addition, on the basis that the shock-absorbing device is connected to the front fork structure, the vehicle has a large trail, and the riding stability is improved.

[0067] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor are within the scope of protection of the present application.

[0068] The embodiments of the present application provide a vehicle, which achieves shock absorption by arranging elastic members, so that the vehicle does not produce noise when it is in a working state, and the characteristics of the elastic members make the shock-absorbing device work more linearly, and the shock-absorbing rebound is also more soft, and the experience is good. In addition, on the basis that the shock-absorbing device is connected to the front fork structure, the vehicle has a large trail, and the riding stability is improved. The specific structure of the vehicle provided by the embodiments of the present application will be introduced below with reference to the drawings.

[0069] Referring to FIG. 1, the embodiments of the present application provide a vehicle 100. In the embodiments of the present application, the vehicle 100 can be a scooter, a bicycle, an electric vehicle or the like. The vehicle 100 can comprise a wheel body 200, a front fork structure 300 and a shock-absorbing device 400. In a possible implementation manner, the number of shock-absorbing devices 400 can be at least two, and the present application does not limit the number of shock-absorbing devices 400. In the embodiments of the present application, the number of shock-absorbing devices 400 is taken as an example. In a possible implementation manner, the front fork structure 300 can be arranged on the wheel body 200. In addition, the two shock-absorbing devices 400 can be respectively arranged on the two sides of the front fork structure 300, and one end of each shock-absorbing device 400 is connected to the front fork structure 300, and the other end of each shock-absorbing device 400 is connected to the wheel body 200. In this way, the wheel body 200 does not directly contact the front fork structure 300, and when the wheel body 200 is impacted, the shock-absorbing device 400 can absorb the impact force of the wheel body 200, thereby achieving a shock-absorbing effect.

[0070] Referring to FIG. 2, on the basis of the above-mentioned embodiments, further, each shock-absorbing device 400 can comprise a shock-absorbing shell 410, an elastic member 420, and a torsion shaft 430. In one possible implementation, the shape of the elastic member 420 can be a cylindrical structure, and the present application does not limit the shape of the elastic member 420. In the embodiments of the present application, the inside of the shock-absorbing shell 410 can have a cylindrical hollow first cavity 411, so that the elastic member 420 can be inserted into the first cavity 411 of the shock-absorbing shell 410. In one possible implementation, the shock-absorbing shell 410 can be sleeved on the elastic member 420, and because the elastic member 420 has a certain torsion characteristic, the elastic member 420 can be used to reduce the vibration of the wheel body 200. In addition, one end of the torsion shaft 430 can be inserted into the elastic member 420, and the other end of the torsion shaft 430 can be connected with the front fork structure 300. In one possible implementation, the end of the torsion shaft 430 towards the elastic member 420 can be provided with a stepped structure, so that the torsion shaft 430 can be connected with the elastic member 420 through the stepped structure.

[0071] On the basis of the above-mentioned embodiments, the elastic member 420 can be made of rubber material. It can be understood that rubber has high elasticity, small elastic modulus, and still has the characteristics of recovery after being subjected to external force. In addition, rubber also has the effect of buffering and shock-absorbing, and has a certain moderating effect on the propagation of sound and vibration. In this way, the elastic member 420 made of rubber material can be twisted when the wheel body 200 is impacted, thereby absorbing the impact force received by the wheel body 200 and reducing the vibration of the wheel body 200.

[0072] Continuing to refer to FIG. 2, on the basis of the above-mentioned embodiments, further, each shock-absorbing device 400 can also comprise a first fixing member 440. In one possible implementation, the first fixing member 440 can be a bushing, and the shape of the first fixing member 440 can also be a cylindrical structure, and the present application does not limit the shape of the first fixing member 440. In the embodiments of the present application, the inside of the first fixing member 440 can have a hollow second cavity 441, so that the first fixing member 440 can be sleeved on the elastic member 420, that is, the elastic member 420 is first inserted into the second cavity 441 of the first fixing member 440, and then the elastic member 420 and the first fixing member 440 are integrally inserted into the first cavity 411 of the shock-absorbing shell 410. In one possible implementation, the first fixing member 440, the elastic member 420, and the torsion shaft 430 can be formed into an integral whole through a vulcanization process, and then be press-fitted into the inside of the shock-absorbing shell 410. It can be understood that through the vulcanization process, the elastic member 420 made of rubber material can be cross-linked into a spatial network structure, having good use performance.

[0073] With reference to FIG. 2 and FIG. 3, on the basis of the above-mentioned embodiments, in one possible implementation, after the first fixing member 440, the elastic member 420 and the torsion shaft 430 are press-fitted into the inside of the damping shell 410, the first fixing member 440 and the elastic member 420 can be arranged flush with the inner side wall of the damping shell 410, that is, the first fixing member 440 and the elastic member 420 are both completely located in the first cavity 411 of the damping shell 410, at least part of the torsion shaft 430 is located in the first cavity 411 of the damping shell 410, and another part of the torsion shaft 430 protrudes out of the damping shell 410, so that the torsion shaft 430 is connected with the front fork structure 300.

[0074] With reference to FIG. 3, on the basis of the above-mentioned embodiments, each damping shell 410 can have an extension 412 at one end. The first groove 413 can be formed in the extension 412. In this way, one end of the damping device 400 is connected with the wheel body 200 through the first groove 413. In one possible implementation, the one end of the damping device 400 can be connected with the wheel body 200 by being bolted into the first groove 413. The other end of the damping device 400 can be connected with the front fork structure 300 through the torsion shaft 430.

[0075] With reference to FIG. 1 and FIG. 4, on the basis of the above-mentioned embodiments, the vehicle 100 can further include a wheel shaft 210. It can be understood that the wheel shaft 210 can be arranged through the wheel body 200. In one possible implementation, the wheel shaft 210 can be located at the center of the wheel body 200, and the wheel shaft 210 can protrude out of both sides of the wheel body 200, so that both ends of the wheel shaft 210 protrude out of the wheel body 200. In this way, both ends of the wheel shaft 210 can be arranged through the first groove 413 of each damping shell 410, so that the damping shell 410 is connected with the wheel body 200. In one possible implementation, the wheel shaft 210 is arranged through the first groove 413, and then fixedly connected by bolts, so that the damping shell 410 is fixedly connected with the wheel body 200.

[0076] With reference back to FIG. 1, on the basis of the above-mentioned embodiments, the wheel shaft 210 can be matched with the first groove 413, so that the wheel shaft 210 and the damping shell 410 cannot rotate relative to each other. In a possible implementation, the protrusions provided at both ends of the wheel body 200 can be rectangular structures, and correspondingly, the first groove 413 provided on the damping shell 410 can also be a rectangular structure, so that the wheel shaft 210 and the first groove 413 are matched, and the wheel shaft 210 and the damping shell 410 can be hard connected, and the wheel shaft 210 and the damping shell 410 cannot rotate relative to each other. In this way, because the wheel shaft 210 and the damping shell 410 are fixed in position, when the wheel body 200 is impacted, the elastic member 420 in the damping shell 410 can be twisted, so as to absorb the impact force of the wheel body 200, and the damping effect is achieved.

[0077] With reference to FIG. 5, on the basis of the above-mentioned embodiments, further, the fork structure 300 can include a main body part 310 and a bent part 320. In a possible implementation, the shape of the main body part 310 can be a cylindrical structure, and the shape of the main body part 310 is not limited in this application. In the embodiments of this application, the bent part 320 can have an opening 321, and the direction of the opening 321 of the bent part 320 can be towards the wheel body 200, so that the bent part 320 can be arranged on the wheel body 200. It can be understood that the main body part 310 can be connected with the bent part 320 to form a complete fork structure 300.

[0078] With reference back to FIG. 5, on the basis of the above-mentioned embodiments, the bent part 320 can have a U shape, and the bent part 320 can also have a double-layer structure. In a possible implementation, the bent part 320 can be a square tube structure, which is flattened in the embodiments of this application to form a flat structure, and then is bent to form a U shape, and finally is welded or connected in other ways to form the bent part 320. In this way, after the square tube structure is flattened, the hollow cavity of the square tube structure is formed into a flat bent part 320 with a double-layer structure. Compared with the fork structure 300 in the related art, the fork structure 300 provided in the embodiments of this application enhances the rigidity performance of the structure itself.

[0079] With reference back to FIG. 5, further to the above-mentioned embodiments, the front fork structure 300 can further comprise a second fixing member 330. The second fixing member 330 can be located between the main body 310 and the bent portion 320. In one possible implementation, the second fixing member 330 can also be a bushing, and the second fixing member 330 can also have a cylindrical shape. The shape of the second fixing member 330 is not limited herein. In the embodiments of the present application, the second fixing member 330 can have a hollow third cavity 331 inside, so that one end of the second fixing member 330 can be sleeved on the main body 310, i.e., the main body 310 can be inserted into the third cavity 331 of the second fixing member 330. Correspondingly, the other end of the second fixing member 330 can be connected with the bent portion 320, so that the main body 310 and the bent portion 320 are fixedly connected through the second fixing member 330.

[0080] With reference to FIG. 6, further to the above-mentioned embodiments, the front fork structure 300 can further comprise front fork hook claws 340. In one possible implementation, the number of the front fork hook claws 340 can be at least two, and the number of the front fork hook claws 340 is not limited herein. In the embodiments of the present application, the number of the front fork hook claws 340 is taken as two for example. The two front fork hook claws 340 can be located at two ends of the bent portion 320 respectively, and each front fork hook claw 340 can be fixedly connected with the bent portion 320.

[0081] With reference back to FIG. 6, further to the above-mentioned embodiments, each front fork hook claw 340 can have a second groove 341 formed thereon. The two second grooves 341 can be oppositely arranged. In one possible implementation, each second groove 341 can correspond to the torsion shaft 430 in each damping device 400 respectively. In this way, the torsion shaft 430 in the damping device can be inserted into the second groove 341, so that the front fork hook claw 340 can be connected with the torsion shaft 430 through the second groove 341, and further so that the damping device 400 can be connected with the front fork structure 300.

[0082] With reference to FIG. 1, on the basis of the above-mentioned embodiments, in combination with FIG. 6, the torsion shaft 430 can be matched with the second groove 341, so that the torsion shaft 430 and the front fork structure 300 cannot rotate relative to each other. In a possible implementation, the protruding end of the torsion shaft 430 provided on the damping shell 410 can be a rectangular structure, and correspondingly, the second groove 341 provided on the front fork hook 340 can also be a rectangular structure, so that the torsion shaft 430 is matched with the second groove 341, and the torsion shaft 430 and the front fork structure 300 can be hard connected and cannot rotate relative to each other. In this way, when the wheel body 200 is impacted, the wheel body 200 can rotate around the torsion shaft 430, and since the position of the torsion shaft 430 is fixed, and the position of the damping shell 410 and the wheel shaft 210 is also fixed. At this time, the elastic member 420 in the damping shell 410 can be twisted, so as to further absorb the impact force of the wheel body 200 and achieve the damping effect.

[0083] With reference to FIG. 1, on the basis of the above-mentioned embodiments, in a possible implementation, it can be understood that L1 can be a horizontal line on the bottom surface, L2 can be a center line of the front fork structure 300, and L3 can be a center line of the wheel body 200 perpendicular to the bottom surface. In addition, M can be the intersection of L1 and L2, and N can be the intersection of L1 and L3. The distance between M and N can be the trail of the vehicle 100 provided in the present application. It can be understood that when the trail of the vehicle 100 is large, the pointing performance of the vehicle 100 is also good. The vehicle 100 can maintain straight driving more easily, and will not easily change direction because of small obstacles on the road. Therefore, the trail of the vehicle 100 provided in the present application can improve the stability of the vehicle 100.

[0084] In the embodiments of the present application, the elastic member 420 is provided to achieve damping, so that the vehicle 100 does not produce noise when in the working state, and the characteristics of the elastic member 420 make the damping device 400 more linear when working, and the damping rebound is also more soft, and the experience is good. In addition, on the basis that the damping device 400 is connected with the front fork structure 300, the vehicle 100 has a large trail, and the riding stability is improved.

[0085] In a possible implementation, please refer to FIG. 7 to FIG. 12, the bending part 320 is arranged obliquely relative to the traveling direction of the vehicle, and the end of the main body part 310 located at the rear side of the end connected with the damping device 400. The traveling direction of the vehicle is the M direction in FIG. 7.

[0086] It should be noted that the main body part 310 in the embodiment can be perpendicular to the direction of travel of the vehicle, or can be arranged obliquely relative to the direction of travel of the vehicle, and the oblique direction is the same as the oblique direction of the bending part 320.

[0087] When the wheel body 200 of the vehicle encounters an obstacle, the impact force can be transmitted along the bending part 320, which helps to more effectively absorb and disperse the impact force, reduce the impact directly acting on the main body structure of the vehicle, and thus enhance the stability and safety of the vehicle. In addition, the end of the bending part 320 connected with the main body part 310 is located on the rear side of the end of the bending part 320 connected with the damping device 400, which helps to absorb and relieve energy by deformation of the bending part 320 when the impact occurs, further cooperates with the work of the damping device 400, and improves the overall damping effect, which helps to protect the vehicle and its passengers from severe vibration and improves the riding comfort.

[0088] In the embodiment, the bending part 320 can be made of a flat circular pipe, and the number of the bending part 320 is two. Both of the two bending parts 320 are connected with the main body part 310 through the second fixing part 330, and the two bending parts 320 enclose the opening 321 for accommodating the wheel body 200. Among them, the two bending parts 320 are symmetrically arranged relative to the main body part 310. The design of the flat circular pipe enables the bending part 320 to undergo controllable deformation when subjected to impact force, thereby absorbing and dispersing energy. In addition, the two bending parts are symmetrically arranged, and they can jointly bear the impact force, further improving the energy absorption efficiency.

[0089] Please refer to FIG. 10 and FIG. 11. In a possible implementation, the bending part 320 includes a first bending part 322 and a second bending part 323. The first bending part 322 is connected with the main body part 310. In other words, the first bending part 322 is connected with the second fixing part 330.

[0090] The second bending part 323 is connected with the first bending part 322, and the end of the second bending part 323 away from the first bending part 322 extends away from the direction of the wheel shaft of the wheel body 200. In this way, it is helpful to optimize the spatial layout of the components. By reasonably adjusting the length and angle of the first bending part 322 and the second bending part 323, the limited space resources can be effectively utilized, and interference or conflict with other components can be avoided, thereby improving the compactness and integration of the entire vehicle.

[0091] In order to facilitate the connection of the bending part 320 with the torsion shaft 430, a fixing hole 324 is arranged on the second bending part 323, the torsion shaft 430 is arranged in the fixing hole 324, and the torsion shaft 430 and the second bending part 323 are connected together through a nut.

[0092] In the embodiment, the bending portion 320 further comprises a flat portion 325, the thickness of the flat portion 325 is less than the thickness of the rest of the second bending portion 323. In other words, the part of the second bending portion 323 away from the first bending portion 322 can be molded to form the flat portion 325.

[0093] The fixing hole 324 is arranged on the flat portion 325. When the torsion shaft 430 is installed on the fixing hole 324, the contact area of the flat portion 325 with the damping shell 410 or the elastic member 420 is increased, thereby improving the connection strength of the damping device 400 and the bending portion 320.

[0094] It should be noted that the connection between the front fork structure 300 and the wheel body 200 is mainly based on the connection of the damping shell 410 of the damping device 400. In order to further improve the connection stability of the front fork structure 300 and the wheel body 200.

[0095] Please refer to FIG. 9, the vehicle provided by the embodiment further comprises a connecting member 500, one end of the connecting member 500 is sleeved on the torsion shaft 430, and the other end of the connecting member 500 is sleeved on the wheel shaft 210. In this way, the torsion of the wheel body 200 during rotation can be reduced through the connecting member 500, thereby improving the overall rigidity of the vehicle, so that the wheel body 200 can maintain a more stable posture during driving, reducing the vibration and noise caused by torsion, and improving the comfort and stability of driving.

[0096] Please refer to FIG. 12, in a possible implementation manner, the damping shell 410 is further provided with a connecting protrusion 414, and the connecting protrusion 414 is rotationally connected to the connecting member 500 through a connecting shaft. In other words, the connecting protrusion 414 has a connecting hole, and the connecting shaft is arranged on the connecting member 500 and passes through the connecting hole, so that the damping shell 410 can be rotationally connected relative to the connecting member 500. In this way, during driving of the vehicle, especially on uneven road surfaces, the wheel body 200 will encounter various obstacles and bumps, which will cause the wheel shaft 210 to be subjected to forces and torques in different directions. By allowing the damping shell 410 to be twisted relative to the wheel shaft 210, this design can better absorb and disperse these forces and torques, thereby reducing the bumping of the vehicle.

[0097] Please refer to FIG. 9, further, the vehicle further comprises an annular guide member 600, the annular guide member 600 is connected to the connecting member 500 and is sleeved on the connecting protrusion 414, wherein the annular guide member 600 is provided with a guide groove 610; the damping shell 410 further comprises a guide protrusion 415, and the guide protrusion 415 is slidably arranged in the guide groove 610. In this way, the damping device 400 is not only guided by the guide groove 610, but also limited by the guide groove 610.

[0098] Referring to FIG. 8, in a possible implementation, the vehicle further includes a wire harness fixing member 700; the wire harness fixing member 700 is arranged on the front fork structure 300. The wire harness fixing member 700 provides a fixing point for the wire harness such as electric wires and cables in the vehicle. By fixing the wire harness neatly on the wire harness fixing member, the wire harness can be prevented from swinging or entangling with each other in the vehicle, thereby improving the efficiency and neatness of wire harness management.

[0099] The wire harness fixing member 700 surrounds at least part of the outer circumferential surface of the bent portion 320; the wire harness fixing member 700 is provided with a U-shaped fixing groove 710. The U-shaped fixing groove 710 facilitates fixing of the wire harness, thereby improving the stability of the wire harness.

[0100] The embodiments or implementations in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same or similar parts between the embodiments can be mutually referred to.

[0101] It should be noted that the terms "in a specific implementation", "in some embodiments", "in the present embodiment", "exemplarily" and the like mentioned in the specification mean that the described embodiments can include a specific feature, structure or property, but not necessarily every embodiment includes the specific feature, structure or property. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when a specific feature, structure or property is described in combination with an embodiment, it is within the knowledge of those skilled in the art to realize such feature, structure or property in combination with other embodiments which are explicitly or implicitly described.

[0102] Generally, the terms should be understood at least partly by the use in the context. For example, at least partly according to the context, the term "one or more" used in the specification can be used to describe any feature, structure or property in the singular sense, or can be used to describe a combination of features, structures or properties in the plural sense. Similarly, at least partly according to the context, terms such as "a" or "said" can be understood to convey singular usage or convey plural usage.

[0103] It should be readily understood that "on", "above" and "over" in the present disclosure should be interpreted in the broadest way, such that "on" not only means "directly on", but also includes the meaning of "on" with intermediate features or layers therebetween, and "above" or "over" not only includes the meaning of "above" or "over", but also can include the meaning of "above" or "over" without intermediate features or layers therebetween (i.e. directly on).

[0104] In addition, spatially relative terms, such as "beneath", "below", "lower", "above", "upper" and the like, can be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. The spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientations depicted in the figures. The devices can be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0105] [According to Rule 26 Correction 07.01.2025] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not limited thereto; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or part or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle, characterized in that: include: wheel body; A front fork structure, the front fork structure being mounted on the wheel body; Two shock absorbing devices are respectively located on both sides of the front fork structure, and one end of each shock absorbing device is connected to the front fork structure, and the other end of each shock absorbing device is connected to the wheel body.

2. The vehicle according to claim 1, characterized in that Each of the shock absorbing devices includes a shock absorbing shell, an elastic member and a torsion shaft; The shock-absorbing shell is sleeved on the elastic member; One end of the torsion shaft is inserted into the elastic member, and the other end of the torsion shaft is connected to the front fork structure.

3. The vehicle according to claim 2, characterized in that The elastic member is made of rubber material and is used to reduce the vibration of the wheel body.

4. The vehicle according to claim 3, characterized in that Each of the shock absorbing devices further comprises: a first fixing member; The first fixing member is sleeved on the elastic member, and the first fixing member, the elastic member and the torsion shaft are integrally inserted into the shock-absorbing housing; After being inserted into the shock-absorbing housing, the first fixing member and the elastic member are arranged flush with a side of the shock-absorbing housing facing the front fork structure.

5. The vehicle according to claim 4, characterized in that A first groove is formed at one end of each of the shock-absorbing shells; One end of the shock absorbing device is connected to the wheel body through the first groove, and the other end of the shock absorbing device is connected to the front fork structure through the torsion shaft.

6. The vehicle according to claim 5, characterized in that The vehicle further comprises: a wheel axle, the wheel axle being protrudingly arranged on both sides of the wheel body; The wheel axle is inserted into the first groove so that the shock absorbing housing is connected to the wheel body; The wheel axle cooperates with the first groove so that the wheel axle and the shock-absorbing shell cannot rotate relative to each other.

7. The vehicle according to claim 6, characterized in that The front fork structure includes a main body and a bent portion, wherein the main body is connected to the bent portion; The bent portion has an opening, and the opening is arranged toward the wheel body, so that the bent portion is mounted on the wheel body; The bending portion is a flat U-shaped structure, and the bending portion has a double-layer structure.

8. The vehicle according to claim 7, characterized in that The front fork structure further includes: a second fixing member; The second fixing member is located between the main body and the bending portion; One end of the second fixing member is sleeved on the main body, and the other end of the second fixing member is connected to the bending portion.

9. The vehicle according to claim 8, characterized in that The front fork structure further includes: two front fork dropouts; The two front fork hooks are respectively located at two ends of the bent portion, and each of the front fork hooks is connected to the bent portion.

10. The vehicle according to claim 9, characterized in that Each of the front fork dropouts is provided with a second groove, and each of the second grooves corresponds to the torsion axis in each of the shock absorbing devices; The torsion shaft is inserted into the second groove to connect the shock absorbing device to the front fork structure; The torsion shaft cooperates with the second groove so that the torsion shaft and the front fork structure do not rotate relative to each other.

11. The vehicle according to claim 7, wherein: The bent portion is arranged obliquely with respect to the traveling direction of the vehicle, and the end portion of the bent portion and the main body portion is located behind the end portion of the bent portion connected to the shock absorbing device.

12. The vehicle according to claim 11, characterized in that The bending portion includes a first bending portion and a second bending portion; the first bending portion is connected to the main body; The second bent portion is connected to the first bent portion, and an end portion of the second bent portion that is away from the first bent portion extends in a direction away from the wheel axle of the wheel body.

13. The vehicle according to claim 12, characterized in that The second bending portion is provided with a fixing hole, and the torsion shaft is passed through the fixing hole.

14. The vehicle according to claim 13, characterized in that The bent portion includes a flat portion, and the thickness of the flat portion is smaller than the thickness of the remaining portion of the second bent portion; The fixing hole is provided in the flat portion.

15. The vehicle according to any one of claims 7 to 14, characterized in that: It also includes a connecting piece, one end of which is sleeved on the torsion shaft, and the other end of which is sleeved on the wheel axle.

16. The vehicle according to claim 15, characterized in that The shock-absorbing shell is further provided with a connecting protrusion, and the connecting protrusion is rotatably connected to the connecting member via a connecting shaft.

17. The vehicle according to claim 16, characterized in that The vehicle further includes an annular guide member connected to the connecting member and sleeved on the connecting protrusion; Wherein, the annular guide member is provided with a guide groove; the shock-absorbing shell further comprises a guide protrusion, and the guide protrusion is slidably arranged in the guide groove.

18. The vehicle according to any one of claims 1 to 14, characterized in that The vehicle further includes a wiring harness fixture; The wire harness fixing member is arranged on the front fork structure.

19. The vehicle according to claim 18, characterized in that The harness fixing member surrounds at least a portion of the outer peripheral surface of the bent portion of the front fork structure; The wire harness fixing piece is provided with a U-shaped fixing groove.

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