CN215323110U

CN215323110U - Electric motor car shock-absorbing structure

Info

Publication number: CN215323110U
Application number: CN202121868145.5U
Authority: CN
Inventors: 刘闯
Original assignee: Tianjin Yitong Rongcheng Technology Development Co ltd
Current assignee: Tianjin Yitong Rongcheng Technology Development Co ltd
Priority date: 2021-08-11
Filing date: 2021-08-11
Publication date: 2021-12-28
Anticipated expiration: 2031-08-11

Abstract

The utility model relates to a damping structure of an electric vehicle, which comprises a front pipe, a seat pipe, a rear fork plate and a front fork sleeve, wherein one end of the front pipe is fixedly connected with the front fork sleeve, the other end of the front pipe is fixedly connected with the upper end of the seat pipe, the lower end of the seat pipe is hinged with one end of the rear fork plate, a first damper is hinged between the rear fork plate and the seat pipe, and the rear fork plate penetrates through the seat pipe and is connected with a damping transmission part in the middle of the front pipe.

Description

Electric motor car shock-absorbing structure

Technical Field

The utility model relates to the field of frames of electric vehicles, in particular to a damping structure of an electric vehicle.

Background

Because the electric bicycle has the characteristics of high riding speed and time and labor saving, the electric bicycle is more and more favored by consumers and becomes a travel tool trusted by people. The frame of electric motor car among the prior art is the tubular structure support for the overwhelming majority and forms through triangle-shaped framework principle welding, and shock-absorbing structure all comparatively concentrates and singleness, and when road surface condition is not good, the frame is unable fully to be deformed on the whole and absorb jolting of going in-process, not only leads to each part wearing and tearing serious, causes the too early fatigue of user moreover easily, and then seriously influences the use of riding passerby and experiences, consequently need be according to market demand and customer feedback and constantly perfect.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem of overcoming the defects in the prior art and provides a damping structure of an electric vehicle.

The utility model is realized by the following technical scheme:

the utility model provides an electric motor car shock-absorbing structure, includes head tube, seat pipe, back fork board and front fork sleeve, head tube one end and front fork sleeve rigid coupling, the head tube other end and seat pipe upper end rigid coupling, its characterized in that, seat pipe lower extreme is articulated with back fork board one end, it has first bumper shock absorber to articulate between back fork board and the seat pipe, the back fork board runs through seat pipe and is connected with the shock attenuation driving medium with the head tube middle part.

According to the above technical scheme, preferably, the shock attenuation driving medium includes two driving plates and one end with the articulated second bumper shock absorber in front of the tube middle part of back fork board rigid coupling, two the driving plate sets up relatively, and two driving plates are articulated with the second bumper shock absorber other end from seat pipe both sides respectively.

According to the above technical scheme, preferably, the shock attenuation driving medium still includes the connecting plate that the middle part is connected with seat pipe rotation, connecting plate one end is articulated with the driving plate, the connecting plate other end is articulated with the second bumper shock absorber.

According to the above technical scheme, preferably, the middle part of the front pipe is fixedly connected with a first connecting lug, and the second shock absorber is hinged with the middle part of the front pipe at the first connecting lug.

According to the above technical scheme, preferably, the lower end of the seat tube is fixedly connected with a second connecting lug, and one end of the rear fork plate is hinged with the seat tube at the second connecting lug.

According to the above technical scheme, preferably, a fender is fixedly connected to the rear fork plate, and the first damper is hinged between the fender and the seat tube.

According to the above technical scheme, preferably, seat pipe upper portion rigid coupling has the third engaging lug, fender mud plate surface rigid coupling has the fourth engaging lug, first bumper shock absorber both ends articulate between third engaging lug and the fourth engaging lug.

The utility model has the beneficial effects that:

the utility model increases the connection relation of all structural components through the design of the damping structure, can diffuse the acting force generated by bumping to the whole structure in time, and absorbs bumping in the driving process as much as possible through the mode of double dampers and the combination of the deformation of the frame, thereby effectively improving the buffering effect of the whole structure and ensuring the use experience of people during riding.

Drawings

Fig. 1 is a schematic front view of the present invention.

In the figure: 1. a front fork sleeve; 2. a head tube; 3. a first connecting lug; 4. a second shock absorber; 5. a connecting plate; 6. a seat tube; 7. a third engaging lug; 8. a first shock absorber; 9. a fourth engaging lug; 10. a fender; 11. a rear fork plate; 12. a drive plate.

Detailed Description

In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and preferred embodiments. Based on the embodiments in the utility model, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the utility model.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

As shown in the figure, the shock-absorbing seat tube comprises a front tube 2, a seat tube 6, a rear fork plate 11 and a front fork sleeve 1, wherein one end of the front tube 2 is fixedly connected with the front fork sleeve 1, the other end of the front tube 2 is fixedly connected with the upper end of the seat tube 6, the lower end of the seat tube 6 is hinged with one end of the rear fork plate 11, in the embodiment, the lower end of the seat tube 6 is fixedly connected with a second connecting lug, one end of the rear fork plate 11 is hinged with the seat tube 6 at the second connecting lug, a first shock absorber 8 is hinged between the rear fork plate 11 and the seat tube 6, and the rear fork plate 11 penetrates through the seat tube 6 and is connected with a shock-absorbing transmission part in the middle of the front tube 2. The utility model increases the connection relation of all structural components through the design of the damping structure, can diffuse the acting force generated by bumping to the whole structure in time, and absorbs bumping in the driving process as much as possible through the mode of double dampers and the combination of the deformation of the frame, thereby effectively improving the buffering effect of the whole structure and ensuring the use experience of people during riding.

According to the above embodiment, preferably, the damping transmission member includes two transmission plates 12 fixedly connected to the rear fork plate 11 and a second damper 4 having one end hinged to the middle of the front tube 2, the middle of the front tube 2 is fixedly connected to the first connection lug 3, the second damper 4 is hinged to the middle of the front tube 2 at the first connection lug 3, the two transmission plates 12 are disposed oppositely, and the two transmission plates 12 are hinged to the other end of the second damper 4 from two sides of the seat tube 6. This setting has increased the relation of connection between rear axle fork frame and the head tube 2, and effective dispersion stress ensures the steadiness and the use reliability of bicycle.

According to the above embodiment, preferably, the damping transmission member further includes a connecting plate 5 with a middle portion rotatably connected to the seat tube 6, one end of the connecting plate 5 is hinged to the transmission plate 12, and the other end of the connecting plate 5 is hinged to the second damper 4. This setting has further increased the atress point position of shock attenuation driving medium, makes the effort that jolts the production spread to whole structure on, has effectively improved the atress condition of frame.

According to the above embodiment, preferably, a mudguard 10 is fixedly connected to the rear fork plate 11, the first shock absorber 8 is hinged between the mudguard 10 and the seat tube 6, wherein the upper portion of the seat tube 6 is fixedly connected with the third engaging lug 7, the surface of the mudguard 10 is fixedly connected with the fourth engaging lug 9, and two ends of the first shock absorber 8 are hinged between the third engaging lug 7 and the fourth engaging lug 9. The arrangement enables the shock absorption structure between the rear fork plate 11 and the seat tube 6 to be connected through the mudguard 10, and increases the buffer protection between the rear axle fork frame and the vehicle body.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims

1. The utility model provides an electric motor car shock-absorbing structure, includes head tube, seat pipe, back fork board and front fork sleeve, head tube one end and front fork sleeve rigid coupling, the head tube other end and seat pipe upper end rigid coupling, its characterized in that, seat pipe lower extreme is articulated with back fork board one end, it has first bumper shock absorber to articulate between back fork board and the seat pipe, the back fork board runs through seat pipe and is connected with the shock attenuation driving medium with the head tube middle part.

2. The damping structure for electric vehicles as claimed in claim 1, wherein the damping transmission member comprises two transmission plates fixed to the rear fork plate and a second damper with one end hinged to the middle of the front tube, the two transmission plates are disposed opposite to each other and hinged to the other end of the second damper from two sides of the seat tube.

3. The shock absorbing structure for the electric vehicle as claimed in claim 2, wherein the shock absorbing driving member further comprises a connecting plate having a middle portion rotatably connected to the seat tube, one end of the connecting plate is hinged to the driving plate, and the other end of the connecting plate is hinged to the second shock absorber.

4. The shock-absorbing structure of an electric vehicle as claimed in claim 2 or 3, wherein a first connecting lug is fixedly connected to the middle of the front pipe, and the second shock absorber is hinged to the middle of the front pipe at the first connecting lug.

5. The shock-absorbing structure for electric vehicles as claimed in claim 1, wherein the seat tube has a second engaging lug fixed to a lower end thereof, and one end of the rear fork is hinged to the seat tube at the second engaging lug.

6. The shock-absorbing structure for electric vehicle as claimed in claim 1 or 5, wherein a fender is fixed to the rear fork, and the first shock absorber is hinged between the fender and the seat tube.

7. The shock absorption structure for the electric vehicle as claimed in claim 6, wherein a third engaging lug is fixedly connected to the upper portion of the seat tube, a fourth engaging lug is fixedly connected to the surface of the fender, and two ends of the first shock absorber are hinged between the third engaging lug and the fourth engaging lug.