CN214493235U - Front wheel assembly and electric scooter - Google Patents

Abstract

The utility model discloses a front wheel subassembly and electronic car of riding instead of walk, the front wheel subassembly includes main cantilever, wheel and shock attenuation cantilever, the wheel is rotationally installed shock attenuation cantilever's front end, shock attenuation cantilever's rear end with main cantilever's rear end links to each other, shock attenuation cantilever for main cantilever can swing just between upper limit position and lower limit position shock attenuation cantilever for main cantilever's swing angle alpha less than or equal to 15 degrees. The utility model discloses a front wheel subassembly has better ground shock attenuation performance, has promoted stability and the travelling comfort of riding.

Description

Front wheel assembly and electric scooter

Technical Field

The utility model relates to a scooter front wheel part parameter design technical field specifically, relates to a front wheel subassembly and electronic car of riding instead of walk.

Background

The front wheel of the scooter such as scooter, bicycle is directly and rigidly connected with the frame, and the shock absorption performance of the front wheel is weaker, and when the scooter rides on the rugged road surface, the riding stability and comfort are poorer. In the correlation technique, in order to improve the shock attenuation performance of front wheel, the front wheel department of some car of riding instead of walk installs the shock attenuation cantilever, but the car of riding instead of walk of installing the shock attenuation cantilever still has the stability of riding and the relatively poor problem of travelling comfort.

SUMMERY OF THE UTILITY MODEL

The present application is made based on the discovery and recognition of the following facts and problems by the inventors.

Among the correlation technique, the front side of car of riding instead of walk is equipped with standpipe, main cantilever, shock attenuation cantilever and wheel, and wherein main cantilever's front end and standpipe are connected, and main cantilever's rear end is connected with the rear end of shock attenuation cantilever, and the wheel is then established at the front end of shock attenuation cantilever, and the shock attenuation cantilever can rotate the angle of settlement round its junction with main cantilever to play the shock attenuation effect. However, in the related art, the swing angle of the damping cantilever, the distance between the intersection point of the extension line of the vertical pipe axis and the ground and the tangent point of the ground and the wheels and the like have the problem of unreasonable parameter design, so that the riding stability and comfort are reduced.

The present invention aims at solving at least one of the technical problems in the related art to a certain extent.

Therefore, the embodiment of the utility model provides a front wheel subassembly that shock attenuation performance improves is proposed.

The embodiment of the utility model provides a still provide an electronic car of riding instead of walk with above-mentioned front wheel subassembly, this electronic car of riding instead of walk's shock attenuation performance improves, has better stability and the travelling comfort of riding.

According to the utility model discloses front wheel subassembly includes: a main boom; a wheel; the wheel is rotatably installed at the front end of the damping cantilever, the rear end of the damping cantilever is connected with the rear end of the main cantilever, the damping cantilever can swing between an upper limit position and a lower limit position relative to the main cantilever, and the swing angle alpha of the damping cantilever relative to the main cantilever is smaller than or equal to 15 degrees.

According to the utility model discloses front wheel subassembly, front wheel subassembly have better ground shock attenuation performance, have promoted stability and the travelling comfort of riding.

In some embodiments, in the upper limit position, an included angle β between a line connecting the swing center of the suspension arm and the rotation center of the wheel and the horizontal direction is equal to or greater than 5 degrees, and in the lower limit position, an included angle θ between a line connecting the swing center of the suspension arm and the rotation center of the wheel and the horizontal direction is equal to or less than 20 degrees.

In some embodiments, in the upper limit position, an angle β between a line connecting the center of oscillation of the suspension arm and the center of rotation of the wheel and the horizontal direction is equal to 5 degrees, and in the lower limit position, an angle θ between a line connecting the center of oscillation of the suspension arm and the center of rotation of the wheel and the horizontal direction is equal to 20 degrees.

In some embodiments, in both the upper limit position and the lower limit position, the rotation center of the wheel is located below a horizontal line passing through the swing center of the suspension arm and extending in the horizontal direction.

In some embodiments, the front wheel assembly further includes a vertical pipe provided at a front end of the main suspension arm, a vertical line passing through the wheel rotation center and extending in a vertical direction intersects a lowest point of the outer peripheral surface of the wheel at a first intersection point, and a tangent line of the wheel passing through the first intersection point intersects an axis of the vertical pipe at a second intersection point located on a front side of the first intersection point.

In some embodiments, the distance L in the horizontal direction between the first intersection point and the second intersection point is 25 mm ≦ L ≦ 47 mm.

In some embodiments, in the upper limit position, the distance L in the horizontal direction between the first intersection point and the second intersection point is 27.1 mm, and in the lower limit position, the distance L in the horizontal direction between the first intersection point and the second intersection point is 46.9 mm.

In some embodiments, the rear end of the main cantilever is provided with a damping bin, the rear end of the damping cantilever is connected with the damping bin, and the minimum distance S between the damping bin and the wheel is not less than 8 mm.

In some embodiments, the minimum spacing N between the main suspension arm and the wheel during oscillation of the suspension arm between the upper limit position and the lower limit position is not less than 8 mm.

According to the utility model discloses electric vehicle of riding instead of walk includes the front wheel subassembly, the front wheel subassembly includes: a main boom; a wheel; the wheel is rotatably installed at the front end of the damping cantilever, the rear end of the damping cantilever is connected with the rear end of the main cantilever, the damping cantilever can swing between an upper limit position and a lower limit position relative to the main cantilever, and the swing angle alpha of the damping cantilever relative to the main cantilever is smaller than or equal to 15 degrees.

In some embodiments, in the upper limit position, an included angle β between a line connecting the swing center of the suspension arm and the rotation center of the wheel and the horizontal direction is equal to or greater than 5 degrees, and in the lower limit position, an included angle θ between a line connecting the swing center of the suspension arm and the rotation center of the wheel and the horizontal direction is equal to or less than 20 degrees.

In some embodiments, in the upper limit position, an angle β between a line connecting the center of oscillation of the suspension arm and the center of rotation of the wheel and the horizontal direction is equal to 5 degrees, and in the lower limit position, an angle θ between a line connecting the center of oscillation of the suspension arm and the center of rotation of the wheel and the horizontal direction is equal to 20 degrees.

In some embodiments, in both the upper limit position and the lower limit position, the rotation center of the wheel is located below a horizontal line passing through the swing center of the suspension arm and extending in the horizontal direction.

In some embodiments, the front wheel assembly further includes a vertical pipe provided at a front end of the main suspension arm, a vertical line passing through the wheel rotation center and extending in a vertical direction intersects a lowest point of the outer peripheral surface of the wheel at a first intersection point, and a tangent line of the wheel passing through the first intersection point intersects an axis of the vertical pipe at a second intersection point located on a front side of the first intersection point.

In some embodiments, the distance L in the horizontal direction between the first intersection point and the second intersection point is 25 mm ≦ L ≦ 47 mm.

In some embodiments, in the upper limit position, the distance L in the horizontal direction between the first intersection point and the second intersection point is 27.1 mm, and in the lower limit position, the distance L in the horizontal direction between the first intersection point and the second intersection point is 46.9 mm.

In some embodiments, the rear end of the main cantilever is provided with a damping bin, the rear end of the damping cantilever is connected with the damping bin, and the minimum distance S between the damping bin and the wheel is not less than 8 mm.

In some embodiments, the minimum spacing N between the main suspension arm and the wheel during oscillation of the suspension arm between the upper limit position and the lower limit position is not less than 8 mm.

Drawings

Fig. 1 is a schematic view of the overall structure of a front wheel assembly according to an embodiment of the present invention.

Figure 2 is a schematic view of the shock absorbing boom of figure 1 swinging to an upper limit position.

Figure 3 is a schematic view of the shock absorbing boom of figure 1 swung to a lower extreme position.

Reference numerals:

a front wheel assembly 100;

a main boom 1; a wheel 2; a damping cantilever 3; a swing center 4; a rotation center 5; a first intersection point 6; a second intersection point 7; a vertical tube 8; a damper 9.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.

As shown in fig. 1 to 3, a front wheel assembly 100 according to an embodiment of the present invention includes a main suspension arm 1, a wheel 2, and a shock-absorbing suspension arm 3.

The wheel 2 is rotatably installed at the front end of the damping cantilever 3, the rear end of the damping cantilever 3 is connected with the rear end of the main cantilever 1, the damping cantilever 3 can swing between an upper limit position and a lower limit position relative to the main cantilever 1, and the swing angle alpha of the damping cantilever 3 relative to the main cantilever 1 is less than or equal to 15 degrees.

As shown in fig. 1, the main boom 1 extends in a front-up-to-rear-down direction, and the suspension boom 3 extends in a front-down-to-rear-up direction. The rear end of the main boom 1 and the rear end of the shock-absorbing boom 3 are pivotally connected, and the swing amplitude of the shock-absorbing boom 3 is limited within a set angle range.

For example, the rear end of the main cantilever 1 is provided with a through hole extending in the left-right direction, the clamping shaft passes through the through hole on the main cantilever 1, and the two ends of the clamping shaft extend out of the left and right end openings of the through hole. The rear end of the damping cantilever 3 is fixedly connected with the end part of the clamping shaft, two convex blocks are arranged on the inner peripheral wall of the through hole, and the two convex blocks are arranged at intervals along the circumferential direction of the through hole. The clamping shaft is provided with a clamping jaw on the outer periphery side, at least part of the clamping jaw is inserted between the two convex blocks, and the clamping jaw and the two convex blocks can be blocked mutually, so that the effect of limiting the swing amplitude of the clamping shaft is achieved, and the effect of limiting the damping cantilever 3 to swing within a set angle range is achieved.

As shown in fig. 2 and 3, during the oscillation of the suspension arm 3, the suspension arm 3 has an upper limit position of oscillation to the uppermost position and a lower limit oscillation position of oscillation to the lowermost position. The maximum swing angle of the damping cantilever 3 between the upper limit position and the lower limit position of the damping cantilever 3 is alpha, and the maximum swing angle is the angle the damping cantilever 3 swings from the lower limit position to the upper limit position. The swing angle α is not more than 15 degrees, that is, the suspension arm 3 can swing within a swing angle of 15 degrees or less with respect to the main arm 1, and for example, the suspension arm 3 can swing at an angle of 5 degrees, 6 degrees, 7 degrees, 8 degrees, 10 degrees, 12 degrees, 13 degrees, 15 degrees, or the like.

According to the utility model discloses front wheel subassembly 100, because the biggest swing angle alpha of shock attenuation cantilever 3 can reach 15 degrees, shock attenuation cantilever 3 has better energy-absorbing shock attenuation performance under the condition that satisfies the support requirement to the stability and the travelling comfort of riding have been improved.

In some embodiments, in the upper limit position, the angle β between the line connecting the center of oscillation 4 of the suspension arm 3 and the center of rotation 5 of the wheel 2 and the horizontal direction is 5 degrees or more, and in the lower limit position, the angle θ between the line connecting the center of oscillation 4 of the suspension arm 3 and the center of rotation 5 of the wheel 2 and the horizontal direction is 20 degrees or less.

The centre of oscillation 4 of the shock-absorbing boom 3 is the pivotal connection of the shock-absorbing boom 3 and the main boom 1. For example, when the suspension arm 3 and the main arm 1 are pivotally connected, the axis of the pivot axis can be regarded as the swing center 4 of the suspension arm 3. The rotation center 5 of the wheel 2 is the joint of the wheel 2 and the damping suspension arm 3. For example, when the wheel 2 is rotatably connected to the suspension arm 3 through an axle, the axis of the axle can be regarded as the rotation center 5 of the wheel 2. In the paper of fig. 1, the center 4 of oscillation of the suspension arm 3 may be further regarded as the intersection point of the axis of the pivot shaft and the paper of fig. 1, and the center 5 of rotation of the wheel 2 may be further regarded as the intersection point of the axis of the wheel shaft and the paper of fig. 1.

When the suspension arm 3 swings to the upper limit position, a straight line passing through the swing center 4 of the suspension arm 3 and the rotation center 5 of the wheel 2 forms an included angle β with the horizontal direction, the included angle β is not less than 5 degrees, for example, as shown in fig. 2, a horizontal line passing through the swing center 4 of the suspension arm 3 forms an included angle β with a connecting line passing through the swing center 4 and the rotation center 5, and the included angle β may be 5 degrees, 6 degrees, 7 degrees, 8 degrees, 9 degrees, or the like.

When the damping cantilever 3 swings to the lower limit position, an included angle theta is formed between a straight line passing through the swing center 4 of the damping cantilever 3 and the rotation center 5 of the wheel 2 and the horizontal direction, and the included angle theta is not more than 20 degrees. For example, as shown in fig. 2, a horizontal line passing through the swing center 4 of the suspension arm 3 forms an angle β with a line passing through the swing center 4 and the rotation center 5, and the angle β may be 15 degrees, 16 degrees, 17 degrees, 18 degrees, 20 degrees, or the like.

The inventor finds that the included angle beta and the included angle theta are limited in the range, so that the shock absorption performance of the front wheel assembly can be further improved, and the riding stability and comfort are further improved.

Preferably, in the upper extreme position, the included angle β is equal to 5 degrees; in the lower extreme position, the angle θ is equal to 20 degrees.

In some embodiments, the rotation center 5 of the wheel 2 is located below a horizontal line passing through the swing center 4 of the suspension arm 3 and extending in the horizontal direction in both the upper limit position and the lower limit position. As shown in fig. 2 and 3, the center of oscillation 4 of the suspension arm 3 is always higher than the center of oscillation 4 of the wheel 2 during the oscillation of the suspension arm 3, i.e., the suspension arm 3 extends in the front-down-to-rear-up direction during the oscillation of the suspension arm 3. Such a design is favorable to further promoting stability and the travelling comfort of riding.

In some embodiments, the front wheel assembly 100 further comprises a vertical tube 8, the vertical tube 8 is disposed at the front end of the main suspension arm 1, a vertical line passing through the rotation center 5 of the wheel 2 and extending in the vertical direction intersects the lowest point of the outer peripheral surface of the wheel 2 at a first intersection point 6, a tangent line of the wheel 2 passing through the first intersection point 6 intersects the axis of the vertical tube 8 at a second intersection point 7, and the second intersection point 7 is located in front of the first intersection point 6.

As shown in fig. 1, the vertical pipe 8 extends in a front-down-to-rear-up direction, the bottom end of the vertical pipe 8 is connected to the front end of the main boom 1, and the vertical pipe 8 is located above the main boom 1. The first intersection point 6 is an intersection point where a vertical line passing through the rotation center 5 of the wheel 2 intersects with the lowest point of the outer peripheral profile of the wheel 2, and the intersection point can also be regarded as a contact point of the wheel 2 with a horizontal ground. The second intersection point 7 is an intersection point where a horizontal line passing through the first intersection point 6 and extending in the front-rear direction intersects with the axis of the vertical pipe 8. The second intersection point 7 is located forward of the first intersection point 6 in the front-rear direction. Such a design shifts the center of gravity of the front wheel assembly 100 rearward, which is beneficial for improving riding stability.

In some embodiments, the first intersection point 6 and the second intersection point 7 are at a distance L in the horizontal direction, where L is 25 millimeters ≦ 47 millimeters. As shown in fig. 1, the straight distance between the front and rear squares of the first intersection point 6 and the second intersection point 7 is L, and the distance L may be any value from 25 mm to 47 mm, for example, the distance L may be 25 mm, 27 mm, 29 mm, 30 mm, 33 mm, 36 mm, 38 mm, 40 mm, 45 mm, or the like. Therefore, the bicycle is favorable for improving riding stability and comfort and ensuring steering flexibility.

Preferably, in the upper limit position, the distance between the first intersection point 6 and the second intersection point 7 in the front-rear direction is L1, and the distance L1 is 27.1 mm; in the lower limit position, the distance between the first intersection point 6 and the second intersection point 7 in the front-rear direction is L2, and the distance L2 is 46.9 mm.

In some embodiments, the rear end of the main suspension arm 1 is provided with a damping chamber 9, the rear end of the damping suspension arm 3 is connected with the damping chamber 9, and the minimum distance S between the damping chamber 9 and the wheel 2 is not less than 8 mm.

As shown in fig. 1, the damping chamber 9 is integrally formed at the rear end of the main cantilever 1, the damping chamber 9 is integrally of a tubular structure, a through hole is formed in the damping chamber 9, and the pivot shaft is matched in the damping chamber 9. In the direction of the line connecting the rotation center 5 of the wheel 2 and the swing center 4 of the suspension arm 3, there is a minimum distance S between the outer peripheral profile of the wheel 2 and the outer peripheral profile of the suspension housing 9, and the minimum distance S is not less than 8 mm, for example, the minimum distance S may be 8 mm, 9 mm, 10 mm, 11 mm, 12 mm, 15 mm, or the like. Such a parametric design avoids the situation that the wheel 2 is interfered, so that the wheel 2 has better trafficability.

In some embodiments, the minimum spacing N between the main boom 1 and the wheel 2 during oscillation of the suspension boom 3 between the upper limit position and the lower limit position is not less than 8 mm.

As shown in fig. 1, during riding, the lower surface of the main boom 1 facing the wheel 2 and the peripheral contour of the wheel 2 have a minimum spacing N therebetween of at least 8 mm, for example, the minimum spacing N may be 8 mm, 10 mm, 11 mm, 13 mm, 15 mm, etc. Such a parametric design further ensures that the wheel 2 has a better passability.

The front wheel assembly 100 according to embodiments of the present invention is described below with reference to the accompanying drawings.

As shown in fig. 1 to 3, a front wheel assembly 100 according to an embodiment of the present invention includes a main suspension arm 1, a wheel 2, a shock-absorbing suspension arm 3, and a standpipe 8.

The damping cantilevers 3 are two, and the two damping cantilevers 3 are arranged at intervals in parallel in the left-right direction. An axle is arranged between the front ends of the two damping cantilevers 3, the axle extends along the left-right direction, and the wheels 2 are rotatably assembled on the axle.

The rear end of the main cantilever 1 is provided with a damping bin 9, a through hole is arranged in the damping bin 9, and the through hole extends along the left and right directions. And a pivot shaft is arranged between the rear ends of the two damping cantilevers 3 and matched with a through hole of the damping bin 9. Two stop blocks are arranged on the inner peripheral wall of the through hole, a clamping jaw is arranged on the outer peripheral side of the pivot shaft, and at least part of the clamping jaw is abutted between the two stop blocks, so that the effect of limiting the swing amplitude of the two damping cantilevers 3 is achieved.

The vertical pipe 8 is fixed at the front end of the main cantilever 1, and the vertical pipe 8 is positioned above the main cantilever 1.

During the oscillation of the suspension arm 3, the suspension arm 3 has an upper limit position and a lower limit position. A vertical line passing through the rotation center 5 of the wheel 2 and extending in the vertical direction intersects the lowest point of the outer peripheral surface of the wheel 2 at a first intersection point 6, a tangent line of the wheel 2 passing through the first intersection point 6 intersects the axis of the vertical tube 8 at a second intersection point 7, and the second intersection point 7 is located on the front side of the first intersection point 6.

As shown in fig. 2, in the upper limit position, an included angle β is formed between a horizontal line passing through the swing center 4 of the damping cantilever 3 and a connecting line passing through the swing center 4 of the damping cantilever 3 and the rotation center 5 of the wheel 2, and the included angle β is 5 degrees; the straight-line distance L1 in the front-rear direction of the first intersection point 6 and the second intersection point 7 was 27.1 mm.

As shown in fig. 3, in the lower limit position, an included angle θ is formed between a horizontal line passing through the swing center 4 of the damping suspension arm 3 and a connecting line passing through the swing center 4 of the damping suspension arm 3 and the rotation center 5 of the wheel 2, and the included angle θ is 20 degrees; the straight-line distance L2 in the front-rear direction of the first intersection point 6 and the second intersection point 7 was 46.9 mm.

As shown in fig. 1, in the direction of the line connecting the rotation center 5 of the wheel 2 and the swing center 4 of the damper arm 3, the minimum distance S between the outer peripheral profile of the wheel 2 and the outer peripheral profile of the damper 9 is 8 mm.

As shown in fig. 1, during the oscillation of the suspension arm 3 between the upper limit position and the lower limit position, the minimum spacing N between the main arm 1 and the wheel 2 is 8 mm.

The electric scooter according to an embodiment of the present invention is described below, the electric scooter includes a frame and a front wheel assembly 100, the front wheel assembly 100 is provided at a front side of the frame, and the front wheel assembly 100 may be the front wheel assembly 100 described in the above embodiments. It should be understood that the electric scooter according to the embodiment of the present invention can be an electric scooter or a bicycle, and certainly can also be other scooter requiring the front wheel assembly 100.

According to the utility model discloses electronic car of riding instead of walk, front wheel subassembly 100 has better ground shock attenuation performance, has improved the ground stability of riding and travelling comfort.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship indicated based on 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 particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless expressly specified otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Although embodiments of the present invention have been shown and described, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art without departing from the scope of the present invention.

Claims (10)

1. A front wheel assembly, comprising:

a main boom;

a wheel;

the wheel is rotatably installed at the front end of the damping cantilever, the rear end of the damping cantilever is connected with the rear end of the main cantilever, the damping cantilever can swing between an upper limit position and a lower limit position relative to the main cantilever, and the swing angle alpha of the damping cantilever relative to the main cantilever is smaller than or equal to 15 degrees.

2. The front wheel assembly according to claim 1, wherein an angle β between a line connecting the center of oscillation of the shock-absorbing suspension arm and the center of rotation of the wheel and the horizontal direction is 5 degrees or more at the upper limit position, and an angle θ between a line connecting the center of oscillation of the shock-absorbing suspension arm and the center of rotation of the wheel and the horizontal direction is 20 degrees or less at the lower limit position.

3. The front wheel assembly according to claim 2, characterized in that in said upper limit position the angle β between the line between the centre of oscillation of the shock-absorbing suspension arm and the centre of rotation of the wheel and the horizontal is equal to 5 degrees, and in said lower limit position the angle θ between the line between the centre of oscillation of the shock-absorbing suspension arm and the centre of rotation of the wheel and the horizontal is equal to 20 degrees.

4. The front wheel assembly of claim 1, wherein the center of rotation of the wheel is below a horizontal line passing through the center of oscillation of the shock absorbing suspension arm and extending in a horizontal direction in both the upper limit position and the lower limit position.

5. The front wheel assembly according to any one of claims 1 to 4, further comprising a standpipe provided at a front end of the main suspension arm, wherein a vertical line passing through the wheel rotation center and extending in a vertical direction intersects a lowest point of the outer peripheral surface of the wheel at a first intersection point, and a tangent line of the wheel passing through the first intersection point intersects an axis of the standpipe at a second intersection point located on a front side of the first intersection point.

6. The front wheel assembly of claim 5, wherein a distance L in a horizontal direction of the first intersection point and the second intersection point is 25 millimeters ≦ L ≦ 47 millimeters.

7. The front wheel assembly according to claim 6, wherein in the upper limit position, the distance L in the horizontal direction of the first intersection point and the second intersection point is 27.1 mm, and in the lower limit position, the distance L in the horizontal direction of the first intersection point and the second intersection point is 46.9 mm.

8. The front wheel assembly of claim 1, wherein the rear end of the main suspension arm is provided with a shock absorbing bin, the rear end of the shock absorbing suspension arm is connected with the shock absorbing bin, and the minimum distance S between the shock absorbing bin and the wheel is not less than 8 mm.

9. The front wheel assembly of claim 1, wherein a minimum spacing N between the main suspension arm and the wheel during oscillation of the shock absorbing suspension arm between the upper limit position and the lower limit position is not less than 8 millimeters.

10. An electric scooter comprising a front wheel assembly according to any one of claims 1-9.

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