WO2020187337A1 - 滑板车 - Google Patents

滑板车 Download PDF

Info

Publication number
WO2020187337A1
WO2020187337A1 PCT/CN2020/085214 CN2020085214W WO2020187337A1 WO 2020187337 A1 WO2020187337 A1 WO 2020187337A1 CN 2020085214 W CN2020085214 W CN 2020085214W WO 2020187337 A1 WO2020187337 A1 WO 2020187337A1
Authority
WO
WIPO (PCT)
Prior art keywords
opening
pipe
tube
scooter
damping
Prior art date
Application number
PCT/CN2020/085214
Other languages
English (en)
French (fr)
Inventor
刘安唐
Original Assignee
深圳市欣力通科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201920344459.1U external-priority patent/CN209700844U/zh
Priority claimed from CN202020561449.6U external-priority patent/CN212099175U/zh
Application filed by 深圳市欣力通科技有限公司 filed Critical 深圳市欣力通科技有限公司
Publication of WO2020187337A1 publication Critical patent/WO2020187337A1/zh
Priority to US17/076,737 priority Critical patent/US11292540B2/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J11/00—Supporting arrangements specially adapted for fastening specific devices to cycles, e.g. supports for attaching maps
    • B62J11/10—Supporting arrangements specially adapted for fastening specific devices to cycles, e.g. supports for attaching maps for mechanical cables, hoses, pipes or electric wires, e.g. cable guides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J11/00—Supporting arrangements specially adapted for fastening specific devices to cycles, e.g. supports for attaching maps
    • B62J11/10—Supporting arrangements specially adapted for fastening specific devices to cycles, e.g. supports for attaching maps for mechanical cables, hoses, pipes or electric wires, e.g. cable guides
    • B62J11/19—Supporting arrangements specially adapted for fastening specific devices to cycles, e.g. supports for attaching maps for mechanical cables, hoses, pipes or electric wires, e.g. cable guides specially adapted for electric wires
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/14—Handlebar constructions, or arrangements of controls thereon, specially adapted thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/18—Joints between frame members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B62K21/02—Front wheel forks or equivalent, e.g. single tine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K3/00—Bicycles
    • B62K3/002—Bicycles without a seat, i.e. the rider operating the vehicle in a standing position, e.g. non-motorized scooters; non-motorized scooters with skis or runners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2201/00—Springs used in cycle frames or parts thereof
    • B62K2201/06—Leaf springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2202/00—Motorised scooters

Definitions

  • the invention relates to the technical field of scooters, in particular to a scooter.
  • the present invention provides a scooter.
  • the solution to the technical problem of the present invention is to provide a scooter.
  • the scooter includes a handle assembly, a frame assembly, a front wheel assembly and a wiring structure.
  • the wiring structure is connected to the handle assembly and the frame respectively.
  • the assembly and the front wheel assembly are fixedly connected;
  • the routing structure includes a first pipe, a second pipe, and a third pipe;
  • the second pipe is sleeved on the outer peripheral side of the first pipe and is connected to the first pipe
  • the axis line coincides with the axis line of the second tube;
  • the first tube and the second tube are respectively provided with a first opening and a second opening, and the first opening and the second opening correspond Open, one end of the third pipe is fixedly connected to the second pipe along the second opening; when the first pipe rotates relative to the second pipe, the first opening and the second opening There is a gap between.
  • the scooter of the present invention has the following advantages:
  • the wiring structure of the scooter provided by the utility model facilitates the passage of wires (such as conductive wires and brake wires) from the inside of the pipe fittings and connects with various parts, without passing outside the pipe fittings, and protects the wires from being scratched by external objects. Damaged, increasing the service life of the scooter circuit.
  • wires such as conductive wires and brake wires
  • the wiring structure of the scooter provided by the utility model facilitates the passage of wires (such as conductive wires and brake wires) from the inside of the pipe fittings and connects with various parts, without passing outside the pipe fittings, and protects the wires from being scratched by external objects. Damaged, increasing the service life of the scooter circuit.
  • wires such as conductive wires and brake wires
  • the first blocking piece and the second blocking piece are mutually restricted to limit the angle of rotation of the first pipe relative to the second pipe, so that The wire will not be “cut” or “damaged” by the dislocation of the first opening and the second opening, which further increases the service life of the scooter circuit.
  • the limit protrusions are arranged on the first tube, the limit protrusions include a fixing ring and a protrusion, and the limit stops are arranged on the edge of the gap opened by the second tube.
  • the first opening and the second opening have enough space to accommodate the wire of the scooter, while ensuring that the first opening is The distance between the edge and the edge of the corresponding second opening is moderate to prevent the wire from being “cut” or “pinched” by the misalignment of the first opening and the second opening.
  • the third pipe fitting includes a wire concealing groove and a cover plate.
  • One end of the wire concealing groove is fixedly connected to the second pipe fitting along the second opening.
  • One end of the cover plate is detachably connected to the connection between the wire concealing groove and the second pipe fitting.
  • One end can be flipped relative to the wire concealing groove.
  • the third pipe includes a connecting rib and a connecting rib.
  • the connecting rib and the connecting rib are fixedly connected in the axial direction of the third pipe, and the connecting rib and/or the connecting rib are fixedly connected with the second pipe, which strengthens the third pipe and The connection between the second pipes improves the stability of the wiring structure, which is conducive to the stability of the scooter.
  • the first pipe can be rotated relative to the second pipe through the bearings arranged at both ends of the first pipe, which is convenient for the user to control the scooter through the handle assembly.
  • Figure 1 is a schematic diagram of the three-dimensional structure of the scooter of the present invention.
  • Fig. 2 is a three-dimensional structure diagram of the handle assembly of the scooter of the present invention.
  • 3A is a schematic diagram of the three-dimensional structure of the wiring structure of the scooter of the present invention.
  • Fig. 3B is an exploded schematic diagram of the wiring structure of the scooter of the present invention.
  • 3C is a first sector area formed by the second opening and the center of the scooter of the present invention, and a second sector area formed by the first opening and the center of the circle.
  • Figure 3D is a schematic cross-sectional structure diagram of the third tube of the scooter of the present invention.
  • Figure 4A is a schematic diagram of the exploded structure of the front wheel assembly of the scooter of the present invention.
  • Fig. 4B is a schematic diagram of the three-dimensional structure of the front fork of the scooter of the present invention.
  • Fig. 5 is an exploded structure diagram of the rear wheel assembly of the scooter of the present invention.
  • Fig. 6A is a schematic diagram of the three-dimensional structure of the shock absorber of the scooter of the present invention.
  • Fig. 6B is an exploded structure diagram of the shock absorber of the scooter of the present invention.
  • Fig. 6C is a perspective view of the plan structure of the first buffer member of the scooter of the present invention.
  • Fig. 6D is a schematic view of the plan structure of the vibration damping device of the scooter of the present invention.
  • Fig. 6E is a schematic diagram of a plane structure of the first transition part of the scooter of the present invention.
  • Fig. 6F is a schematic plan view of the first transition section of the scooter of the present invention.
  • Fig. 6G is a schematic diagram of a plane structure of the second transition part of the scooter of the present invention.
  • Figure 6H is a schematic plan view of the second transition section of the scooter of the present invention.
  • Fig. 6I is another schematic plan view of the damping device of the scooter of the present invention.
  • Fig. 6J is a schematic diagram of a deformed structure of the vibration damping device of the scooter of the present invention.
  • Fig. 7 is a schematic diagram of the structure of the third pipe of the scooter of the present invention.
  • Fig. 8 is a schematic diagram of the structure of the damping assembly of the scooter of the present invention.
  • the present invention provides a scooter 10, which includes a handle assembly 11, a wiring structure 12, a front wheel assembly 13, a frame assembly 14, a shock absorber 15 and a rear wheel assembly 16, the wiring structure 12 respectively It is fixedly connected to the handle assembly 11 and the front wheel assembly 13, one end of the frame assembly 14 is fixedly connected to the wiring structure 12, the other end is connected to one end of the shock absorber 15, and the other end of the shock absorber 15 is connected to the rear wheel assembly 16.
  • the end of the frame assembly 14 close to the routing structure 12 is defined as the front end
  • the end of the frame assembly 14 close to the rear wheel assembly 16 is defined as the rear end.
  • the handle assembly 11 is used to control the traveling direction, traveling speed, lighting, braking, etc. of the scooter 10.
  • the wire routing structure 12 is used to pass wires to reduce the wire passing through the exterior of the scooter 10 and reduce the possibility of wire damage.
  • the frame assembly 14 is provided with a control circuit and a power supply, and can be stepped on and stepped on by the user in the form process.
  • the shock absorber 15 is used to reduce the vibration of the scooter 10.
  • the handle assembly 11 includes a first handle 111, a second handle 112, a main body 113, and a connecting rod 114.
  • the first handle 111 and the second handle 112 are respectively connected to opposite sides of the main body 113, and one end of the connecting rod 114 is It is connected to the main body 113 in the direction perpendicular to the first handle 111 or the second handle 112, and the other end is connected to the front wheel assembly 13.
  • the handle assembly 11 has a "T" shape as a whole.
  • the handle assembly 11 further includes a handbrake assembly (not shown), which is connected to the first handle 111 or the second handle 112 for applying force to the front wheel assembly 13 or the rear wheel assembly 16 to achieve braking;
  • the handle assembly 11 also includes a control assembly 116 which is electrically connected to the frame assembly 14 and the front wheel assembly 13 for controlling the power supply of the scooter 10 to start, stop or travel.
  • the control component 116 is contained in the main body 113 and is partially exposed, and the user can control the start or stop of the scooter 10 by touching or pressing the control component 116.
  • the wiring structure 12 connects the handle assembly 11, the front wheel assembly 13 and the frame assembly 14.
  • the wiring structure 12 includes a first tube 121, a second tube 122, and a third tube.
  • Tube 123, the first tube 121 is sleeved in the second tube 122, the first tube 121 and the second tube 122 are respectively provided with a first opening 124 and a second opening 125, the first opening 124 and the second opening 125 are opposite
  • the size of the first opening 124 is preferably smaller than the size of the second opening.
  • the third pipe 123 is fixedly connected to the second pipe 122 along the edge of the second opening 125, and the radial cross section of the second pipe 122 corresponding to the first opening 124 (Preferably, the radial cross section is formed along the widest part of the second opening 125, and the center of the first opening 124 corresponds to the widest part of the second opening 125), the edge of the second opening 125 and its center form a second sector area A.
  • the edge of the first opening 124 and its center form a first fan-shaped area B, and the first fan-shaped area B can only rotate in the second fan-shaped area A.
  • the size of the first opening 124 is greater than the size of the second opening 125, or the size of the first opening 124 is equal to the size of the second opening 125.
  • the diameter of the first opening 124 is 10 mm-20 mm
  • the diameter of the second opening 125 is 10 mm-20 mm.
  • the diameter of the first opening 124 is 15 mm and the diameter of the second opening 125 is 14 mm.
  • the diameter of an opening 124 and the diameter of the second opening 125 make the first opening 124 and the second opening 125 have enough space to accommodate the wire of the scooter, while ensuring that when the first tube 121 rotates relative to the second tube 122, the first opening
  • the distance between the edge of 124 and the edge of the corresponding second opening 125 is moderate to prevent the wire from being "cut" or "pinched" by the first opening 124 and the second opening 125.
  • the radial interface is a plane perpendicular to the axis line and passing through the first opening 124 and the second opening 125 at the same time, with the intersection point of the plane and the axis line as the center of the circle, Taking two intersection points between the plane and the edge of the first opening 124 as two first intersection points, and two intersection points between the plane and the edge of the second opening 125 as two second intersection points, The center of the circle and the two first intersections form a second sector area A, and the center of the circle and the two second intersections form a first sector area B.
  • the first sector area B can only rotate in the second sector area A, that is, no matter how the first pipe 121 rotates, the first opening 124 will not exceed the second sector area A. Therefore, when the first pipe 121 rotates relative to the second pipe 122, The wire passing through the first opening 124 and the second opening 125 will not be "cut” due to the staggering of the first opening 124 and the second opening 125.
  • the direction of the axis of the first tube 121 coincides with the direction of the axis of the second tube 122.
  • the axis of the first tube 121 coincides with the axis of the second tube 122.
  • the routing structure 12 also includes two bearings 126.
  • the bearing 126 includes an inner ring 1261 and an outer ring 1262.
  • the inner ring 1261 is sleeved on both ends of the first pipe 121 and is fixedly connected to the first pipe 121.
  • the ring 1262 is sleeved by the second pipe 122 and fixedly connected to the second pipe 122.
  • the first pipe 121 rotates with respect to the second pipe 122 through the bearing 126; positioning pieces 127 are provided at both ends of the first pipe 121 for connecting with the handle assembly 11 and the front wheel assembly 13 are connected.
  • the two ends of the first pipe 121 are arranged as positioning posts 1271, including but not limited to this,
  • the two ends of the first tube 121 can also be provided with a structure of the positioning member 127 such as teeth and key grooves, as long as the first tube 121 is connected to the handle assembly 11 and the front wheel assembly 13.
  • One end of the first pipe 121 is fixedly connected with the connecting rod 114, the other end is connected with the front wheel assembly 13, and the third pipe 123 is connected with the frame assembly 14.
  • the wiring structure 12 further includes a first blocking member 128 and a second blocking member 129.
  • the first blocking member 128 The second stopper 129 is fixedly arranged on the first pipe 121, and the second stopper 129 is fixedly arranged on the second pipe 122.
  • the first stopper 128 and the second stopper 129 are mutually restricted to form
  • the rotation angle of the first pipe 121 relative to the second pipe 122 is restricted to be less than or equal to A.
  • the gap is the space reserved between the leftmost edge of the first opening 124 and the rightmost edge of the second opening 125 when the first tube 121 rotates relative to the second tube 122 to allow the wire to pass smoothly without being discounted, or
  • a space is reserved between the rightmost edge of the first opening 124 and the leftmost edge of the second opening 125 to allow the wire to pass smoothly without being discounted.
  • first stopper 128 and the second stopper 129 By providing the first stopper 128 and the second stopper 129, when the first tube 121 rotates relative to the second tube 122, the first stopper 128 and the second stopper 129 are mutually restricted to restrict the first tube 121 relative to the second tube
  • the angle of rotation 122 prevents the wire from being “cut” or “damaged” by the first opening 124 and the second opening 125, which further increases the service life of the scooter circuit.
  • the gap size is 5mm-20mm.
  • the size of the gap is 5 mm.
  • the first stopper 128 and the second stopper 129 can be a combination of a column and a hole or a combination of a column and a column, as long as it satisfies the restriction formed by the first stopper 128 and the second stopper 129 so that the first tube 121 is opposite to the second tube 122 can not continue to rotate after rotating a certain angle in one direction.
  • the first blocking member 128 is a limiting protrusion 1281.
  • the limiting protrusion 1281 includes a fixing ring 1282 and a protrusion 1283, and the protrusion 1283 and a fixing ring
  • the outer edge of 1282 is fixedly connected, the fixing ring 1282 is fixedly sleeved on the first tube 121, the second blocking member 129 is a notch 1291 opened on the second tube 122 and a limit stopper 1292, the limit stopper 1292 is provided At both ends of the notch 1291 in the radial direction of the first tube 121, the protrusion 1283 is located between the notch 1291 and the limiting stopper 1292.
  • the protrusion 1283 will be limited.
  • the stop piece 1292 blocks to limit the rotation angle of the protrusion 1283 to be less than or equal to A.
  • the value of the angle A is 90-135°, and the angle A within this angle range will not affect the normal driving of the user and can ensure safety.
  • the limit stopper 1292 may not be provided, and at this time, the limit protrusion 1281 and the notch 1291 form a limit along the radial direction of the first tube 121 at both ends.
  • the third pipe 123 in order to increase the strength of the connection between the second pipe 122 and the third pipe 123, the third pipe 123 includes a connecting rib 130 that is arranged in the axial direction of the third pipe 123 and is connected to the second pipe 123.
  • the pipe 122 and the third pipe 123 are fixedly connected. After being fixed by the connecting rib 130, the connection between the second tube 122 and the third tube 123 at the second opening 125 is more stable.
  • connecting rib 130 can be solid metal welded to the second pipe 122 and the third pipe 123 along the axis of the third pipe 123, or can be hollow metal, including but not limited to this, as long as the second pipe can be reinforced
  • the connection between 122 and the third pipe 123 is sufficient.
  • the connecting rib 130 is preferably a hollow structure, and the third tube 123 further includes a connecting rib 1231.
  • the connecting rib 130 is connected with the connecting rib 1231 to form a third tube 123 And formed with a third opening (not labeled), the size of the third opening is greater than or equal to the size of the second opening 125, the connecting rib 130 and the connecting rib 1231 are fixedly connected in the axial direction of the third tube 123, and the connecting rib 130 and /Or the connecting ribs 1231 are also fixedly connected with the second tube 122. Since the connecting ribs 130 are hollow, the internal space in the radial direction of the third tube 123 is increased, so that the wire can be more greatly improved in the third tube 123. Rotation, without worrying about being blocked, is conducive to further protection of the wire.
  • the size of the first opening 124, the second opening 125 and the third opening refers to their size in the direction perpendicular to the axial direction of the first pipe 121, including but not limited to this, and can also be It is the size in other directions, which is set according to actual needs.
  • the number of the connecting ribs 130 and the connecting ribs 1231 are both two, and the third tube 123 is formed by the connecting ribs 130 and the connecting ribs 1231 alternately and connected in sequence, defining the distance between the two connecting ribs 130 as k, and the second opening 125
  • the front wheel assembly 13 includes a front wheel set 131, a front fork 132, and a vibration damping assembly 133.
  • One end of the front fork 132 is connected to the wiring structure 12, and the vibration damping assembly 133 is disposed on the front fork 132 and the front wheel. Between the groups 131 to reduce the vibration generated by the front wheel group 131 during the travel.
  • the front fork 132 includes a front fork shaft connection portion 134 and a damping connection portion 135 connected to the front fork shaft connection portion 134.
  • the damping connection portion 135 is used to connect the vibration damping assembly 133 and the front fork shaft connection portion 134.
  • the fork shaft connecting portion 134 is fixedly connected to one end of the first tube 121 of the cable routing structure 12, so that the user can drive the front fork 132 to follow the rotation synchronously by rotating the handle assembly 11 through the cable routing structure 12, thereby achieving the front wheel assembly 13 Reversing.
  • the front wheel set 131 includes an in-wheel motor 136, a front tire 137, and a rotating shaft 138.
  • the rotating shaft 138 is also the motor shaft of the in-wheel motor 136.
  • the in-wheel motor 136 is arranged in the front tire 137.
  • the in-wheel motor 136 is electrically connected to the control assembly 116.
  • the control component 116 controls the hub motor 136 to rotate around the rotating shaft 138, so the hub motor 136 is an outer rotor motor.
  • the vibration damping assembly 133 is disposed between the front fork 132 and the rotating shaft 138 to elastically connect the front fork 132 and the rotating shaft 138, so that if the front wheel assembly 13 encounters vibration during traveling, the elastic buffer can be used to achieve vibration damping.
  • damping assemblies 133 which are respectively arranged on opposite sides of the rotating shaft 138 of the front wheel assembly 13 in the axial direction.
  • the front wheel assembly 13 further includes a front fender 139.
  • the front fender 139 is disposed between the front fork 132 and the front tire 137 and is connected to the front fork 132 to prevent the front wheel assembly 13 from Sundries brought up during the march.
  • the front wheel assembly 13 may not be provided with a hub motor 136, or the hub motor 136 may be provided on the rear wheel assembly 16, that is, the scooter 10 is rear-wheel drive.
  • the rear wheel assembly 16 includes a rear wheel set 161, a brake assembly 162, and a wheel set shaft 163.
  • the wheel set shaft 163 is rotatably connected with the rear wheel set 161, and the brake assembly 162 is connected with the rear wheel set 161 to realize the rear wheel.
  • the brakes of group 161 stopped abruptly.
  • the brake assembly 162 includes a brake pad 164 and a clamping assembly 165.
  • the brake pad 164 and the rear wheel set 161 are fixed by screws, and the clamping assembly 165 is connected to the wheel set shaft 163 or the shock absorber 15 and can be elastically displaced relative to the brake pad 164 to clamp the brake pad 164.
  • the handbrake assembly When braking, the handbrake assembly can be used to apply force to the clamping assembly 165, so that the clamping assembly 165 clamps the brake pad 164, thereby exerting resistance on the rear wheel set 161 connected to the brake pad 164, and realizing the sudden braking of the rear wheel set 161 stop.
  • the greater the user's grip on the handbrake assembly the better the braking effect, so that the rear wheel set 161 completely stops rotating.
  • the shock absorber 15 connects the wheel set rotating shaft 163 of the rear wheel assembly 16 and the frame assembly 14 to reduce the vibration generated by the rear wheel assembly 16 during traveling.
  • the shock absorber 15 includes a shock absorbing device 151 and a shock absorbing device 152.
  • the shock absorbing device 152 and the shock absorbing device 151 are overlapped and arranged.
  • One end of the shock absorber 152 is connected to the frame assembly 14.
  • the damping device 151 is in a "U" shape as a whole; the damping device 151 is preferably a leaf spring, and the material of the buffer device 152 is preferably metal; the damping device 151 has a better effect of reducing vibration, and the buffer device 152 mainly
  • the deformed vibration damping device 151 plays a role of buffer protection, reducing the occurrence of damage to the vibration damping device 151 due to further deformation of the vibration damping device 151.
  • the buffer device 152 includes a first buffer member 1521 and a second buffer member 1522 with the same structure.
  • the first buffer member 1521 and the second buffer member 1522 are integrally formed or arranged separately;
  • the vibration damping device 151 includes The first damping member 1511 and the second damping member 1512 are symmetrically arranged.
  • the first damping member 1511 and the second damping member 1512 are integrally formed.
  • the first buffer member 1521 and the first vibration damping member 1511 are overlapped and arranged, and the second buffer member 1522 and the second vibration damping member 1512 are overlapped and arranged.
  • the distance between the first damping member 1511 and the second damping member 1512 gradually decreases from the end close to the frame assembly 14 to the end of the rear wheel assembly 16, and the first damper 1521 starts from the end close to the frame assembly 14.
  • the end close to the rear wheel assembly 16 gradually becomes smaller, which not only facilitates the disassembly and assembly of the shock absorber 15 and the frame assembly 14, the rear wheel assembly 16, but also as the width of the vibration damping device 151 gradually becomes thinner, the vibration reduction is increased.
  • the elasticity of the device 151 improves the damping effect.
  • first damping member 1511 and the second damping member 1512 have basically the same structure and function
  • first buffer member 1521 and the second buffer member 1522 are basically the same in structure and function, so only The first damping member 1511 and the first buffer member 1521 are described.
  • the first damping member 1511 includes a first fixed section 1513 that is fixedly connected, a first damping section 1514, and a first connecting section 1515
  • the first fixed section 1513 is connected to the frame assembly 14, and the first connecting section 1515 is connected to the rear wheel assembly 16.
  • the first buffer member 1521 includes a first positioning structure 1523 and a first buffer structure 1524 that are fixedly connected.
  • the first positioning structure 1523 is connected to the frame assembly 14, and the first buffer structure 1524 is away from the frame assembly One end of 14 is a free end.
  • the first buffer structure 1524 includes a first transition section 1525, a first buffer section 1526, and a second transition section 1527 that are smoothly connected in sequence, and the first transition section 1525 and the first fixed section 1513 are relatively fixed in position.
  • the maximum thickness d of the shock absorber 15 is 4-20mm, wherein the thickness d1 of the shock absorber 151 is 2-13mm, preferably d1 is 3-10mm, and the thickness d2 of the shock absorber 152 is 2-13mm, preferably d2 is 1-10mm.
  • d1:d2 0.8-1.2.
  • the length of the first buffer structure 1524 is L, that is, the shortest distance from one end of the first buffer structure 1524 to the other end in the direction from the first positioning structure 1523 to the first buffer structure 1524, and the actual shortest extension of the first buffer structure 1524
  • the length is S, that is, the expanded length of the first buffer structure 1524 in the direction from the first positioning structure 1523 to the first buffer structure 1524, and the ratio of L to S is 1: (1.21-1.48), preferably, L: S The ratio is 1: (1.25-1.45), and in relation to it, L is preferably 30-120 mm.
  • the first damping section 1514 includes a first transition portion 1516, a first buffer portion 1517, a second transition portion 1518, a first damping portion 1519, a first transition portion 1516 and a first transition portion 1516 that are smoothly and fixedly connected in sequence.
  • the fixed section 1513 is smoothly connected.
  • the arrangement of the first buffer portion 1517 can avoid the problem that the first fixed section 1513 and the first vibration damping section 1514 are directly connected to cause stress concentration to damage the first vibration damping member 1511.
  • the shapes of the first transition portion 1516 and the first transition section 1525 are preferably wavy, and the cut angle B1 formed by the tangent line on the first transition portion 1516 and the horizontal line is 0-55 °, preferably B1 is 0-48 °, the cutting angle B2 formed by the tangent line on the first transition section 1525 and the horizontal line is 0-55 °, preferably B2 is 0-48 °, the second transition section 1518, the second The shape of the transition section 1527 is preferably an arc shape, and the cut angle B3 formed by the tangent line on the second transition section 1518 and the horizontal line is 0-50°, preferably B3 is 0-43°.
  • the cutting angle B4 formed by the tangent line and the horizontal line on the second transition section 1527 is 0-50°, preferably B4 is 0-43°.
  • the first buffer portion 1517 and the first buffer segment 1526 are both planar structures. It can be understood that in the present invention, since the first buffer structure 1524 is completely attached to the first damping section 1514, the first transition section 1516 corresponds to the first transition section 1525, and the first buffer section 1517 corresponds to the first buffer section. 1526. At least part of the second transition portion 1518 corresponds to the second transition section 1527 and is completely fitted. Preferably, the area where the first buffer structure 1524 and the first damping section 1514 are attached is 9-20 square centimeters, more preferably 10-15 square centimeters.
  • the first transition section 1525 may also be arc-shaped, and the second transition section 1527 may also be wave-shaped, including but not limited to this, as long as the first transition section 1525 and the first transition portion 1516, the second transition section 1527 and the second transition section 1527 are satisfied.
  • the transition part 1518 is fully attached.
  • the first damping section 1514 is formed with at least three arch-shaped protrusions A
  • Fig. 6J shows three arch-shaped protrusions A (correspondingly, the first buffer section 1526 and the first buffer portion 1517 are omitted at this time)
  • Fig. 6I There are four arch-shaped protrusions A, and the opening directions of every two adjacent arch-shaped protrusions A are different.
  • the opening direction is defined as two directions, one is the horizontal upward direction and the other is the horizontal downward direction.
  • the invention is preferably four arch-shaped protrusions A, and preferably the opening direction of the first arch-shaped protrusion A generated by the first fixing section 1513 and the first transition portion 1516 is horizontally downward.
  • the first damping section 1514 is formed with at least 3-6 arch-shaped protrusions 1283, preferably 3, 4 or 5.
  • the first buffer structure 1524 is arranged in close contact with at least a portion of one of the arched protrusions 1283. In this way, when the first damping section 1514 is deformed, the first buffer structure 1524 can prevent the first damping section 1514 from continuing to a certain extent. Deformation to reduce the risk of damage to the first damping member 1511.
  • the first buffer structure 1524 and the first fixing section 1513 are completely attached to the superimposed first damping member 1511 to increase the contact area between the first buffer member 1521 and the first damping member 1511 to increase Protection of the first damping section 1514.
  • the location where the first buffer structure 1524 and the arcuate protrusion 1283 are attached includes the inflection point of the arcuate protrusion 1283.
  • the shock absorber 15 may be provided on the front wheel assembly 13 to reduce the vibration generated by the front wheel assembly 13 during travel.
  • the third pipe 123 includes a wiring groove 1232 and a cover 1233, one end of the wiring groove 1232 is fixedly connected to the second pipe 122 along the second opening 125, and one end of the cover 1233 is detachable Adjacent to the connection between the wiring groove 1232 and the second pipe 122, the other end of the cover plate 1233 can be flipped relative to the wiring groove 1232.
  • the notch shape of the wire routing groove 1232 matches the shape of the cover plate 1233.
  • the third pipe 123 and the second pipe 122 are integrally formed.
  • the front wheel assembly 13 includes a vibration damping assembly 133, which is arranged between the front fork 132 and the front wheel set 131, and the vibration damping assembly 133 includes a first vibration damping sheet 1331 Damping sheet 1333 and stress sheet 1332.
  • the first damping piece 1331 is connected to the front fork 132
  • the second damping piece 1333 is connected to the front wheel set 131
  • the stress piece 1332 is arranged between the first damping piece 1331 and the second damping piece 1333 to eliminate the first
  • the stress concentration between the vibration damping plate 1331 and the second vibration damping plate 1333 due to deformation can effectively extend the service life of the vibration damping assembly 133 while achieving a vibration damping effect on the scooter.

Abstract

一种滑板车（10），包括把手组件（11）、车架组件（14）、前轮组件（13）和走线结构（12），走线结构（12）分别与把手组件（11）、车架组件（14）和前轮组件（13）固定连接；走线结构（12）包括第一管件（121）、第二管件（122）和第三管件（123）；第二管件（122）套设在第一管件（121）外周侧且第一管件（121）的轴心线与第二管件（122）的轴心线重合；第一管件（121）、第二管件（122）上分别开设有第一开口（124）和第二开口（125）且第一开口（124）和第二开口（125）对应开设，第三管件（123）一端沿第二开口（125）与第二管件（122）固定连接；当第一管件（121）相对第二管件（122）转动时，第一开口（124）与第二开口（125）之间具有间隙。

Description

滑板车 【技术领域】
本发明涉及滑板车技术领域，特别涉及一种滑板车。
【背景技术】
随着时代的发展，人们开始选择更为健康的出行方式——滑板车。为了便于减少线材的损坏，人们会将线材经由滑板车表面进行连接、捆绑束缚，或将线材通过连杆连到把手处。
以上两种方式要么会导致线材被外界刮蹭、损坏，要么会导致线材在连杆中被磨损，均无法对线材进行较佳的保护。
因此，如何解决滑板车的线材可顺利导通且不会对线材造成损坏的问题，便成了解决的重点。
【发明内容】
为克服上述的技术问题，本发明提供了一种滑板车。
本发明解决技术问题的方案是提供一种滑板车，所述滑板车包括把手组件、车架组件、前轮组件和走线结构，所述走线结构分别与所述把手组件、所述车架组件和所述前轮组件固定连接；所述走线结构包括第一管件、第二管件和第三管件；所述第二管件套设在所述第一管件外周侧且所述第一管件的轴心线与所述第二管件的轴心线重合；所述第一管件、所述第二管件上分别开设有第一开口和第二开口且所述第一开口和所述第二开口对应开设，所述第三管件一端沿所述第二开口与所述第二管件固定连接；当所述第一管件相对所述第二管件转动时，所述第一开口与所述第二开口之间具有间隙。
相对于现有技术，本发明的滑板车具有如下优点：
1、本实用新型提供的滑板车的走线结构便于线材(如导电线、刹车线)从管件内部通过并与各个部件连接，无需在管件外部通过，保护了线材不会被外界物体刮蹭、损坏，增加了滑板车电路的使用寿命。此外，通过限制第一管件相对第二管件转动时，第一开口与第二开口之间具有间隙，既能保证第一管件相对第二管件转动时有足够的空间容纳线材，又能避免线材被第一开口、第二开口错位“割伤”或“夹坏”，进一步增加了滑板车电路的使用寿命。
2、通过设置第一阻挡件和第二阻挡件，当第一管件相对第二管件转动时，第一阻挡件与第二阻挡件相互约束以限制第一管件相对第二管件转动的角度，使得线材不会被第一开口、第二开口错位“割伤”或“夹坏”，进一步增加了滑板车电路的使用寿命。
3、通过设置限位凸起和限位挡片，其中限位凸起设置在第一管件上，限位凸起包括固定环和凸起，限位挡片设置在第二管件开设的缺口沿与第一管件的径向方向上的两端，使得第一管件相对第二管件转动时，凸起会被限位挡片阻挡，以限制第一管件相对第二管件转动的角度，结构简单，具有较高可行性。
4、通过限定第一开口的直径和第二开口的直径，使得第一 开口和第二开口有足够的空间容纳滑板车的线材，同时保证第一管件相对第二管件转动时，第一开口的边缘与对应的第二开口的边缘之间的距离适中，避免线材被第一开口、第二开口错位“割伤”或“夹坏”。
5、第三管件包括藏线槽和盖板，藏线槽一端沿第二开口与第二管件固定连接，盖板一端可拆卸式连接于藏线槽与第二管件的连接处，盖板另一端可相对于藏线槽翻动，通过这种结构，尤其在滑板车的组装时，通过翻动盖板，便于滑板车的线材顺利流经第一管件、第二管件和第三管件，从而达到顺利导通滑板车的线材并将滑板车的线材收纳于管件内部的目的。
6、第三管件包括衔接筋及连接筋，连接筋与衔接筋在第三管件的轴向方向上固定连接，且连接筋和/或衔接筋与第二管件固定连接，加强了第三管件与第二管件之间的连接，提升了走线结构的稳固程度，利于滑板车的稳固。
7、通过设置在第一管件两端的轴承使得第一管件可相对第二管件旋转，便于使用者通过把手组件对滑板车进行操控。
【附图说明】
图1是本发明滑板车的立体结构示意图。
图2是本发明滑板车之把手组件的立体结构示意图。
图3A是本发明滑板车之走线结构的立体结构示意图。
图3B是本发明滑板车之走线结构的爆炸结构示意图。
图3C是本发明滑板车之第二开口与圆心形成的第一扇形区域、第一开口与圆心形成的第二扇形区域。
图3D是本发明滑板车之第三管件一剖面结构示意图.
图4A是本发明滑板车之前轮组件的爆炸结构示意图。
图4B是本发明滑板车之前叉的立体结构示意图。
图5是本发明滑板车之后轮组件的爆炸结构示意图。
图6A是本发明滑板车之减振器的立体结构示意图。
图6B是本发明滑板车之减振器的爆炸结构示意图。
图6C是本发明滑板车之第一缓冲件一视角的平面结构示意图。
图6D是本发明滑板车之减振装置一视角的平面结构示意图。
图6E是本发明滑板车之第一过渡部一平面结构示意图。
图6F是本发明滑板车之第一过渡段一平面结构示意图。
图6G是本发明滑板车之第二过渡部一平面结构示意图。
图6H是本发明滑板车之第二过渡段一平面结构示意图。
图6I是本发明滑板车之减振装置又一平面结构示意图。
图6J是本发明滑板车之减振装置一变形结构的示意图。
图7是本发明滑板车之第三管件的结构示意图。
图8是本发明滑板车减振组件的结构示意图。
【具体实施方式】
为了使本发明的目的，技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。
请参阅图1，本发明提供一种滑板车10，其包括把手组件11、走线结构12、前轮组件13、车架组件14、减振器15及后轮组件16，走线结构12分别与把手组件11、前轮组件13 固定连接，车架组件14一端与走线结构12固定连接，另一端与减振器15的一端连接，减振器15的另一端与后轮组件16连接。在本发明中，为方便描述，将车架组件14靠近走线结构12的一端定义为前端，将车架组件14靠近后轮组件16的一端定义为后端。
把手组件11用于对滑板车10的行驶方向、行驶速度、照明、刹车等进行控制。走线结构12用于线材的通过，以减少线材从滑板车10的外表通过，降低线材被损坏的可能性。车架组件14内设置有控制电路及供电电源，并可供使用者在形式过程中的踩、踏。减振器15用于消减滑板车10的振动。
请参阅图2，把手组件11包括第一把手111、第二把手112、主体件113以及连杆114，第一把手111、第二把手112分别与主体件113的相对两侧连接，连杆114一端在垂直第一把手111或第二把手112的方向上与主体件113连接，另一端与前轮组件13连接。在第一把手111、第二把手112以及连杆114均与主体件113连接后，把手组件11整体呈“T”字形。
在本实施例中，把手组件11还包括手刹组件(图未示)，手刹组件与第一把手111或第二把手112连接，用于向前轮组件13或后轮组件16施力以实现刹车；把手组件11还包括控制组件116，控制组件116与车架组件14及前轮组件13电性连接，用于控制滑板车10的供电启动、停止或行进。优选地，控制组件116收容于主体件113，并部分显露，使用者可通过触控或按压该控制组件116实现对该滑板车10的启动或停止的操控。
请参阅图3A、图3B和图3C，走线结构12连接把手组件11、前轮组件13及车架组件14，具体地，走线结构12包括第一管件121、第二管件122和第三管件123，第一管件121套设在第二管件122中，在第一管件121和第二管件122上分别开设有第一开口124和第二开口125，第一开口124与第二开口125相对开设，优选第一开口124的大小小于第二开口的大小，第三管件123沿第二开口125边缘与第二管件122固定连接，在第二管件122的对应第一开口124处的径向截面(优选为沿着第二开口125的最宽处形成所述径向截面，第一开口124的中心对应第二开口125的最宽处)上，第二开口125边缘与其圆心形成第二扇形区域A，第一开口124边缘与其圆心形成一第一扇形区域B，所述第一扇形区域B仅可在第二扇形区域A内转动。
在一些其他实施方式中，第一开口124的大小大于第二开口125的大小，或者，第一开口124的大小等于第二开口125的大小。
可选地，第一开口124的直径为10mm-20mm，第二开口125的直径为10mm-20mm，优选地，第一开口124的直径为15mm，第二开口125的直径为14mm，通过限定第一开口124的直径和第二开口125的直径，使得第一开口124和第二开口125有足够的空间容纳滑板车的线材，同时保证第一管件121相对第二管件122转动时，第一开口124的边缘与对应的第二开口125的边缘之间的距离适中，避免线材被第一开口124、第二开口125错位“割伤”或“夹坏”。
具体地，如图3C中所示，所述径向界面为与轴心线垂直且同时经过第一开口124、第二开口125的平面，以所述平面与轴心线的相交点为圆心，以所述平面与所述第一开口124边缘的两个相交点为两个第一交点，一所述平面与所述第二开口125边缘的两个相交点为两个第二交点，所述圆心与两个所 述第一交点形成第二扇形区域A，所述圆心与两个所述第二交点形成第一扇形区域B，第一管件121相对第二管件122转动时，第一扇形区域B仅可在第二扇形区域A内转动，也即无论第一管件121如何转动，第一开口124不会超出第二扇形区域A，因此，在第一管件121相对第二管件122转动时，线材在第一开口124与第二开口125通过不会因第一开口124、第二开口125交错而被“割伤”。
可以理解，第一管件121的轴心线所处方向与第二管件122轴心线所处方向重合，优选的，第一管件121的轴心线与第二管件122的轴心线重合。
请继续参阅图3B，走线结构12还包括两轴承126，轴承126包括内圈1261和外圈1262，内圈1261套设在第一管件121的两端并与第一管件121固定连接，外圈1262被第二管件122套设并与第二管件122固定连接，第一管件121通过轴承126相对于第二管件122转动；在第一管件121两端设置有定位件127，以便与把手组件11及前轮组件13连接，具体地，第一管件121的两端设置成定位柱1271，包括但不限于此，
第一管件121的两端也可设置为齿、键槽等定位件127的结构，只要满足第一管件121与把手组件11、前轮组件13连接即可。第一管件121的一端与连杆114固定连接，另一端与时前轮组件13连接，第三管件123与车架组件14连接。
请继续参阅图3B，作为一种实施例，为限制第一管件121相对第二管件122旋转的角度，走线结构12还包括第一阻挡件128与第二阻挡件129，第一阻挡件128固定设置在第一管件121上，第二阻挡件129固定设置在第二管件122上，当第一管件121相对第二管件122转动时，第一阻挡件128与第二阻挡件129相互约束形成限制使第一管件121相对第二管件122转动角度为小于等于A。
第一开口124与第二开口125之间具有间隙。其中，间隙为第一管件121相对第二管件122转动时，第一开口124最左侧边缘与第二开口125最右侧边缘之间保留的能够让线材顺利通过且不发生打折的空间，或第一管件121相对第二管件122转动时，第一开口124最右侧边缘与第二开口125最左侧边缘之间保留的能够让线材顺利通过且不发生打折的空间。
通过设置第一阻挡件128和第二阻挡件129，当第一管件121相对第二管件122转动时，第一阻挡件128与第二阻挡件129相互约束以限制第一管件121相对第二管件122转动的角度，使得线材不会被第一开口124、第二开口125错位“割伤”或“夹坏”，进一步增加了滑板车电路的使用寿命。此外，通过限制第一管件121相对第二管件122转动时，第一开口124与第二开口125之间具有间隙，既能保证第一管件121相对第二管件122转动时有足够的空间容纳线材，又能避免线材被第一开口124、第二开口125错位“割伤”或“夹坏”，进一步增加了滑板车电路的使用寿命。
可选地，间隙尺寸大小为5mm-20mm。优选地，间隙尺寸大小为5mm。
第一阻挡件128、第二阻挡件129可为柱与孔的搭配或柱与柱的搭配，只要满足第一阻挡件128与第二阻挡件129形成限制使第一管件121在相对第二管件122在一方向上转动一定角度后无法继续旋转即可，具体地，第一阻挡件128为一限位凸起1281，限位凸起1281包括固定环1282与凸起1283，凸起1283与固定环1282的外沿固定连接，固定环1282固定套 设在第一管件121上，第二阻挡件129为一开设在第二管件122上的缺口1291与限位挡片1292，限位挡片1292设置在缺口1291沿第一管件121径向方向上的两端，凸起1283位于缺口1291及限位挡片1292之间，当第一管件121相对第二管件122转动时，凸起1283会被限位挡片1292阻挡，以限制凸起1283的转动角度小于等于A。优选地，角度A的取值为90-135°，位于此角度范围内的角度A，即不会影响用户的正常行驶，又可以保证安全。可以理解，可以不设置限位挡片1292，此时限位凸起1281与缺口1291沿第一管件121径向方向上的两端形成限制。
请参阅图3A，为增加第二管件122与第三管件123的连接强度，第三管件123包括连接筋130，所述连接筋130设置在第三管件123的轴向方向上，并与第二管件122和第三管件123固定连接。经连接筋130固定后，第二管件122和第三管件123在第二开口125处的连接更稳固。
可以理解，连接筋130可以为实心金属沿第三管件123的轴心线方向焊接在第二管件122与第三管件123，也可为空心金属，包括但不限于此，只要能加强第二管件122与第三管件123的连接即可。
请一并参阅图3A、图3B和3D，在本发明中，优选连接筋130为空心结构，所述第三管件123还包括衔接筋1231，连接筋130与衔接筋1231连接形成第三管件123并形成有第三开口(未标号)，第三开口的大小大于等于第二开口125的大小，连接筋130与衔接筋1231在第三管件123的轴向方向上固定连接，且连接筋130和/或衔接筋1231还与第二管件122固定连接，由于连接筋130为空心结构，即增加第三管件123径向方向上的内部空间，使得线材在第三管件123中可进行更大幅度的转动，而不必担心受阻，有利于对线材做进一步保护。
可以理解，在本发明中，第一开口124、第二开口125及第三开口的大小指的是其在与第一管件121轴线方向垂直方向上的尺寸大小，包括但不限于此，也可为其他方向上的尺寸大小，具体以实际需要设置。
优选地，连接筋130与衔接1231的数量均为两条，第三管件123由连接筋130和衔接筋1231交替并依次连接形成，界定两连接筋130之间的距离为k,第二开口125的最宽处为n，n:k＝(1.1-1.5)，进一步优选n:k＝(1.1-1.3)。如此可以使得在转动过程中，线材可转动空间较大，不容易与第三管件123的内壁产生剐蹭。
请参阅图4A和图4B，前轮组件13包括前轮组131、前叉132以及减振组件133，前叉132一端与走线结构12连接，减振组件133设置于前叉132和前轮组131之间以减缓前轮组131在行进过程中产生的振动。
具体地，前叉132包括前叉轴接部134以及与前叉轴接部134连接的减振连接部135，减振连接部135用于连接减振组件133和前叉轴接部134，前叉轴接部134与走线结构12之第一管件121的一端固定连接，以使使用者可以通过旋转把手组件11通过走线结构12带动前叉132同步跟随转动，从而实现前轮组件13的换向。
前轮组131包括轮毂电机136、前轮胎137以及转轴138，其中转轴138也是轮毂电机136的电机轴，轮毂电机136设置在前轮胎137内，该轮毂电机136与控制组件116电性连接， 通过控制组件116控制轮毂电机136围绕转轴138转动，故而轮毂电机136为外转子电机。
减振组件133设置于前叉132和转轴138之间，以弹性连接前叉132和转轴138，从而使得前轮组件13在行进过程若遇到振动，可以利用弹性缓冲实现减振。
优选地，减振组件133为两个，且分别设置在前轮组件13的转轴138轴向方向上的相对两侧。
在本发明中，前轮组件13还包括前置挡泥板139，前置挡泥板139设置于前叉132和前轮胎137之间，并与前叉132连接，以阻挡前轮组件13在行进中带起的杂物。
可以理解，前轮组件13可以不设置有轮毂电机136，或将轮毂电机136设置在后轮组件16上，即滑板车10为后轮驱动。
请参阅图5，后轮组件16包括后轮组161、刹车组件162以及轮组转轴163，轮组转轴163与后轮组161转动连接，刹车组件162与后轮组161连接用于实现后轮组161的刹车急停。具体地，刹车组件162包括刹车片164以及夹持组件165。刹车片164与后轮组161通过螺丝固定，夹持组件165与轮组转轴163或减振器15连接，并可相对刹车片164弹性位移以夹持刹车片164。刹车时，可以通过手刹组件向夹持组件165施力，以使夹持组件165夹持刹车片164，从而向与刹车片164连接的后轮组161施加阻力，实现后轮组161的刹车急停。使用者握紧手刹组件的力越大，制动效果越好，以至使后轮组161完全停止转动，使用者握紧手刹组件的力越小，制动效果越差以至刹车组件162对后轮组161没有力的作用。
减振器15连接后轮组件16之轮组转轴163和车架组件14以消减后轮组件16在行进过程中所产生的振动。
请参阅图6A，具体地，减振器15包括减振装置151与缓冲装置152，缓冲装置152与减振装置151叠合设置，缓冲装置152一端与车架组件14连接。
优选地，减振装置151整体呈“U”形；减振装置151优选为板簧，缓冲装置152的材质优选为金属；减振装置151具有较好地消减振动的作用，缓冲装置152主要对产生形变的减振装置151起缓冲保护作用，减少减振装置151因进一步发生形变而导致减振装置151折损事故的发生。
请继续参阅图6A，缓冲装置152包括结构相同的第一缓冲件1521和第二缓冲件1522，第一缓冲件1521与第二缓冲件1522一体成型而成或分体设置；减振装置151包括对称设置的第一减振件1511和第二减振件1512，优选地，第一减振件1511与第二减振件1512一体成型而成。第一缓冲件1521与第一减振件1511叠合设置，第二缓冲件1522与第二减振件1512叠合设置。第一减振件1511与第二减振件1512之间的距离从靠近车架组件14的一端到后轮组件16的一端逐渐变小，且第一缓冲件1521从靠近车架组件14的一端到靠近后轮组件16的一端逐渐变小，既有利于减振器15与车架组件14、后轮组件16的拆装，又随着减振装置151的宽度逐渐变细，增加了减振装置151的弹性，提升减振效果，由于第一减振件1511和第二减振件1512结构、作用基本一致，第一缓冲件1521、第二缓冲件1522结构、作用基本一致，故仅对第一减振件1511和第一缓冲件1521进行描述。
请参阅图6B，第一减振件1511包括固定连接的第一固定段1513、第一减振段1514与第一连接段1515，第一固定段 1513与车架组件14连接，第一连接段1515与后轮组件16连接，第一缓冲件1521包括固定连接的第一定位结构1523和第一缓冲结构1524，第一定位结构1523与车架组件14连接，第一缓冲结构1524远离车架组件14的一端为自由端。
请参阅图6C，第一缓冲结构1524包括依次平滑过渡连接的第一过渡段1525、第一缓冲段1526及第二过渡段1527，第一过渡段1525与第一固定段1513位置相对固定。
请一并参阅图6A和图6C，减振器15的最大厚度d为4-20mm，其中减振装置151的厚度d1为2-13mm，优选d1为3-10mm，缓冲装置152的厚度d2为2-13mm，优选d2为1-10mm。优选地，d1：d2＝0.8-1.2。第一缓冲结构1524的长度为L即在沿第一定位结构1523到第一缓冲结构1524的方向上，第一缓冲结构1524的一端到另一端的最短距离，第一缓冲结构1524的实际最短延伸长度为S，即沿第一定位结构1523到第一缓冲结构1524的方向上第一缓冲结构1524的展开长度，L与S的比值为1：(1.21-1.48)，优选地，L：S的比值为1：(1.25-1.45)，与之相关地，L优选为30-120mm。
请参阅图6D，第一减振段1514包括依次平滑固定连接的第一过渡部1516、第一缓冲部1517、第二过渡部1518、第一减振部1519，第一过渡部1516与第一固定段1513平滑过渡连接。第一缓冲部1517的设置能避免第一固定段1513与第一减振段1514直接连接导致应力集中对第一减振件1511造成损坏的问题。
请一并参阅图6E-图6H，第一过渡部1516、第一过渡段1525的形状优选为波浪形，第一过渡部1516上的切线与水平线一个方向所成的切角B1为0-55°，优选B1为0-48°，第一过渡段1525上的切线与水平线一个方向所成的切角B2为0-55°，优选B2为0-48°，第二过渡部1518、第二过渡段1527的形状优选为弧形，第二过渡部1518上的切线与水平线一个方向所成的切角B3为0-50°，优选B3为0-43°。第二过渡段1527上的切线与水平线一个方向所成的切角B4为0-50°，优选B4为0-43°。第一缓冲部1517与第一缓冲段1526均为平面结构。可以理解，在本发明中，由于第一缓冲结构1524与第一减振段1514完全贴合，因此第一过渡部1516对应于第一过渡段1525、第一缓冲部1517对应于第一缓冲段1526、至少部分的第二过渡部1518对应于第二过渡段1527完全贴合。优选地，第一缓冲结构1524与第一减振段1514贴合的面积为9-20平方厘米，进一步优选为10-15平方厘米。
第一过渡段1525也可为弧形，第二过渡段1527也可为波浪形，包括但不限于此，只要满足第一过渡段1525与第一过渡部1516、第二过渡段1527与第二过渡部1518完全贴合即可。
第一减振段1514形成有至少三个拱形凸起A，图6J为3个拱形凸起A(对应地，此时省略了第一缓冲段1526和第一缓冲部1517)，图6I为4个拱形凸起A，且每相邻两拱形凸起A的开口方向相异，设开口方向界定为两个方向，一个是水平向上的方向，一个是水平向下的方向，本发明优选为4个拱形凸起A，且优选第一固定段1513与第一过渡部1516产生的第一个拱形凸起A的开口方向为水平向下。优选地，第一减振段1514形成有至少3-6个拱形凸起1283，优选为3个，4个或5个。
第一缓冲结构1524至少与其中一拱形凸起1283之部分贴 合设置，如此，在第一减振段1514发生形变时，第一缓冲结构1524可一定程度上阻止第一减振段1514继续形变，以减少第一减振件1511折损的风险。优选地，第一缓冲结构1524和第一固定段1513与叠合设置的第一减振件1511完全贴合，以增大第一缓冲件1521与第一减振件1511的接触面积，以增进对第一减振段1514的保护。优选地，第一缓冲结构1524与拱形凸起1283贴合部位包括拱形凸起1283的拐点处。
可以理解，在一些实施例中，减振器15可以设置在前轮组件13上，以消减前轮组件13在行进过程中产生的振动。
请参阅图6G，作为一种实施例，第三管件123包括走线槽1232和盖板1233，走线槽1232一端沿第二开口125与第二管件122固定连接，盖板1233一端可拆卸式相邻于走线槽1232与第二管件122的连接处，盖板1233另一端可相对于走线槽1232翻动。通过这种结构，尤其在滑板车的组装时，通过翻动盖板1233，便于滑板车的线材顺利流经第一管件121、第二管件122和第三管件123，从而达到顺利导通滑板车的线材并将滑板车的线材收纳于管件内部的目的。
具体地，走线槽1232的槽口形状与盖板1233的形状匹配。
具体地，第三管件123与第二管件122一体成型。
请参阅图7，所述前轮组件13包括减振组件133，所述减振组件133设置于前叉132和前轮组131之间，减振组件133包括第一减振片1331、第二减振片1333以及应力片1332。第一减振片1331与前叉132连接，第二减振片1333与前轮组131连接，应力片1332设置于第一减振片1331和第二减振片1333之间，以消除第一减振片1331和第二减振片1333之间因形变产生的应力集中，从而在实现对滑板车的减振效果的同时可以有效延长减振组件133的使用寿命。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的原则之内所作的任何修改，等同替换和改进等均应包含本发明的保护范围之内。

Claims (15)

  1. 一种滑板车，其特征在于：所述滑板车包括把手组件、车架组件、前轮组件和走线结构，所述走线结构分别与所述把手组件、所述车架组件和所述前轮组件固定连接；
    所述走线结构包括第一管件、第二管件和第三管件；所述第二管件套设在所述第一管件外周侧且所述第一管件的轴心线与所述第二管件的轴心线重合；所述第一管件、所述第二管件上分别开设有第一开口和第二开口且所述第一开口和所述第二开口对应开设，所述第三管件一端沿所述第二开口与所述第二管件固定连接；
    当所述第一管件相对所述第二管件转动时，所述第一开口与所述第二开口之间具有间隙。
  2. 如权利要求1所述的滑板车,其特征在于,所述间隙尺寸大小为5mm-20mm。
  3. 如权利要求1所述的滑板车,其特征在于,所述走线结构进一步包括第一阻挡件和第二阻挡件，所述第一阻挡件固定设置在所述第一管件上，所述第二阻挡件固定设置在所述第二管件上，当所述第一管件相对所述第二管件转动时，所述第一阻挡件与所述第二阻挡件相互约束以限制所述第一管件相对所述第二管件转动的角度。
  4. 如权利要求3所述的滑板车,其特征在于：所述第一管件相对第二管件转动的角度为A，所述角度A为90-135°。
  5. 如权利要求1所述的滑板车,其特征在于：所述第三管件另一端与车架组件固定连接，所述第一开口的大小小于所述第二开口的大小；或者所述第一开口的大小大于所述第二开口的大小；或者所述第一开口的大小等于所述第二开口的大小；当第一开口的大小小于第二开口的大小，所述第三管件包括衔接筋及连接筋，所述第三管件由连接筋与衔接筋连接形成并形成有第三开口，第三开口的大小大于或等于第二开口的大小，连接筋与衔接筋在第三管件的轴向方向上固定连接，且连接筋和/或衔接筋与第二管件固定连接。
  6. 如权利要求3所述的滑板车,其特征在于,所述第一阻挡件为一限位凸起，所述限位凸起包括固定环与凸起，所述凸起与所述固定环的外沿固定连接，所述固定环套设固定在所述第一管件上；所述第二管件上开设有一缺口，所述第二阻挡件为设置在所述缺口沿与所述第一管件的径向方向上的两端设置的限位挡片；
    所述凸起位于所述缺口与所述限位挡片之间，当所述第一管件相对所述第二管件转动时，所述凸起会被所述限位挡片阻挡，以限制所述第一管件相对所述第二管件转动的角度。
  7. 如权利要求1所述的滑板车,其特征在于,所述第一开口的直径为10mm-20mm，所述第二开口的直径为10mm-20mm。
  8. 如权利要求1所述的滑板车,其特征在于,所述第三管件与所述第二管件一体成型，所述第三管件包括走线槽和盖板，所述走线槽一端沿所述第二开口与所述第二管件固定连接，所述盖板一端可拆卸式相邻于所述走线槽与所述第二管件的连接处，所述盖板另一端可相对于所述走线槽翻动。
  9. 如权利要求1所述的滑板车,其特征在于,所述走线结构进一步包括两轴承，两所述轴承设于所述第二管件两端，所述轴承包括内圈和外圈，所述第一管件与所述内圈固定连接，所述第二管件与所述外圈固定连接，所述第一管件通过所述轴承相对所述第二管件转动。
  10. 如权利要求11所述的滑板车，其特征在于：所述连接筋和衔接筋的数量均为两条，连接筋和衔接筋交替依次连接形成第三管件，两连接筋之间的距离为k，第二开口的最宽处为n，n:k＝(1.1-1.5)，两连接筋之间界定的直线与第二开口的最宽处界定的直线平行。
  11. 如权利要求1所述的滑板车，其特征在于：在第二管件对应于第一开口处的径向截面上，第二开口边缘与其圆心形成一第二扇形区域，所述第一开口边缘与其圆心形成一第一扇形区域，所述第一扇形区域仅可在第二扇形区域内转动，所述径向截面为与第一管件或第二管件的轴心线垂直且同时经过第一开口和第二开口的平面，以所述第一开口或者第二开口的平面与所述第一开口边缘的两个相交点为两个第一交点，一所述平面与所述第二开口边缘的两个相交点为两个第二交点，所述圆心与两个所述第一交点形成所述第二扇形区域，所述圆心与两个所述第二交点形成第一扇形区域。
  12. 如权利要求1所述的滑板车，其特征在于：所述滑板车还包括减振器，所述减振器一端用于与滑板车的车架组件，另一端用于与滑板车的前轮组件连接，所述减振器包括缓冲装置及减振装置，所述缓冲装置与减振装置叠合设置，所述缓冲装置包括第一缓冲件，所述第一缓冲件包括固定连接的第一定位结构和第一缓冲结构，所述第一定位结构用于与车架连接，所述减振装置包括第一减振件，所述第一减振件包括固定连接的第一固定段、第一减振段与第一连接段，所述第一固定段用于与车架连接，所述第一连接段用于与车轮组件连接，所述第一减振段包括至少三个拱形凸起，所述第一缓冲结构至少与其中一拱形凸起之部分贴合设置。
  13. 如权利要求12所述的滑板车，其特征在于：所述第一缓冲结构包括依次平滑过渡连接的第一过渡段、第一缓冲段及第二过渡段，所述第一过渡段与第一固定段固定连接，所述第一过渡段的切线与水平线一个方向的切角为0-48°，所述第二过渡段的切线与水平线一个方向的切角为0-43°。
  14. 如权利要求13所述的滑板车，其特征在于：所述第一过渡段、第二过渡段为波浪形或弧形。
  15. 如权利要求1所述的滑板车，其特征在于：所 述滑板车还包括后轮组件，所述前轮组件包括减振装置、前叉和前车轮组，所述减振装置设置于前叉和前车轮组之间，所述减振装置包括第一减振片、第二减振片以及应力片，所述应力片呈弧形设置于第一减振片和第二减振片之间以连接所述第一减振片和第二减振片，所述第二减震片远离应力片一端与第一减振片远离应力片一端之间具有间距，以使所述第一减振片和第二减振片之间形成一开口，在所述减振装置安装到前轮组和前叉之间后，所述开口背向或朝向后轮组件。
PCT/CN2020/085214 2019-03-16 2020-04-16 滑板车 WO2020187337A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US17/076,737 US11292540B2 (en) 2019-03-16 2020-10-21 Scooter

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201920344459.1U CN209700844U (zh) 2019-03-16 2019-03-16 滑板车
CN201920344459.1 2019-03-16
CN202020561449.6 2020-04-15
CN202020561449.6U CN212099175U (zh) 2020-04-15 2020-04-15 一种滑板车

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US17/076,737 Continuation US11292540B2 (en) 2019-03-16 2020-10-21 Scooter

Publications (1)

Publication Number Publication Date
WO2020187337A1 true WO2020187337A1 (zh) 2020-09-24

Family

ID=70333862

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/085214 WO2020187337A1 (zh) 2019-03-16 2020-04-16 滑板车

Country Status (3)

Country Link
US (1) US11292540B2 (zh)
EP (1) EP3712048A1 (zh)
WO (1) WO2020187337A1 (zh)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USD972652S1 (en) * 2019-11-08 2022-12-13 Zhejiang Taotao Vehicles Co., Ltd. Electric scooter
USD995650S1 (en) * 2020-06-08 2023-08-15 Jiangmen Xinlitong Technology., Ltd Scooter
USD994036S1 (en) * 2020-06-14 2023-08-01 Shenzhen Tomoloo Technology Industrial Co., Ltd. Electric scooter
USD943032S1 (en) * 2020-06-19 2022-02-08 Zhejiang Taotao Vehicles Co., Ltd Motorized scooter
USD1016176S1 (en) * 2020-07-13 2024-02-27 Zhejiang Taotao Vehicles Co., Ltd. Electric scooter
USD942550S1 (en) * 2020-08-04 2022-02-01 Wuyi Chuangxin Metal Tools Co. Ltd Electric scooter
USD1022051S1 (en) * 2020-09-28 2024-04-09 Fuzhou Leisiao Information Technology Co., Ltd. Electric scooter
USD976333S1 (en) * 2020-11-03 2023-01-24 Zhejiang Well Shine Industry & Trade Co., Ltd. Scooter
USD999835S1 (en) * 2021-12-08 2023-09-26 Jinhua Feiml Intelligent Technology Co., Ltd. Scooter
USD1000528S1 (en) * 2022-03-24 2023-10-03 Freeman It Limited Multifunctional off-road scooter
CN114988524B (zh) * 2022-05-30 2023-10-24 佛山市美的清湖净水设备有限公司 翻盖组件、顶盖装置及软水机
CN116476956B (zh) * 2023-06-16 2023-09-08 纳恩博（常州）科技有限公司 内走线装置和代步车

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN206427198U (zh) * 2017-01-05 2017-08-22 杭州麦威智能科技有限公司 滑板车的隐藏式走线结构
CN207129079U (zh) * 2017-08-16 2018-03-23 东峡大通（北京）管理咨询有限公司 一种车辆组件及车辆
CN108528605A (zh) * 2018-02-05 2018-09-14 深圳市欣力通科技有限公司 一种减振装置、滑板车及车辆
US20180273132A1 (en) * 2017-03-22 2018-09-27 Wei Hau Accessories Co., Ltd. Bicycle front fork and internal cable routing system
CN208021647U (zh) * 2018-01-10 2018-10-30 东峡大通（北京）管理咨询有限公司 一种车辆及其车架
CN109018153A (zh) * 2018-08-15 2018-12-18 深圳市欣力通科技有限公司 一种减振装置及滑板车
CN209700844U (zh) * 2019-03-16 2019-11-29 深圳市欣力通科技有限公司 滑板车
CN209818611U (zh) * 2019-03-16 2019-12-20 深圳市欣力通科技有限公司 减振器及滑板车

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2822795A1 (fr) * 2001-04-02 2002-10-04 Franck Jean Savard Fourche a suspension, particulierement economique a fabriquer pour vehicules equipes preferentiellement de petites roues telles que patinettes
US7891687B2 (en) * 2004-12-10 2011-02-22 Magna Marque International Inc. Method to conceal bicycle control cables within the handlebars, stem and frame
JP4164087B2 (ja) * 2005-11-16 2008-10-08 株式会社シマノ 自転車用ケーブル配索装置
CA2725843A1 (en) * 2008-06-06 2009-12-10 Societe De Velo En Libre-Service Fork assembly for a bicycle
EP3450294B1 (de) * 2017-08-29 2020-03-11 Brake Force One GmbH Höhenverstellbare lenkeinrichtung für kleinfahrzeuge
CN207843157U (zh) * 2018-01-23 2018-09-11 项灿 一种头管走线保护机构
CN207860371U (zh) * 2018-02-05 2018-09-14 深圳市欣力通科技有限公司 一种减振装置、滑板车
DE102020113430A1 (de) * 2020-05-18 2021-11-18 Santé Miguel Pelot Einspuriges Landfahrzeug
CN112124464B (zh) * 2020-10-10 2021-10-29 浙江金棒运动器材有限公司 一种电动滑板车

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN206427198U (zh) * 2017-01-05 2017-08-22 杭州麦威智能科技有限公司 滑板车的隐藏式走线结构
US20180273132A1 (en) * 2017-03-22 2018-09-27 Wei Hau Accessories Co., Ltd. Bicycle front fork and internal cable routing system
CN207129079U (zh) * 2017-08-16 2018-03-23 东峡大通（北京）管理咨询有限公司 一种车辆组件及车辆
CN208021647U (zh) * 2018-01-10 2018-10-30 东峡大通（北京）管理咨询有限公司 一种车辆及其车架
CN108528605A (zh) * 2018-02-05 2018-09-14 深圳市欣力通科技有限公司 一种减振装置、滑板车及车辆
CN109018153A (zh) * 2018-08-15 2018-12-18 深圳市欣力通科技有限公司 一种减振装置及滑板车
CN209700844U (zh) * 2019-03-16 2019-11-29 深圳市欣力通科技有限公司 滑板车
CN209818611U (zh) * 2019-03-16 2019-12-20 深圳市欣力通科技有限公司 减振器及滑板车

Also Published As

Publication number Publication date
US20210323626A1 (en) 2021-10-21
EP3712048A1 (en) 2020-09-23
US11292540B2 (en) 2022-04-05

Similar Documents

Publication Publication Date Title
WO2020187337A1 (zh) 滑板车
ES2616091T3 (es) Vehículo
WO2019148881A1 (zh) 车
WO2019148768A1 (zh) 一种减振装置、滑板车及车辆
TW201006713A (en) Motor vehicle and rickshaw and tilting mechanism thereof
JP2008030648A5 (zh)
CN209818611U (zh) 减振器及滑板车
WO2019044471A1 (ja) 傾斜車両
CN209700844U (zh) 滑板车
CN212099175U (zh) 一种滑板车
TW201542413A (zh) 人力推進式車輛
TWI574877B (zh) 自行車剎車總成
CN109018153A (zh) 一种减振装置及滑板车
CN208498698U (zh) 代步车辆
JPH09290790A (ja) 自転車用フレーム
JPS58156401A (ja) 樽形車輪をそなえてなる二輪車
JP6352590B2 (ja) 鞍乗り型車両のホイール及びその周辺構造
WO1997046072A2 (fr) Anneaux de contreventement
JP3180027U (ja) 歩行車
TWM308225U (en) Device for limiting the moving angle of bicycle
JPH06227204A (ja) 自転車用走行補助構造
TWM600281U (zh) 車輛過彎平衡裝置
CN206202545U (zh) 转向装置及具有其的儿童滑板车
TWM572860U (zh) Hydraulic brake operating device
TWM559270U (zh) 手動同步煞車之安全結構

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20772935

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

32PN Ep: public notification in the ep bulletin as address of the adressee cannot be established

Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205A DATED 21/01/2022)

122 Ep: pct application non-entry in european phase

Ref document number: 20772935

Country of ref document: EP

Kind code of ref document: A1