CN108528605A - A kind of vibration absorber, scooter and vehicle - Google Patents

Abstract

The present invention relates to machinery field more particularly to a kind of vibration absorbers and scooter.Vibration absorber provided by the invention includes vibration-damped component, the vibration-damped component includes the fixed section being fixedly connected sequentially, vibration damping section and linkage section, the fixed section is fixedly connected with vehicle frame, the linkage section is fixedly connected with vehicle wheel component, the straight line shortest distance of one end of the vibration damping section to the other end is L, the practical most short development length of vibration damping section is S, L:S is 1:(1.16‑2).Scooter and vehicle provided by the invention include above-mentioned vibration absorber, and the present invention has the advantages that good damping result.

Description

A vibration damping device, a scooter and a vehicle

【Technical field】

The invention relates to the mechanical field, in particular to a shock absorbing device, a scooter and a vehicle.

【Background technique】

With the development of the times, people began to choose a healthier way of travel - scooters. In order to make the rider more comfortable, the wheels are equipped with shock absorbers.

But the damping device of existing scooter is coil spring mostly, and the effect that coil spring is used on scooter is unsatisfactory, even useful leaf spring replaces coil spring, but comfort is still unsatisfactory. Therefore, the unsatisfactory problem of the damping effect of the damping device of the existing scooter has become a problem to be solved urgently in the manufacture, production and use of the scooter.

【Content of invention】

In order to overcome the problem of unsatisfactory damping effect of the existing damping device of the scooter, the invention provides a damping device, a scooter and a vehicle.

The solution of the present invention to solve the technical problem is to provide a vibration damping device, which includes a vibration damper, and the vibration damper includes a fixed section, a vibration damping section and a connecting section that are fixedly connected in sequence, and the fixed section is fixedly connected with the vehicle frame , the connecting section is fixedly connected to the wheel assembly, the shortest straight line distance from one end of the damping section to the other end is L, the actual shortest extension length of the damping section is S, and L:S is 1:(1.16-2).

Preferably, the vibration-damping section includes a first transition part, a buffer part, a second transition part and a vibration-damping part integrally formed in sequence with smooth transitions, and the end of the first transition part away from the buffer part is connected to the fixed section, The buffer part is connected to the vehicle frame, and the end of the shock absorbing part away from the second transition part is connected to the connecting section.

Preferably, the first transition portion, the second transition portion, and the damping portion are wave-shaped or arc-shaped, and the buffer portion is a planar structure.

Preferably, the damping section has at least three arched protrusions, and the opening directions of two adjacent arched protrusions are different.

Preferably, a hollow column pad is also included, the column pad is arranged between the buffer part and the vehicle frame, and the column pad can be deformed under force.

Preferably, the length ratio of the buffer portion and the fixed section is 1:(2-6).

Preferably, the length ratio of the second transition part, the first transition part and the damping part is 1:(1-3):(2.8-6).

Preferably, the length ratio of the buffering portion, the first transition portion, the second transition portion, and the damping portion is 1:(2-3.5):(1.2-2):(5.5-6.5), and the first transition portion It is wave-shaped, and the cut angle between the tangent line and the horizontal line is 0-55°. The second transition part is arc-shaped, and the cut angle between the tangent line and the horizontal line is 0-50°.

The solution to the technical problem of the present invention also provides a vehicle, which includes a vehicle frame, any vibration damping device as described above, and a wheel assembly. One end of the vibration damping device is connected to the vehicle frame, and the other end is connected to the wheel assembly.

The solution to the technical problem of the present invention also provides a scooter, which includes a vehicle frame, any vibration damping device as described above, and a wheel assembly. One end of the vibration damping device is connected to the vehicle frame, and the other end is connected to the wheel assembly.

Compared with the prior art, the vibration damping device of the present invention includes a vibration damper, and the vibration damper includes a fixed section, a vibration damping section and a connecting section, and the farthest distance from the end of the fixed section close to the vibration damping section to the vibration damping section is the same as that of the vibration damping section. The ratio of the actual length of the vibration section is 1:(1.16-2), and the vibration reduction effect of the vibration reduction device in this range is good.

The vibration damping section of the vibration damping device of the present invention includes a first transition portion, a buffer portion, a second transition portion, and a vibration damping portion that are sequentially and smoothly transitioned and fixedly connected. The smooth transition connection is conducive to increasing the service life of the vibration damping device and the vibration damping device Strength of.

The first transition part, the second transition part, and the vibration damping part of the present invention are wave-shaped or arc-shaped, and the arc-shape or wave shape is beneficial to improve the vibration-damping effect.

The damping section of the present invention has at least three arched protrusions, the opening directions of two adjacent arched protrusions are different, and the different opening directions of the arched protrusions and their adjacent openings are beneficial to increase the vibration damping device. Elasticity for increased vibration damping effect.

The vibration damping device of the present invention also includes a hollow column pad, the column pad is arranged between the buffer part and the vehicle frame, the column pad can be deformed under a force, and the column pad contacts the vehicle frame when the vibration amplitude of the vibration damping device is too large and produces Deformation to counteract the elastic force from the excessive amplitude of the vibration damping device to achieve the effect of vibration reduction.

The length ratio of the buffer part and the fixed section of the present invention is preferably 1:(2-6), the ratio is appropriate, and the stress relief and shock absorption effects are better.

The length ratio of the second transition part, the first transition part and the shock absorbing part of the present invention is 1: (1-3): (2.8-6), which is moderate in proportion and is beneficial to increase the shock absorbing effect.

The first transition portion of the present invention is preferably wave-shaped, and the second transition portion is preferably arc-shaped, and the cut angles between their tangent and the horizontal line in one direction are 0-55° and 0-50°, and the angle is not too large, not only It is beneficial to increase the elasticity of the vibration damping device, and is also beneficial to reduce the damage of the vibration damping device and increase the service life.

【Description of drawings】

Fig. 1 is a three-dimensional structural schematic view of the scooter of the present invention.

Fig. 2 is a three-dimensional structural schematic view of the handle and the pole of the scooter of the present invention.

Fig. 3 is a schematic exploded structure diagram of the scooter folding mechanism, front wheel assembly and vehicle frame of the present invention.

Fig. 4a is a schematic perspective view of the folding mechanism in the scooter of the present invention.

Fig. 4b is a schematic perspective view of the folding state of the folding mechanism in the scooter of the present invention.

Fig. 5a is a schematic exploded structure diagram of the damping device and the rear wheel assembly in the scooter of the present invention.

Fig. 5b is a schematic diagram of the three-dimensional structure of Fig. 5a before explosion.

Fig. 6a is a schematic perspective view of the three-dimensional structure of the damping device in the scooter of the present invention.

Fig. 6b is a schematic plan view of the vibration damping device in the scooter according to the present invention.

Fig. 6c is a schematic plan view of the vibration damping device in the scooter of the present invention from another perspective.

Fig. 6d is a schematic plan view of a modified embodiment of the damping device in the scooter of the present invention.

【Detailed ways】

In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be further described in detail below in conjunction with the accompanying drawings and implementation examples. It should be understood that the specific embodiments described here are only used to explain the present invention, not to limit the present invention.

Referring to Fig. 1, scooter 10 of the present invention comprises handle 11, pole 12, folding mechanism 13, vehicle frame 14, damping device 15 and wheel assembly 9, and described wheel assembly 9 comprises front wheel assembly 16 and rear wheel assembly 17. The handle 11 is fixedly connected to the pole 12 in a "T" shape, one end of the folding mechanism 13 is fixedly connected to the pole 12, the other end is connected to the front wheel assembly 16, one end of the vehicle frame 14 is connected to the folding mechanism 13, and the other end is connected to the One end of the shock absorber 15 is connected, and the other end of the shock absorber 15 is connected with the rear wheel assembly 17 . In the present invention, for convenience of description, the end of the vehicle frame 14 close to the folding mechanism 13 is defined as the front section, and the end of the vehicle frame 14 close to the rear wheel assembly 17 is defined as the rear end.

Referring to Fig. 2, the handle 11 includes a first handle position 111, a second handle position 112, a cross bar 113, a faucet 114, a control element 115, a bell 116 and a hand brake 117, and the cross bar 113 passes through the two ends of the faucet 114 and connects with the faucet 114. The fixed connection or the cross bar 113 is integrally formed with the faucet 114 . In the present invention, the cross bar 113 passes through both ends of the faucet 114 and is fixedly connected with the faucet 114 as an example for illustration. One end of the cross bar 113 is provided with a first handle position 111, the other end is provided with a second handle position 112, the bell 116, the control element 115 and the hand brake 117 are arranged on the cross bar 113, specifically the bell 116 is arranged on the second Between the handle position 112 and the faucet 114 and close to one end of the second handle position 112, the fixed position of the handbrake 117 and the cross bar 113 is located between the bell 116 and the faucet 114 and close to the end of the bell, and the control element 115 is arranged at the first handle position Between 111 and the faucet 114 and close to one end of the first handle position 111, the other end of the faucet 114 is fixedly connected with the pole 12, so that the handle 11 and the pole 12 are in a "T" shape.

Referring to Fig. 3, the vehicle frame 14 includes a socket portion 141, a wheel cover 142, a vehicle plate 143, a stand 144 and a battery assembly 145, the socket portion 141 is arranged on the front end of the vehicle plate 143 and is socketed with the folding mechanism 13, and the socket The setting of the connection part 141 makes the assembly and disassembly between the folding mechanism 13 and the vehicle frame 14 very convenient. The wheel cover 142 is arranged on the rear end of the vehicle plate 143 and is arranged directly above the rear wheel assembly 17. The wheel cover 142 acts as a fender role. The battery assembly 145 is arranged on the vehicle frame 14 on the side opposite to the wheel cover 142 or on the same side, preferably the battery assembly 145 is arranged on the vehicle frame 14 on the side opposite to the wheel cover 142, and the battery assembly 145 includes an outer casing 1451, The controller 1452 and the power supply 1453, the outer casing 1451 is fixedly connected with the vehicle frame 14 and forms a storage cavity between them, the controller 1452 is electrically connected with the power supply 1453 and is stored in the storage cavity. The supporting feet 144 are arranged on the bottom surface of the vehicle frame 14, and the supporting feet 144 can be rotated. When the scooter 10 needs to be parked, the rider will rotate the supporting feet 144 out. When using the scooter 10, the supporting feet 144 can be rotated back. .

Please continue to refer to FIG. 3 , preferably, the front wheel assembly 16 includes a hub motor 161, a front tire 162 and a positioning shaft 163, the positioning shaft 163 is also the motor shaft of the hub motor 161, the hub motor 161 is arranged in the front tire 162, and the hub motor 161 Rotate around the positioning shaft 163, so the hub motor 161 is an outer rotor motor. The front wheel assembly 16 also includes a fixing frame 164 , one end of the fixing frame 164 is fixedly connected to the folding mechanism 13 , and the other end is fixedly connected to the positioning shaft 163 . As a modification, the hub motor 161 can also be arranged on the rear wheel assembly 17, that is, the scooter 10 is driven by the rear wheel.

Please refer to FIG. 2 and FIG. 3 together. The control element 115 and the in-wheel motor 161 are electrically connected to the controller 1425 respectively. The control element 115 sends a circuit switch signal for controlling the start of the scooter 10 to adjust the speed of the scooter 10. The gear position signal, the signal for accelerating the scooter 10 and/or the signal for controlling the light switch of the scooter 10 are sent to the controller 1425, and the controller 1425 processes according to the corresponding electrical signal.

4a and 4b, the folding mechanism 13 includes a first connecting portion 131, a second connecting portion 132 and a third connecting portion 133, and the second connecting portion 132 is disposed between the first connecting portion 131 and the third connecting portion 133 , the three are detachably fixedly connected, the first connecting portion 131 is fixedly connected to the upright 12 , the third connecting portion 133 is fixedly connected to the front wheel assembly 16 , and is socketed with the socket portion 141 of the vehicle frame 14 . Wherein, the first connecting part 131 can rotate relative to the second connecting part 132, so that the scooter 10 changes from a vertical state to a folded state, which is convenient for storage.

5a and 5b, the rear wheel assembly 17 includes a rear tire 171, a brake assembly 172, a central shaft 173, a first nut 174 and a second nut 175, and the central shaft 173 is located at the axis of the rear tire 171, both Rotatably connected, the brake assembly 172 is preferably a disc brake, which is arranged on one side of the rear tire 171 and connected with the central shaft 173 . In this embodiment, one end of the brake assembly 172 is also fixedly connected to the damping device 15 , preferably by welding. It can be understood that the brake assembly 172 can be connected to either the central shaft 173 or the vibration damping device 15 . The central shaft 173 is fixedly connected with the damping device 15 . The end of the central shaft 173 is threaded, and the first nut 174 and the second nut 175 are threadedly connected with the two ends of the central shaft 173 exposed to the rear tire 171 respectively. The handbrake 117 is connected with the brake assembly 172, and the brake assembly 172 is connected with the damping device 15 by welding so that when the rider holds the handbrake 117 tightly, the disc brake acts on the rear tire 171 by applying the force from the handbrake 117 to the rear tire 171. When the rider holds the handbrake 117 tightly, the handbrake 117 will transmit the active force to the brake assembly 172. Therefore, the brake assembly 172, that is, the disc brake, will brake the rear tire 171. The greater the force of the rider holding the handbrake 117, the greater the braking effect The better it is so that the rear wheels 171 stop rotating completely, the rider's power to hold the handbrake 117 is smaller, and the braking effect is worse so that the disc brakes have no force on the rear tires 171.

Referring to Fig. 6a, the damping device 15 is preferably a leaf spring structure, including a first damper 151 and a second damper 155, the first damper 151 and the second damper 155 are symmetrical in structure and fixedly connected, The first shock absorber 151 and the second shock absorber 155 can also be designed independently of each other. In the present invention, it is preferred that the first shock absorber 151 and the second shock absorber 155 are axisymmetric and integrally formed. The first shock absorber 151 includes a first fixing section 152 , a first shock absorbing section 153 and a first connecting section 154 which are sequentially fixedly connected. The second shock absorber 155 includes a second fixing section 1551 , a second shock absorbing section 1552 and a second connecting section 1553 which are sequentially fixedly connected. The first fixing section 152 and the second fixing section 1551 are connected to the vehicle frame 1414 respectively, and the first connecting section 154 and the second connecting section 1553 are connected to the rear wheel assembly 17 respectively. A notch 156 is formed between the first shock absorber 151 and the second shock absorber 155. As an option, the shape of the notch 156 is adapted to the shape of the rear wheel assembly 17, and the size of the notch 156 is slightly larger than that of the rear wheel assembly. The size of the tire 171 is such that the rear tire 171 is not rubbed by the shock absorber 15 . Preferably, the overall shape of the damping device 15 is a "U" shape. Since the first shock absorber 151 and the second shock absorber 155 are axisymmetric structures and have basically the same function, only the first shock absorber 151 will be described. The first fixing section 152 is preferably fixedly connected to the vehicle frame 14 by means of bolts.

Please continue to refer to FIG. 6a, the first damping section 153 includes a first transition portion 1531, a first buffer portion 1532, a second transition portion 1533, and a first vibration damping portion 1534 that are smoothly and fixedly connected in sequence. The first transition portion 1531 is far away from the first transition portion 1531. One end of a buffer portion 1532 is connected to the first fixing section 152 , and one end of the first damping portion 1534 away from the second transition portion 1533 is connected to the first connecting section 154 . The first buffer part 1532 is a planar structure and is connected or not connected with the vehicle frame 14. For the needs of the fixing degree and comfort of the shock absorbing device 15, the first buffer part 1532 is preferably connected with the vehicle frame 14. Preferably, the first buffer The part 1532 is connected with the frame 14 by means of studs. The shock absorbing device 15 also includes a hollow column pad 157, which is arranged between the first buffer portion 1532 and the vehicle frame 14, specifically, the column pad 157 is provided at the joint between the first buffer portion 1532 and the vehicle frame 14. On the stud (not shown), the radial dimension of the hollow part of the post pad 157 is slightly larger than the stud so that the post pad 157 can rotate freely on the stud, and the axial dimension of the post pad 157 is less than or equal to the state where the scooter 10 is stopped. The distance from the lower first buffer portion 1532 to the frame 14 , preferably, the size of the post pad 157 is equal to the distance from the first buffer portion 1532 to the frame 14 . The column pad 157 is deformable under force, and the material of the column pad 157 is preferably Urex glue. The setting of the first buffer portion 1532 can not only strengthen the degree of fixed connection between the first shock absorber 151 and the vehicle frame 14, but also avoid stress concentration caused by the direct connection of the first fixed section 152 and the first shock absorber section 153 to the first shock absorber. In order to solve the problem of damage caused by component 151, it can also cooperate with the column pad 157 when the vibration amplitude of the vibration damping device 15 is too large to spring close to the vehicle frame 1414, and the column pad 157 contacts the vehicle frame 14 and produces deformation to offset the excessive vibration amplitude of the vibration damping device 15. The incoming elastic force achieves the effect of shock absorption. The first transition portion 1531 is disposed between the first fixing section 152 and the first buffer portion 1532 , and is curved to avoid stress concentration and provide shock absorption. The first connecting section 154 is fixedly connected to one end of the central shaft 173 of the rear wheel assembly 17, and the arrangement of the first damping portion 1534 is beneficial to reduce the vibration of the vehicle.

Please continue to refer to FIG. 6a, the first connecting section 154 is a hollow cylinder, the first connecting section 154 is arranged inside the end 1536 of the first damping part 1534 and is fixedly connected with the first connecting section 154, preferably , the first damping portion 1534 and the first connecting section 154 are integrally formed. Moreover, the inner side of the end portion 1536 of the first damping portion 1534 matches the shape of the side surface of the first connecting section 154 so that the two can be connected smoothly. The shape of the hollow part of the first connecting section 154 is preferably cylindrical and the radial dimension matches the radial dimension of the part where the central axis 173 exposes the rear tire 171. The length of one side of 171 is such that the first nut 174 is threadedly connected to the central shaft 173 after the first connecting section 154 is matched with the central shaft 173 . In this embodiment, the brake assembly 172 is arranged on one side of the rear wheel 171, and is fixedly connected to the first shock absorber 1534. Preferably, one end of the brake assembly 172 is fixed to the first shock absorber 1534 by welding. Specifically, one end of the brake assembly 172 is fit to the side of the first connecting section 154 and welded to the side of the first connecting section 154 .

Please refer to Fig. 6b, the distance L7 between the first shock absorber 151 and the second shock absorber 155 gradually decreases from the end close to the vehicle frame 14 to the end of the rear wheel assembly 17, which is beneficial to the vibration damping device 15 and the vehicle. The assembly and disassembly of the frame 14 and the rear wheel assembly 17 increases the elasticity of the vibration damping device 15 along with the narrowing of the width from the first fixing section 152 to the first damping section 153, which is also conducive to improving the vibration damping effect.

Please refer to Fig. 6a and Fig. 6b together, the thickness d of the damping device 15 of the scooter 10 is 2-13mm, preferably d is 3-10mm, preferably d is 3-7mm, most preferably thickness d is 4mm, The length L1 of the vibration device 15 is 150-240mm, preferably L1 is 160-220mm, more preferably L1 is 180-210mm, most preferably L1 is 190mm or 195mm or 200mm. When the length L3 and L2 ratio of the first buffer portion 1532 and the first fixed section 152 are in the range of 1:(2-6), preferably 1:(2.5-5) or 1:(3-4), they are compatible with the vehicle frame 14 The connection tightness and shock absorption effect are the best, and it is further preferable that L3:L2 is 1:3. When the ratio of the lengths L5 and L4 of the second transition portion 1533 to the first transition portion 1531 is 1:(1-3), preferably 1:(1.2-2.3) or 1:(1.3-1.6), the stress relief and The shock absorption effect is the best, and it is further preferred that L5:L4 is 1:1.6. When the ratio of the lengths L5 and L6 of the second transition portion 1533 to the first damping portion 1534 is 1:(2.8-6), preferably 1:(3.5-5.3) or 1:(4-4.8), the shock absorption The effect is the best, and it is more preferable that L5:L6 is 1:4.7. The ratio of the lengths L5, L4 and L6 of the second transition portion 1533 to the first transition portion 1531 to the first damping portion 1534 is 1:(1-3):(2.8-6), preferably 1:(1.2-2.3) :(3.5-5.3) or 1:(1.3-1.6):(4-4.8) in the range, the stress relief and vibration damping effects are the best, and the ratio of L5, L4 and L6 is further preferably 1:1.6:4.7. The length ratio L3:L4:L5:L6 of the first buffer portion 1532, the first transition portion 1531, the second transition portion 1533, and the first damping portion 1534 is preferably 1:(2-3.5):(1.2-2 ):(5.5-7), more preferably 1:(2-2.7):(1.3-1.8):(6-6.9). The length of the first damping section 153 is the shortest distance from one end of the first damping section 153 to the other end along the direction from the first fixed section 152 to the first damping section 153. The first damping section 153 The actual shortest extension length is S, that is, the expanded length of the first damping section 153 along the direction from the first fixing section 152 to the first damping section 153, and the ratio of L to S is 1:(1.16-2), preferably Specifically, the ratio of L:S is 1:(1.2-1.5), the length L2 of the first fixed section 152 is 30-60mm, preferably L2 is 40-55mm, more preferably L2 is 40-45mm, most preferably L2 is 42.7mm . Preferably, the actual shortest extension length of the first damping portion 1534 is (1.2-1.8)L, more preferably (1.35-1.6)L. In relation thereto, L is preferably 145-170 mm, and S is preferably 160-200 mm. Preferably, the actual shortest length of the first transition portion 1531 is (1.2-1.4) L3, more preferably (1.25-1.35) L3. Preferably, the actual shortest length of the second transition portion 1533 is (1.1-1.4) L5, more preferably (1.15-1.25) L5.

Please refer to Fig. 6c, the shapes of the first damping portion 1534, the first transition portion 1531 and the second transition portion 1533 are wavy or arc-shaped, preferably, the first transition portion 1531 is wavy, and the tangent line and the horizontal line on it The cut angle θ1 formed by one direction is 0-55°, preferably θ1 is 0-45°, the second transition portion 1533 is arc-shaped, and the cut angle θ2 between the tangent line and the horizontal line in one direction is 0-50°, preferably θ2 0-45°, preferably, the first damping portion 1534 is arc-shaped.

The first damping section 153 is formed with at least 3 arched protrusions A, Figure 6d shows 3 arched protrusions A, at this time the first buffer portion 1532 is omitted, Figure 6c shows 4 arched protrusions A, and The opening directions of each adjacent two arched protrusions A are different, and the opening direction is defined as two directions, one is the horizontal upward direction, and the other is the horizontal downward direction. In the present invention, four arched protrusions 1535 are preferred. , and preferably the opening direction of the first arched protrusion A formed by the first fixing section 152 and the first transition portion 1531 is horizontally downward. Preferably, the first damping section 153 is formed with at least (3-6) arched protrusions, preferably 3, 4 or 5.

Please refer to FIG. 6d , as a modification, the first damping section 153 is formed with three arched protrusions.

In this embodiment, an inflection point 1537 is formed at the junction of the second transition portion 1533 and the first vibration reduction portion 1534 , so the second transition portion 1533 and the first vibration reduction portion 1534 can be defined by the inflection point 1537 .

The damping device 15 can also be applied to the wheels of other vehicles to reduce the vibration of other vehicles.

Compared with the prior art, the vibration damping device of the present invention includes a vibration damper, and the vibration damper includes a fixed section, a vibration damping section and a connecting section, and the farthest distance from the end of the fixed section close to the vibration damping section to the vibration damping section is the same as that of the vibration damping section. The ratio of the actual length of the vibration section is 1:(1.16-2), and the vibration reduction effect of the vibration reduction device in this range is good.

The vibration damping section of the vibration damping device of the present invention includes a first transition part, a buffer part, a second transition part and a vibration damping part which are sequentially and smoothly transitioned and fixedly connected, and the smooth transition connection is beneficial to increase the service life of the vibration damping device.

The first transition part, the second transition part, and the vibration damping part of the present invention are wave-shaped or arc-shaped, and the arc-shape or wave shape is beneficial to improve the vibration-damping effect.

The damping section of the present invention has at least three arched protrusions, the opening directions of two adjacent arched protrusions are different, and the different opening directions of the arched protrusions and their adjacent openings are beneficial to increase the vibration damping device. Elasticity for increased vibration damping effect.

The vibration damping device of the present invention also includes a hollow column pad, the column pad is arranged between the buffer part and the vehicle frame, the column pad can be deformed under a force, and the column pad contacts the vehicle frame when the vibration amplitude of the vibration damping device is too large and produces Deformation to counteract the elastic force from the excessive amplitude of the vibration damping device to achieve the effect of vibration reduction.

The length ratio of the buffer part and the fixed section of the present invention is preferably 1:(2-6), the ratio is appropriate, and the stress relief and shock absorption effects are better.

The length ratio of the second transition part, the first transition part and the shock absorbing part of the present invention is 1: (1-3): (2.8-6), which is moderate in proportion and is beneficial to increase the shock absorbing effect.

The first transition portion of the present invention is preferably wave-shaped, and the second transition portion is preferably arc-shaped, and the cut angles between their tangent and the horizontal line in one direction are 0-55° and 0-50°, and the angle is not too large, not only It is beneficial to increase the elasticity of the vibration damping device, and is also beneficial to reduce the damage of the vibration damping device and increase the service life.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the principles of the present invention shall be included within the protection scope of the present invention.

Claims (10)

1. A vibration damping device, which is used for one end to be connected with the vehicle frame of the car, and the other end is connected with the wheel assembly of the car to reduce the vibration of the car, it is characterized in that: the vibration damping device comprises a shock absorber, the damping The vibrator includes a fixed section, a vibration damping section and a connecting section that are fixedly connected in sequence. The fixed section is fixedly connected to the vehicle frame, and the connecting section is fixedly connected to the wheel assembly. The straight line from one end of the vibration damping section to the other end is the shortest The distance is L, the actual shortest extension length of the damping section is S, and L:S is 1:(1.16-2). 2. The vibration damping device according to claim 1, characterized in that: the damping section comprises a first transition part, a buffer part, a second transition part and a vibration damping part which are sequentially and smoothly transitioned integrally formed, the An end of the first transition part away from the buffer part is connected to the fixed section, the buffer part is connected to the vehicle frame, and an end of the shock absorbing part away from the second transition part is connected to the connecting section. 3. The vibration damping device according to claim 2, wherein the first transition portion, the second transition portion, and the vibration damping portion are wave-shaped or arc-shaped, and the buffer portion is a planar structure. 4. The vibration damping device according to claim 1, wherein the vibration damping section has at least three arched protrusions, and the opening directions of two adjacent arched protrusions are different. 5. The shock absorbing device according to claim 2, characterized in that: the shock absorbing device further comprises a hollow column pad, the column pad is arranged between the buffer part and the vehicle frame, and the column pad can be deformed under force . 6. The vibration damping device according to claim 2, characterized in that: the length ratio of the buffer portion and the fixed section is 1:(2-6). 7. The vibration damping device according to claim 2, characterized in that: the length ratio of the second transition portion, the first transition portion and the vibration damping portion is 1:(1-3):(2.8-6). 8. The vibration damping device according to claim 2, characterized in that: the length ratio of the buffer section, the first transition section, the second transition section and the vibration damping section is 1:(2-3.5):(1.2-2 ): (5.5-7), the first transition part is wave-shaped, and the tangent angle between its tangent and the horizontal line is 0-55 °, and the second transition part is arc-shaped, and the tangent and the horizontal line are in one direction Cutting angle is 0-50°. 9. A vehicle, characterized in that: the vehicle comprises a vehicle frame, a shock absorbing device and a wheel assembly as claimed in any one of claims 1-8, one end of the shock absorbing device is connected to the vehicle frame, and the other end is connected to the wheel assembly connect. 10. A scooter, characterized in that: the scooter comprises a vehicle frame, a wheel assembly and the damping device according to any one of claims 1-8, one end of the damping device is connected to the vehicle frame, and the other end is connected to the vehicle frame. Wheel assembly connection.