A front suspension for a racing vehicle
By combining rocker arms, upper wishbone, lower wishbone, and multi-directional ball hinge structure, the motion coordination problem of the front suspension of the racing vehicle during multi-state switching is solved, the stability of wheel alignment parameters and shock absorption effect are achieved, and the handling precision and component life of the vehicle are improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- JINZHONG VOCATIONAL & TECHN COLLEGE
- Filing Date
- 2025-09-17
- Publication Date
- 2026-06-30
Smart Images
Figure CN224427538U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of suspension technology, and more specifically, it relates to a front suspension for racing vehicles. Background Technology
[0002] In the field of racing vehicles, the front suspension is often used to adjust the vehicle's driving posture and buffer road impacts. For example, when cornering at high speed, accelerating rapidly, or driving on undulating roads, in order to ensure the wheel grip and steering response speed of racing vehicles, the front suspension often achieves dynamic adaptation of wheel alignment parameters through component linkage.
[0003] However, the front suspension of traditional racing vehicles lacks an articulated structure and travel control capability that can adapt to multiple states. As a result, during state transitions, the limited swing angles of the wishbone and rocker arm can easily lead to motion interference between components. Under the impact load of the road surface, this can easily cause a mismatch between the shock absorber travel and the wheel bounce, resulting in excessive fluctuations in wheel alignment parameters. This not only affects the vehicle's steering accuracy and grip performance, causing sideslip or steering delay during the race, but also increases the frequency of maintenance and component wear costs due to continuous rigid friction of the components, thereby shortening the overall service life of the suspension. Utility Model Content
[0004] To address the aforementioned technical problems, this utility model provides a front suspension for racing vehicles, which solves the technical problems in the prior art, such as poor motion coordination during multi-state switching of the suspension, excessive fluctuation of wheel alignment parameters, insufficient flexibility of the articulated structure leading to jamming, and easy motion interference between components.
[0005] The purpose and function of the front suspension of a racing vehicle according to this utility model are achieved by the following specific technical means:
[0006] A front suspension for a racing vehicle, comprising a rocker arm, an upper wishbone, and a lower wishbone, characterized in that:
[0007] One end of the upper fork and the lower fork are rotatably connected to the front subframe; the rocker arm is rotatably connected to the front subframe via a shock absorber.
[0008] A steering push rod is provided below the rocker arm, and the steering push rod is connected to the rocker arm through a connecting rod;
[0009] The rocker arm is connected to the lower fork arm via a push rod.
[0010] According to a preferred embodiment, when the rocker arm is in a wheel-suspended state, the shock absorber extends to its maximum travel limit.
[0011] According to a preferred embodiment, when the rocker arm is under full load, the shock absorber retracts to the middle of its stroke.
[0012] According to a preferred embodiment, when the rocker arm is in its extreme jumping state, the shock absorber is compressed to the lower limit of its stroke.
[0013] According to a preferred embodiment, when the rocker arm moves, the rocker arm drives the upper fork arm and the lower fork arm to swing via a push rod;
[0014] The upper fork arm has a range of motion from +11.6343° to -12.3122°, and the lower fork arm has a range of motion from +11.0364° to -11.6932°.
[0015] According to a preferred embodiment, the hinge points of the rocker arm, the upper fork arm, the lower fork arm and the front subframe, as well as the hinge points of the connecting rod and the push rod, all adopt a multi-directional ball hinge structure.
[0016] Compared with the prior art, the present invention has the following beneficial effects:
[0017] 1. This utility model, through the design of a multi-directional ball hinge structure, enables each hinge point to have multi-dimensional swing capability, improving the motion adaptability of the device during multi-state switching. The device can drive the upper and lower forks to swing within a preset angle range (upper fork +11.6343° to -12.3122°, lower fork +11.0364° to -11.6932°) through the linkage of the rocker arm and push rod. This avoids the problem of limited swing angle caused by excessive hinge rigidity in traditional suspensions, reduces motion interference between components, and allows the device to smoothly adapt to complex states such as wheel suspension, full load, and extreme bouncing, improving the device's stable operation under high-frequency state switching.
[0018] 2. When using this device, the shock absorber's travel can be controlled under different conditions: extended to the upper limit of travel when the wheel is suspended, contracted to the middle of the travel when fully loaded, and compressed to the lower limit of travel during extreme bounce. This matches the amount of wheel bounce, ensuring that the device maintains a coordinated damping effect with wheel movement under various operating conditions, thus improving its adaptability to road impacts. Furthermore, the coordinated swinging of the rocker arm and fork arm stabilizes wheel alignment parameters, reducing excessive parameter fluctuations caused by uncoordinated movement in traditional suspensions. This avoids sideslip or steering delay, improving steering accuracy and grip performance, and reducing maintenance costs due to component friction. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of the assembled structure of this utility model;
[0020] Figure 2 This is a schematic diagram of the adjustable angle of this utility model.
[0021] In the diagram, the correspondence between component names and drawing numbers is as follows:
[0022] 11. Rocker arm; 12. Upper fork arm; 13. Lower fork arm; 14. Shock absorber; 15. Steering push rod; 16. Connecting rod; 17. Push rod; 18. Wheel suspended in the air; 19. Full load; 21. Extreme jumping state. Detailed Implementation
[0023] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the technical solution of this utility model, but should not be used to limit the scope of protection of this utility model.
[0024] Example:
[0025] like Figures 1 to 2 As shown, this utility model provides a front suspension for a racing vehicle, including a rocker arm 11, an upper wishbone 12, and a lower wishbone 13. One end of the upper wishbone 12 and the lower wishbone 13 is rotatably connected to the front subframe. The rocker arm 11 is rotatably connected to the front subframe via a shock absorber 14.
[0026] This configuration allows the upper wishbone 12, lower wishbone 13, and rocker arm 11 to all have the freedom to swing around the front subframe, providing basic support for the movement of the suspension in different states. At the same time, the rotational connection between the rocker arm 11 and the shock absorber 14 can transfer the impact load on the wheel to the front subframe through the shock absorber 14, achieving buffering and shock absorption, without restricting the swing trajectory of the rocker arm 11.
[0027] A steering push rod 15 is provided below the rocker arm 11, and the steering push rod 15 is connected to the rocker arm 11 through a connecting rod 16.
[0028] This configuration allows for the construction of a steering force transmission chain consisting of "steering push rod 15 - connecting rod 16 - rocker arm 11". When the vehicle turns, the thrust of the steering push rod 15 drives the rocker arm 11 to swing through the connecting rod 16, which in turn links the upper fork arm 12 and the lower fork arm 13 to adjust the wheel angle, thereby achieving coordination between steering action and suspension movement and avoiding mutual interference between steering and bouncing.
[0029] The rocker arm 11 is connected to the lower fork arm 13 via the push rod 17.
[0030] This configuration allows the swing motion of the rocker arm 11 to be transmitted to the lower fork arm 13 via the push rod 17, causing the lower fork arm 13 to swing synchronously with the upper fork arm 12, forming a linkage system of "rocker arm 11 - push rod 17 - lower fork arm 13 - upper fork arm 12". This ensures that when the wheel bounces or turns, the movement trajectory of the upper fork arm 12 and the lower fork arm 13 adapts to the wheel positioning requirements, maintaining the stability of parameters such as wheel track and camber.
[0031] When the rocker arm 11 is in the wheel-suspended state 18, the shock absorber 14 extends to its maximum travel limit.
[0032] This configuration allows for adaptation to the natural suspension posture of the wheel when it is unloaded. The maximum extension of the shock absorber 14 provides redundant space for the wheel to bounce upwards, preventing damage to the suspension components due to excessive stretching when the wheel is suspended in the air, while also preparing for cushioning upon landing.
[0033] When the rocker arm 11 is under full load 19, the shock absorber 14 retracts to the middle stroke.
[0034] This configuration allows the shock absorber 14 to operate within its optimal elastic performance range, matching the axle load pressure when the vehicle is fully loaded. This ensures both the filtering effect on minor road bumps and sufficient allowance for wheel movement, balancing handling and smoothness.
[0035] When the rocker arm 11 reaches its limit jump state 21, the shock absorber 14 is compressed to the lower limit of its stroke.
[0036] This configuration allows the shock absorber 14 to buffer the extreme impacts encountered by the wheel (such as going over deep potholes or obstacles) through its maximum compression. The shock absorber 14's ultimate damping force absorbs the impact energy, preventing the impact force from being directly transmitted to the vehicle body and protecting the frame and other components from damage.
[0037] When the rocker arm 11 moves, the rocker arm 11 drives the upper fork arm 12 and the lower fork arm 13 to swing through the push rod 17.
[0038] This configuration allows the shock absorber 14 to buffer the extreme impacts encountered by the wheel (such as going over deep potholes or obstacles) through its maximum compression. The shock absorber 14's ultimate damping force absorbs the impact energy, preventing the impact force from being directly transmitted to the vehicle body and protecting the frame and other components from damage.
[0039] The upper fork arm 12 has a range of motion from +11.6343° to -12.3122°, and the lower fork arm 13 has a range of motion from +11.0364° to -11.6932°.
[0040] This setting adapts to the total wheel bounce and steering requirements through the angle range, ensuring that the upper fork 12 and lower fork 13 do not exceed their own structural strength limits when swinging, and can cover the movement trajectory of the wheel under all working conditions, avoiding interference with components such as the rim and frame.
[0041] The hinge points of rocker arm 11, upper fork arm 12, lower fork arm 13 and front subframe, as well as the hinge points of connecting rod 16 and push rod 17, all adopt multi-directional ball hinge structure.
[0042] This configuration allows for multi-dimensional swing freedom at each connection point, adapting to the spatial angle changes of the rocker arm 11 and the fork arm during complex movements. It avoids motion jamming or stress concentration caused by traditional rigid hinges, extends the service life of components, and ensures the smoothness of suspension movement.
[0043] The specific usage and function of this embodiment are as follows:
[0044] When the vehicle is in motion, the front suspension automatically switches states according to the wheel conditions: when the wheel is suspended in the air (such as at the moment of takeoff), the rocker arm 11 drives the upper fork arm 12 and the lower fork arm 13 to swing upward, and the shock absorber 14 extends to its upper limit to reserve buffer space for the wheel to land; during normal driving (fully loaded state 19), the shock absorber 14 is in the middle of its travel, and filters road bumps through elastic extension and contraction, while the upper fork arm 12 and the lower fork arm 13 swing slightly within a preset angle to maintain stable ground contact with the wheel; when encountering extreme impact (such as passing over an obstacle), the rocker arm 11 swings downward to its maximum angle, and the shock absorber 14 is compressed to its lower limit to absorb impact energy and protect the vehicle body.
[0045] During steering, the steering pushrod 15 drives the rocker arm 11 to swing via the connecting rod 16, which in turn adjusts the angles of the upper wishbone 12 and lower wishbone 13 proportionally, ensuring steering precision while avoiding component interference. The multi-directional ball joint structure ensures smooth and unhindered movement, while the angle range of the upper wishbone 12 and lower wishbone 13 further guarantees the stability and safety of the suspension under all operating conditions, ultimately improving the handling precision, impact resistance, and service life of the racing vehicle.
[0046] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments.
Claims
1. A front suspension for a racing vehicle, comprising a rocker arm (11), an upper wishbone (12), and a lower wishbone (13), characterized in that: One end of the upper fork (12) and the lower fork (13) is rotatably connected to the front subframe; the rocker arm (11) is rotatably connected to the front subframe through a shock absorber (14); A steering push rod (15) is provided below the rocker arm (11), and the steering push rod (15) is connected to the rocker arm (11) through a connecting rod (16); The rocker arm (11) is connected to the lower fork arm (13) via a push rod (17).
2. The front suspension of a racing vehicle according to claim 1, characterized in that: When the rocker arm (11) is in a wheel-suspended state (18), the shock absorber (14) extends to the upper limit of its stroke.
3. The front suspension of a racing vehicle according to claim 2, characterized in that: When the rocker arm (11) is under full load (19), the shock absorber (14) retracts to the middle stroke.
4. The front suspension of a racing vehicle according to claim 1, characterized in that: When the rocker arm (11) is in its extreme jumping state (21), the shock absorber (14) is compressed to the lower limit of its stroke.
5. The front suspension of a racing vehicle according to claim 4, characterized in that: When the rocker arm (11) moves, the rocker arm (11) drives the upper fork arm (12) and the lower fork arm (13) to swing through the push rod (17); The upper fork arm (12) has a range of motion from +11.6343° to -12.3122°, and the lower fork arm (13) has a range of motion from +11.0364° to -11.6932°.
6. The front suspension of a racing vehicle according to claim 1, characterized in that: The hinge points of the rocker arm (11), the upper fork arm (12), the lower fork arm (13) and the front subframe, as well as the hinge points of the connecting rod (16) and the push rod (17), all adopt a multi-directional ball hinge structure.