Damping structure of industrial vehicle

Abstract

The invention discloses an industrial vehicle damping structure which comprises a vehicle frame, a vertical plate installed above the vehicle frame, a driving seat and a rear elastic damping piece, the driving seat is hinged to the rear side face of the vertical plate, a driving wheel is installed below the driving seat, the two ends of the rear elastic damping piece are connected with the driving seat and the vertical plate respectively, and locking oil cylinders are further installed on the vehicle frame and the driving seat. When the vehicle works, the locking oil cylinder is locked, and the driving wheel is rigidly connected with the frame, so that the stability of the vehicle during working is ensured, and the safety is improved; when the forklift runs, the locking oil cylinder is released, the driving wheel is in floating connection with the rear end of the frame through the driving seat and the rear elastic damping part, the rear elastic damping part provides a damping effect, the vibration sense and noise generated when the forklift passes through an uneven road surface are effectively reduced, and the driving comfort and the NVH performance of the whole forklift are improved. The rigid-flexible switching of the connection between the suspension wheel train and the frame is carried out under different working conditions, so that the driving comfort and the operation safety are ensured.

Description

Technical Field

[0001] The present invention relates to the field of forklifts, and in particular to a shock absorbing structure for industrial vehicles. Background Art

[0002] Industrial vehicle shock-absorbing structures are widely used in fields such as logistics and transportation. They usually include a frame and a matching suspension wheel system. The shock-absorbing structure of the present invention is mainly used in forklifts for transporting goods, and its design can also be used in other industrial vehicles to meet similar needs.

[0003] Existing shock-absorbing structures for industrial vehicles are unable to achieve a rigid-flexible suspension switching. The shock-absorbing structure of the present invention incorporates a suspension locking mechanism, specifically a locking cylinder installed between the frame and the suspension, thereby achieving either a rigid or flexible connection between the suspension and the frame. For example, when a forklift lifts the mast to a high position for stacking, the locking cylinder locks the suspension wheel train and the frame into a rigid state, preventing the forklift from shaking due to the floating suspension during stacking, thereby improving operational stability. Once the vehicle is operational and ready for driving, the locking cylinder is released, allowing the suspension wheel train and frame to float, effectively filtering out road vibrations and improving driving comfort.

[0004] Therefore, how to provide an industrial vehicle shock-absorbing structure that has shock-absorbing comfort during driving and high stability during operation is a technical problem that those skilled in the art currently need to solve. Summary of the Invention

[0005] The purpose of the present invention is to provide an industrial vehicle shock-absorbing structure capable of switching between rigid and flexible suspension wheel trains, comprising a vehicle frame, a vertical plate mounted above the frame, a drive seat, a rear elastic shock absorber, and a locking cylinder mounted between the frame and the drive seat. The drive seat is connected to the vehicle via an articulated connection and, in conjunction with the elastic shock absorber, enables a floating connection between the vehicle's suspension wheel train and the frame, thereby reducing vibration and noise when necessary, thereby improving the driving comfort of the entire vehicle. Simultaneously, the locking cylinder enables a rigid-flexible switching between the wheel train suspension and the frame: during operation, the locking cylinder is locked, achieving a rigid coupling between the suspension wheel train and the frame, thereby improving the safety of the vehicle during operation.

[0006] In order to solve the above technical problems, the present invention provides an industrial vehicle shock-absorbing structure with a rigid-flexible switchable suspension wheel system, comprising a frame, a vertical plate installed above the frame, a drive seat, a rear elastic shock-absorbing member and a rear locking cylinder. The drive seat is hinged to the rear side of the vertical plate, the drive wheel is installed below the drive seat, the two ends of the rear elastic shock-absorbing member are respectively connected to the drive seat and the vertical plate, and the rear locking cylinder is installed between the vertical plate and the drive seat.

[0007] Preferably, two hinged plates are symmetrically provided on the rear side of the vertical plate, the driving seat is located between the two hinged plates, the front end of the hinged plate is fixedly connected to the lower part of the rear side of the vertical plate, the rear end of the hinged plate is fixedly connected to the rear bent plate of the frame, and the driving seat is hinged to the hinge hole at the rear end of the hinged plate through a hinge shaft.

[0008] Preferably, it also includes an anti-separation upper connecting plate and an anti-separation lower connecting plate, the upper end of the anti-separation upper connecting plate is hinged to the rear side of the vertical plate, the lower end of the anti-separation upper connecting plate is hinged to the upper end of the anti-separation lower connecting plate, and the lower end of the anti-separation lower connecting plate is hinged to the front end of the drive seat, and the anti-separation lower connecting plate is provided with a limit pin for limiting the rotation angle of the anti-separation upper connecting plate.

[0009] Preferably, it includes two groups of symmetrically arranged connecting rod mechanisms, and the connecting rod mechanism includes a vertical rod and two cross rods. The lower end of the vertical rod is fixedly connected to the middle of the upper edges of the driving seat on both sides. The two cross rods are arranged opposite to each other up and down. A cross plate fixedly connected to the two cross rods is provided between the opposite cross rods on the left and right sides. The front end of the cross rod is hinged to the rear side of the vertical plate, and the rear end of the cross rod is hinged to the vertical rod.

[0010] Preferably, the rear elastic shock absorber includes a rear spring, a rear pressure seat, a rear screw, a rear adjusting nut and a positioning plate, the front end of the positioning plate is connected to the rear side surface of the vertical plate, the upper end of the rear screw is connected to the positioning plate, the rear pressure seat is movably installed on the lower end of the rear screw and presses the rear pressure seat downward through the rear adjusting nut, the rear pressure seat presses the upper end of the rear spring, and the lower end of the rear spring is installed on the front end above the driving seat.

[0011] Preferably, the upper end of the rear locking cylinder is hinged to the rear side of the vertical plate, and the lower end of the rear locking cylinder is hinged to the front end of the driving seat. A locking control valve is provided on the outside of the cylinder barrel of the rear locking cylinder, which controls the opening and closing of the oil channel to achieve locking and releasing of the rear locking cylinder.

[0012] Preferably, a support leg is installed at the front end of the frame, a load-bearing wheel is installed at the front end of the support leg, and a driving wheel is installed at the rear end of the frame, including a floating connecting plate and a front elastic shock-absorbing member, the rear end of the floating connecting plate is hinged to the support leg, the front end of the floating connecting plate protrudes from the front end of the support leg and is connected to the load-bearing wheel, and the two ends of the front elastic shock-absorbing member are respectively connected to the floating connecting plate and the support leg.

[0013] Preferably, the floating connecting plate includes a side plate and a bottom plate, the inner side surface of the rear end of the side plate fits into the outer side surface of the vertical main plate of the support leg, the bottom plate is arranged opposite to the upper wing plate of the support leg, the front end of the side plate is provided with a wheel axle mounting hole, the rear end of the side plate is provided with a front hinge hole, the bottom plate is arranged on the outside of the lower edge of the side plate, the lower end of the front elastic shock absorber is connected to the top of the bottom plate, and the upper end of the front elastic shock absorber is connected to the upper wing plate of the support leg.

[0014] Preferably, the front elastic shock absorber includes a front spring, a front pressure seat, a front screw and a front adjusting nut, the upper end of the front screw is connected to the upper wing plate of the support leg, the front pressure seat is movably mounted on the lower end of the front screw and is pressed downward by the front adjusting nut, the front pressure seat presses the upper end of the front spring, and the lower end of the front spring is mounted on the bottom plate;

[0015] A vertical limit seat is installed on the base plate, and the limit seat is located in the middle of the floating connecting plate and in front of the front elastic shock absorber. Limit blocks are set at the upper and lower ends of the limit seat, and the two limit blocks are respectively close to the bottom of the upper wing plate and the top of the lower wing plate of the support leg.

[0016] Preferably, a front locking oil cylinder is included, the rear end of the front locking oil cylinder is hinged to the support leg, and the front end of the front locking oil cylinder is hinged to the lower corner of the rear end of the side panel.

[0017] The present invention provides an industrial vehicle shock-absorbing structure with a rigid-flexible switchable suspension wheel system, comprising a vehicle frame, a vertical plate mounted above the vehicle frame, a drive seat, a rear elastic shock-absorbing member, and a locking oil cylinder mounted between the drive seat and the vertical plate, wherein the drive seat is hinged to the rear side of the vertical plate, the drive wheel is mounted below the drive seat, and the two ends of the rear elastic shock-absorbing member are respectively connected to the drive seat and the vertical plate. When the vehicle is in operation, the locking oil cylinder is locked to achieve a rigid connection between the drive wheel and the vehicle frame, ensuring the stability of the vehicle during operation and improving safety; when the vehicle is driving, the locking oil cylinder is released to achieve a floating connection between the drive wheel and the vehicle frame through the drive seat and the rear elastic shock-absorbing member, and the rear elastic shock-absorbing member provides vibration reduction, effectively reducing the vibration felt by the forklift when passing over uneven roads, reducing vibration noise, and improving the driving comfort and NVH performance of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the rear vibration damping structure of the first embodiment of the industrial vehicle vibration damping structure provided by the present invention;

[0019] Figure 2 This is a schematic diagram of the anti-separation structure of Example 1 of the industrial vehicle shock-absorbing structure provided by the present invention;

[0020] Figure 3This is a schematic structural diagram of the drive seat in the first embodiment of the industrial vehicle shock absorbing structure provided by the present invention;

[0021] Figure 4 This is a schematic diagram of the rear vibration damping structure of the second embodiment of the industrial vehicle vibration damping structure provided by the present invention;

[0022] Figure 5 This is a schematic structural diagram of the drive seat in the second embodiment of the industrial vehicle shock absorbing structure provided by the present invention;

[0023] Figure 6 A schematic diagram of the front shock absorption structure of a specific embodiment of the shock absorption structure for an industrial vehicle provided by the present invention;

[0024] Figure 7 This is a structural schematic diagram of a floating connecting plate in a specific embodiment of the industrial vehicle shock absorbing structure provided by the present invention.

[0025] Among them, the frame 1, the frame rear bent plate 1-1, the support leg 2, the load-bearing wheel 3, the driving wheel 4, the floating connecting plate 5, the side plate 5-1, the bottom plate 5-2, the wheel axle mounting hole 5-3, the front hinge hole 5-4, the front spring seat 5-5, the cylinder hinge shaft 5-6, the front spring 6, the front pressure seat 7, the front screw 8, the front adjusting nut 9, the limit seat 10, the limit block 11, the front locking cylinder 12, the vertical plate 13, the driving seat 14, the mounting hole 14- 1. Rear spring seat 14-2, cylinder articulated seat 14-3, articulated shaft mounting seat 14-4, articulated shaft 14-5, anti-separation pin 14-6, vertical rod 15, cross bar 16, rear spring 17, rear pressure seat 18, rear screw 19, rear adjusting nut 20, positioning plate 21, rear locking cylinder 22, articulated plate 23, anti-separation upper connecting plate 24, anti-separation lower connecting plate 25, limit pin 26, cross plate 27, locking control valve 28. DETAILED DESCRIPTION

[0026] The core of the present invention is to provide an industrial vehicle shock-absorbing structure with a rigid-flexible switchable suspension wheel system. Through a floating connecting plate and a front elastic shock-absorbing member, the load-bearing wheel is floatingly connected to the support leg at the front end of the frame, effectively reducing the vibration of the forklift when passing through uneven roads, reducing vibration noise, and improving the driving comfort of the entire vehicle; at the same time, combined with the function of the locking cylinder, the driving wheel and the frame can be rigidly connected or completely floatingly connected, thereby providing different shock-absorbing effects under different working conditions, taking into account both vehicle stability and comfort.

[0027] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0028] Please refer to Figures 1 to 3 , Figure 1This is a schematic diagram of the rear shock absorbing structure of the first embodiment of the shock absorbing structure for industrial vehicles provided by the present invention; Figure 2 This is a schematic diagram of the anti-separation structure of Example 1 of the industrial vehicle shock-absorbing structure provided by the present invention; Figure 3 This is a structural schematic diagram of the drive seat in Example 1 of the industrial vehicle shock absorption structure provided by the present invention.

[0029] A specific embodiment of the present invention provides a seated reach forklift, comprising a frame 1, two legs 2, two load-bearing wheels 3, and a drive wheel 4. The two legs 2 are mounted side by side at the front end of the frame 1, the two load-bearing wheels 3 are mounted at the front ends of the two legs 2, and the drive wheel 4 is mounted at the rear end of the frame 1. The forklift also includes a vertical plate 13, a drive seat 14, a rear elastic shock absorber, and a rear locking cylinder 22. The vertical plate 13 is mounted above the frame 1, the front end of the drive seat 14 is hinged to the rear side of the vertical plate 13, or the rear end of the drive seat 14 is hinged to the rear side of the hinged plate 23, the drive wheel 4 is mounted below the drive seat 14, and the two ends of the rear elastic shock absorber are respectively connected to the drive seat 14 and the vertical plate 13. The driving seat 14 forms a swing arm structure that can swing up and down. The front end of the swing arm structure is hinged to the vertical plate 13 or the rear end of the swing arm structure is hinged to the rear side of the hinge plate 23. The driving wheel 4 is installed in the middle part below the driving seat 14 through the mounting hole 14-1. The rear locking cylinder 22 is installed between the vertical plate 13 and the driving seat 14. A locking control valve 28 is provided on the outer side of the cylinder barrel of the rear locking cylinder 22. The locking and release of the rear locking cylinder 22 are achieved by controlling the on-off of the oil channel. When the forklift is traveling, the rear locking cylinder 22 is released, allowing the driving wheel 4 to move up and down relative to the vertical plate 13. At the same time, the up and down movement is buffered by the rear elastic shock absorber, thereby achieving a vibration reduction effect. It effectively reduces the vibration of the forklift when passing through uneven roads, reduces vibration noise, and improves the driving comfort and NVH performance of the vehicle; when the forklift is stacking goods, the rear locking cylinder 22 is locked, and the drive seat 4 and the vertical plate 13 are rigidly connected (that is, the drive wheel 4 and the frame 1 are rigidly connected together), ensuring the stability of the vehicle during operation, preventing the vehicle from shaking and overturning, and improving safety.

[0030] Preferably, to achieve the desired switching between vibration-damping states, a rear locking cylinder 22 can be provided. Its upper end is hinged to the rear side of the upright 13, while its lower end is hinged to the cylinder hinge seat 14-3 at the front end of the drive seat 14. Positioning the rear locking cylinder 22 between the two rear springs 17 provides a more effective locking effect. Compared to structures with locking cylinders positioned on the side of the frame, the present invention offers greater structural stability. During light-load, low-speed operation, or when the mast is not raised to its highest position, the rear locking cylinder 22 is decoupled, allowing the rear springs 17 to operate during vehicle operation, absorbing vibrations transmitted to the tires from uneven road surfaces, maintaining vehicle comfort and reducing vibration and noise. During heavy-load, high-speed operation, or when the mast is raised to its highest position, the rear locking cylinder 22 locks, achieving a rigid coupling between the drive wheels 4 and the upright 13, and thus the frame 1. This provides greater overall stability and ensures vehicle safety. The front locking cylinders 12 on a pair of load-bearing wheels 3 and the rear locking cylinders 22 on the driving seat 14 are locked at the same moment, achieving rigid coupling of all wheel systems with the frame 1, greatly ensuring the safety of the entire vehicle.

[0031] In the first embodiment, two hinged plates 23 are symmetrically arranged on the rear side of the vertical plate 13, with the drive seat 14 positioned between the two hinged plates 23. The front end of the hinged plate 23 is fixedly connected to the lower portion of the rear side of the vertical plate 13 between the rear curved plate 1-1 of the vehicle frame, and the rear end of the hinged plate 23 is hingedly connected to the rear edge of the drive seat 14. Placing the floating hinge point at the rear of the vehicle and the rear elastic shock absorber at the front ensures more uniform force distribution across the entire structure, resulting in better shock absorption. Furthermore, since reach trucks are often driven in reverse, with the hinge point at the rear, the force applied to the wheels during reverse driving follows the swing direction of the hinge point, resulting in optimal force distribution. Furthermore, hinged shaft mounting brackets 14-4 are provided on both sides of the rear end of the drive seat 14, connected to the hinged plates 23 via hinged shafts 14-5, bushings, and other components.

[0032] It also includes an anti-separation upper connecting plate 24 and an anti-separation lower connecting plate 25. The upper end of the anti-separation upper connecting plate 24 is hinged to the rear side of the vertical plate 13 via a latch, and the lower end of the anti-separation upper connecting plate 24 is hinged to the upper end of the anti-separation lower connecting plate 25 via a latch. The lower end of the anti-separation lower connecting plate 25 is hinged to the front end of the drive seat 14. Anti-separation pins 14-6 are provided at both ends of the front end of the drive seat 14, connecting to the lower end of the anti-separation lower connecting plate 25. This structure can be dimensioned to ensure that the rear elastic shock absorber will not separate and fall out when the vehicle is lifted. At the same time, after the dimensions are set, it can ensure that the rear locking cylinder 22 will not interfere with or collide with the drive motor when the drive system swings.

[0033] The anti-separation lower connecting plate 25 is provided with a stop pin 26 that limits the rotation angle of the anti-separation upper connecting plate 24. This structure also includes a limit structure. The anti-separation upper connecting plate 24 includes a limit extension, and the anti-separation lower connecting plate 25 includes a stop pin 26. This ensures that the connecting plate does not over-position. Without this structure, after the vehicle is lifted, the connecting plate is straightened and then lowered. The connecting plate may rotate in the opposite direction, causing the connecting plate to hit the frame upright plate 13 and cause damage.

[0034] Please refer to Figure 4 and Figure 5 , Figure 4 This is a schematic diagram of the rear vibration damping structure of the second embodiment of the industrial vehicle vibration damping structure provided by the present invention; Figure 5 This is a structural schematic diagram of the drive seat in the second embodiment of the industrial vehicle shock absorption structure provided by the present invention.

[0035] In the second embodiment, two symmetrically arranged linkage mechanisms are provided. These linkage mechanisms comprise a vertical rod 15 and two crossbars 16. The lower ends of the vertical rods 15 are fixedly connected to the middle portions of the upper edges of the drive base 14. The two crossbars 16 are arranged vertically opposite each other. A crossbar 27, fixedly connected to the two crossbars 16, is located between the left and right crossbars 16. The front ends of the crossbars 16 are hinged to the rear side of the vertical plate 13, while the rear ends of the crossbars 16 are hinged to the vertical plate 15. Four linkage seats are provided on the rear side of the vertical plate 13. The center holes of the two linkage seats on one side are spaced equal to the spacing between the crossbar mounting pin holes on the vertical rod 15. Four identical crossbars 16 are mounted between the linkage seats and the vertical rods 15, forming two pairs of parallelogram-shaped four-bar linkages. This parallelogram-shaped four-bar linkage allows the drive base 14 to move up and down while maintaining its vertical position, ensuring stable operation of the drive wheel 4. Linkage mechanisms are provided on both sides to enhance stability and prevent displacement of the drive base 14.

[0036] Furthermore, the rear elastic shock absorber includes a rear spring 17, a rear pressure seat 18, a rear screw 19, a rear adjusting nut 20 and a positioning plate 21. The positioning plate 21 is an L-shaped plate. The vertical portion of the front end of the positioning plate 21 is fitted and connected to the rear side of the vertical plate 13 by bolts. The horizontal portion of the rear end of the positioning plate 21 is provided with a mounting through hole. The position of the driving seat 14 corresponding to the positioning plate 21 is provided with a rear spring seat 14-2. The lower end of the rear screw 19 passes downward through the mounting through hole, and then the rear screw 19 is fixed to the positioning plate 21 by the rear locking nut. The positioning plate 21 is clamped by the nut and rear locking nut of the rear screw 19. At the same time, the lower end of the rear spring 17 is installed on the rear spring seat 14-2, and the rear pressure seat 18 is placed on the upper end of the rear spring 17. The lower end of the rear screw 19 is movably connected to the rear pressure seat 18, and a rear adjusting nut 20 is also installed on the rear screw 19. The rear adjusting nut 20 presses the rear pressure seat 18 downward. By rotating the rear adjusting nut 20, the rear adjusting nut 20 moves up and down along the rear screw 19, thereby driving the rear pressure seat 18 to move up and down, and finally adjusting the up and down position of the drive seat 14. Specifically, two rear springs 17 can be arranged symmetrically on the left and right, and two rear screws 19 can be arranged correspondingly. The spacing between the springs is larger, the vibration reduction effect is better, and the lateral stability of the vehicle is better. The number and layout of the rear springs 17 can also be adjusted according to the situation, or the structure of the elastic member can be adjusted, all of which are within the scope of protection of the present invention.

[0037] The spring mechanism at the driving seat 14 and the spring at the load-bearing wheel 3 have different functions. There is a lower limit block 11 in the spring mechanism at the load-bearing wheel 3, so the front spring 6 can be adjusted to the preload force that makes the driver most comfortable. However, since there is no limit block in the spring mechanism at the driving seat 14, the spring preload force cannot be adjusted. The only way to achieve the optimal driving vibration reduction effect is to adjust the spring stiffness. The spring mechanism at the driving seat 14, the process of adjusting the rear adjusting nut 20 up and down is mainly used to adjust the relative height of the vertical plate 13 and the driving seat 14, that is, to adjust the ground clearance of the rear side of the frame. When the rear adjusting nut 20 is adjusted downward, the frame 1 moves upward relative to the driving seat 14, and the frame 1 is raised. Conversely, the frame 1 moves downward and the ground clearance is reduced.

[0038] Please refer to Figure 6 and Figure 7 , Figure 6 A schematic diagram of the front shock absorption structure of a specific embodiment of the shock absorption structure for an industrial vehicle provided by the present invention; Figure 7 This is a structural schematic diagram of a floating connecting plate in a specific embodiment of the industrial vehicle shock absorbing structure provided by the present invention.

[0039] In addition to the shock-absorbing structures for industrial vehicles provided in the aforementioned embodiments, the structure further includes a floating connecting plate 5 and a front elastic shock absorber. The rear end of the floating connecting plate 5 is hinged to the leg 2, and the front end of the floating connecting plate 5 protrudes beyond the front end of the leg 2 and connects to the load-bearing wheel 3. The ends of the front elastic shock absorber are respectively connected to the floating connecting plate 5 and the leg 2. The floating connecting plate 5 forms a swing arm structure capable of up and down swinging. The rear end of the swing arm structure is hinged to the leg 2, swinging up and down about the hinge axis. The load-bearing wheel 3 is mounted on the front end of the swing arm structure. When the forklift travels over uneven roads, the load-bearing wheel 3 is able to swing up and down relative to the leg 2, while the front elastic shock absorber cushions this swinging motion, thereby achieving a vibration-reducing effect.

[0040] The load-bearing wheel 3 is floatingly connected to the support leg 2 at the front end of the frame 1 through the floating connecting plate 5 and the front elastic shock absorber. The front elastic shock absorber provides a vibration-damping effect, effectively reducing the vibration sensation when the forklift passes over uneven roads, reducing vibration noise, and improving the driving comfort and NVH performance of the entire vehicle, that is, the noise, vibration and harshness (NVH) performance.

[0041] Specifically, the leg 2 is a trough structure with an outward opening, comprising a vertical main plate and upper and lower wing plates arranged at the upper and lower edges of the main plate. The upper and lower wing plates are arranged opposite each other to form an outward opening. The floating connecting plate 5 comprises a side plate 5-1 and a bottom plate 5-2. The side plate 5-1 is arranged vertically, and the bottom plate 5-2 is arranged horizontally. The side of the floating connecting plate 5 closest to the corresponding leg 2 is the inner side, and the side of the floating connecting plate 5 facing away from the corresponding support is the outer side. The inner side of the rear end of the side plate 5-1 abuts the outer side of the vertical main plate of the leg 2. The bottom plate 5-2 is close to the lower wing plate and is arranged opposite the upper wing plate of the leg 2. The front end of the side plate 5-1 is provided with a wheel axle mounting hole 5-3, and the rear end of the side plate 5-1 is provided with a front hinge hole 5-4. The load-bearing wheel 3 is mounted in the wheel axle mounting hole 5-3. The hinge shaft connected to the leg 2 is inserted into the front hinge hole 5-4, forming a floating swing arm structure. The bottom plate 5-2 is arranged outside the lower edge of the side plate 5-1, providing a stable installation position for the front elastic shock absorber. The lower end of the front elastic shock absorber is connected to the top of the bottom plate 5-2, and the upper end of the front elastic shock absorber is connected to the upper wing plate of the leg 2. Specifically, the middle part of the side plate 5-1 has a bent structure, so that the rear end of the side plate 5-1 is close to the side of the leg 2 and the front end of the side plate 5-1 is away from the side of the leg. The load-bearing wheel 3 is then installed on the inner side of the front end of the side plate 5-1, so that the load-bearing wheel 3 is located at the front end of the leg 2, ensuring that the load-bearing wheel 3 and the leg 2 are located in the same straight line, thereby improving the stability of the entire vehicle. At the same time, the length of the bottom plate 5-2 is half that of the side plate 5-1, and the front end of the bottom plate 5-2 is connected to the bent position. The side plate 5-1 and the bottom plate 5-2 are bent and formed as a whole. Of course, they can also be arranged separately and then welded.

[0042] Furthermore, the front elastic shock absorber includes a front spring 6, a front pressure seat 7, a front screw 8 and a front adjusting nut 9. The upper end of the front screw 8 is connected to the upper wing plate of the support leg 2. The front pressure seat 7 is movably installed on the lower end of the front screw 8 and is pressed downward by the front adjusting nut 9. The front pressure seat 7 presses the upper end of the front spring 6, and the lower end of the front spring 6 is installed on the bottom plate 5-2. Specifically, a front spring seat 5-5 is provided on the bottom plate 5-2, and a mounting hole is provided on the upper wing plate of the support leg 2 at a position corresponding to the front spring seat 5-5. The lower end of the front screw 8 passes downward through the mounting hole, and then the front screw 8 is fixedly mounted on the upper wing plate by a front locking nut. The upper wing plate is clamped by the nut of the front screw 8 and the front locking nut. At the same time, the lower end of the front spring 6 is mounted on the front spring seat 5-5, and the front pressure seat 7 is placed on the upper end of the front spring 6. The lower end of the front screw 8 is movably connected to the front pressure seat 7, and a front adjusting nut 9 is also installed on the front screw 8. The front adjusting nut 9 presses the front pressure seat 7 downward. By rotating the front adjusting nut 9, the front adjusting nut 9 moves up and down along the front screw 8, thereby driving the front pressure seat 7 to move up and down, and finally compressing or relaxing the front spring 6. Specifically, two front springs 6 can be arranged front and back, and two front screws 8 can be arranged correspondingly to improve the vibration reduction effect. The number and layout of the front springs 6 can also be adjusted according to the situation, or the structure of the elastic member can be adjusted, all of which are within the scope of protection of the present invention.

[0043] Preferably, a vertical limit seat 10 is installed on the base plate 5-2. The limit seat 10 is located in the middle of the floating connecting plate 5 and in front of the front elastic shock absorber. Limit blocks 11 are set at the upper and lower ends of the limit seat 10. The two limit blocks 11 are respectively close to the bottom of the upper wing plate and the top of the lower wing plate of the support leg 2.

[0044] The function of the upper limit block 11 is to prevent the floating connecting plate 5 from directly contacting the upper wing plate of the support leg 2 when the load impact is too large. The function of the lower limit block 11 is to prevent the floating connecting plate 5 from directly contacting the lower wing plate of the support leg 2 when the preload of the front spring 6 is adjusted. When there is still a gap between the lower limit block 11 and the lower wing plate, the front adjustment nut 9 is adjusted to press the front spring 6 downward to adjust the initial swing angle of the floating connecting plate 5. That is, during the downward adjustment of the front adjustment nut 9, the ground clearance of the support leg 2 will increase. After the front adjustment nut 9 is adjusted downward until the lower limit block 11 contacts and compresses the lower wing plate, the floating connecting plate 5 is limited. At this time, when the front adjustment nut 9 is adjusted and pressed downward, the front spring 6 will be compressed to generate a certain preload force. Different preload forces have different vibration reduction effects, so the spring preload force that is most comfortable for the driver should be adjusted according to actual needs.

[0045] To achieve vibration reduction state switching, a front locking cylinder 12 can be provided. The rear end of the front locking cylinder 12 is articulated to the support leg 2, and the front end of the front locking cylinder 12 is articulated to the lower corner of the rear end of the side panel 5-1. Under light-load and low-speed conditions, or when the mast is not raised to its highest position, the front locking cylinder 12 is decoupled, and the front spring 6 operates during vehicle operation, absorbing vibrations transmitted to the tires from uneven road surfaces, maintaining vehicle comfort and reducing vibration noise. Under heavy-load or high-speed conditions, or when the mast is raised to its highest position, the front locking cylinder 12 locks, achieving a rigid coupling between the load-bearing wheel 3 and the support leg 2, i.e., the frame 1. This increases the overall stability of the forklift and ensures vehicle safety.

[0046] The above describes in detail the shock-absorbing structure for industrial vehicles provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is intended only to facilitate understanding of the method and core concept of the present invention. It should be noted that those skilled in the art may make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications fall within the scope of protection of the claims of the present invention.

Claims

1. A shock absorbing structure for an industrial vehicle, characterized in that: The vehicle comprises a frame (1), a vertical plate (13) mounted above the frame (1), a driving seat (14), a rear elastic shock-absorbing member and a rear locking oil cylinder (22), wherein the driving seat (14) is hinged to the rear side of the vertical plate (13), a driving wheel (4) is mounted below the driving seat (14), two ends of the rear elastic shock-absorbing member are respectively connected to the driving seat (14) and the vertical plate (13), and the rear locking oil cylinder (22) is mounted between the vertical plate (13) and the driving seat (14).

2. The shock absorbing structure for industrial vehicles according to claim 1, characterized in that: Two hinged plates (23) are symmetrically arranged on the rear side of the vertical plate (13); the driving seat (14) is located between the two hinged plates (23); the front end of the hinged plate (23) is fixedly connected to the lower part of the rear side of the vertical plate (13); the rear end of the hinged plate (23) is fixedly connected to the rear bent plate (1-1) of the vehicle frame; and the driving seat (14) is hinged to the hinge hole at the rear end of the hinged plate (23) via a hinge shaft (14-5).

3. The shock absorbing structure for industrial vehicles according to claim 2, characterized in that: The anti-separation upper connecting plate (24) and the anti-separation lower connecting plate (25) are further included. The upper end of the anti-separation upper connecting plate (24) is hinged to the rear side surface of the vertical plate (13), the lower end of the anti-separation upper connecting plate (24) is hinged to the upper end of the anti-separation lower connecting plate (25), and the lower end of the anti-separation lower connecting plate (25) is hinged to the front end of the driving seat (14). A limit pin (26) for limiting the rotation angle of the anti-separation upper connecting plate (24) is provided on the anti-separation lower connecting plate (25).

4. The shock absorbing structure for industrial vehicles according to claim 1, characterized in that: The invention comprises two sets of connecting rod mechanisms which are symmetrically arranged, wherein the connecting rod mechanisms comprise a vertical rod (15) and two cross rods (16), wherein the lower ends of the vertical rods (15) are fixedly connected to the middle portions of the upper edges of the driving seat (14), the two cross rods (16) are arranged opposite to each other in the upper and lower directions, and a cross plate (27) fixedly connected to the two cross rods (16) is provided between the opposite cross rods (16) on the left and right sides, the front ends of the cross rods (16) are hinged to the rear side surfaces of the vertical plates (13), and the rear ends of the cross rods (16) are hinged to the vertical rods (15).

5. The shock absorbing structure for industrial vehicles according to claim 1, characterized in that: The rear elastic shock absorber includes a rear spring (17), a rear pressure seat (18), a rear screw (19), a rear adjusting nut (20) and a positioning plate (21). The front end of the positioning plate (21) is connected to the rear side surface of the vertical plate (13). The upper end of the rear screw (19) is connected to the positioning plate (21). The rear pressure seat (18) is movably mounted on the lower end of the rear screw (19) and presses the rear pressure seat (18) downward through the rear adjusting nut (20). The rear pressure seat (18) presses the upper end of the rear spring (17). The lower end of the rear spring (17) is mounted on the front end above the driving seat (14).

6. The shock absorbing structure for industrial vehicles according to claim 1, characterized in that: The upper end of the rear locking oil cylinder (22) is hinged to the rear side surface of the vertical plate (13), and the lower end of the rear locking oil cylinder (22) is hinged to the front end of the upper surface of the driving seat (14). A locking control valve (28) is provided on the outer side of the cylinder barrel of the rear locking oil cylinder (22), and the locking and releasing of the rear locking oil cylinder (22) are achieved by controlling the opening and closing of the oil channel.

7. The shock absorbing structure for an industrial vehicle according to any one of claims 1 to 6, characterized in that: The front end of the frame (1) is provided with a support leg (2), the front end of the support leg (2) is provided with a load-bearing wheel (3), and the frame comprises a floating connecting plate (5) and a front elastic shock-absorbing member, the rear end of the floating connecting plate (5) is hinged to the support leg (2), the front end of the floating connecting plate (5) protrudes from the front end of the support leg (2) and is connected to the load-bearing wheel (3), and the two ends of the front elastic shock-absorbing member are respectively connected to the floating connecting plate (5) and the support leg (2).

8. The shock absorbing structure for industrial vehicles according to claim 7, characterized in that: The floating connecting plate (5) comprises a side plate (5-1) and a bottom plate (5-2), the inner side surface of the rear end of the side plate (5-1) is in contact with the outer side surface of the vertical main plate of the support leg (2), the bottom plate (5-2) is arranged opposite to the upper wing plate of the support leg (2), the front end of the side plate (5-1) is provided with a wheel axle mounting hole (5-3), the rear end of the side plate (5-1) is provided with a front hinge hole (5-4), the bottom plate (5-2) is arranged outside the lower edge of the side plate (5-1), the lower end of the front elastic shock-absorbing member is connected to the upper surface of the bottom plate (5-2), and the upper end of the front elastic shock-absorbing member is connected to the upper wing plate of the support leg (2).

9. The shock absorbing structure for industrial vehicles according to claim 8, characterized in that: The front elastic shock-absorbing member includes a front spring (6), a front pressure seat (7), a front screw (8) and a front adjusting nut (9), the upper end of the front screw (8) is connected to the upper wing plate of the support leg (2), the front pressure seat (7) is movably mounted on the lower end of the front screw (8) and presses the front pressure seat (7) downward through the front adjusting nut (9), the front pressure seat (7) presses the upper end of the front spring (6), and the lower end of the front spring (6) is mounted on the bottom plate (5-2); A vertical limit seat (10) is installed on the bottom plate (5-2), and the limit seat (10) is located in the middle of the floating connecting plate (5) and in front of the front elastic shock absorber. Limit blocks (11) are provided at the upper and lower ends of the limit seat (10), and the two limit blocks (11) are respectively close to the lower side of the upper wing plate and the upper side of the lower wing plate of the support leg (2).

10. The shock absorbing structure for industrial vehicles according to claim 9, characterized in that: It comprises a front locking oil cylinder (12), the rear end of the front locking oil cylinder (12) is hinged to the support leg (2), and the front end of the front locking oil cylinder (12) is hinged to the lower corner of the rear end of the side panel (5-1).

Images