A fuelled sand vehicle engine suspension assembly

Abstract

The application discloses a fuel beach buggy engine suspension assembly and belongs to the technical field of installation and arrangement of internal combustion engines. The fuel beach buggy engine suspension assembly comprises a base and a framework. A buffer assembly one is arranged at the corner of the framework. The buffer assembly one is assembled and connected with a vehicle frame. A buffer assembly two is arranged at the middle section of the framework. The buffer assembly two is assembled and connected with an engine. The buffer assembly one comprises two hierarchical bushings and two rubber bushings. The buffer assembly one and the buffer assembly two are arranged to decouple and process impacts and vibrations in different directions. The buffer assembly one mainly bears impacts in the vertical direction and the vehicle longitudinal direction, and the buffer assembly two focuses on processing impacts and vibrations in the vehicle transverse direction. The design with clear division of labor enables the suspension system to efficiently cope with the complex stress environment of the beach buggy, and significantly improves the inhibition capacity for transverse vibrations.

Description

Technical Field

[0001] This invention belongs to the field of internal combustion engine installation and arrangement technology, and specifically relates to a suspension assembly for a fuel-powered ATV engine. Background Technology

[0002] As a special type of vehicle that travels on unpaved roads, ATVs face complex and varied operating conditions, frequently encountering intense maneuvers such as climbing slopes, jumping, and sharp turns. This unique characteristic places extremely high demands on the vehicle's suspension system, especially the suspension components of the core power source—the engine.

[0003] Existing engine suspension designs mostly focus on buffering and absorbing vertical impacts and vibrations from the road surface. They typically employ elastic elements such as rubber bushings between the engine and the frame, secured to the frame's support feet with lateral bolts. While this design meets basic shock absorption requirements under normal driving conditions, strong lateral moments are generated when the ATV makes sharp turns or travels at high speeds on uneven surfaces. Existing suspension systems, due to insufficient rubber bushings to handle lateral forces and a lack of adequate clearance, result in hard contact between the engine suspension and the frame's support feet. This leads to direct and significant vibration transmission to the vehicle body, severely impacting ride comfort, accelerating component fatigue, and even triggering resonance, threatening driving safety. Therefore, designing an engine suspension system that can effectively and flexibly support and buffer lateral forces while avoiding hard contact is a pressing technical problem that needs to be solved in this field. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a suspension assembly for a fuel-powered ATV engine.

[0005] The technical solution adopted to solve the above technical problems is:

[0006] A suspension assembly for a fuel-powered ATV engine includes:

[0007] The base includes a frame, wherein a buffer component one is provided at the corner of the frame and is assembled and connected to the vehicle frame, and a buffer component two is provided in the middle section of the frame and is assembled and connected to the engine.

[0008] Buffer assembly one includes two graded bushings and two rubber bushings. The two graded bushings include buffer members. The opening positions of the buffer members are filled with lugs. A through hole is opened in the middle of the lug. A bushing rod is inserted into the through hole of the lug at the bottom.

[0009] Buffer assembly two includes a cylinder head support and a cylinder block support. The engine is mounted between the cylinder head support and the cylinder block support. The cylinder block support guides the engine to slide along the crankshaft direction and provides damping buffer. The cylinder head support enables the engine to twist relative to the frame.

[0010] Among them, buffer component one mainly bears the vertical and longitudinal impacts and vibrations of the vehicle, while buffer component two mainly bears the lateral impacts and vibrations of the vehicle. This arrangement of distributing the impacts from different directions is of significant importance for special vehicles like ATVs that require frequent hill climbing and sharp-angle turning. The weight of the engine and base, as well as the vertical vibration of the engine, are absorbed and converted by the bottom and lowest lugs of the buffer components. On undulating roads (especially when climbing hills), the buffer components and lugs, being made of relatively soft materials, are easily compressed to their limits, resulting in a significant reduction in vibration damping capacity. The bushing, made of harder rubber, provides more resilient support, achieving the necessary damping effect. This prevents the buffer components and lugs from fatigue fracture due to violent compression and also provides support under harsh working conditions. The lower part provides necessary buffering and isolation. During large-angle turns, the cylinder head support allows the engine to slide slightly along the crankshaft direction and buffer the impact, rather than laterally pressing against the frame and causing resonance between the engine and the body. At the same time, the cylinder head support is made of high-toughness metal material, which can be subjected to vertical torsion. This allows the cylinder head to twist relative to the frame when the engine block slides laterally, thus working with the cylinder head support to buffer the lateral impact of the vehicle. It is important to emphasize that the piston sliding direction of the engine forms an angle of 10 to 15 degrees with the horizontal direction, and the cylinder head is higher than the cylinder block. The second buffer component allows the piston working vibration of the engine to be released and transmitted mainly in the horizontal direction, and acts on the middle section of the buffer component of the first buffer component and the horizontal support, where it is buffered and absorbed and converted into internal energy, improving ride comfort.

[0011] Furthermore, the cylinder head support is a lightweight support, which includes a fixing frame, which is fixedly connected to the frame. The free end of the fixing frame is provided with a torsion bar, which is connected to the cylinder head of the engine through a clamping bolt.

[0012] The above technical solution provides a specific configuration for a cylinder head support for installing a small-displacement engine. The sheet-like fixing bracket is bent at the edge to obtain a reinforced long strip structure. The sheet-like fixing bracket ensures that the overall weight is light. The torsion bar can be twisted to cause the engine to move laterally along the vehicle body, so as to buffer and transform lateral impact.

[0013] Furthermore, the cylinder head support is a heavy-duty support, which includes a fixed frame, which is fixedly connected to the frame. The free end of the fixed frame is provided with a torsion bar, which is connected to the cylinder head of the engine by a clamping bolt.

[0014] The above technical solution provides a specific configuration for cylinder head support for installing large-displacement engines. The heavy-duty support has a structure that is narrow at the top and wide at the bottom, with a longer joint length at the connection with the frame, resulting in higher connection strength and stronger load-bearing capacity for the greater engine weight and greater vibration amplitude. The torsion bar has a widened and thickened reinforced shape, which has a stronger load-bearing capacity while maintaining the torsional characteristics. Under the premise of maintaining the same force, the torsion amplitude is smaller, which can avoid excessive lateral sway that could cause problems with the chain drive, i.e., prevent the chain from frequently falling off due to excessive lateral torsion angle of the engine.

[0015] Furthermore, the side walls of the first and second torsion bars are provided with notches, and the top ends of the first and second torsion bars are provided with ball grooves. A ball head rod is embedded in the middle of the ball grooves, and the ball head rod is connected to the cylinder head of the engine.

[0016] Through the above technical solution, the notch is opened at the bending position of torsion bar one and torsion bar two, which disrupts the integrity of the sides of torsion bar one and torsion bar two, making the force that can cause torsion lower and the sensitivity higher. The ball joint and ball groove component replace the bolts to connect with the engine, so that torsion bar one and torsion bar two will not immediately cause torsion deformation in the initial stage of engine yaw, further improving the sensitivity. And torsion bar one and torsion bar two will only deform after the ball joint and ball groove component are twisted to the limit angle, so that torsion bar one and torsion bar two will not torsion under small vibration stress, thus extending the fatigue replacement cycle.

[0017] Furthermore, the cylinder block support is a lightweight support two, which includes a fixed rod one, which is fixedly connected to the frame, and a sliding sleeve one is sleeved on the outer side of the fixed rod one. An inner ring is provided between the end of the sliding sleeve one and the frame, and a support plate one is fixedly installed on the circumferential side wall of the sliding sleeve one. The support plate one is assembled and connected to the engine cylinder block by threading.

[0018] The above technical solution provides a specific configuration for absorbing the lateral impact of small-displacement engines. The fixed rod is fixedly connected to the frame to form a more stable frame structure. The frame slides under the guidance of the fixed rod and compresses the inner ring of rubber material to slide laterally during large turns. During this process, the engine is flexibly supported by the inner ring and absorbs and transforms the lateral impact force and vibration, without directly and rigidly acting on the frame.

[0019] Furthermore, the inner wall of the sliding sleeve is fitted with an inner liner, and the space between the inner wall of the inner liner and the outer wall of the fixed rod is filled with lubricating oil. A sealing ring is provided between the open end of the inner liner and the fixed rod, and a ball bearing is provided between the middle section of the inner liner and the fixed rod.

[0020] Through the above technical solution, in order to ensure the stability of long-term operation, a friction-resistant and high-temperature-resistant inner lining is designed on the inner wall of the first sliding sleeve. The inner lining can be a coating or a separate solid sleeve to ensure that the first sliding sleeve will not be damaged due to friction. The ball bearings change the contact mode, making the sliding more flexible and generating less frictional heat, ensuring that the first sliding sleeve can slide smoothly even with continuous large-angle turns in high-temperature environments.

[0021] Furthermore, the cylinder block support is a heavy-duty support second, which includes a fixed rod second, which is fixedly connected to the frame. A sliding sleeve second is sleeved on the outer side of the fixed rod second, and a hydraulic damping component is provided between the sliding sleeve second and the fixed rod second. A support plate second is fixedly installed on the circumferential side wall of the sliding sleeve second, and the support plate second is assembled and connected to the cylinder block of the engine.

[0022] The above technical solution provides a specific configuration for absorbing the lateral impact of large-displacement engines. Large-displacement engines have greater self-weight and stronger vibration. During sharp turns, the sliding sleeve 2 slides on the fixed rod 2, using hydraulic damping components instead of rubber components for flexible support and vibration absorption. Instead of using elastic materials for impact absorption, the flow of hydraulic oil is used for flexible support and impact conversion, resulting in a higher upper limit for fatigue damage and a lower probability of damage.

[0023] Furthermore, the hydraulic damping component includes a reinforcing sleeve, the end of which is provided with a sealing ring II, and a stepped cylinder is fixedly installed in the middle of the inner side of the reinforcing sleeve. The stepped cylinder is provided with a narrow cavity and a wide cavity filled with hydraulic oil in parallel along the axial direction. A follower ring is provided at the junction of the narrow cavity and the wide cavity. The two ends of the follower ring are in sliding contact with the inner walls of the narrow cavity and the wide cavity, respectively. The follower ring is provided with a connecting hole along the axial direction that cooperates with the narrow cavity and the wide cavity.

[0024] The above technical solution discloses the specific configuration of the hydraulic damping component. The follower ring is fixed to the fixed rod two. When the sliding sleeve two slides laterally, the follower ring squeezes the hydraulic oil in the wide cavity, causing it to flow into the narrow cavity through the connecting pipe hole. During the flow, the smaller diameter of the connecting hole increases the flow resistance of the hydraulic oil, thus providing stable resistance to achieve flexible support during the movement of the sliding sleeve two. When the lateral force increases rapidly, more hydraulic oil flows through the connecting hole per unit time, thereby increasing the sliding resistance of the sliding sleeve two. When the lateral force is applied for a longer period, because the inner diameter of the narrow cavity is smaller than that of the wide cavity, as the follower ring penetrates deeper into the wide cavity, the narrow cavity... The space released from the cavity is insufficient to accommodate the hydraulic oil flowing out of the wide cavity, which causes the pressure inside the narrow cavity to rise rapidly. This results in a rapid increase in the resistance of the hydraulic oil entering the narrow cavity, thus achieving a greater sliding resistance as the sliding distance of the two sleeves increases. This dynamic support method, which is soft at first and then hard, can effectively prevent excessive engine yaw and chain slippage caused by insufficient lateral support during sharp turns. Moreover, the design of the narrow and wide cavities with different inner diameters allows the hydraulic oil from the wide cavity to enter the narrow cavity, causing a pressure difference on both sides of the follower ring, which eventually returns to its initial position. This ensures that the follower ring remains centered when the vehicle is traveling in a straight line, thus guaranteeing dynamic engine centering.

[0025] Furthermore, the second buffer assembly also includes an auxiliary support, which includes a strut and a cone. The strut is fixedly connected to the frame and has a cone hole. The cone is fixedly connected to the bottom surface of the engine block via a threaded rod. A nylon ring is installed on the side of the cone facing the cone hole.

[0026] Through the above technical solution, in order to cope with the heavy displacement engine, a strut is added in the middle section of the frame to support the bottom of the engine. By using the coaxially inserted truncated cone and conical hole, the force on buffer assembly one and buffer assembly two can be distributed, reducing the stress deformation of the actuators (torsion bar, inner ring and hydraulic damping components) in buffer assembly one and buffer assembly two. Part of the deformation is converted into the deformation of the nylon ring. During sharp turns, the inclined inner wall of the conical hole can squeeze the truncated cone to generate an upward component force, which can offset part of the pressure of the engine's own weight on the torsion bar and the radial pressure of the sliding sleeve on the fixed rod. This reduces the initial torque on the torsion bar, reduces the frictional resistance between the sliding sleeve and the fixed rod, and makes the deformation of the torsion bar and the lateral movement of the sliding sleeve more flexible. The flexible support and conversion of lateral torque are smoother.

[0027] Furthermore, a reinforcing plate is installed at one end of the support lug located outside the opening of the buffer component, and an end plate is provided on the side of the reinforcing plate away from the support lug, and the end plate is embedded and snapped into the end of the bushing.

[0028] Through the above technical solution, the reinforcing plate connects multiple independent lugs into a whole, which is convenient for installation and replacement. The end plate plays the role of blocking sand and dust, and can also center and position the liner rod to prevent the liner rod from sliding laterally and causing the through hole to have a gap. This avoids the torsion caused by the force distribution layout when the buffer is under pressure, and effectively ensures the stable operation of the combination structure of buffer and liner rod.

[0029] The beneficial effects of this invention are as follows:

[0030] (1) This invention decouples impacts and vibrations from different directions by setting up buffer component one and buffer component two. Buffer component one mainly bears the impacts in the vertical direction and the longitudinal direction of the vehicle, while buffer component two focuses on handling the impacts and vibrations in the lateral direction of the vehicle. This clear division of labor design enables the suspension system to efficiently cope with the complex stress environment of the ATV and significantly improves the ability to suppress lateral vibrations;

[0031] (2) This invention provides a flexible solution for the lateral movement of the engine by having the cylinder block support and cylinder head support in the second buffer assembly work together. When the vehicle turns at a large angle, the cylinder block support guides the engine to slide slightly along the crankshaft direction and buffers the impact, while the cylinder head support allows the engine to undergo relative torsion through the deformation of the torsion bar. The two work together to cleverly convert lateral impact energy into sliding and torsional mechanical energy, thereby completely avoiding hard contact between the engine and the frame and greatly reducing the direct transmission of vibration to the vehicle body;

[0032] (3) This invention provides a specific configuration of light / heavy support and is supplemented by hydraulic damping, auxiliary support and other optimized designs, so that it can be flexibly adapted to fuel engines of different displacement and weight, and provides stable and reliable buffering performance under various harsh working conditions, with a wide range of applications. Attached Figure Description

[0033] Figure 1 This is a schematic diagram illustrating the application of the first configuration of the present invention;

[0034] Figure 2 This is a schematic diagram illustrating the application of the second configuration of the present invention;

[0035] Figure 3 This is a schematic diagram of the first configuration of the present invention;

[0036] Figure 4 This is a schematic diagram of the second configuration of the present invention;

[0037] Figure 5 This is a schematic diagram showing the separation between the graded bushing and the second support leg of the present invention;

[0038] Figure 6 This is a schematic diagram showing the position between the graded bushing and the second support leg of the present invention;

[0039] Figure 7 This is a structural schematic diagram of the lightweight support of the present invention;

[0040] Figure 8 This is a schematic diagram of the structure of the lightweight support base II of the present invention;

[0041] Figure 9 This is a schematic diagram showing the positions of the sliding sleeve, middle rod, ball, limiting ring and plug of the present invention;

[0042] Figure 10 This is a schematic diagram of the heavy-duty support base II of the present invention;

[0043] Figure 11 This is a split schematic diagram of the heavy-duty support base 2 of the present invention;

[0044] Figure 12 This is a split schematic diagram of the auxiliary support of the present invention.

[0045] Reference numerals: 1. Frame; 11. Support leg one; 12. Support leg two; 2. Engine; 3. Base; 31. Skeleton; 32. Graded bushing; 321. Axle; 322. Buffer component; 323. Outer sleeve; 324. Reinforcing disc; 325. Support lug; 326. Through hole; 327. End plate; 328. Liner rod; 33. Rubber bushing; 4. Lightweight support seat one; 41. Fixing bracket one; 42. Torsion bar one; 421. Notch; 422. Ball groove component; 43. Clamping bolt one; 44. Ball head rod; 5. Lightweight support seat two; 51. Sliding sleeve one; 511. Inner liner; 52. Support plate one; 521. Threaded rod; 53. Fixed rod one; 54. 55. Sealing ring 1; 55. Limiting ring; 551. Notch; 56. Ball bearing; 57. Plug; 571. End; 58. Inner ring; 59. Outer ring; 6. Heavy-duty support 1; 61. Fixing bracket 2; 62. Torsion bar 2; 63. Tightening bolt 2; 7. Auxiliary support; 71. Support rod; 711. Tapered hole; 72. Nylon ring; 73. Conical truncated cone; 731. Baffle; 74. Threaded rod; 8. Heavy-duty support 2; 81. Sliding sleeve 2; 811. Protective cover; 82. Support plate 2; 83. Fixed rod 2; 831. Sealing ring 2; 84. Stepped cylinder; 85. Reinforcing sleeve; 86. Follower ring; 861. Connecting hole; 87. Narrow cavity; 88. Wide cavity. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0047] like Figure 1 - Figure 4As shown, this embodiment provides a suspension assembly for a fuel-powered ATV engine, mainly comprising a base 3, a buffer assembly one, and a buffer assembly two. The base 3 is assembled and connected to the frame 1 through the four corners of its frame 31, while the engine 2 is installed in the middle section of the frame 31 through the buffer assembly two, forming a stable and elastic suspension system.

[0048] In terms of specific structure, the buffer assembly is located at the four corners of the frame 31 to isolate impacts mainly from vertical and longitudinal forces of the vehicle. It includes a tiered bushing 32 and a rubber bushing 33. The buffer element 322 inside the tiered bushing 32 is made of a softer rubber material with a multi-pointed star shape. Its opening positions provide deformation space, and the opening positions are filled with lugs 325. The lugs 325 can distribute the impact force and can be replaced individually, extending the service life of the tiered bushing 32. A rod 328 made of harder rubber is inserted into the through hole 326 of the bottom lug 325. To enhance the stability of the overall structure, a reinforcing plate 324 is also installed on the outside of the lug 325, and the rod 328 is positioned and dustproofed by an end plate 327.

[0049] The second buffer assembly is the core of this invention. It focuses on handling lateral impacts and vibrations of the vehicle and is mainly composed of cylinder head support and cylinder block support. The engine 2 is mounted between these two.

[0050] In this embodiment, we will use a large-displacement engine as an example. Therefore, heavy-duty support 6 is selected for the cylinder head support, heavy-duty support 8 is selected for the cylinder block support, and an auxiliary support 7 is added.

[0051] Reference Figure 4 The heavy-duty support bracket 61 adopts a trapezoidal structure that is narrower at the top and wider at the bottom. It is firmly connected to the frame 31 through a longer joint to withstand greater weight and vibration. The torsion bar 62 at its free end is widened and thickened to retain the necessary torsional capacity while limiting the torsional amplitude, preventing the drive chain from falling off due to excessive engine yaw. To improve response sensitivity and durability, a notch 421 is provided at the bend of the torsion bar 62 to reduce the initial torsional torque. Its top end is connected to the engine cylinder head through a ball joint 422 and a ball joint 44. This ball joint structure allows the engine to rotate freely at a small angle in the early stages of yaw, and only forces the torsion bar 62 to deform when the impact force increases, thereby effectively filtering small vibrations and extending fatigue life.

[0052] Reference Figure 10 and Figure 11The heavy-duty support 8 guides the lateral sliding of the engine. Its fixed rod 83 is fixed to the frame 31, and a sliding sleeve 81 is fitted on its outer side. A precision hydraulic damping component is installed between the sliding sleeve 81 and the fixed rod 83. This hydraulic damping component has a stepped cylinder 84 inside, forming a wide cavity 88 and a narrow cavity 87 with different inner diameters, separated by a follower ring 86 with a connecting hole 861. When the vehicle turns at a large angle, the lateral force generated by the engine pushes the sliding sleeve 81 to slide along the fixed rod 83, squeezing the hydraulic oil in the wide cavity 88 to flow through the connecting hole 861 to the narrow cavity 87. Due to the throttling effect of the orifice, a stable damping force is generated, achieving flexible support and energy conversion against lateral impacts. This design not only has a high fatigue limit but also achieves dynamic support that is "soft first, then hard," effectively avoiding excessive yaw caused by insufficient support force during sharp turns.

[0053] Reference Figure 12 The auxiliary support 7, as a supplement, further optimizes the suspension performance of the large-displacement engine. Its strut 71 is fixed to the frame 31 and supports the bottom of the engine via a cone 73 and a nylon ring 72. When the vehicle turns, the inclined inner wall of the cone hole 711 compresses the cone 73, generating an upward component force that cleverly counteracts some of the engine's own weight's pressure on the torsion bar 62, as well as the radial pressure on the sliding sleeve 81 and the fixed rod 83. This makes the torsion of the torsion bar and the sliding of the sliding sleeve more flexible and smooth, ensuring higher efficiency in buffering and converting lateral torque.

[0054] The working principle is as follows:

[0055] When the ATV travels on uneven surfaces (such as ramps), the weight of engine 2 and the vertical vibrations are primarily borne by the buffer assembly. The buffer element 322 and the lugs 325 are initially compressed to absorb energy; when the impact is too great and the soft material approaches its compression limit, the stiffer bushing 328 begins to provide resilient support. Although stiffer, bushing 328 is also a deformable elastic material, effectively preventing fatigue fracture caused by violent compression of the buffer element, providing necessary cushioning and isolation under harsh operating conditions.

[0056] When the vehicle makes a sharp turn, a strong lateral torque acts on engine 2. At this time, the second damping component begins to play a crucial role. The cylinder block support (heavy-duty support 2 8) guides engine 2 to slide along the crankshaft direction, and the hydraulic damping component provides flexible support; at the same time, the torsion bar 2 62 of the cylinder head support (heavy-duty support 1 6) is torn. The two work together to cleverly convert the lateral impact energy into sliding and torsional mechanical energy, thereby completely avoiding hard contact between the engine and the frame, greatly reducing the direct transmission of vibration to the vehicle body, and significantly improving ride comfort.

[0057] In a further embodiment, a specific configuration of a cylinder head support is provided for installing a small-displacement engine 2, referring to... Figure 3 The cylinder head support is a lightweight support 4, which includes a fixing frame 41. The fixing frame 41 is fixedly connected to the frame 31. The free end of the fixing frame 41 is provided with a torsion bar 42. The torsion bar 42 is connected to the cylinder head of the engine 2 through a clamping bolt 43. The plate-shaped fixing frame 41 is bent at the edge to obtain a reinforced long strip structure. The plate-shaped fixing frame 41 ensures that the overall weight is light. The torsion bar 42 can be twisted to deform and cause the engine 2 to move laterally along the vehicle body in order to buffer and convert lateral impact.

[0058] In a further embodiment, a specific configuration of a cylinder head support is provided for mounting a large-displacement engine 2, referring to... Figure 4 The cylinder head support is a heavy-duty support 6, which includes a fixing frame 61. The fixing frame 61 is fixedly connected to the frame 31. The free end of the fixing frame 61 is provided with a torsion bar 62. The torsion bar 62 is connected to the cylinder head of the engine 2 through a clamping bolt 63. The heavy-duty support 6 has a structure that is narrow at the top and wide at the bottom. The joint length at the connection with the frame 31 is longer, and the connection strength is higher. It has a stronger load-bearing capacity for the greater weight of the engine 2 and the greater amplitude of vibration. The torsion bar 62 adopts a widened and thickened reinforced shape. Under the premise that the torsion characteristics remain unchanged, the load-bearing capacity is stronger, and the torsion amplitude is smaller under the premise that the force remains unchanged. This can avoid excessive lateral sway causing problems with the chain drive, that is, prevent the chain from frequently falling off due to the excessive lateral torsion angle of the engine 2.

[0059] In a further embodiment, refer to Figure 7 The structure of the torsion bar is optimized. Torsion bar 1 (42) and torsion bar 2 (62) have notches 421 on their side walls. Ball grooves 422 are located at the top of both torsion bars 1 (42) and 2 (62), with a ball head rod 44 embedded in the middle of the groove. The ball head rod 44 connects to the cylinder head of the engine 2. The notches 421 are located at the bending points of torsion bars 1 (42) and 2 (62), disrupting the integrity of the sides of torsion bars 1 (42) and 2 (62) to reduce the force required for torsion. The ball joint rod 44 and ball groove part 422 replace bolts to connect with the engine 2, so that the torsion bar 42 and torsion bar 62 will not immediately twist and deform in the initial stage of engine 2 yaw, further improving the sensitivity. The torsion bar 42 and torsion bar 62 will only deform after the ball joint rod 44 and ball groove part 422 twist to the limit angle, so that the torsion bar 42 and torsion bar 62 will not twist under small vibration stress, thus extending the fatigue replacement cycle.

[0060] In a further embodiment, to accommodate the sliding absorption of lateral impacts in a small-displacement engine, a specific configuration is provided, referring to... Figure 8The cylinder block support is a lightweight support 2 5, which includes a fixed rod 1 53. The fixed rod 1 53 is fixedly connected to the frame 31. A sliding sleeve 1 51 is fitted on the outside of the fixed rod 1 53. An inner ring 58 is provided between the end of the sliding sleeve 1 51 and the frame 31. An outer sleeve 59 is fitted on the outside of the inner ring 58 for protection. A support plate 1 52 is fixedly installed on the circumferential side wall of the sliding sleeve 1 51. The support plate 1 52 is assembled and connected to the cylinder block of the engine 2 through a thread 521. The fixed rod 1 53 and the frame 31 are fixedly connected to form a more stable frame structure. The frame 31 slides under the guidance of the fixed rod 1 53 and slides laterally when it compresses the rubber inner ring 58 during large turns. During the process, the engine 2 is flexibly supported by the inner ring 58 and absorbs the lateral impact force and vibration, converting them into the internal energy of the inner ring 58, so that they do not directly and rigidly act on the frame 1.

[0061] In a further embodiment, to ensure stability during long-term operation, refer to Figure 9 The inner wall of the sliding sleeve 51 is fitted with a liner 511. Lubricating oil is filled between the inner wall of the liner 511 and the outer wall of the fixed rod 53. A sealing ring 54 is provided between the open end of the liner 511 and the fixed rod 53. A ball bearing 56 is provided between the middle section of the liner 511 and the fixed rod 53. The inner wall of the sliding sleeve 51 is designed with a friction-resistant and high-temperature-resistant liner 511. The liner 511 can be a coating or a separate solid sleeve to ensure that the sliding sleeve 51 will not be damaged due to friction. The ball bearing 56 has a different contact method, with a limiting ring 55 limiting the contact of the ball bearing 56. To prevent the ball 56 from moving uncontrollably, a notch 551 is made at the bottom of the installation gap of the ball 56 formed by the limiting ring 55, and a threaded plug 57 is used to seal it. The plug 57 can be removed to replace the ball 56. The end 571 adopts the conformal structure of the limiting ring 55 to fill the notch 551 after the plug 57 is installed, ensuring the smooth rolling of the ball 56, making the sliding more flexible and reducing the frictional heat generated during sliding. This ensures that even in high-temperature environments, the sliding sleeve 51 can slide smoothly even with continuous large-angle turns.

[0062] In a further embodiment, a specific configuration is provided to accommodate the sliding absorption of lateral impacts from a large-displacement engine, referring to... Figure 10The cylinder block support is a heavy-duty support 2 8, which includes a fixed rod 2 83. The fixed rod 2 83 is fixedly connected to the frame 31. A sliding sleeve 2 81 is sleeved on the outer side of the fixed rod 2 83. A hydraulic damping component is provided between the sliding sleeve 2 81 and the fixed rod 2 83. A support plate 2 82 is fixedly installed on the circumferential side wall of the sliding sleeve 2 81. The support plate 2 82 is assembled and connected to the cylinder block of the engine 2. The large-displacement engine 2 has a greater self-weight and stronger vibration. When turning sharply, the sliding sleeve 2 81 slides on the fixed rod 2 83. The hydraulic damping component is used instead of a rubber component for flexible support and vibration absorption. Instead of using elastic materials for impact absorption, the flow of hydraulic oil is used for flexible support and impact conversion. The upper limit of fatigue damage is higher and the probability of damage is lower.

[0063] In a further embodiment, the specific configuration of the hydraulic damping component is disclosed, referring to... Figure 11 Through a stepped oil chamber and throttling principle, an adaptive dynamic damping effect is achieved. This hydraulic damping component includes a reinforcing sleeve 85, a stepped cylinder 84, and a follower ring 86. The stepped cylinder 84 is fixedly installed in the middle of the inner side of the reinforcing sleeve 85. Inside, two chambers with different inner diameters are constructed side by side along the axial direction: a wide chamber 88 and a narrow chamber 87. Both chambers are filled with hydraulic oil and sealed at the ends by a sealing ring 831.

[0064] The follower ring 86 is located at the junction of the wide cavity 88 and the narrow cavity 87. Its outer edge slides in contact with the inner walls of the two chambers to form a sealed isolation. The follower ring 86 has a connecting hole 861 along the axial direction to connect the wide cavity 88 and the narrow cavity 87. During assembly, the follower ring 86 is fixed on the fixed rod 83 and moves synchronously with the fixed rod 83.

[0065] When the sliding sleeve 81 slides under the action of a lateral force, it will drive the reinforcing sleeve 85 and the internal stepped cylinder 84 to move relative to the fixed follower ring 86, thereby producing a damping effect. The specific working state is as follows:

[0066] When the second sliding sleeve 81 moves, the hydraulic oil in the wide cavity 88 is squeezed by the follower ring 86 and forced to flow through the smaller connecting hole 861 to the narrow cavity 87. The hydraulic oil generates significant throttling resistance as it flows through this small hole, which acts directly on the second sliding sleeve 81, thus providing it with stable and flexible support.

[0067] When the lateral force increases rapidly (such as during an emergency turn), the moving speed of the second sleeve 81 increases, and the flow rate of hydraulic oil through the connecting hole 861 per unit time increases dramatically, resulting in a stronger throttling effect and a rapid increase in damping force. This characteristic allows the suspension to provide stronger support instantaneously and suppress impacts.

[0068] As the lateral force continues to act, and the sliding distance of the second sleeve 81 increases, the follower ring 86 gradually penetrates deeper into the wide cavity 88. Since the inner diameter of the narrow cavity 87 is smaller than that of the wide cavity 88, its volume per unit length is also smaller. This means that as the sliding distance increases, the hydraulic oil flowing from the wide cavity 88 will cause faster pressure accumulation in the narrow cavity 87. As a result, the longer the sliding distance, the higher the back pressure in the narrow cavity 87, and the greater the resistance to hydraulic oil flow, thus achieving a dynamic hard support effect of "the longer the sliding distance, the greater the sliding resistance." This "soft first, hard later" characteristic can absorb initial impact and provide sufficient rigidity during sharp turns, effectively preventing chain slippage caused by excessive engine yaw.

[0069] It is important to emphasize that this structure has a self-resetting capability. Due to the difference in inner diameter between the wide cavity 88 and the narrow cavity 87, when the lateral force disappears, the hydraulic oil on both sides of the follower ring 86 will generate a thrust due to the unequal pressure, pushing the follower ring 86 back to the initial position where the volumes of the two chambers are balanced. This self-resetting mechanism ensures that the engine can automatically return to the preset center position when the vehicle is traveling in a straight line, thus guaranteeing the dynamic stability of the vehicle.

[0070] In a further embodiment, to address the challenges of large-displacement engines with high weight, refer to... Figure 12 The second buffer assembly also includes an auxiliary support 7, which includes a strut 71 and a cone 73. The strut 71 is fixedly connected to the frame 31 and has a conical hole 711. The cone 73 is fixedly connected to the bottom surface of the engine block 2 via a threaded rod 74. A nylon ring 72 is installed on the side of the cone 73 facing the conical hole 711. By adding a strut 71 in the middle of the frame 31, the bottom of the engine 2 is supported. Furthermore, by using the coaxially inserted cone 73 and conical hole 711, the force on the first and second buffer assemblies can be distributed, reducing the stress on both components. The stress deformation of the actuators (torsion bar, inner ring 58, and hydraulic damping components) in the second buffer assembly is partially converted into the deformation of the nylon ring 72. During sharp turns, the inclined inner wall of the cone hole 711 compresses the cone 73 to generate an upward component force, which offsets part of the pressure of the engine 2's own weight on the torsion bar and the radial pressure of the sliding sleeve on the fixed rod. This reduces the initial torque on the torsion bar, reduces the frictional resistance between the sliding sleeve and the fixed rod, and makes the deformation of the torsion bar and the lateral movement of the sliding sleeve more flexible, resulting in smoother flexible support and conversion of lateral torque.

[0071] In a further embodiment, a reinforcing disc 324 is installed at one end of the lug 325 outside the opening of the buffer 322. The reinforcing disc 324 is made of rubber and can share part of the impact load of the lug 325. The reinforcing disc 324 connects multiple independent lugs 325 into a whole, which is convenient for installation and replacement. Moreover, since the lugs 325 at the bottom are load-bearing components of the engine 2, the replacement cycle is shorter, but the cost of directly replacing them is high. Therefore, the reinforcing disc 324 can be rotated to quickly replace the lugs 325 at other positions to the bottom. In this way, lugs in poor mechanical condition can be replaced. The lugs 325 are replaced on the sides and top where the impact is less severe, so that all the lugs 325 can be fully utilized. The reinforcing plate 324 has an end plate 327 on the side away from the lugs 325. The end plate 327 is embedded and snapped into the end of the liner 328. The end plate 327 serves to block sand and dust, and can also center the liner 328 to prevent the liner 328 from sliding laterally and causing a gap in the through hole 326. This avoids the torsion caused by the force distribution layout when the buffer 322 is compressed, and effectively ensures the stable operation of the combination structure of the buffer 322 and the liner 328.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention.

Claims

1. A suspension assembly for a fuel-powered ATV engine, characterized in that, include: The base (3) includes a frame (31), the frame (31) is provided with a buffer component one at the corner, the buffer component one is assembled and connected to the frame (1), the frame (31) is provided with a buffer component two in the middle section, the buffer component two is assembled and connected to the engine (2); A buffer assembly 1 includes two graded bushings (32) and two rubber bushings (33). The two graded bushings (32) include buffer members (322). The opening positions of the buffer members (322) are filled with lugs (325). A through hole (326) is opened in the middle of the lug (325). A bushing rod (328) is inserted into the through hole (326) of the bottommost lug (325). The second buffer assembly includes a cylinder head support and a cylinder block support. The engine (2) is mounted between the cylinder head support and the cylinder block support. The cylinder block support guides the engine (2) to slide along the crankshaft direction and provides damping buffer. The cylinder head support enables the engine (2) to twist relative to the frame (31). The cylinder head support is a lightweight support (4), which includes a fixing frame (41). The fixing frame (41) is fixedly connected to the frame (31). The free end of the fixing frame (41) is provided with a torsion bar (42). The torsion bar (42) is connected to the cylinder head of the engine (2) through a clamping bolt (43). The cylinder block support is a lightweight support two (5). The lightweight support two (5) includes a fixed rod one (53). The fixed rod one (53) is fixedly connected to the frame (31). A sliding sleeve one (51) is sleeved on the outside of the fixed rod one (53). An inner ring (58) is provided between the end of the sliding sleeve one (51) and the frame (31). A support plate one (52) is fixedly installed on the circumferential side wall of the sliding sleeve one (51). The support plate one (52) is assembled and connected to the cylinder block of the engine (2) through a thread (521). The inner wall of the sliding sleeve (51) is fitted with a liner (511), and the inner wall of the liner (511) and the outer wall of the fixed rod (53) are filled with lubricating oil. A sealing ring (54) is provided between the open end of the liner (511) and the fixed rod (53), and a ball bearing (56) is provided between the middle section of the liner (511) and the fixed rod (53).

2. The fuel-powered ATV engine suspension assembly according to claim 1, characterized in that, The sidewalls of the first torsion bar (42) and the second torsion bar (62) are provided with notches (421), the top ends of the first torsion bar (42) and the second torsion bar (62) are provided with ball grooves (422), and ball head rods (44) are embedded in the middle of the ball grooves (422). The ball head rods (44) are connected to the cylinder head of the engine (2).

3. A suspension assembly for a fuel-powered ATV engine, characterized in that, include: The base (3) includes a frame (31), the frame (31) is provided with a buffer component one at the corner, the buffer component one is assembled and connected to the frame (1), the frame (31) is provided with a buffer component two in the middle section, the buffer component two is assembled and connected to the engine (2); A buffer assembly 1 includes two graded bushings (32) and two rubber bushings (33). The two graded bushings (32) include buffer members (322). The opening positions of the buffer members (322) are filled with lugs (325). A through hole (326) is opened in the middle of the lug (325). A bushing rod (328) is inserted into the through hole (326) of the bottommost lug (325). The second buffer assembly includes a cylinder head support and a cylinder block support. The engine (2) is mounted between the cylinder head support and the cylinder block support. The cylinder block support guides the engine (2) to slide along the crankshaft direction and provides damping buffer. The cylinder head support enables the engine (2) to twist relative to the frame (31). The cylinder head support is a heavy-duty support one (6), the heavy-duty support one (6) includes a fixed frame two (61), the fixed frame two (61) is fixedly connected to the frame (31), the free end of the fixed frame two (61) is provided with a torsion bar two (62), the torsion bar two (62) is connected to the cylinder head of the engine (2) through a clamping bolt two (63); The cylinder block support is a heavy-duty support two (8). The heavy-duty support two (8) includes a fixed rod two (83). The fixed rod two (83) is fixedly connected to the frame (31). A sliding sleeve two (81) is sleeved on the outside of the fixed rod two (83). A hydraulic damping component is provided between the sliding sleeve two (81) and the fixed rod two (83). A support plate two (82) is fixedly installed on the circumferential side wall of the sliding sleeve two (81). The support plate two (82) is assembled and connected to the cylinder block of the engine (2).

4. The fuel-powered ATV engine suspension assembly according to claim 3, characterized in that, The hydraulic damping component includes a reinforcing sleeve (85), with a sealing ring (831) at one end of the reinforcing sleeve (85). A stepped cylinder (84) is fixedly installed in the middle of the inner side of the reinforcing sleeve (85). The stepped cylinder (84) has a narrow cavity (87) and a wide cavity (88) filled with hydraulic oil arranged side by side along the axial direction. A follower ring (86) is provided at the junction of the narrow cavity (87) and the wide cavity (88). The two ends of the follower ring (86) slide in contact with the inner walls of the narrow cavity (87) and the wide cavity (88) respectively. The follower ring (86) has a connecting hole (861) along the axial direction that mates with the narrow cavity (87) and the wide cavity (88).

5. The fuel-powered ATV engine suspension assembly according to claim 4, characterized in that, The second buffer assembly also includes an auxiliary support (7), which includes a strut (71) and a cone (73). The strut (71) is fixedly connected to the frame (31) and has a cone hole (711). The cone (73) is fixedly connected to the bottom surface of the cylinder block of the engine (2) through a threaded rod (74). A nylon ring (72) is installed on the side of the cone (73) facing the cone hole (711).

6. The fuel-powered ATV engine suspension assembly according to claim 5, characterized in that, The support lug (325) is located at one end outside the opening of the buffer (322) and a reinforcing plate (324) is installed thereon. The reinforcing plate (324) is provided with an end plate (327) on the side away from the support lug (325). The end plate (327) is embedded and snapped into the end of the bushing (328).

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