A new front suspension structure for a venue vehicle

Abstract

The present application relates to the front suspension device of the site car. Including the frame and the left rocker arm and the right rocker arm which are movably connected with the frame, the left horn assembly movably connected with the left rocker arm and the right horn assembly movably connected with the right rocker arm, the left damper with one end fixedly connected with the frame and the other end movably connected with the left horn assembly or the left rocker arm, the right damper with one end fixedly connected with the frame and the other end movably connected with the right horn assembly or the right rocker arm; further comprising the shock absorbing spring, the left end of the shock absorbing spring is movably connected with the left rocker arm, the right end of the shock absorbing spring is movably connected with the right rocker arm, and the shock absorbing spring is transversely arranged between the left rocker arm and the right rocker arm relative to the ground. The technical scheme of the present application can significantly increase the available stroke of the damper, and when the vehicle leans, the tire can be tightly attached to the ground to prevent the occurrence of head lifting.

Description

Technical Field

[0001] This invention relates to the field of motor vehicle engineering technology, and in particular to the front suspension system of a course vehicle such as a golf cart. Background Technology

[0002] In existing front suspension structures, the shock absorber assembly includes a damper and a spring. Because the spring continuously supports the damper within the shock absorber, the damper needs to be controlled to its maximum length to ensure the spring has a certain preload value, preventing it from becoming loose. This limits the damper's pre-compression travel during installation. Furthermore, the design of the spring is constrained by the vehicle's actual load conditions and parameters such as spring wire diameter, overall height, and material properties, limiting the spring's travel. Under light load, the shock absorber's compression may only be 30-40mm (when the designed travel is 100mm). Moreover, due to the vehicle's rearward center of gravity, when speeds reach a certain level and during minimum radius turns, the inner wheel often lifts up, resulting in a "wheel-drive" phenomenon. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of existing technologies, enabling the damper to be pre-compressed during installation, increasing the vertical travel of the tires to prevent tire lift-off during vehicle roll, thus solving the safety and comfort issues related to wheelie. Simultaneously, it increases the vertical travel of the left and right wheel control arms; reduces the amount of springs used, lowering costs; and reduces spring compression, increasing spring fatigue life.

[0004] The present invention discloses a novel front suspension structure for a track vehicle, comprising a frame and a left and right rocker arm movably connected to the frame, a left steering knuckle assembly movably connected to the left rocker arm and a right steering knuckle assembly movably connected to the right rocker arm, a left damper with one end fixedly connected to the frame and the other end movably connected to the left steering knuckle assembly or the left rocker arm, and a right damper with one end fixedly connected to the frame and the other end movably connected to the right steering knuckle assembly or the right rocker arm; characterized in that it further comprises a shock-absorbing spring, the left end of which is movably connected to the left rocker arm, the right end of which is movably connected to the right rocker arm, and the shock-absorbing spring is horizontally positioned between the left and right rocker arms relative to the ground.

[0005] The aforementioned novel front suspension structure for a track vehicle has a left fixed plate fixed to the left rocker arm and movably connected to the left end of the shock absorber spring, and a right fixed plate fixed to the right rocker arm and movably connected to the right end of the shock absorber spring.

[0006] The aforementioned novel front suspension structure for a track vehicle comprises two left rocker arms: an upper left rocker arm and a lower left rocker arm; two right rocker arms: an upper right rocker arm and a lower right rocker arm; a left damper is movably connected to the lower left rocker arm; and a right damper is movably connected to the lower right rocker arm.

[0007] By employing the technical solution of this invention, the shock absorber spring and damper can be used separately, eliminating the limitation of the shock absorber spring and significantly increasing the available stroke of the damper. Furthermore, a certain stroke pre-compression can be designed for the damper during installation. Simultaneously, when the vehicle tilts, the control arm in the tilt direction is compressed. The force of this compression can be transmitted through the spring to the control arm on the other side, pushing it and keeping the tire firmly in contact with the ground. This invention also reduces the number of springs used, lowering vehicle manufacturing costs.

[0008] Instruction manual illustrations

[0009] Figure 1 This is a three-dimensional schematic diagram of an embodiment of a novel front suspension structure for a track vehicle equipped with wheels according to the present invention.

[0010] Figure 2 for Figure 1 The figure shown is a front view of a novel front suspension structure embodiment of a track vehicle according to the present invention.

[0011] Figure 3 for Figure 1 The figure shown is a three-dimensional schematic diagram of an embodiment of a novel front suspension structure for a track vehicle with its wheels removed, according to the present invention.

[0012] Figure 4 This is a schematic diagram of a novel front suspension structure embodiment of a track vehicle equipped with wheels according to the present invention when tilting to the left.

[0013] Figure 5 A schematic diagram of a second embodiment of a novel front suspension structure for a track vehicle equipped with wheels according to the present invention. Detailed Implementation

[0014] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings.

[0015] In the description of this invention, it should be understood that the terms "upper", "lower", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0016] like Figure 1 , Figure 2 , Figure 3 , Figure 4The illustration shows Embodiment 1 of the present invention. It includes a frame 1 and a left rocker arm 21 and a right rocker arm 22 movably connected to the frame 1; a left steering knuckle assembly 31 movably connected to the left rocker arm 21 and a right steering knuckle assembly 32 movably connected to the right rocker arm 22; a left damper 41 with one end fixedly connected to the frame 1 and the other end movably connected to the left steering knuckle assembly 31; and a right damper 42 with one end fixedly connected to the frame 1 and the other end movably connected to the right steering knuckle assembly 32. Thus, compared to the existing shock absorber assembly of spring + damper, the left damper 41 and right damper 42 can be designed with a larger stroke, greatly increasing the vertical movement distance of the tire, ensuring that the tire can still contact the ground even if the vehicle body tilts. This embodiment also includes a shock absorber spring 5, with its left end 51 movably connected to the left rocker arm 21 and its right end 52 movably connected to the right rocker arm 22. The shock absorber spring 5 is positioned horizontally between the left rocker arm 21 and the right rocker arm 22 relative to the ground. In this embodiment, a left fixing plate 211 is fixed to the left rocker arm 21 and movably connected to the left end 51 of the shock absorber spring, and a right fixing plate 221 is fixed to the right rocker arm 22 and movably connected to the right end 52 of the shock absorber spring; thus, when the vehicle tilts, such as when tilting to the left (e.g. Figure 4 As shown, the suspension structure on the left is under pressure, and the left control arm 21 rotates upward. At this time, the left control arm 21 will compress the shock absorber spring 5, and then the shock absorber spring 5 will transmit the compression to the right control arm 22 on the other side. Under the thrust of the shock absorber spring 5, the right control arm 22 will rotate downward, so that the right tire can always keep in contact with the ground, and at the same time increase the pressure of the tire on the ground and increase the tire grip.

[0017] like Figure 5 The following is an embodiment of the present invention. Unlike embodiment one, in this embodiment two, the left rocker arm 21 consists of two parts: an upper left rocker arm 21A and a lower left rocker arm 21B. Similarly, the right rocker arm 22 consists of two parts: an upper right rocker arm 22A and a lower right rocker arm 22B. The left damper 41 is movably connected to the lower left rocker arm 21B, and the right damper 42 is movably connected to the lower right rocker arm 22B.

[0018] Compared with the existing shock absorber assembly of shock absorber spring + damper, the technical solution of this invention reduces the use of one shock absorber spring, thereby reducing vehicle manufacturing costs.

[0019] The above description is only a preferred embodiment of the present invention. It should be noted that those skilled in the art can make several modifications and improvements without departing from the inventive concept of the present invention, and these all fall within the protection scope of the present invention.

Claims

1. A novel front suspension structure for a track vehicle, comprising a frame and a left and right rocker arm movably connected to the frame, a left steering knuckle assembly movably connected to the left rocker arm and a right steering knuckle assembly movably connected to the right rocker arm, a left damper with one end fixedly connected to the frame and the other end movably connected to the left steering knuckle assembly or the left rocker arm, and a right damper with one end fixedly connected to the frame and the other end movably connected to the right steering knuckle assembly or the right rocker arm; characterized in that... It also includes a shock-absorbing spring, which is horizontally positioned between the left and right rocker arms relative to the ground. The left end of the shock-absorbing spring is movably connected to the left rocker arm, and the right end of the shock-absorbing spring is movably connected to the right rocker arm.

2. The novel front suspension structure for a track vehicle according to claim 1, characterized in that... A left fixing plate is fixed on the left rocker arm and movably connected to the left end of the shock-absorbing spring; a right fixing plate is fixed on the right rocker arm and movably connected to the right end of the shock-absorbing spring.

3. A novel front suspension structure for a track vehicle according to claim 2, characterized in that... The left rocker arm consists of two parts: an upper left rocker arm and a lower left rocker arm. The right rocker arm also consists of two parts: an upper right rocker arm and a lower right rocker arm. The left damper is movably connected to the lower left rocker arm, and the right damper is movably connected to the lower right rocker arm.

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