Door-frame-shaped independent front suspension device
By adopting door frame-shaped non-swing arm independent front suspension device, using square tube front axle and steering controls, the structure is simplified and the cost is reduced, and the complexity and high cost problems of existing independent front suspension devices are solved, thus achieving the goal of achieving Simple and reliable suspension effect.
Patent Information
- Application Number
- CN202420949199.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-06
- Publication Date
- 2025-01-14
- Estimated Expiration
- 2034-05-06
AI Technical Summary
The existing independent front suspension devices have complex structures, high costs, difficult positioning and many faults, and need improvement.
The door frame-shaped non-swing arm independent front suspension device is used, consisting of the front axle, the front shock absorber and the steering control. It uses a square tube-type integral front axle or a split structure that can adjust the rear inclination angle of the front shock absorber, combined with the current There are general electric vehicle front shock absorbers, steering trapezoidal arms, push and pull arms to simplify the structure and reduce costs.
It realizes a suspension device with simple structure, low cost and fewer faults, and is suitable for motorized and non-motorized vehicles, reducing maintenance costs and complexity in use.
Smart Images
Figure CN222346674U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to an independent front suspension device used for a vehicle, in particular to a non-swing arm type independent front suspension device with a door frame-shaped structure. Background Art
[0002] The independent front suspension devices disclosed in existing literature and used in various vehicles all adopt a swing-type suspension structure composed of a single or double swing arm and a hydraulic front shock absorber. This type of swing-arm independent front suspension has a complex structure, high cost, great difficulty in positioning, large space, many faults in use, and high maintenance costs, and needs to be improved. Summary of the invention
[0003] The purpose of the utility model is to provide a door frame-shaped non-swing arm type independent front suspension device to change the shortcomings of the existing swing arm + front shock absorber independent front suspension device, such as complex structure, high cost, difficult positioning and many faults.
[0004] In order to achieve the above-mentioned purpose, the utility model will adopt the following technical scheme: a door frame-shaped independent front suspension device, which is composed of a front axle, a front shock absorber and a steering control, and is characterized in that the upper ends of the core tubes of the left and right front shock absorbers are respectively movably connected to the left and right ends of the front axle to realize the support, positioning and guiding functions, the left and right ends of the front axle are provided with round holes 1, round holes 4 and slits for fixing and clamping the core tubes of the front shock absorbers, the middle section of the front axle is provided with a round hole 2 for connecting and fixing the frame and a round hole 3 for passing the steering transmission rod, the steering trapezoidal arm and the steering push-pull arm are movably connected on the outer tube of the front shock absorber, the middle part of the front axle and the steering transmission rod are movably connected through a pressure bearing, the other end of the steering trapezoidal arm connected to the outer tubes of the left and right front shock absorbers is movably connected through a ball head and a steering tie rod to realize synchronous steering of the two front wheels, the left or right front shock absorber The steering push-pull arm movably connected on the outer tube is movably connected to the steering control arm at the lower end of the steering transmission rod through a ball head and a short pull rod to achieve steering control, or the steering control arm at the lower end of the steering transmission rod is movably connected to the left and right steering trapezoidal arms through a ball head and two short pull rods to achieve synchronous steering of the two front wheels. The lower ends of the left and right front shock absorbers are movably connected to the steering trapezoidal arms and the shaft holes of the left and right front wheels through the front wheel shaft. The braking device is movably mounted on the outer tube of the front shock absorber and the front wheel. The front axle is a square tube integral structure or a split structure with an adjustable rearward tilt angle of the front shock absorber. The middle section of the front axle is permanently fixed to the frame 1 or the frame 2 or movably connected through a connecting piece. The front axle is made of a rust-free alloy material with a specific gravity of less than 6 grams / cubic centimeter, or is made of carbon steel material and subjected to surface rust prevention and aesthetic treatment.
[0005] The technical and economic effects brought by the utility model are as follows: a square tube integral front axle or a split structure front axle with adjustable rearward tilt angle of the front shock absorber is adopted as a connecting and supporting component, and the existing general front shock absorber of an electric vehicle is borrowed, and a drum brake or disc brake device and a combination of a steering trapezoidal arm and a steering push-pull arm are movably connected on the outer cylinder of the front shock absorber, which has a simple structure, low cost, and can simplify the manufacturing process of the components; the method of connecting and supporting the front shock absorber and the frame has a simple and reliable structure, low cost, simple positioning, and few faults in use; the door frame-shaped independent front suspension device is used in the two front wheel suspensions of motor vehicles and non-motor vehicles, and has the advantages of simple structure, low cost, few faults, and high technical and economic value.
[0006] The specific implementation scheme is described in detail below with reference to the accompanying drawings BRIEF DESCRIPTION OF THE DRAWINGS
[0007] Figure 1 It is a schematic diagram of the structure of a door frame-shaped independent front suspension device.
[0008] Figure 2 It is a schematic diagram of a square tube type integral structure front axle (1).
[0009] Figure 3 The schematic diagram is a structural diagram of a split-type front axle (1) with an adjustable front shock absorber caster angle.
[0010] Figure 4 It is a structural schematic diagram of the steering push-pull arm (8).
[0011] Figure 5 It is a schematic diagram of a steering control arm (6).
[0012] Figure 6 It is a schematic diagram of the steering trapezoidal arm (4).
[0013] Figure 7 It is a schematic diagram of the connection between the door frame-shaped independent front suspension device and the single longitudinal beam frame 1 (10).
[0014] Figure 8 Schematic diagram of the connection between the door frame-shaped independent front suspension device and the frame-type vehicle frame 2 (11) DETAILED DESCRIPTION
[0015] Combine the following Figure 1 and Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6The relative positions, structures and connection relationships of the various parts of the door frame-shaped independent front suspension device are described. The door frame-shaped independent front suspension device is composed of a front axle (1), a front shock absorber (2) and a steering control. The device is characterized in that the upper ends of the core tubes of the left and right front shock absorbers (2) are respectively movably connected to the left and right ends of the front axle (1) to achieve support, positioning and guiding functions. Figure 1 The left and right ends of the front axle (1) have a circular hole 1 (1-1), a circular hole 4 (1-5) and a slit (1-4) for fixing and clamping the core tube of the front shock absorber (2), as shown. Figure 2 The front axle (1) has a circular hole 2 (1-2) in the middle section for connecting and fixing the frame and a circular hole 3 (1-3) for passing the steering transmission rod (9). Figure 1 and Figure 2 As shown; the front shock absorber (2) is movably connected to the outer tube Figure 6 The steering ladder arm (4) and Figure 4 The steering push-pull arm (8) shown; Figure 2 The middle part of the front axle (1) and the steering transmission rod (9) are movably connected through a pressure bearing, and the other end of the steering trapezoidal arm (4) connected to the outer tube of the left and right front shock absorbers (2) is movably connected through a ball head and a steering tie rod to achieve synchronous steering of the two front wheels. Figure 1 As shown; the left or right front shock absorber (2) is movably connected to the outer tube Figure 4 The steering push-pull arm (8) shown in the figure is connected to the lower end of the steering transmission rod (9) through the ball head and the short pull rod (5). Figure 5 The steering control arm (6) shown is movably connected to achieve steering control, see Figure 1 or the steering control arm (6) at the lower end of the steering transmission rod (9) is movably connected to the left and right steering trapezoidal arms (4) through a ball head and two short tie rods to achieve synchronous steering of the two front wheels; the lower ends of the left and right front shock absorbers (2) are connected to the front wheel shaft (3) through the front wheel shaft (3) Figure 6 The steering trapezoidal arm (4) and the shaft holes of the left and right front wheels (7) are movably connected; the brake device is movably connected to the outer cylinder of the front shock absorber (2) and the front wheel (7); the front axle (1) is Figure 2 The square tube structure shown or Figure 3 The split structure of the adjustable rearward tilt angle of the front shock absorber (2) shown in the figure, and other front axles of similar structures all fall within the protection scope of the present utility model; Figure 2 and Figure 3 The middle section of the front axle (1) shown is permanently fixedly connected to the frame 1 (10) or the frame 2 (11) or movably connected via a connecting piece.
[0016] Figure 2The schematic diagram of the square tube integral structure front axle (1) is shown. The left and right ends of the front axle (1) are provided with round holes 1 (1-1), round holes 4 (1-5) and slits (1-4) for fixing and clamping the core tube of the front shock absorber (2). The middle section of the front axle (1) is provided with round holes 2 (1-2) for connecting and fixing the frame and round holes 3 (1-3) for passing the steering transmission rod (9). Figure 2 The front axle of the structure shown belongs to the protection scope of the present utility model. The front axle (1) is made of a rust-proof alloy material with a specific gravity of less than 6 g / cm3, or is made of carbon steel material and subjected to surface rust prevention and aesthetic treatment.
[0017] Figure 3 The schematic diagram of the front axle structure of the split structure with adjustable front shock absorber caster angle is shown. The left and right ends of the front axle are provided with square blocks for fixing and clamping the front shock absorber (2) core tube and the round tube cross arm. The square blocks are provided with round holes with diameters corresponding to the front shock absorber (2) core tube and slits reserved for clamping the front shock absorber core tube. The round holes on the square blocks match the diameters of the upper ends of the front shock absorber (2) core tube and the cross arm. The middle section of the front axle is provided with a square block for connecting and fixing the vehicle frame and for facilitating the passage of the steering transmission rod (9). The square blocks are provided with round holes and slits for facilitating the passage and fastening of the steering transmission rod (9) and the round tube cross arm. The square blocks at the middle and both ends can be adjusted in angle relative to the round tube cross arm so as to adjust the caster angle of the front shock absorber. The three square blocks are provided with round holes for fastening bolts to pass through and slits reserved for clamping. Figure 3 The front axle of the structure shown belongs to the protection scope of the present utility model.
[0018] Figure 4 The schematic diagram of the structure of the steering push-pull arm (8) is designed as two semicircular rings, which are convenient for fixed connection with the front shock absorber outer cylinder. Because the front shock absorber outer cylinder is large at both ends and small in the middle, the structural dimensions of the steering trapezoid can be adjusted to meet the steering principle and requirements. When the push-pull arm (8) is connected to the left and right shock absorbers, it is used as a steering trapezoidal arm. The large hole end of the push-pull arm (8) is movably connected to the front shock absorber outer cylinder, and the small hole end is connected to the tie rod through a ball head, similar to Figure 4 The structures shown all belong to the protection scope of the present utility model.
[0019] Figure 5 It is a schematic diagram of a steering control arm (6), one end of which is reserved for clamping slits and is connected to the lower end of the steering transmission rod (9), and the other end has three round holes, two symmetrical holes are connected to two short tie rods through ball heads, or the other hole is connected to a short tie rod through a ball head to control steering. Figure 5 The structures shown all belong to the protection scope of the present utility model.
[0020] Figure 6The schematic diagram of the steering trapezoidal arm (4) is shown in FIG. One end of the large hole is connected to the lower end of the front shock absorber (2) through the front wheel axle, and the other end of the small hole is connected to the long horizontal tie rod through a ball head, similar to FIG. Figure 6 The structures shown all belong to the protection scope of the present utility model.
[0021] Figure 7 The present invention is a schematic diagram of the connection between a door frame-shaped independent front suspension device and a single beam vehicle frame 1 (10), wherein the middle portion of the front axle (1) of the door frame-shaped independent front suspension device is permanently fixedly connected to the front end of the single beam vehicle frame 1 (10) or movably connected via a connecting piece.
[0022] Figure 8 It is a schematic diagram of the connection between a door-shaped independent front suspension device and a frame-type vehicle frame 2 (11), wherein the middle portion of the front axle (1) of the door-shaped independent front suspension device is permanently fixedly connected to the front end of the frame-type vehicle frame 2 (11) or movably connected via a connecting piece.
Claims
1. A door frame-shaped independent front suspension device, comprising a front axle (1), a front shock absorber (2), and a steering control, wherein the characteristics are The upper ends of the core tubes of the left and right front shock absorbers (2) are respectively movably connected to the left and right ends of the front axle (1) to achieve supporting, positioning and guiding functions. The left and right ends of the front axle (1) are provided with round holes 1 (1-1), round holes 4 (1-5) and slits (1-4) for fixing and clamping the core tubes of the front shock absorbers (2). The middle section of the front axle (1) is provided with round holes 2 (1-2) for connecting and fixing the vehicle frame and round holes 3 (1-3) for passing the steering transmission rod (9). The outer tube of the front shock absorber (2) is movably connected to the steering trapezoidal arm (4) and the steering push-pull arm (8). The middle section of the front axle (1) and the steering transmission rod (9) are movably connected through a pressure bearing. The steering trapezoidal arm (4) connected to the outer tubes of the left and right front shock absorbers (2) is provided with a round hole 2 (1-2) for connecting and fixing the vehicle frame and a round hole 3 (1-3) for passing the steering transmission rod (9). The other end is movably connected to the steering tie rod through a ball head to realize synchronous steering of the two front wheels. The steering push-pull arm (8) movably connected to the outer tube of the left or right front shock absorber (2) is movably connected to the steering control arm (6) at the lower end of the steering transmission rod (9) through a ball head and a short tie rod (5) to realize steering control, or the steering control arm (6) at the lower end of the steering transmission rod (9) is movably connected to the left and right steering trapezoidal arms (4) through a ball head and two short tie rods to realize synchronous steering of the two front wheels. The lower ends of the left and right front shock absorbers (2) are movably connected to the steering trapezoidal arms (4) and the shaft holes of the left and right front wheels (7) through the front wheel shaft (3). The brake device is movably connected to the outer tube of the front shock absorber (2) and the front wheel (7).
2. The door frame type independent front suspension device according to claim 1, characterized in that The front axle (1) is a square tube integral structure or a split structure capable of adjusting the rearward tilt angle of the front shock absorber (2).
3. The door frame type independent front suspension device according to claim 1, characterized in that The middle section of the front axle (1) is permanently fixedly connected to the vehicle frame 1 (10) or the vehicle frame 2 (11) or movably connected via a connecting piece.
4. The door frame type independent front suspension device according to claim 1, characterized in that The front axle (1) is made of an alloy material that does not rust and has a specific gravity of less than 6 g / cm3, or is made of carbon steel material and subjected to surface rust prevention and aesthetic treatment.