Locomotive rear suspension structure

Abstract

The utility model discloses a locomotive rear suspension structure, and belongs to the field of locomotive rear suspensions. Comprising a first frame; the rear suspension is hinged to the first frame; one end of the first shock absorber is hinged to the rear suspension, and the other end of the first shock absorber is hinged to the first frame; one end of each connecting rod assembly is rotationally connected to the rear suspension, and the other end of each connecting rod assembly is rotationally connected to the first frame; the connecting rod assembly comprises a first supporting rod and a second supporting rod, one end of the second supporting rod is fixedly arranged on the first supporting rod through a fixing plate; one end of the third supporting rod is hinged to the second supporting rod, and the other end is hinged to the first frame. The locomotive rear suspension structure has the beneficial effect that the locomotive driving stability is improved.

Description

Technical Field

[0001] This application relates to the field of locomotive rear suspensions, and more particularly, to a locomotive rear suspension structure. Background Art

[0002] In the common rear suspension structures of heavy locomotives sold on the market currently, the distance between the rear wheel and the pivot axis of the flat fork is relatively fixed. That is, corresponding holes for installing the rear wheel axle are provided at the rear end of the flat fork body for passing the axle to install the rear wheel.

[0003] When the rear suspension swings according to the vehicle state, the axial distance between the rear wheel axle and the front wheel axle will also decrease with the swing of the suspension, and the driving stability of the vehicle will be reduced. The vehicle is more likely to have a tail-swing phenomenon during emergency braking. Summary of the Utility Model

[0004] The content part of this application is used to introduce the concepts in a brief form, and these concepts will be described in detail in the following detailed implementation part. The content part of this application is not intended to identify the key features or essential features of the claimed technical solution, nor is it intended to limit the scope of the claimed technical solution.

[0005] To solve the technical problems mentioned in the above background art part, some embodiments of this application provide a locomotive rear suspension structure, which is applied to the front suspension of a heavy locomotive and includes:

[0006] A first frame;

[0007] A rear suspension, which is hingedly connected to the first frame;

[0008] A first shock absorber, one end of which is hingedly connected to the rear suspension and the other end is hingedly connected to the first frame;

[0009] Link assemblies, there are two groups, and both ends of each group are rotatably connected to the rear suspension at one end and rotatably connected to the first frame at the other end; the link assemblies include:

[0010] A first strut, which is hingedly connected to the rear suspension;

[0011] A second strut, one end of which is fixedly arranged on the first strut through a fixing plate;

[0012] A third strut, one end of which is hingedly connected to the second strut and the other end is hingedly connected to the first frame.

[0013] Further, a support strut for hingedly connecting with the first shock absorber is provided on the rear suspension, and the support strut is hingedly connected to the first shock absorber through a pin shaft.

[0014] Further, the first strut and the second strut are symmetrically arranged at both ends of the fixing plate.

[0015] Further, the length of the first rod is greater than the length of the second rod.

[0016] Further, the length of the third rod is greater than the length of the first rod.

[0017] Further, an installation boss is provided on the first vehicle frame, and one end of the third rod is rotatably connected to the installation boss through a pin shaft.

[0018] A locomotive rear suspension structure is applied to the front suspension of a light locomotive and includes:

[0019] A second vehicle frame;

[0020] A rear swing arm, which is hinged to the second vehicle frame;

[0021] Two second shock absorbers, which are respectively hinged to the second vehicle frame;

[0022] Two rotating assemblies, one end of each of which is hinged to the rear swing arm and the other end of each of which is hinged to the second shock absorber;

[0023] A bump is provided on the rear swing arm, and the rotating assembly is hinged to the bump through a pin shaft.

[0024] Further, the rotating assembly includes:

[0025] A first connecting rod, one end of which is hinged to the second vehicle frame;

[0026] A second connecting rod, one end of which is hinged to the first connecting rod;

[0027] A third connecting rod, one end of which is hinged to the second connecting rod and the other end of which is hinged to the second shock absorber;

[0028] The hinge point between the second connecting rod and the third connecting rod is provided on the bump through a pin shaft.

[0029] Further, the length of the first connecting rod is greater than the length of the second connecting rod, and the length of the second connecting rod is greater than the length of the third connecting rod.

[0030] The beneficial effect of this application is that it provides a locomotive rear suspension structure that reduces the vehicle's center of gravity, improves the vehicle's driving stability, and enhances riding safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The drawings forming a part of this application are used to provide a further understanding of this application, making other features, objectives, and advantages of this application more obvious. The schematic embodiments and descriptions of the drawings of this application are used to explain this application and do not constitute an improper limitation of this application.

[0032] In addition, throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic and the elements and components are not necessarily drawn to scale.

[0033] In the drawings:

[0034] Figure 1 is the overall schematic diagram according to Embodiment 1 of the present application;

[0035] Figure 2 is Figure 1 the enlarged view of part A of

[0036] Figure 3 is the overall schematic diagram according to Embodiment 2 of the present application;

[0037] Figure 4 is Figure 3 the enlarged view of part B of

[0038] Reference numerals:

[0039] 1, first vehicle frame; 2, rear suspension; 3, first shock absorber; 4, link assembly; 5, support rod; 6, first strut; 7, second strut; 8, third strut; 9, fixing plate; 10, mounting boss; 11, second vehicle frame; 12, rear parallel fork; 13, second shock absorber; 14, rotating assembly; 15, first link; 16, second link; 17, third link; 18, bump. Detailed implementation manners

[0040] Hereinafter, embodiments of the present disclosure will be described in more detail with reference to the drawings. Although some embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments set forth herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not used to limit the protection scope of the present disclosure.

[0041] In addition, it should be noted that for the sake of description, only parts related to the relevant invention are shown in the drawings. Without conflict, the embodiments in the present disclosure and the features in the embodiments can be combined with each other.

[0042] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependent relationships.

[0043] It should be noted that the modifications of "one" and "multiple" mentioned in this disclosure are illustrative rather than restrictive. Those skilled in the art should understand that unless otherwise clearly specified in the context, it should be understood as "one or more".

[0044] The present disclosure will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0045] Embodiment 1, referring to Figure 1-2 , a locomotive rear suspension structure, applied to the front suspension of a heavy locomotive, includes a first frame 1, a rear suspension 2, a first shock absorber 3, and a connecting rod assembly 4; one end of the rear suspension 2 is hinged to the bottom end of the first frame 1, and the other end is hinged to the upper end of the first frame 1 through the connecting rod assembly 4. One end of the first shock absorber 3 is hinged to the rear suspension 2, and the other end is hinged to the first frame 1. The connecting rod assembly 4 has two and is symmetrically rotatably arranged on the rear suspension 2.

[0046] A support rod 5 hinged to the first shock absorber 3 is provided on the rear suspension 2, and the support rod 5 is hinged to the first shock absorber 3 through a pin shaft.

[0047] The connecting rod assembly 4 includes a first rod 6, a second rod 7, a third rod 8, and a fixing plate 9; the first rod 6 is hinged to the rear suspension 2, one end of the second rod 7 is fixedly arranged on the first rod 6 through the fixing plate 9, and one end of the third rod 8 is hinged to the second rod 7 and the other end is hinged to the first frame 1. Among them, the first rod 6 and the second rod 7 are symmetrically arranged at both ends of the fixing plate 9, the length of the first rod 6 is greater than the length of the second rod 7, and the length of the third rod 8 is greater than the length of the first rod 6.

[0048] An installation boss 10 is provided on the first frame 1, and one end of the third rod 8 is rotatably connected to the installation boss 10 through a pin shaft.

[0049] When the vehicle passes over a speed bump or makes an emergency brake, the rear wheel drives the flat fork to swing upward under the ground feedback force. At this time, the first rod 6, the second rod 7 and the third rod 8 of the rear wheel intervene in the work. The third rod 8 is affected by the fulcrum of the installation boss 10 of the first frame 1 and gives the rear wheel a force to move backward. Under the action of the backward force, the first rod 6 and the second rod 7 of the rear wheel swing backward with the lower end shaft point as the center of the circle, increasing the wheelbase between the rear wheel and the front wheel, thereby reducing the vehicle center of gravity, improving the vehicle driving stability, and enhancing the riding safety.

[0050] Embodiment 2, referring to Figure 3-4, a locomotive rear suspension structure, which is applied to the front suspension of a light locomotive, includes a second frame 11, a rear swing arm 12, a second shock absorber 13, and a rotating assembly 14; one end of the rear swing arm 12 is hinged to the second frame 11, and both the second shock absorber 13 and the rotating assembly 14 are in two groups and symmetrically arranged at both ends of the second frame 11; wherein, one end of the second shock absorber 13 is hinged to the upper end of the second frame 11, and the other end is hinged to the lower end of the second frame 11 through the rotating assembly 14.

[0051] The rotating assembly 14 includes a first connecting rod 15, a second connecting rod 16, and a third connecting rod 17; one end of the first connecting rod 15 is hinged to the second frame 11, one end of the second connecting rod 16 is hinged to the first connecting rod 15, one end of the third connecting rod 17 is hinged to the second connecting rod 16, and the other end is hinged to the second shock absorber 13. Wherein, a convex block 18 is provided on the rear swing arm 12, and the hinge point between the second connecting rod 16 and the third connecting rod 17 is arranged on the convex block 18 through a pin shaft.

[0052] The length of the first connecting rod 15 is greater than the length of the second connecting rod 16, and the length of the second connecting rod 16 is greater than the length of the third connecting rod 17.

[0053] When the vehicle passes over a speed bump or a step, the rear wheel will receive an impact force backward. When the conventional suspension receives an impact force in this direction, the rear wheel can only move along the shock-absorbing fixed direction, and the rider will obviously feel the impact force. When the suspension structure of the present application receives an impact force backward when passing over a speed bump, under the action of the first connecting rod 15, the second connecting rod 16, and the third connecting rod 17, part of the backward impact force is converted into the swing between the connecting rods, thereby reducing the impact force received by the rider.

[0054] When the vehicle brakes suddenly or travels on a bumpy road surface, the shock absorption of the conventional suspension structure will produce a large stroke compression. The phenomenon of nodding occurs, which endangers the riding safety. When the vehicle brakes suddenly or travels on a bumpy road surface, under the action of the first connecting rod 15, the second connecting rod 16, and the third connecting rod 17, most of the force is distributed by swinging back and forth to share the force received during braking. So that the tire will not have a large up and down movement when braking suddenly or traveling on a bumpy road surface, and the wheelbase will not change violently either, improving the driving stability of the vehicle. Improving riding safety.

[0055] The above description is only some preferred embodiments of the present disclosure and an explanation of the technical principles applied. Those skilled in the art should understand that the scope of the invention involved in the embodiments of the present disclosure is not limited to the technical solutions formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above inventive concept. For example, the technical solutions formed by mutually replacing the above features with the technical features (but not limited to) disclosed in the embodiments of the present disclosure that have similar functions.

Claims

1. A rear suspension structure for a locomotive, which is applied to the front suspension of a heavy locomotive, and is characterized in that: Comprising: The first vehicle frame; The rear suspension, which is hingedly connected to the first vehicle frame; The first shock absorber, one end of which is hingedly connected to the rear suspension and the other end of which is hingedly connected to the first vehicle frame; The link assembly, there are two groups, and both ends are rotatably connected to the rear suspension at one end and rotatably connected to the first vehicle frame at the other end; The link assembly includes: The first support rod, which is hingedly connected to the rear suspension; The second support rod, one end of which is fixedly arranged on the first support rod through a fixing plate; The third support rod, one end of which is hingedly connected to the second support rod and the other end of which is hingedly connected to the first vehicle frame.

2. The locomotive rear suspension structure according to claim 1, characterized in that: A support rod hinged to the first shock absorber is provided on the rear suspension, and the support rod is hinged to the first shock absorber through a pin shaft.

3. The locomotive rear suspension structure according to claim 1, characterized in that: The first support rod and the second support rod are symmetrically arranged at both ends of the fixing plate.

4. The locomotive rear suspension structure according to claim 1, characterized in that: The length of the first support rod is greater than the length of the second support rod.

5. The locomotive rear suspension structure according to claim 1, characterized in that: The length of the third support rod is greater than the length of the first support rod.

6. The locomotive rear suspension structure according to claim 1, characterized in that: An installation boss is provided on the first vehicle frame, and one end of the third support rod is rotatably connected to the installation boss through a pin shaft.

7. A rear suspension structure of a locomotive, which is applied to the front suspension of a light locomotive, is characterized in that: Comprising: The second vehicle frame; The rear flat fork, which is hingedly connected to the second vehicle frame; The second shock absorbers, there are two, and they are respectively hingedly connected to the second vehicle frame; The rotating assemblies, there are two, and one end of each is respectively hingedly connected to the rear flat fork and the other end is hingedly connected to the second shock absorber; A convex block is provided on the rear flat fork, and the rotating assembly is hinged to the convex block through a pin shaft.

8. The locomotive rear suspension structure according to claim 7, characterized in that: The rotating assembly includes: The first link, one end of which is hingedly connected to the second vehicle frame; The second link, one end of which is hingedly connected to the first link; The third link, one end of which is hingedly connected to the second link and the other end of which is hingedly connected to the second shock absorber; The hinge point between the second link and the third link is arranged on the convex block through a pin shaft.

9. The locomotive rear suspension structure according to claim 8, characterized in that: The length of the first link is greater than the length of the second link, and the length of the second link is greater than the length of the third link.

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