Locomotive front suspension structure

Abstract

The utility model discloses a locomotive front suspension structure, and belongs to the field of front suspension structures. The front suspension assembly comprises a first frame, a second frame and a third frame, the first upper connecting plate is fixedly arranged on the first frame; the first lower connecting plate is fixedly arranged on the first frame; the supporting assembly is arranged on the first lower connecting plate; one end of each damping assembly is hinged to the first upper connecting plate, and the other end of each damping assembly is hinged to the first frame; the number of the first connecting rods is two, one ends of the first connecting rods are hinged to the damping assembly, and the other ends of the first connecting rods are hinged to the supporting assembly; the first connecting plate is fixedly arranged on the bracket through a supporting plate; one end of the first connecting rod is hinged to the support. The locomotive front suspension structure has the beneficial effect that the locomotive driving stability is improved.

Description

Technical Field

[0001] The present application relates to the field of front suspension structures, and in particular to a locomotive front suspension structure. Background Art

[0002] The common front suspension structure of light or heavy motorcycles currently sold on the market has its upper end connected to the handlebar component, the first frame component cooperates with the front tube, and the lower end is connected to the front axle component to form the overall structure of the motorcycle front suspension. The conventional shock absorption in the prior art has the following disadvantages:

[0003] 1. When the vehicle is in emergency braking, the front shock absorber will produce a large stroke compression. At the moment of compression, the center of gravity of the vehicle will shift forward, which will create the risk of falling.

[0004] 2. When the conventional suspension structure is driving on a bumpy road or during emergency braking, the vehicle will produce a strong "nodding" phenomenon, causing strong discomfort to the rider.

[0005] 3. Limited by the suspension structure, when the vehicle passes over speed bumps or steps, the shock absorber cannot perfectly convert the forward collision force into the compression deformation of the shock absorber. Therefore, the rider will feel a strong impact. Utility Model Content

[0006] The content of this application is used to introduce concepts in a brief form, which will be described in detail in the detailed implementation section below. The content of this application is not intended to identify the key features or essential features of the technical solution claimed for protection, nor is it intended to limit the scope of the technical solution claimed for protection.

[0007] In order to solve the technical problems mentioned in the above background technology section, some embodiments of the present application provide a locomotive front suspension structure, which is applied to the front suspension of a heavy locomotive, including:

[0008] First frame;

[0009] A first upper connecting plate is fixedly arranged on the first frame;

[0010] A first lower connecting plate is fixedly arranged on the first frame;

[0011] A supporting assembly is arranged on the first lower connecting plate;

[0012] The shock absorbing components are divided into two groups, and one end of each group is hinged to the first upper connecting plate, and the other end is hinged to the first frame;

[0013] There are two first connecting rods, one end of each of which is hingedly connected to the shock absorbing assembly, and the other end of each of which is hingedly connected to the supporting assembly;

[0014] The support components include:

[0015] The bracket is fixedly arranged on the first lower connecting plate;

[0016] The first connecting plate is fixedly arranged on the bracket through the support plate;

[0017] One end of the first connecting rod is hinged to the bracket.

[0018] Further, the bracket is arranged in a "Y" shape, and U-shaped grooves are provided at the heads of the two bifurcated ends of the bracket, and are rotationally connected to the first connecting rod through a pin shaft.

[0019] Further, the shock absorption assembly includes a first shock absorber with one end passing through the bracket and hinged to the first upper connecting plate, and the other end of the first connecting rod is hinged to the first shock absorber.

[0020] Further, the shock absorption assembly further includes:

[0021] The mounting ring is arranged on the first shock absorber;

[0022] The shock absorption bushing is sleeved on the first shock absorber and is located inside the mounting ring;

[0023] The second connecting plate has one end hinged to the mounting ring and the other end hinged to the lower connecting plate;

[0024] A through hole for installing the shock absorption bushing is provided inside the mounting ring.

[0025] Further, the mounting ring includes a first semi-circular part and a second semi-circular part; the first semi-circular part and the second semi-circular part are connected by screws, and the first semi-circular part and the second semi-circular part are connected to form a complete through hole.

[0026] Further, the first upper connecting plate is arranged in a "U" shape.

[0027] A front suspension structure of a locomotive is applied to the front suspension of a light locomotive and includes:

[0028] The second vehicle frame;

[0029] The second upper connecting plate is fixedly arranged on the second vehicle frame;

[0030] The second lower connecting plate is fixedly arranged on the second vehicle frame;

[0031] There are two second shock absorbers, and one end of each is respectively hinged to the second upper connecting plate;

[0032] There are two second connecting rods, and one end of each is respectively hinged to the upper connecting plate;

[0033] There are two third connecting rods, and one end of each is respectively hinged to the second connecting rod and the other end is connected to the second shock absorber;

[0034] The third shock absorber has one end hinged to the upper end of the second shock absorber and the other end hinged to the hinge joint of the second connecting rod and the third connecting rod.

[0035] Furthermore, the second upper connecting plate and the second lower connecting plate are fixedly connected through a riser pipe.

[0036] The beneficial effect of this application is: to provide a locomotive front suspension structure that improves the driving stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] 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.

[0038] In addition, throughout the drawings, the same or similar reference numerals represent 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.

[0039] In the drawings:

[0040] Figure 1 is the overall schematic diagram according to Embodiment 1 of this application;

[0041] Figure 2 is the structural schematic diagram of a part of Embodiment 1, mainly showing the shock absorption assembly;

[0042] Figure 3 is Figure 1 the enlarged view of part A of

[0043] Figure 4 is the overall schematic diagram according to Embodiment 2 of this application.

[0044] Reference Numerals:

[0045] 1. First upper connecting plate; 2. First lower connecting plate; 3. Support assembly; 4. Shock absorption assembly; 5. First connecting rod; 6. Bracket; 7. First connecting plate; 8. Support plate; 9. U-shaped groove; 10. First shock absorber; 11. Mounting ring; 12. Shock absorption bushing; 13. Second connecting plate; 14. First semi-circular part; 15. Second semi-circular part; 16. Second upper connecting plate; 17. Second lower connecting plate; 18. Second shock absorber; 19. Second connecting rod; 20. Third connecting rod; 21. Third shock absorber; 22. Riser pipe. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0046] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying 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 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.

[0047] In addition, it should be noted that for ease 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.

[0048] 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.

[0049] It should be noted that the modifications of "one" and "multiple" mentioned in the present 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".

[0050] The present disclosure will be described in detail below with reference to the drawings and in conjunction with the embodiments.

[0051] Embodiment 1, referring to Figures 1-3 , a locomotive front suspension structure, which is applied to the front suspension of a heavy locomotive, and includes a first frame, a first upper connecting plate 1, a first lower connecting plate 2, a support assembly 3, a shock absorber assembly 4, and a first connecting rod 5; the first upper connecting plate 1 and the first lower connecting plate 2 are respectively fixedly arranged on the first frame, the support assembly 3 is fixedly arranged on the first lower connecting plate 2, the shock absorber assembly 4 is in two groups and symmetrically movably arranged at the left and right ends of the first frame, the two groups of shock absorber assemblies 4 respectively movably pass through the support assembly 3 and are hinged to the first upper connecting plate 1, the first connecting rods 5 are in two and symmetrically arranged at the left and right ends of the shock absorber assembly 4, and one ends of the two first connecting rods 5 are respectively hinged to the shock absorber assembly 4, and the other ends are hinged to the support assembly 3.

[0052] The support assembly 3 includes a bracket 6, a first connecting plate 7, and a support plate 8; the bracket 6 is fixedly arranged on the first lower connecting plate 2, and the first connecting plate 7 and the bracket 6 are fixedly connected through the support plate 8, and one end of the first connecting rod 5 is hinged to the bracket 6.

[0053] The bracket 6 is arranged in a "Y" shape. The Y-shaped bracket 6 is provided with U-shaped grooves 9 at the two heads of the bifurcation of the bracket 6 and is rotatably connected to the first connecting rod 5 through a pin shaft.

[0054] The first upper connecting plate 1 is set in a "U" shape. The upper connecting plate cancels the traditional cylindrical embracing mounting hole of the connecting plate and replaces it with a U-shaped mounting groove. The upper end of the shock absorber is designed with a cylindrical mounting structure that matches the U-shaped mounting groove of the upper connecting plate. This new structure of the connecting plate and the shock absorber enables the shock absorber to have a forward and backward swing function.

[0055] The shock absorbing assembly 4 includes a first shock absorber 10 ; one end of the first shock absorber 10 passes through the bracket 6 and is hinged to the first upper connecting plate 1 , and the other end of the first connecting rod 5 is hinged to the first shock absorber 10 .

[0056] The shock absorbing assembly 4 also includes a mounting ring 11, a shock absorbing bushing 12, and a second connecting plate 13; the mounting ring 11 is arranged on the first shock absorber 10, the shock absorbing bushing 12 is arranged on the first shock absorber 10 and is located in the mounting ring 11, and a through hole for installing the shock absorbing bushing 12 is provided in the mounting ring 11, and one end of the second connecting plate 13 is hingedly connected to the mounting ring 11, and the other end is hingedly connected to the lower connecting plate.

[0057] The mounting ring 11 includes a first semicircular portion 14 and a second semicircular portion 15 ; the first semicircular portion 14 and the second semicircular portion 15 are connected by screws, and the first semicircular portion 14 and the second semicircular portion 15 are connected to form a complete through hole, so as to facilitate the installation of the shock-absorbing bushing 12 .

[0058] When the vehicle is in emergency braking or driving on a bumpy road, the conventional suspension structure shock absorption will produce a large stroke compression. The nodding phenomenon will endanger riding safety. The front suspension structure of the present application converts the force on the front wheel of the vehicle into shock absorption compression movement and swing movement of the front suspension mechanism when the vehicle is in emergency braking or driving on a bumpy road. The wheelbase of the vehicle is increased, the center of gravity of the vehicle is lowered, the driving stability of the vehicle is improved, and the riding safety is improved.

[0059] In the present application, the shock absorber is movably connected to the first lower connecting plate 2 through the mounting ring 11 and the second connecting plate 13. The first upper connecting plate 1 cancels the cylindrical embracing mounting hole and is replaced with a U-shaped mounting groove, which cooperates with the cylindrical mounting structure of the head of the first shock absorber 10, so that the entire front suspension has a certain forward and backward swing space (along the forward direction of the vehicle). This design effectively decomposes the impact force received by the vehicle when passing over speed bumps or steps into the forward and backward swing of the front suspension and the shock absorption compression movement, greatly reducing the impact.

[0060] In the present application, under the action of the Y-shaped bracket 6 and the first connecting rod 5, the backward impact force received by the vehicle when moving forward is converted into the swinging movement of the front wheel and the compression movement of the shock absorber. Similarly, when braking in the car, the heavy vehicle moves forward, and the compression of the shock absorber will also form the same structural movement. At this time, when the front wheel is in motion, the wheelbase of the front and rear wheels will be lengthened to a certain extent, so that the overall center of gravity of the vehicle will be lowered, the straight-line driving stability will be improved, the high-speed stability will be enhanced, and the emergency braking will be relatively less likely to drift.

[0061] Embodiment 2. Refer to Figure 4 , the front suspension structure of a locomotive, which is applied to the front suspension of a light locomotive, includes a second frame, a second upper link plate 16, a second lower link plate 17, a second shock absorber 18, a second connecting rod 19, a third connecting rod 20, and a third shock absorber 21. The second upper link plate 16 and the second lower link plate 17 are respectively fixed on the second frame, and the second upper link plate 16 and the second lower link plate 17 are fixedly connected by a riser pipe 22. There are two second shock absorbers 18, two second connecting rods 19, two third connecting rods 20, and two third shock absorbers 21, and they are symmetrically arranged on both ends of the second frame. Specifically, one end of the second shock absorber 18 passes through the second lower link plate 17 and is hinged to the second upper link plate 16. One end of the second connecting rod 19 is hinged to the upper link plate, and the other end is hinged to the third connecting rod 20. One end of the third connecting rod 20 is hinged to the second shock absorber 18. One end of the third shock absorber 21 is hinged to the upper end of the second shock absorber 18, and the other end is hinged to the hinge point of the second connecting rod 19 and the third connecting rod 20.

[0062] When the vehicle passes over a speed bump or a step, the front wheel will receive a backward impact force. When the conventional front suspension receives an impact force in this direction, the front wheel can only move along the shock-absorbing fixed direction, and the rider will obviously feel the impact force. When the front suspension structure of this application receives a backward impact force when passing over a speed bump, while the second shock absorber 18 plays a shock-absorbing effect, the third shock absorber 21 will be stretched simultaneously due to the force swing of the second connecting rod 19 and the third connecting rod 20, converting part of the backward impact force into the swing of the second connecting rod 19 and the third connecting rod 20 and the stretching of the third shock absorber 21, thereby reducing the impact force received by the rider.

[0063] When the vehicle brakes suddenly or travels on a bumpy road surface, the conventional suspension structure will produce a large stroke compression during shock absorption, resulting in a nodding phenomenon that endangers riding safety. When the front suspension structure of this application brakes suddenly or travels on a bumpy road surface, the second connecting rod 19, the third connecting rod 20, and the third shock absorber 21 intervene in the work. The second shock absorber 18 transmits most of the force to the third shock absorber 21 through the action of the second connecting rod 19 and the third connecting rod 20, and the third shock absorber 21 absorbs this part of the force by stretching. Thus, through the action of the two groups of shock absorbers and the second connecting rod 19 and the third connecting rod 20, the force received during braking is shared. 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 and enhancing riding safety.

[0064] The above description is only some preferred embodiments of the present disclosure and an explanation of the applied technical principles. 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 (but not limited to) the technical features with similar functions disclosed in the embodiments of the present disclosure.

Claims

1. A front suspension structure of a locomotive, which is applied to the front suspension of a heavy locomotive, and is characterized in that: Comprising: The first vehicle frame; The first upper connecting plate, fixedly arranged on the first vehicle frame; The first lower connecting plate, fixedly arranged on the first vehicle frame; The supporting component, arranged on the first lower connecting plate; The shock-absorbing components, two groups, and one end of each is hinged to the first upper connecting plate, and the other end is hinged to the first vehicle frame; The first connecting rods, two, and one end of each is hinged to the shock-absorbing component respectively, and the other end is hinged to the supporting component; Said supporting component includes: The bracket, fixedly arranged on the first lower connecting plate; The first connecting plate, fixedly arranged on the bracket through the supporting plate; One end of the first connecting rod is hinged to the bracket.

2. The locomotive front suspension structure according to claim 1, wherein: Said bracket is arranged in a "Y" shape, and U-shaped grooves are formed at the bifurcated ends of the bracket, and are rotatably connected with the first connecting rod through a pin shaft.

3. The locomotive front suspension structure according to claim 1, wherein: Said shock-absorbing component includes the first shock absorber whose one end passes through the bracket and is hinged to the first upper connecting plate, and the other end of the first connecting rod is hinged to the first shock absorber.

4. The locomotive front suspension structure according to claim 3, wherein: Said shock-absorbing component further includes: The mounting ring, arranged on said first shock absorber; The shock-absorbing bushing, sleeved on said first shock absorber and located within said mounting ring; The second connecting plate, one end of which is hinged to the mounting ring, and the other end is hinged to the lower connecting plate; A through hole for installing the shock-absorbing bushing is provided within said mounting ring.

5. The locomotive front suspension structure according to claim 4, wherein: Said mounting ring includes a first semi-circular part and a second semi-circular part; the first semi-circular part and the second semi-circular part are connected by screws, and the first semi-circular part and the second semi-circular part are connected to form a complete through hole.

6. The locomotive front suspension structure according to claim 1, wherein: Said first upper connecting plate is arranged in a "U" shape.

7. A front suspension structure of a locomotive, which is applied to the front suspension of a light locomotive, and is characterized in that: Comprising: The second vehicle frame; The second upper connecting plate, fixedly arranged on said second vehicle frame; The second lower connecting plate, fixedly arranged on said second vehicle frame; The second shock absorbers, two, and one end of each is respectively hinged to said second upper connecting plate; The second connecting rods, two, and one end of each is respectively hinged to the upper connecting plate; The third connecting rods, two, and one end of each is respectively hinged to the second connecting rod, and the other end is connected to the second shock absorber; The third shock absorber, one end is hinged to the upper end of the second shock absorber, and the other end is hinged to the hinge point of the second connecting rod and the third connecting rod.

8. The locomotive front suspension structure according to claim 7, wherein: Said second upper connecting plate and second lower connecting plate are fixedly connected through a riser pipe.

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