Novel front suspension structure of field vehicle

Abstract

The utility model discloses a novel front suspension structure of a site vehicle and relates to a front suspension device of the site vehicle. Comprising a frame, a left rocker arm, a right rocker arm, a left claw assembly, a right claw assembly, a left damper, a right damper, a right claw assembly, a left damper and a right damper, wherein the left rocker arm and the right rocker arm are movably connected with the frame; the left claw assembly is movably connected with the left rocker arm; one end of the right damper is fixedly connected with the frame, and the other end is movably connected with the right cleat assembly or the right rocker arm; the device further comprises a damping spring, the left end of the damping spring is movably connected with the left rocker arm, the right end of the damping spring is movably connected with the right rocker arm, and the damping spring is transversely arranged between the left rocker arm and the right rocker arm relative to the ground. According to the technical scheme, the available stroke of the damper can be remarkably increased, and when a vehicle inclines laterally, a tire can be tightly attached to the ground to prevent head warping.

Description

Technical Field

[0001] This utility model relates to the field of motor vehicle engineering technology, and in particular to the front suspension device of a field 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. Utility Model Content

[0003] The purpose of this invention is to overcome the shortcomings of existing technology, enabling the damper to be pre-compressed during installation, increasing the vertical travel of the tires to prevent tires from lifting off the ground when the vehicle tilts, thus solving the safety and comfort problems associated with wheelies. 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] This utility model 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] This invention separates the shock absorber spring and damper, eliminating the limitation of the shock absorber spring and significantly increasing the available stroke of the damper. Furthermore, a certain pre-compression of the damper stroke can be designed during installation. Simultaneously, when the vehicle tilts, the control arm in the tilt direction is compressed. This force is 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 amount of springs used, lowering vehicle manufacturing costs. Attached Figure Description

[0008] 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 this utility model.

[0009] Figure 2 for Figure 1 The image shown is a front view of a first embodiment of a novel front suspension structure for a site vehicle according to this utility model.

[0010] 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 field vehicle with its wheels removed, according to this utility model.

[0011] Figure 4 This is a schematic diagram of a novel front suspension structure embodiment of a track vehicle equipped with wheels, when tilted to the left.

[0012] Figure 5 This is a schematic diagram of a second embodiment of a novel front suspension structure for a track vehicle equipped with wheels according to this utility model. Detailed Implementation

[0013] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings.

[0014] In the description of this utility model, 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 utility model 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 utility model.

[0015] like Figure 1 , Figure 2 , Figure 3 , Figure 4The illustration shows a first embodiment of this utility model. It includes a frame 1, 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 is fixedly connected at one end to the frame 1 and movably connected at the other end to the left steering knuckle assembly 31, and a right damper 42 is fixedly connected at one end to the frame 1 and movably connected at the other end to the right steering knuckle assembly 32. Thus, compared to the existing shock absorber assembly of a spring and damper, the left damper 41 and right damper 42 can be designed with a larger stroke, greatly increasing the vertical movement distance of the tires, ensuring that the tires 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.

[0016] like Figure 5 The following is a second embodiment of the present invention. Unlike the first embodiment, in this second embodiment, 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.

[0017] Compared with the existing shock absorber assembly of shock absorber spring + damper, the present invention reduces the use of one shock absorber spring, thereby reducing vehicle manufacturing costs.

[0018] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several modifications and improvements can be made without departing from the inventive concept of the present utility model, and these all fall within the protection scope of the present utility model.

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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