Front suspension structure

Abstract

The utility model provides a front suspension structure, which belongs to the technical field of vehicles and comprises a front plate spring assembly arranged at the bottom of a frame and damping assemblies arranged on two sides of the frame, the front plate spring assembly comprises two plate springs, the front ends of the plate springs are connected with the frame through front supports, and the rear ends of the plate springs are connected with the frame through rear supports; wherein the upper portion of the rear support is connected with the ventral face and the lower wing face of the frame through bolts, a positioning pin penetrates through the lower portion of the rear support, and the positioning pin is supported at the bottom of the rear end of the plate spring. And the bearing capacity and the torsion resistance of the front suspension structure are improved, and the service life of the front suspension structure is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a front suspension structure. Background Technology

[0002] In the field of vehicle technology, the front suspension structure is a crucial component of the vehicle's running system, and its performance directly affects the vehicle's driving stability, comfort, and service life. For small-tonnage mining dump trucks, the reliability of the front suspension structure is particularly important because these vehicles typically operate in harsh mining environments and need to withstand significant loads and frequent impacts.

[0003] Currently, most small-tonnage mining dump trucks use a front and rear coil spring structure for their front suspension leaf springs. While this structure is relatively simple in design, it presents several problems in practical use. First, the spring pins connecting the coil spring structure to the chassis are prone to wear, leading to loose connections and frequent replacements, increasing vehicle maintenance costs and downtime. Second, the stress characteristics of the front and rear ends of the front leaf spring differ significantly. The front end primarily bears smaller loads and impacts, while the rear end needs to withstand larger loads and frequent impacts.

[0004] Therefore, the above-mentioned prior art has at least the following defects: the rear end of the front leaf spring of the mining dump truck is subjected to large impact and load, the rolled ear structure is relatively simple to bear light load, it is prone to plastic deformation, the vibration absorption capacity is insufficient, and it is prone to fatigue failure. Utility Model Content

[0005] This application provides a front suspension structure that solves the technical problems of easy plastic deformation at the rear end of the leaf spring, insufficient vibration absorption capacity, and easy fatigue failure in the existing front suspension structure of small-tonnage mining dump trucks, thereby improving the load-bearing capacity, torsional performance, and service life of the front suspension structure.

[0006] To solve the aforementioned technical problems, this utility model adopts the following technical solution: a front suspension structure, including a frame, a front leaf spring assembly mounted on the bottom of the frame, and shock absorber assemblies mounted on both sides of the frame. The front leaf spring assembly includes two leaf springs, the front ends of which are connected to the frame via front supports, and the rear ends of which are connected to the frame via rear supports. The upper part of the rear support is connected to the belly and lower wing surfaces of the frame via bolts, and a locating pin passes through the lower part of the rear support, supporting the bottom of the rear end of the leaf spring. Because the locating pin passes through the lower part of the rear support and supports the bottom of the rear end of the leaf spring, the front suspension structure adopts a front trunnion-type and rear sliding plate-type combined connection method. The rear end adopts a sliding plate-type structure, which can effectively withstand greater loads and impacts, solving the problem of plastic deformation and fatigue failure caused by insufficient force in the existing trunnion-type structure, and significantly improving the load-bearing capacity and service life of the front suspension.

[0007] As a further improvement to the above scheme, two crossbeams are connected between the two rear supports, and the two ends of the two crossbeams are respectively connected to the rear supports by bolts; thereby, the connection strength between the rear supports is enhanced by the two crossbeams, and the torsional performance and overall rigidity of the entire front suspension structure are improved.

[0008] As a further improvement to the above solution, the upper end of the front support is connected to the belly and lower wing surfaces of the frame by bolts, and the lower end of the front support is connected to the lug at the front end of the leaf spring by a pin. This connection method can effectively transfer the load while reducing the risk of loosening due to vibration or impact.

[0009] As a further improvement to the above solution, the shock absorption assembly includes a shock absorber. The upper end of the shock absorber is connected to the belly surface of the vehicle frame through the upper shock absorber bracket, and the lower end of the shock absorber is connected to the front axle through the lower shock absorber bracket. In this way, the vibration and impact force transmitted from the wheel are effectively transmitted to the vehicle frame and absorbed and buffered by the damping effect of the shock absorber itself.

[0010] As a further improvement to the above solution, the middle part of the front leaf spring is fixed to the front axle by connecting bolts.

[0011] As a further improvement to the above solution, a pressure block is provided above the middle of the front leaf spring, and the connecting bolt is a straight bolt. The straight bolt passes through the pressure block from top to bottom and is fixed to the front axle. The straight bolt connection method is simple to operate and easy to disassemble and assemble, reducing the workload and time cost during maintenance and replacement.

[0012] As can be seen from the above technical solutions, this utility model has at least the following technical effects or advantages:

[0013] 1. By adopting a combination of front coil spring and rear sliding plate spring connection, the front end of the leaf spring uses a coil spring structure to meet the light load requirements, while the rear end uses a sliding plate structure, which can effectively withstand greater loads and impacts. This solves the problem of plastic deformation and fatigue failure caused by insufficient force in the existing coil spring structure, and significantly improves the load-bearing capacity and service life of the front suspension.

[0014] 2. Two crossbeams are installed between the two rear supports and connected by bolts, which enhances the connection strength between the rear supports and improves the torsional performance and overall rigidity of the entire front suspension structure.

[0015] 3. The front leaf spring is fixed to the front axle with straight bolts in the middle, and a pressure block is installed above the leaf spring to increase the stress-bearing area and avoid local stress concentration. Compared with the traditional U-bolt connection method, the straight bolt connection is more reliable and reduces operation and maintenance costs. Attached Figure Description

[0016] To more clearly illustrate the technical solution of this utility model, the accompanying drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 The isometric projection of this utility model Figure 1 ;

[0018] Figure 2 This is a side view of the present invention;

[0019] Figure 3 The isometric projection of this utility model Figure 2 .

[0020] Explanation of reference numerals in the attached diagram: 1. Frame, 2. Leaf spring, 3. Front support, 4. Rear support, 5. Second crossbeam, 6. Shock absorber, 7. Upper shock absorber bracket, 8. Lower shock absorber bracket, 9. Connecting bolt, 10. Pressure block, 11. Locating pin. Detailed Implementation

[0021] To enable those skilled in the art to better understand the technical solutions of this utility model, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, other embodiments obtained by those skilled in the art without creative effort are all within the scope of protection of this patent.

[0022] like Figures 1 to 3 As shown, this utility model discloses a front suspension structure, which includes a frame 1, a front leaf spring assembly, and a shock absorber assembly.

[0023] The front leaf spring assembly is mounted on the bottom of the frame 1 and includes two leaf springs 2. The front end of each leaf spring 2 is connected to the frame 1 via a front support 3. Since the front end of the leaf spring 2 is not subjected to much impact, a coiled lug connection is sufficient to meet the usage requirements. Specifically, the front end of the leaf spring 2 has a coiled lug, the upper end of the front support 3 is connected to the web and lower flange of the frame 1 via bolts, and the lower end of the front support 3 is connected to the coiled lug at the front end of the leaf spring 2 via a pin. This connection structure allows the front end of the leaf spring 2 to form a stable support relationship with the frame 1, while allowing for a certain degree of elastic deformation to adapt to various operating conditions during vehicle operation.

[0024] The rear end of leaf spring 2 is connected to frame 1 via rear support 4. The upper part of rear support 4 is also connected to the web and lower flange of frame 1 via bolts. A locating pin 11 runs through the lower part of rear support 4, supporting the bottom of the rear end of leaf spring 2. The locating pin 11 effectively positions and supports the rear end of leaf spring 2, forming a sliding plate structure, meaning leaf spring 2 can slide back and forth relative to locating pin 11. The rear end of leaf spring 2 is subjected to significant impact; the sliding plate structure allows leaf spring 2 to have a large range of extension and high strength, thus enabling it to withstand greater loads and vibrations.

[0025] In addition, two crossbeams 5 are connected between the two rear supports 4, and the two ends of the crossbeams 5 are connected to the rear supports 4 by bolts. The arrangement of the two crossbeams 5 can enhance the connection strength between the rear supports 4 and improve the torsional resistance and overall rigidity of the entire front suspension structure.

[0026] The shock absorber assembly is connected between the middle of the front leaf spring 2 and the vehicle frame to absorb vibrations and impacts during vehicle operation. Specifically, the shock absorber assembly includes a shock absorber 6. The upper end of the shock absorber 6 is connected to the web surface of the vehicle frame 1 via an upper shock absorber bracket 7, and the lower end of the shock absorber 6 is connected to the front axle via a lower shock absorber bracket 8. Through this connection method, the shock absorber 6 can effectively transmit the vibrations and impact forces from the wheels to the vehicle frame 1, and absorb and buffer them through its own damping effect, thereby reducing vibrations during vehicle operation.

[0027] The front leaf spring 2 is fixed to the front axle at its center by a connecting bolt 9. Specifically, a pressure block 10 is provided above the center of the front leaf spring 2. The connecting bolt 9 is a straight bolt, which passes through the pressure block 10 from top to bottom and is then fixed to the front axle. The pressure block 10 increases the force-bearing area above the leaf spring 2, improving the reliability of the connection. It also helps to distribute the load and avoid local stress concentration. The straight bolt 9 ensures the reliability of the connection and reduces operation and maintenance costs.

[0028] In summary, this utility model, taking into account the characteristics of leaf springs—low load and impact at the front end and high load and impact at the rear end—adopts a front-ear and rear-slide plate combination connection method, which can improve the load-bearing capacity of the front suspension structure. Simultaneously, the two crossbeams 5 connected between the rear supports 4 can improve the torsional resistance of the front suspension structure. Furthermore, this utility model uses straight bolts that pass through the pressure block 10 above the leaf spring and connect to the front axle, which, compared to U-bolt connections, ensures connection reliability and reduces operation and maintenance costs.

[0029] In the description of this utility model, the terms "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "vertical," and "horizontal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for describing this utility model and do not require that this utility model be constructed or operated in a specific orientation, and therefore should not be construed as limiting this utility model. The terms "connected" and "linked" in this utility model should be interpreted broadly. For example, they can refer to a connection or a detachable connection; they can refer to a direct connection or an indirect connection through intermediate components. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0030] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in its embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

Claims

1. A front suspension structure comprising a vehicle frame (1), a front leaf spring assembly mounted to the bottom of the vehicle frame (1), and a shock absorber assembly mounted to both sides of the vehicle frame (1), characterized in that, The front leaf spring assembly comprises two leaf springs (2), the front ends of the leaf springs (2) are connected with the frame (1) through front supports (3), and the rear ends of the leaf springs (2) are connected with the frame (1) through rear supports (4); wherein the upper part of the rear support (4) is connected with the web face and the lower wing face of the frame (1) through bolts, and the lower part of the rear support (4) penetrates a positioning pin (11), and the positioning pin (11) is supported at the bottom of the rear end of the leaf spring (2).

2. A front suspension structure according to claim 1, wherein Two cross beams (5) are connected between the two rear supports (4), and the two ends of the cross beam (5) are connected with the rear supports (4) through bolts respectively.

3. A front suspension structure according to claim 2, wherein The upper end of the front support (3) is connected with the web face and the lower wing face of the frame (1) through bolts, and the lower end of the front support (3) is connected with the eye of the front end of the leaf spring through a pin shaft.

4. The front suspension structure according to claim 1, wherein The shock absorbing assembly comprises a shock absorber (6), the upper end of the shock absorber (6) is connected with the web face of the frame (1) through a shock absorber upper support (7), and the lower end of the shock absorber (6) is connected with the front axle through a shock absorber lower support (8).

5. A front suspension structure according to claim 4, wherein The middle part of the front leaf spring (2) is fixed with the front axle through connecting bolts (9).

6. A front suspension structure according to claim 5, wherein The upper part of the middle part of the front leaf spring (2) is provided with a pressing block (10), the connecting bolt (9) is a straight bolt, the straight bolt penetrates the pressing block (10) from top to bottom and is fixed with the front axle.

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