Front suspension support structure

Abstract

A front suspension support structure comprises a middle shaft, two sets of swing arms and two sets of front suspensions. The front suspension comprises supporting arms, the two supporting arms and the two swing arms are connected to form a quadrilateral structure with four hinged corners, the two supporting arms are arranged on the two sides of the middle shaft respectively, and the middles of the swing arms are hinged to the middle shaft. The swing arm is of a double-arm structure with a front arm and a rear arm, and a first empty groove located in the middle and second empty grooves located in the two sides are formed between the front arm and the rear arm. The intermediate shaft is positioned in the first empty slot; a connecting part is arranged on the side face of the supporting arm and provided with a hinge shaft, the two ends of the hinge shaft are hinged to the ends of the front arm and the rear arm, a movable space is defined by the hinge shaft and the side wall of the second empty groove, and the supporting arm is located in the movable space. By the adoption of the swing arm design of the double-arm structure, the swing arm can better bear and transmit various kinds of force and torque in the vehicle running process, the rigidity and stability of the system are enhanced, and the control performance and running safety of the vehicle are guaranteed. The structural strength of the support arm can be effectively improved by arranging the connecting part.

Description

Technical Field

[0001] This utility model belongs to the technical field of front suspension system for three-wheeled vehicles, and specifically relates to a front suspension bracket structure. Background Technology

[0002] On motorcycles, electric vehicles, and other two- or three-wheeled vehicles, the front suspension bracket often uses a relatively simple single-arm structure or a flimsy connection design. This single-arm structure struggles to effectively withstand and transmit forces and torques from different directions during vehicle operation, especially when facing complex and varied road conditions and driving situations. This can easily lead to deformation, twisting, or even breakage, resulting in a decrease in the rigidity and stability of the entire front suspension bracket, severely impacting the vehicle's handling performance and driving safety.

[0003] In addition, the outer wall of the control arm in the existing front suspension bracket is directly hinged to the control arm. With this connection method, the hinged part of the control arm is prone to loosening and tearing of the control arm tube wall due to vibration under complex conditions such as high speed driving, emergency braking, fast turning or driving on bumpy roads, which increases the safety hazards of the vehicle during driving.

[0004] In summary, the existing front suspension brackets of three-wheeled electric vehicles and motorcycles have shortcomings such as insufficient structural strength and poor stability, which seriously affect the overall performance and safety of the vehicles. Therefore, it is urgent to design a front suspension bracket structure that can overcome the above problems. Utility Model Content

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution.

[0006] A front suspension bracket structure includes an intermediate shaft, two sets of control arms, and two sets of front suspensions. Each front suspension includes a control arm; the two sets of control arms and the two sets of control arms are connected to form a quadrilateral structure with four corners hinged. The two sets of control arms are located on either side of the intermediate shaft, and the middle of each control arm is hinged to the intermediate shaft. Each control arm is a double-arm structure with a forearm and a rear arm. A first slot in the middle and second slots on either side are provided between the forearm and rear arm. The intermediate shaft is located within the first slot. A connecting portion is provided on the side of each control arm, and a hinge shaft is provided on the connecting portion. The two ends of the hinge shaft are hinged to the ends of the forearm and rear arm. The hinge shaft and the sidewalls of the second slots enclose a movable space, within which the control arm is located.

[0007] Furthermore, the support arm includes an inner rod and an outer tube that are sleeved together and can rotate relative to each other. The swing arm is assembled and connected to the outer tube. The upper end of the inner rod is assembled and connected to the outer tube, and the lower end extends out of the outer tube and is equipped with an upper connecting plate.

[0008] Furthermore, the front suspension also includes a lower control plate, and the upper control plate and the lower control plate are connected and fixed by a dovetail tenon and mortise structure.

[0009] Furthermore, weight-reducing grooves are distributed on the lower connecting plate.

[0010] Furthermore, rubber pads are fitted on both sides of the first slot of the swing arm.

[0011] Furthermore, the forearm and rear arm have the same structure, and the forearm and rear arm are assembled in mirror image to form a swing arm.

[0012] Compared with the prior art, this application has the following beneficial technical effects:

[0013] 1. The double-arm design of the control arms allows them to better withstand and transmit various forces and torques during vehicle operation, enhancing the system's rigidity and stability, and ensuring vehicle handling performance and driving safety. The control arms, through the addition of connecting parts, effectively improve structural strength.

[0014] 2. The outrigger design allows for better absorption and dispersion of forces from different directions during vehicle operation, reducing stress concentration and improving system reliability and durability.

[0015] 3. The dovetail tenon structure can significantly enhance the interlocking strength between the two, ensuring that the upper and lower connecting plates will not loosen or separate under various complex stress conditions during vehicle operation, thereby ensuring the overall stability and reliability of the bracket structure.

[0016] 4. The weight-reducing groove design effectively reduces the weight of the front suspension bracket without reducing the structural strength of the lower connecting plate.

[0017] 5. The rubber pad acts as a limiter, which can limit the rotation angle of the intermediate shaft and prevent the intermediate shaft and the swing arm from directly colliding and contacting each other, thus avoiding structural damage.

[0018] 6. The swing arm adopts a modular design, which can significantly reduce production costs and maintain stable quality. Attached Figure Description

[0019] Figure 1 This is a 3D view of the support structure.

[0020] Figure 2 This is a 3D view of the front suspension.

[0021] Figure 3 For the three-dimensional swing arm Figure 1 .

[0022] Figure 4 For the three-dimensional swing arm Figure 2 .

[0023] Figure 5 This is a 3D diagram illustrating the application of a front suspension bracket.

[0024] Figure 6This is a front view diagram illustrating the application of a front suspension bracket.

[0025] The following is an explanation of the reference numerals in the attached figures:

[0026] 100. Intermediate shaft; 110. Steering shaft;

[0027] 200, Swing arm; 210, Forearm; 220, Rear arm; 230, First slot; 240, Second slot; 250, Rubber pad;

[0028] 300. Front suspension; 310. Control arm; 311. Inner rod; 312. Outer tube; 313. Connecting part; 314. Hinge shaft; 320. Upper connecting plate; 330. Lower connecting plate; 331. Weight reduction groove. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0030] In the following embodiments, the same or similar reference numerals denote the same or similar components or components with the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0031] In the description of this utility model, it should be understood that the terms such as center, longitudinal, transverse, length, width, thickness, upper, lower, front, back, left, right, vertical, horizontal, top, bottom, inner, outer, clockwise, and counterclockwise, indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description; therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features shown. In the description of this utility model, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0032] Figures 1 to 4A front suspension bracket structure includes an intermediate shaft 100, two sets of swing arms 200 and two sets of front suspensions 300; the front suspension 300 includes a control arm 310, the two sets of control arms 310 and the two sets of swing arms 200 are connected to form a quadrilateral structure with four corners hinged, the two sets of control arms 310 are respectively located on both sides of the intermediate shaft 100, and the middle of the swing arm 200 is hinged to the intermediate shaft 100. The swing arm 200 is a double-arm structure with a front arm 210 and a rear arm 220. A first slot 230 is located in the middle between the front arm 210 and the rear arm 220, and second slots 240 are located on both sides. An intermediate shaft 100 is located within the first slot 230. A connecting portion 313 is provided on the side of the support arm 310, and a hinge shaft 314 is provided on the connecting portion 313. The two ends of the hinge shaft 314 are hinged to the ends of the front arm 210 and the rear arm 220. The hinge shaft 314 and the side walls of the second slot 240 enclose a movable space, within which the support arm 310 is located. The double-arm structure of the swing arm 200 allows it to better withstand and transmit various forces and torques during vehicle operation, enhancing the rigidity and stability of the system and ensuring vehicle handling performance and driving safety. The connecting portion 313 effectively improves the structural strength of the support arm 310.

[0033] refer to Figure 5 and Figure 6 This front suspension bracket is primarily used on electric vehicles or motorcycles with a three-wheeled structure. In traditional front suspension brackets, achieving the same tilt angle is easier with a smaller wheel diameter; therefore, to achieve a 40° tilt, traditional front suspension brackets require wheels of 13 inches or smaller. However, this front suspension bracket can still achieve a 40° tilt angle even with 14-inch wheels. This improves maneuverability while providing a larger tilt angle, thus better maintaining the vehicle's balance and stability when cornering or riding on slippery surfaces. This effectively prevents skidding or tipping over, providing riders with a safer and more reliable driving experience.

[0034] The support arm 310 is designed with an inner rod 311 and an outer tube 312 that are fitted together and can rotate relative to each other. The swing arm 200 is connected to the outer tube 312. The upper end of the inner rod 311 is connected to the outer tube 312, and the lower end extends from the outer tube 312 and is fitted with an upper connecting plate 320. The fitted support arm 310 design can better absorb and disperse forces from different directions during vehicle operation, reduce stress concentration, and improve the reliability and durability of the system. The upper connecting plate 320 is connected and fixed to the lower connecting plate 330 through a dovetail tenon and mortise structure. The lower connecting plate 330 is used to assemble and connect components such as tires and shock absorbers. The dovetail tenon and mortise structure can significantly enhance the interlocking strength between the two, ensuring that the upper connecting plate 320 and the lower connecting plate 330 will not loosen or separate under various complex stress conditions during vehicle operation, thereby ensuring the overall stability and reliability of the support structure. Weight-reducing grooves 331 are distributed on the lower connecting plate 330. The design of the weight reduction groove 331 effectively reduces the weight of the front suspension bracket without reducing the structural strength of the lower connecting plate 330.

[0035] Furthermore, rubber pads 250 are fitted on both sides of the first slot 230 of the swing arm 200. The rubber pads 250 act as limiters, which can limit the rotation angle of the intermediate shaft 100 and prevent the intermediate shaft 100 and the swing arm 200 from directly colliding and contacting each other, thus avoiding structural damage.

[0036] In addition, the swing arm 200 adopts a modular design. The forearm 210 and the rear arm 220 have the same structure. The forearm 210 and the rear arm 220 are mirrored and assembled to form the swing arm 200. The upper and lower swing arms 200 are also mirrored and assembled. The modular design can significantly reduce production costs and maintain stable quality.

[0037] The scope of protection of this utility model includes, but is not limited to, the above embodiments. The scope of protection of this utility model is defined by the claims. Any substitutions, modifications, or improvements to this technology that are easily conceived by those skilled in the art shall fall within the scope of protection of this utility model.

Claims

1. A front suspension bracket structure, characterized in that, It includes an intermediate shaft (100), two sets of control arms (200) and two sets of front suspension (300); the front suspension (300) includes a control arm (310), the two sets of control arms (310) and the two sets of control arms (200) are connected to form a quadrilateral structure with four corners hinged, the two sets of control arms (310) are respectively located on both sides of the intermediate shaft (100), and the middle of the control arm (200) is hinged to the intermediate shaft (100); The swing arm (200) is a double-arm structure with a forearm (210) and a rear arm (220). A first slot (230) is provided between the forearm (210) and the rear arm (220) and a second slot (240) is provided on both sides. The intermediate shaft (100) is located in the first slot (230). A connecting part (313) is provided on the side of the support arm (310). A hinge shaft (314) is provided on the connecting part (313). The two ends of the hinge shaft (314) are hinged to the ends of the forearm (210) and the rear arm (220). The hinge shaft (314) and the side wall of the second slot (240) form an active space. The support arm (310) is located in the active space.

2. The front suspension bracket structure according to claim 1, characterized in that, The support arm (310) includes an inner rod (311) and an outer tube (312) that are sleeved together and can rotate relative to each other. The swing arm (200) is assembled and connected to the outer tube (312). The upper end of the inner rod (311) is assembled and connected to the outer tube (312), and the lower end extends out of the outer tube (312) and is equipped with an upper connecting plate (320).

3. The front suspension bracket structure according to claim 2, characterized in that, The front suspension (300) also includes a lower connecting plate (330), and the upper connecting plate (320) and the lower connecting plate (330) are connected and fixed by a dovetail tenon structure.

4. The front suspension bracket structure according to claim 1, characterized in that, Weight reduction grooves (331) are distributed on the lower connecting plate (330).

5. A front suspension bracket structure according to claim 1, characterized in that, The swing arm (200) is fitted with rubber pads (250) on both sides of the first slot (230).

6. A front suspension bracket structure according to claim 1, characterized in that, The forearm (210) and the rear arm (220) have the same structure, and the forearm (210) and the rear arm (220) are mirror-assembled to form the swing arm (200).

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