A front wheel weight device for a vehicle

Abstract

The utility model relates to engineering vehicle technical field, and specifically is a kind of automobile front wheel counterweight device, and counterweight device is installed in the front traction seat of the car head in after-loading mode, including pedestal, turnover counterweight frame and telescopic counterweight frame, pedestal is set in the front side of car head;Turnover counterweight frame rear is equipped with fixed pin, and the fixed pin both ends of turnover counterweight frame is rotatably arranged in the two first ear seats of pedestal upper portion, and turnover counterweight frame and pedestal make folding motion by fixed pin;Telescopic counterweight frame is set on the turnover counterweight frame, and the sliding block of telescopic counterweight frame is equipped with and is set on the track sliding fit of turnover counterweight frame, and telescopic counterweight frame makes sliding telescopic motion on turnover counterweight frame;The movement of turnover counterweight frame and telescopic counterweight frame changes the gravity center and the grip of car head front side.The utility model has the advantages of: dynamically adjusting counterweight gravity center position, increasing front wheel adhesion, solve vehicle uphill skidding problem;Reduce space occupation and driving wind resistance, avoid lifting gravity center or influence passability.

Description

Technical Field

[0001] This utility model relates to the field of engineering vehicle technology, specifically a front wheel counterweight device for automobiles. Background Technology

[0002] Cars, especially trucks and tractor-trailers, experience a decrease or even complete loss of traction when going uphill due to the increasing gradient. This can lead to anything from minor skidding and damage to tires and the vehicle's transmission system to serious accidents such as stalling or even rolling back down the slope. In special operating conditions such as heavy transport and mining / oil field operations, insufficient front wheel traction is sometimes unavoidable. While locking the front differential may be used as a last resort, this can cause significant inconvenience and harm to the vehicle, roads, and the transport project, and must be prevented and avoided.

[0003] Common solutions in existing technologies include: 1. increasing the load on all five wheels; 2. adding counterweights between the front and rear axles; 3. adding counterweights to the front axle. These measures can alleviate the phenomenon of front wheel slippage to some extent, but the effect is not particularly good, or even negligible. In some cases, improper use can even have the opposite effect, exacerbating the lack of traction on the front wheels.

[0004] The technical drawback of increasing the load on the fifth wheel is that the load is applied to the saddle area by the downward pressure from the trailer's gooseneck turntable. When losing front wheel traction uphill, increasing the load on the fifth wheel is meaningless because the saddle position remains unchanged. The force ratio between the front and rear wheels of the tractor remains the same; since front wheel traction has already been lost, increasing the load on the fifth wheel will only increase the traction of the rear wheels, having virtually no effect on the front wheel traction.

[0005] The technical drawback of adding counterweights between the front and rear axles is that while adding a certain amount of counterweight will improve the traction of the front wheels as long as it's positioned before the saddle, the effect is better the closer it is to the front wheels. However, some of the counterweight will always end up on the rear wheels, limiting the increase in front wheel traction. Furthermore, this is constrained by the turning radius. Placing the counterweight between the front and rear wheels severely restricts the turning space of the trailer's front end and the tractor unit during turns, greatly increasing the risk of interference and collisions. Therefore, adding counterweights between the front and rear axles is not the most ideal solution.

[0006] The technical drawback of adding counterweights to the front axle is that while adding a counterweight device to the front axle can effectively transfer a large proportion of the weight to the front wheels for traction, which is a relatively scientific and ideal method, existing technologies for adding counterweights to the front wheels generally have the following technical flaws: 1. If the front axle counterweight is added to the roof, the center of gravity is too high, resulting in poor stability; 2. If the front axle counterweight is added to the bottom, it affects passability, reducing ground clearance and approach angle. Moreover, fixed counterweights are redundant mass, increasing fuel consumption and resulting in poor fuel economy over time.

[0007] Therefore, there is an urgent need to design a front wheel counterweight device for automobiles to dynamically adjust the position of the counterweight center of gravity, significantly increase the front wheel adhesion, solve the problem of vehicle slippage when going uphill, and avoid adding unnecessary device structures that raise the overall center of gravity of the vehicle or affect the vehicle's passability. Utility Model Content

[0008] The purpose of this utility model is to overcome the shortcomings of the prior art and provide a front wheel counterweight device for automobiles, which can dynamically adjust the position of the counterweight center of gravity, significantly increase the front wheel adhesion, solve the problem of vehicle slippage when going uphill, avoid raising the overall center of gravity of the vehicle or affecting the vehicle's passability, and add a counterweight installation platform without changing the vehicle structure.

[0009] To achieve the above objectives, a front wheel counterweight device for automobiles is designed. This device is installed rear-mounted on the front traction seat of the automobile and includes a base, a tilting counterweight frame, and a telescopic counterweight frame. The base is located on the front side of the vehicle's front end. A fixing pin is provided at the rear of the tilting counterweight frame, and both ends of the fixing pin are rotatably mounted in two first lugs on the upper part of the base. The tilting counterweight frame and the base undergo a tilting motion via the fixing pin. The telescopic counterweight frame is mounted on the tilting counterweight frame and has a slider that slides in conjunction with a track on the tilting counterweight frame. The telescopic counterweight frame slides and extends on the tilting counterweight frame. The track is arranged in the front-rear direction, and the telescopic counterweight frame slides and extends in the front-rear direction. The movement of the tilting and telescopic counterweight frames changes the center of gravity and grip at the front of the vehicle.

[0010] Preferably, the present invention further includes: the device further includes at least one first hydraulic cylinder; the lower part of the base is provided with at least one second ear seat, the bottom of the tilting counterweight frame is provided with at least one first hydraulic cylinder mounting hole seat, and the two ends of the first hydraulic cylinder are respectively disposed in the second ear seat and the first hydraulic cylinder mounting hole seat; the cylinder lug of the first hydraulic cylinder is rotatably connected to the second ear seat and the first hydraulic cylinder mounting hole seat by a pin, so that the tilting counterweight frame and the base perform a tilting motion under the drive of the first hydraulic cylinder.

[0011] Preferably, the present invention further includes: at least one second hydraulic cylinder, at least one second hydraulic cylinder mounting hole seat is provided on the rear part of the upper side of the tilting counterweight frame, and at least one third hydraulic cylinder mounting hole seat is provided on the bottom of the telescopic counterweight frame, with the two ends of the second hydraulic cylinder respectively disposed in the second hydraulic cylinder mounting hole seat and the third hydraulic cylinder mounting hole seat; the cylinder lug of the second hydraulic cylinder is rotatably connected to the second hydraulic cylinder mounting hole seat and the third hydraulic cylinder mounting hole seat by a pin, so that the telescopic counterweight frame moves telescopically along the tilting counterweight frame track under the drive of the second hydraulic cylinder.

[0012] Preferably, the present invention further includes: a flange on the base is connected to the flange of the front traction seat of the vehicle head by bolts.

[0013] Preferably, the present invention further includes: a hollow structure in the middle of the base, wherein the hollow structure avoids the front traction seat of the vehicle.

[0014] Preferably, the present invention further includes: the front side of the base includes several upwardly inclined support arms, and the first ear seat and the second ear seat are disposed at the top of the support arms.

[0015] Preferably, the present invention further includes: the connection between the second ear seat and the first oil cylinder is located on the front side of the connection between the fixing pin and the first ear seat.

[0016] Compared with the prior art, the advantages of this utility model are:

[0017] By fixing the base to the front towing seat of the vehicle, and combining a flip-up counterweight frame with a telescopic counterweight frame, the device utilizes hydraulic cylinders to achieve flipping and telescopic movements, dynamically adjusting the center of gravity of the counterweight. This allows for greater front wheel traction with limited counterweight mass, significantly increasing front wheel traction, solving the problem of vehicle slippage on inclines, ensuring transportation safety and good working condition of the equipment, as well as cost-effective operation and maintenance. When not in operation, the device can be folded up close to the front of the vehicle, reducing space occupation. It provides a reliable counterweight installation platform without altering the original vehicle structure, avoiding raising the center of gravity or affecting passability. At the same time, the lightweight design reduces fuel consumption and improves safety and economy. Attached Figure Description

[0018] Figure 1 This is a perspective view of the device and the front of the vehicle assembled with this utility model;

[0019] Figure 2 This is a front view of the device and the front of the vehicle assembled together.

[0020] Figure 3 This is a top view of the device and its assembly with the front of the vehicle.

[0021] Figure 4 This is a side view of the device and its assembly with the front of the vehicle.

[0022] Figure 5 This is an exploded view of the device of this utility model;

[0023] Figure 6 This is a perspective view of the device of this utility model folded up and assembled with the front of the vehicle;

[0024] Figure 7 This is a top view of the device of this utility model when it is folded and assembled with the front of the vehicle;

[0025] Figure 8 ,express Figure 7 A—The front view of the section view from side A;

[0026] Figure 9 This is a side view of the device of this utility model when folded and assembled with the front of the vehicle;

[0027] Figure 10 This is a perspective view of the device of this utility model when it is folded and extended and assembled with the front of the vehicle;

[0028] Figure 11 This is a front view of the device of this utility model when it is folded and extended and assembled with the front of the vehicle;

[0029] Figure 12 This is a top view of the device of this utility model when it is folded and extended and assembled with the front of the vehicle;

[0030] Figure 13 Figure 1 is a schematic diagram of the present invention. Figure (a) shows a schematic diagram of the force decomposition when the present invention is assembled with the front of the vehicle. Figure (b) shows a schematic diagram of the torque and force composition during assembly. Figure (c) shows a schematic diagram of the force between the present invention and the front of the vehicle in the initial state. Figure (d) shows a schematic diagram of the force between the present invention and the front of the vehicle when the device is folded. Figure (e) shows a schematic diagram of the force between the present invention and the front of the vehicle when the device is folded and extended forward.

[0031] In the diagram: 1. Base, 101. First ear seat, 102. Second ear seat, 2. Bolt, 3. Tilting counterweight frame, 301. First cylinder mounting hole seat, 302. Second cylinder mounting hole seat, 4. Rail, 5. Slider, 6. Second cylinder, 7. Telescopic counterweight frame, 701. Third cylinder mounting hole seat, 8. First pin, 9. First cylinder, 10. Second pin, 11. Fixing pin, 12. Front traction seat. Detailed Implementation

[0032] To make the purpose, principle and structure of this utility model clearer, the following description is provided in conjunction with the accompanying drawings and specific embodiments.

[0033] This utility model provides a front wheel counterweight device for automobiles.

[0034] See Figure 1Indicated by 13, the direction closer to the front of the car is considered the front side, and the direction farther from the front of the car and closer to the rear of the car is considered the rear side. This utility model's front wheel counterweight device is fixed to the front towing seat 12 at the front of the car via a rear-mounting method. The front towing seat 12 is located at the front end of the vehicle's load-bearing beam. The device mainly consists of a base 1, a tilting counterweight frame 3, and a telescopic counterweight frame 7. The base 1 has flange holes, which are aligned and tightened with the flange holes of the front towing seat 12 using bolts 2, enabling quick installation of the device without altering the original vehicle structure. The middle part of the base 1 is designed as a hollow structure to avoid obstructing the towing hook mechanical components on the front side of the front towing seat 12. The upper part of the base 1 has a pair of first ear seats 101, and the lower part has a pair of second ear seats 102. Both the ends of the first ear seats 101 and the second ear seats 102 have transverse through holes.

[0035] The rear end of the flip counterweight frame 3 is provided with a fixing pin 11 that passes through the first ear seat 101 of the base 1. The two ends of the fixing pin 11 are respectively set in the through holes opened on the first ear seat 101 and are rotatably connected, so that the flip counterweight frame 3 can be flipped around the axis of the fixing pin 11.

[0036] The bottom of the tilting counterweight frame 3 is provided with at least one first cylinder mounting hole seat 301, and the end of the first cylinder mounting hole seat 301 is provided with a through hole. The cylinder lug at one end of the first cylinder 9 is rotatably connected to the second lug seat 102 of the base 1 through the second pin 10, and the cylinder rod lug at the other end of the second cylinder 10 is rotatably connected to the first cylinder mounting hole seat 301 of the tilting counterweight frame 3 through the first pin 8. When the first cylinder 9 extends or retracts, it drives the tilting counterweight frame 3 to tilt around the fixed pin 11, so that the overall center of gravity of the counterweight mechanism moves horizontally forward, increasing the lever arm L1, and significantly improving the front wheel support reaction force Ff and adhesion force F.

[0037] Preferably, the end of the first ear seat 101 is located in front of the end of the second ear seat 102 on the vertical projection plane. Since the flipping counterweight frame 3 is rotatably connected to the base 1 at the first ear seat 101, the first hydraulic cylinder 9 is rotatably connected to the base 1 at the second ear seat 102, and the first hydraulic cylinder 9 is rotatably connected to the flipping counterweight frame 3 at the first hydraulic cylinder mounting hole seat 301, a triangular linkage structure is formed between the base 1, the flipping counterweight frame 3, and the first hydraulic cylinder 9. Since the length of the first hydraulic cylinder 9 can vary, one side of the triangle changes length, thus changing the included angle between the links in the triangle. By setting the end of the first ear seat 101 in front of the end of the second ear seat 102, the upward flipping angle of the flipping counterweight frame 3 can be maximized, and it can be as perpendicular to the ground as possible. This ensures that when the device is in the folded state, it minimizes the encroachment on the front space of the car, thereby improving the car's passability.

[0038] Preferably, the fixing pin 11 can be fixedly installed at the rear end of the flip counterweight frame 3, or a shaft tube with a hollow structure can be installed at the rear end of the flip counterweight frame 3, and the fixing pin 11 can be installed in the hollow structure of the shaft tube.

[0039] Two parallel tracks 4 are fixed to the upper surface of the flip counterweight frame 3. The tracks 4 are arranged in a front-to-back direction, and at least two slidable sliders 5 are installed on each track 4. The bottom of the telescopic counterweight frame 7 is fixed to the sliders 5 and can slide back and forth along the tracks 4. A second cylinder mounting hole seat 302 is provided at the rear of the upper surface of the flip counterweight frame 3, and a third cylinder mounting hole seat 701 is provided at the front of the lower surface of the telescopic counterweight frame 7. Both the second cylinder mounting hole seat 302 and the third cylinder mounting hole seat 701 have through holes at their ends. The cylinder lugs at both ends of the second cylinder 6 are rotatably connected to the second cylinder mounting hole seat 302 and the third cylinder mounting hole seat 701 respectively by pins. When the second cylinder 6 extends or retracts, it drives the telescopic counterweight frame 7 to move forward along the tracks 4, further increasing the counterweight lever arm to L1″, maximizing the front wheel adhesion.

[0040] Preferably, the first cylinder 9 and the second cylinder 6 are both telescopic cylinders, which can be driven by an external oil circuit with a pressure pump.

[0041] Preferably, in this specific embodiment, the base 1 is fixed using the flange hole seat of the front traction seat of the vehicle. This utility model aims to protect the installation of the base 1 of the device on the front of the vehicle body, not limited to installation on the front traction seat; any scheme that uses installation on a crossbeam or other structure at the front of the vehicle body falls within the protection scope of this utility model.

[0042] Preferably, this specific embodiment uses a combination of flipping and sliding to achieve center of gravity adjustment. This utility model aims to protect core solutions for obtaining different front wheel weight distribution effects through center of gravity position adjustment, and is not limited to combinations of flipping and sliding; any solution that achieves equivalent adjustment through multi-stage flipping falls within the protection scope of this utility model.

[0043] Preferably, this specific embodiment uses a combination of flipping and sliding to achieve center of gravity adjustment. This utility model aims to protect simplified solutions based on this innovative concept, and is not limited to combined implementations. Any solution that uses only flipping to achieve counterweight adjustment falls within the protection scope of this utility model.

[0044] Preferably, in this specific embodiment, the center of gravity adjustment is achieved through a single-layer telescopic counterweight frame 7. This utility model aims to protect the core idea of ​​changing the center of gravity position through the counterweight frame structure; any scheme that achieves quantitative adjustment by increasing the number of telescopic counterweight frame layers falls within the protection scope of this utility model.

[0045] Preferably, in this specific embodiment, guide rail 4 and slider 5 are used as the moving mechanism. This utility model aims to protect the core mechanism of relative movement to achieve center of gravity adjustment. Any scheme that adopts an equivalent substitute mechanism (such as a slide rail, roller, etc.) falls within the protection scope of this utility model.

[0046] Preferably, this specific embodiment uses a hydraulic cylinder as the driving mechanism. This utility model aims to protect the core function of moving the counterweight frame; any equivalent driving method (such as electric actuators, rack and pinion mechanisms, linear motors, etc.) falls within the protection scope of this utility model.

[0047] Preferably, in this specific embodiment, the guide rail and the tilting counterweight frame are fixed by screw connection. This utility model aims to protect the fixed connection relationship between components, and any equivalent form that achieves the same fixing function (such as welding, riveting, buckling, etc.) falls within the protection scope of this utility model.

[0048] It is worth noting that:

[0049] In this invention, "rear-mounted" refers to adding the device of this invention to the front of the vehicle without altering the existing structure of the tractor unit. The device is rigidly connected to the front towing unit via a flange, and the front towing unit is directly connected to the underbody beam of the engineering vehicle. This directly transfers the weight of the device to the non-load-bearing underbody beam of the engineering vehicle. Utilizing the positional characteristics of the front towing unit, which is close to the front wheels and far from the center of gravity, the weight is concentrated on the front wheel area, thereby increasing the vertical pressure of the front wheels on the ground, effectively improving the friction between the front wheels and the road surface, and enhancing the vehicle's traction and braking performance under low-traction conditions.

[0050] The specific working principle is as follows:

[0051] See Figure 13 Through a combination of flipping and telescopic movements, this device can solve the problem of slippage on uphill slopes for engineering vehicles, allowing the center of gravity of the vehicle's front to be dynamically shifted forward. Figure 13 As shown in the principle.

[0052] In Figure (a): Force diagram: Fw represents the load of the five wheels; G0 represents the weight of the tractor; G1 represents the counterweight; Fr1 represents the ground support reaction force on the front wheel; Fr2 represents the ground support reaction force on the rear wheel; Ff represents the ground support reaction force on the front wheel.

[0053] In Figure (b): the ground support reaction force on the rear wheel Fr1 and the ground support reaction force on the rear wheel Fr2 can be regarded as the resultant force replaced by Fr. Fr represents the resultant force of the ground support reaction force on the rear wheel; Lw represents the lever arm at the point of application of the resultant force of the five wheel loads on the rear wheel; L0 represents the lever arm at the point of application of the resultant force of the vehicle's own weight on the rear wheel; Lf represents the lever arm at the point of application of the resultant force of the ground support reaction force on the front wheel on the rear wheel; L1 represents the lever arm at the point of application of the resultant force of the counterweight on the rear wheel.

[0054] The front wheel support reaction force Ff = (Fw*Lw + G0*L0 + G1*L1) / Lf. The front wheel adhesion force F = Ff*k, where k is the coefficient of friction between the ground and the wheel. The front wheel adhesion force F = k(Fw*Lw + G0*L0 + G1*L1) / Lf.

[0055] In Figures (c), (d), and (e): the flipping counterweight frame 3 flips, and the telescopic counterweight frame 7 slides out, causing L1 to continuously increase, resulting in different front wheel adhesion forces. In terms of installation principle, it is installed on the front traction seat using the flange holes. Because the counterweight device is directly mounted at the front end and acts directly on the front wheel, the counterweight's effect is maximized on the front wheel and not shared by the rear wheel. This invention significantly alters the front wheel's support reaction force to achieve adhesion, thus solving the front wheel slippage problem.

[0056] The continuous increase of the counterweight arm L1→L1′→L1″ significantly enhances the front wheel support reaction force Ff, expressed by the following formula: Ff = k(Fw×Lw +G0×L0 +G1×L1) / Lf, which directly enhances the front wheel grip and prevents slippage when climbing hills.

[0057] The specific installation and operation procedures are as follows:

[0058] Insert the base 1 into the front traction seat 12, align the flange holes of the base 1 and the front traction seat 12, and then tighten them with bolts 2.

[0059] Insert the fixing pin 11 of the connecting flip counterweight frame 3 into the through hole of the first ear seat 101 of the base 1.

[0060] The two ends of the first hydraulic cylinder 9 are respectively connected to the second ear seat 102 of the base 1 and the first hydraulic cylinder mounting hole seat 301 of the tilting frame 3.

[0061] The telescopic counterweight frame 7 is installed onto the track 4 via the slider 5, and the second hydraulic cylinder 6 is connected to the second hydraulic cylinder mounting hole 302 of the tilting frame 3 and the third hydraulic cylinder mounting hole 701 of the telescopic frame 7.

[0062] When the front wheels of a car need to have increased traction, the first cylinder 9 is activated in sequence to flip the counterweight frame 3 and the second cylinder 6 to push the telescopic counterweight frame 7 to the target position.

[0063] After the working condition is released, reverse the operation to retract the device until it is close to the front of the vehicle.

[0064] Through the above technical solution, this utility model can avoid raising the center of gravity and affecting passability. In the non-working state, the flip counterweight frame 3 is folded up and close to the front of the vehicle, and the telescopic counterweight frame 7 is retracted into the flip frame, with the overall height level with the front of the vehicle, without increasing the overall center of gravity of the vehicle. The retracted state does not occupy extra space and does not affect the vehicle's approach angle, ground clearance, and height-limited passability compared to traditional roof or chassis counterweight solutions. The adjustable mechanism allows the limited counterweight G1 to achieve greater adhesion through leverage amplification effect, eliminating the need for fixed heavy-duty counterweights, thus reducing fuel consumption and material costs.

[0065] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and novel concept of this utility model, should be included within the protection scope of this utility model.

Claims

1. A front wheel counterweight device for automobiles, characterized in that, The counterweight device is installed in the front traction seat (12) of the car head in a rear-mounted manner, including a base (1), a flip counterweight frame (3) and a telescopic counterweight frame (7). The base (1) is located on the front side of the car head. The flip counterweight frame (3) is provided with a fixing pin (11) at the rear. The two ends of the fixing pin (11) of the flip counterweight frame (3) are rotatably set in the two first ear seats (101) on the upper part of the base (1). The flip counterweight frame (3) and the base (1) are flipped through the fixing pin (11). The telescopic counterweight frame (7) is set on the flip counterweight frame (3). The telescopic counterweight frame (7) is provided with a slider (5) that slides and engages with the track (4) set on the flip counterweight frame (3). The telescopic counterweight frame (7) slides and extends on the flip counterweight frame (3). The track (4) is set in the front-back direction. The telescopic counterweight frame (7) slides and extends in the front-back direction. The movement of the flip counterweight frame (3) and the telescopic counterweight frame (7) changes the center of gravity and grip of the front of the vehicle.

2. A front wheel counterweight device for automobiles as described in claim 1, characterized in that, The device also includes at least one first hydraulic cylinder (9); the base (1) is provided with at least one second ear seat (102) at the lower part, and the bottom of the tilting counterweight frame (3) is provided with at least one first hydraulic cylinder mounting hole seat (301). The two ends of the first hydraulic cylinder (9) are respectively located in the second ear seat (102) and the first hydraulic cylinder mounting hole seat (301); the cylinder lug of the first hydraulic cylinder (9) is rotatably connected to the second ear seat (102) and the first hydraulic cylinder mounting hole seat (301) through the first pin (8) so that the tilting counterweight frame (3) and the base (1) can tilt under the drive of the first hydraulic cylinder (9).

3. A front wheel counterweight device for automobiles as described in claim 2, characterized in that, It also includes at least one second cylinder (6), and the rear part of the upper side of the flipping counterweight frame (3) is provided with at least one second cylinder mounting hole seat (302), and the bottom of the telescopic counterweight frame (7) is provided with at least one third cylinder mounting hole seat (701). The two ends of the second cylinder (6) are respectively set in the second cylinder mounting hole seat (302) and the third cylinder mounting hole seat (701); the cylinder lug of the second cylinder (6) is rotatably connected to the second cylinder mounting hole seat (302) and the third cylinder mounting hole seat (701) through the second pin (10) so that the telescopic counterweight frame (7) moves along the track (4) of the flipping counterweight frame (3) under the drive of the second cylinder (6).

4. The automobile front wheel counterweight device as described in claim 1, characterized in that, The base (1) is provided with a flange that is connected to the flange of the front traction seat (12) of the vehicle head by bolts (2).

5. A front wheel counterweight device for automobiles as described in claim 1, characterized in that, The base (1) has a hollow structure in the middle, which avoids the front traction seat (12) of the vehicle.

6. A vehicle front wheel counterweight device as described in claim 2, characterized in that, The front side of the base (1) includes several upwardly inclined support arms, with a first ear seat (101) and a second ear seat (102) located at the top of the support arms.

7. A front wheel counterweight device for automobiles as described in claim 2, characterized in that, The connection between the second ear seat (102) and the first oil cylinder (9) is located on the front side of the connection between the fixed pin (11) and the first ear seat (101).

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