Cradle engine suspension and tricycle

Abstract

The utility model discloses a cradle formula engine suspension device and tricycle, cradle chassis fixed connection is between front bracket and rear bracket, and the middle part of cradle chassis is concave downward and forms cradle structure, and is equipped with front section reinforcing crossbeam, bottom section reinforcing crossbeam and rear section reinforcing crossbeam between two downward concave longitudinal beams on cradle chassis, sets up spacing beam and guard board between front section reinforcing crossbeam and bottom section reinforcing crossbeam, has improved installation efficiency, has improved the stability of engine, and still has certain protection ability to engine, has prolonged the service life of engine, is equipped with the support plate for installing engine and the mounting portion for installing tricycle support respectively on front bracket and rear bracket, and sets up buffer piece on mounting portion, has reduced the noise, has improved the stability of engine operation, has improved the comfort of driving.

Description

Technical Field

[0001] This utility model relates to the field of tricycle technology, and in particular to a cradle-type engine suspension device and a tricycle. Background Technology

[0002] Early engines were often directly fixed to the frame with rigid brackets. The vibrations of the engine during operation were directly transmitted to the frame, which reduced the riding comfort and easily caused fatigue damage to the frame and engine components. Therefore, the development of three-wheeled vehicle engine suspension technology was promoted.

[0003] Compared to earlier tricycle engine suspension systems, current tricycle engine suspension systems typically use a three-hole mounting method to fix the engine to the frame. This means the engine is directly fastened to the frame through three bolt holes. While this method offers advantages such as simple structure, low cost, and strong compatibility, it also has several drawbacks. For example, the lack of lateral constraint on the engine hole mounting position makes it prone to circumferential rotation, making it difficult to align the holes during installation and reducing installation efficiency. During driving, the torque generated by engine vibration further exacerbates the slight rotation of the engine holes, causing bolts to loosen or the installation to shift. At the same time, this vibration is directly transmitted to the frame through the rigid three-hole connection, reducing ride comfort. Loose bolts create gaps between the engine and the frame, generating noise during vibration and causing fatigue cracks around the mounting holes on the frame and engine housing, or even bolt breakage, shortening the service life and increasing maintenance costs. Furthermore, the lack of effective protection at the bottom of the engine makes it susceptible to damage from impacts with road debris during driving.

[0004] Therefore, it is necessary to improve the existing three-wheeled vehicle engine suspension system, which can not only ensure installation stability and provide a certain degree of protection, but also extend the engine's service life, reduce maintenance costs, and improve driving comfort and stability during operation. Utility Model Content

[0005] In view of the shortcomings of current tricycle engine suspension devices, the purpose of this utility model is to provide a cradle-type engine suspension device and tricycle, which can not only ensure installation stability, but also have a certain protective capability, extend the service life of the engine, reduce maintenance costs, and improve driving comfort and stability during driving.

[0006] To achieve the purpose of this utility model, this utility model provides a cradle-type engine suspension device, including a front bracket, a rear bracket, and a cradle base frame. The cradle base frame is fixedly connected between the front bracket and the rear bracket, and the middle part of the cradle base frame is recessed downward to form a cradle structure.

[0007] Furthermore, the cradle base frame includes two downwardly recessed longitudinal beams, which are fixedly connected by several crossbeams.

[0008] Furthermore, the rear bracket is a downwardly concave bow shape, with two longitudinal beams fixedly connected near the junction of the bottom edge and the inclined side of the bow shape.

[0009] Furthermore, the rear bracket has an upwardly extending support plate I and a support plate II fixed at the middle of its arched bottom edge for mounting the engine.

[0010] Furthermore, the front bracket has a straight structure, with two longitudinal beams fixedly connected near the ends of the front bracket.

[0011] Furthermore, a support plate Ⅲ for mounting the engine and a muffler mounting bracket for fixing the engine muffler are fixed in the middle of the front bracket.

[0012] Furthermore, the longitudinal beam comprises a front section, a bottom section, and a rear section from front to back. The front section is inclined upward and forward and fixedly connected to the end of the front bracket. The rear section is inclined upward and backward and fixedly connected to the junction of the arched bottom edge and the inclined side.

[0013] Furthermore, the crossbeam includes a front reinforcing crossbeam, a bottom reinforcing crossbeam, and a rear reinforcing crossbeam. The front reinforcing crossbeam is fixed between the front sections of the two longitudinal beams, the bottom reinforcing crossbeam is fixed between the two bottom sections, and the rear reinforcing crossbeam is fixed between the two rear sections.

[0014] A limiting beam and a protective plate are fixedly connected between the front reinforcing beam and the bottom reinforcing beam. The shape of the limiting beam and the protective plate in the length direction is conformable to the beam segment of the corresponding longitudinal beam.

[0015] Furthermore, a front bracket mounting portion is provided near both ends of the front bracket, and a front buffer is provided on the front bracket mounting portion;

[0016] The rear bracket is provided with a rear bracket mounting part near both ends, and a rear buffer is provided on the rear bracket mounting part.

[0017] The tricycle of this utility model includes the aforementioned cradle-type engine suspension device.

[0018] The beneficial effects of this utility model are as follows: This utility model provides a cradle-type engine suspension device and a tricycle. The cradle base is fixedly connected between the front bracket and the rear bracket, and the middle part of the cradle base is recessed downward to form a cradle structure. A front reinforcing crossbeam, a bottom reinforcing crossbeam, and a rear reinforcing crossbeam are provided between two downwardly recessed longitudinal beams on the cradle base. A limiting beam and a protective plate are set between the front reinforcing crossbeam and the bottom reinforcing crossbeam, which improves installation efficiency, enhances engine stability, and also provides a certain degree of protection for the engine, extending its service life. Support plates for mounting the engine and mounting parts for mounting the tricycle bracket are respectively provided on the front bracket and the rear bracket. Buffer parts are set on the mounting parts to reduce noise, improve engine operation stability, and enhance driving comfort. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the cradle-type engine suspension device of this utility model;

[0020] Figure 2 This is a structural diagram of the cradle base frame;

[0021] Figure 3 This is a structural diagram of the front bracket;

[0022] Figure 4 This is a structural diagram of the rear bracket.

[0023] Explanation of reference numerals in the attached drawings: 1. Front bracket; 101. Support plate III; 102. Muffler fixing bracket; 103. Front bracket mounting part; 104. Mounting lug of the front section of the longitudinal beam; 2. Rear bracket; 201. Support plate I; 202. Support plate II; 203. Rear bracket mounting part; 204. Mounting lug of the rear section of the longitudinal beam; 3. Cradle base frame; 301. Longitudinal beam; 3011. Front section of the longitudinal beam; 3012. Bottom section of the longitudinal beam; 3013. Rear section of the longitudinal beam; 302. Front reinforcing crossbeam; 303. Bottom reinforcing crossbeam; 304. Rear reinforcing crossbeam; 305. Limiting beam; 306. Mounting lug of the protective plate; 4. Protective plate; 5. Front buffer; 6. Rear buffer. Detailed Implementation

[0024] The following is in conjunction with the appendix Figure 1-4 The present invention will be described in further detail below.

[0025] This utility model discloses a cradle-type engine suspension device, including a front bracket 1, a rear bracket 2, and a cradle base frame 3. The cradle base frame 3 is fixedly connected between the front bracket 1 and the rear bracket 2, and the middle part of the cradle base frame 3 is concave downward to form a cradle structure. The front bracket 1, rear bracket 2, and cradle base frame 3 form a multi-segment support structure, distributing the weight of the engine and the operating vibration load to multiple connection points, avoiding structural fatigue damage or deformation caused by excessive force at a single point. The cradle structure formed by the downward concavity of the middle part of the cradle base frame 3 simulates the arc-shaped support principle of a cradle, so that the center of gravity of the engine falls at the lowest point of the structure, forming a symmetrical mechanical support point. The engine weight is evenly transmitted to the front bracket 1 and the rear bracket 2 through the cradle base frame 3, reducing the concentration of force at a single point and improving the deformation resistance of the overall frame. The concave structure, when the engine is in operation... An elastic buffer space is formed between the engine and the frame, which can effectively absorb engine vibration and improve ride comfort by configuring components such as rubber bushings or hydraulic dampers. The concave design of the front bracket 1 and rear bracket 2 allows the engine to be embedded in the suspension device at a low position, reducing the overall center of gravity of the vehicle and improving driving stability. The front bracket 1, rear bracket 2 and cradle base 3 form a closed-loop frame structure, which enhances torsional stiffness compared to conventional open suspensions, such as single-sided support, and suppresses torsional displacement of the engine during rapid acceleration or braking, reducing power transmission loss. The concave shape of the cradle base 3 can absorb energy through structural deformation when the vehicle is subjected to bottom impact, such as road bumps or foreign object impacts, preventing direct impact damage to the engine block or oil pan. At the same time, this cradle structure achieves lightweight design while ensuring strength, which will not be elaborated further here.

[0026] In this embodiment, the cradle base frame 3 includes two downwardly recessed longitudinal beams 301, which are fixedly connected by several crossbeams. The two downwardly recessed longitudinal beams 301 form a symmetrical mechanical support axis, corresponding to the main force points on both sides of the engine. This allows vertical loads, such as the engine's own weight, and lateral loads, such as the torque reaction force during acceleration or braking, to be evenly transmitted to the front bracket 1 and the rear bracket 2 through the longitudinal beams 301. Compared to a single longitudinal beam structure, the double longitudinal beams reduce bending deformation and prevent stress concentration and breakage in the middle of the cradle base frame 3. The longitudinal beams 301 are connected by several crossbeams to form a hollow truss structure, which enhances the cradle base frame. The overall torsional stiffness of the 301 is enhanced by the rigid connection of the crossbeams to the longitudinal beams 301, which suppresses the relative torsional displacement of the longitudinal beams 301. The longitudinal beams 301 and the crossbeams can be connected by welding, bolting, or modular assembly, which simplifies the installation process and improves installation efficiency. The longitudinal beams 301 can be made of thin-walled tubing or stamped profiles from existing technologies. The concave shape increases the moment of inertia of the cross section without increasing the material thickness. The crossbeams generally use lightweight tubing or plates, and are densely arranged only at key stress locations, such as the middle of the longitudinal beams 301 or the area corresponding to the engine mounting point, to achieve reinforcement as needed, reduce material consumption, reduce production costs, and achieve lightweight design.

[0027] In this embodiment, the rear bracket 2 is a downwardly concave arc shape. Two longitudinal beams 301 are fixedly connected near the junction of the bottom edge and the inclined side of the arc. The arc-shaped structure of the rear bracket 2 decomposes the vertical load into tangential pressure along the inclined side and radial support force. The inclined side bears compressive stress. The junction of the bottom edge and the inclined side, i.e., the connection point of the longitudinal beams 301, forms a stress concentration center, so that the load is transferred sequentially through the inclined side to the bottom edge, the longitudinal beams 301, the cradle base frame 3, and the front bracket 1, avoiding stress concentration at a certain section. The longitudinal beams 301 are connected near the junction of the bottom edge and the inclined side of the arc, which is exactly located in the neutral region of bending moment and shear force. The bending moment value at this position is about 1 / 3 of that at the inclined side, reducing the stress on the longitudinal beams. The additional bending moment and shear force at the connection of 301 are directly transmitted to the rear bracket 2 through the hypotenuse, improving the anti-roll capability. When the engine bursts and generates impact load, the slight bending deformation of the bow-shaped hypotenuse can be converted into elastic potential energy, delaying the transmission of vibration to the tricycle frame. The bow-shaped bottom edge can form a three-dimensional installation space, with the upper support of the rear shock absorber arranged on the inner side. The bow curvature shortens the shock absorber lever arm, improving the stability of the suspension. The outer side of the junction of the bow-shaped bottom edge and the hypotenuse can be used to install accessories such as the rear mudguard bracket or license plate holder, avoiding the need for additional welding of support components, which will not be elaborated here. The connection point between the longitudinal beam 301 and the rear bracket 2 can also serve as an assembly reference, facilitating installation and positioning, and improving assembly efficiency.

[0028] In this embodiment, the rear bracket 2 has an upwardly extending support plate I 201 and support plate II 202 fixed at the middle of its arched bottom edge for mounting the engine. The support plates I 201 and II 202 extend upwards and are located at the middle of the arched bottom edge, forming a direct transmission path for vertical loads. Compared to mounting the engine on the arched side or top, the support plates I 201 and II 202 at the middle of the bottom edge allow the arched structure to primarily bear axial pressure rather than bending stress, thus optimizing stress distribution. The overturning torque generated during engine operation, such as the backward overturning torque during acceleration, is transmitted to the arched bottom edge through the support plates I 201 and II 202, achieving torque balance using the symmetry of the arched structure. The support plate I 201... The upward extension of support plate II202 provides a vertical mounting reference for the engine. Combined with the horizontal bolt holes, during installation, the engine only needs to be aligned with the top of support plate I201 and support plate II202 using a lifting tool, and the positioning pins can be inserted before tightening the bolts. Compared with side mounting or top mounting, this saves assembly time and improves assembly efficiency. The engine is installed above the middle of the arched bottom edge, and its bottom forms a maintenance and operation space with the cradle base 3. It can directly access and maintain the components from below without disassembling the exhaust pipe or other peripheral components. For water-cooled engines, the installation position of the water pump and lighter oil radiator can be reserved between support plate I201 and support plate II202, and the pipeline layout is more regular, reducing the risk of interference. Further details are omitted here.

[0029] In this embodiment, the front bracket 1 has a straight structure, with two longitudinal beams 301 fixedly connected near the ends of the front bracket 1. The straight beam structure of the front bracket 1 provides uniform axial stiffness, effectively suppressing longitudinal movement at the front end of the tricycle frame, such as the transmission of inertial forces during emergency braking. The two longitudinal beams 301 are symmetrically fixed near the ends of the front bracket 1, forming a double-support torsional structure, thus improving torsional stiffness. The front bracket 1 can be quickly manufactured using processes such as cold stamping or tubular cutting and welding, reducing production time compared to complex curved structures. This reduces production costs and improves production efficiency. The longitudinal beam 301 is fixed to the end of the front bracket 1, making the front bracket 1 a standardized interface module. Only the connection position between the longitudinal beam and the front bracket 1 needs to be adjusted to adapt to vehicles with different wheelbases, improving compatibility with engines or tricycles. At the same time, the straight profile of the front bracket 1 leaves space at the front of the frame for the installation of front-mounted components such as water tanks or radiators. The outer side of the end of the longitudinal beam 301 can be fixed with front fender brackets or lamp brackets, achieving functional integration and improving space utilization. Further details are omitted here.

[0030] In this embodiment, the front bracket 1 has a support plate Ⅲ101 for mounting the engine and a muffler mounting bracket 102 for fixing the engine muffler fixed in the middle. The support plate Ⅲ101, together with the support plates Ⅰ201 and Ⅱ202 on the rear bracket, constitute a three-point fixing system for the engine. The engine's six degrees of freedom, three translational degrees of freedom, and three rotational degrees of freedom are constrained by a triangular geometric layout. Compared with the traditional two-point support, this reduces the swaying amplitude and improves the installation rigidity. The support plate Ⅲ101 is connected to the front bracket 1 by detachable bolts, which can be completely disassembled during maintenance, improving maintenance efficiency. The support plate Ⅲ101 and the engine can be connected by a rubber shock-absorbing pad, which is available in the prior art, to isolate idling vibration, reduce vibration transmission, and reduce low-frequency vibration transmitted from the front bracket 1 to the vehicle frame. Adjusting the thickness of the support plate Ⅲ101 and the cantilever length of the muffler mounting bracket 102 can reduce the resonance probability between the front bracket 1 and the engine. These details will not be elaborated further here.

[0031] In this embodiment, the longitudinal beam 301 comprises, from front to back, a front section 3011, a bottom section 3012, and a rear section 3013. The front section 3011 is inclined upward and forward and fixedly connected to the end of the front bracket 1. The rear section 3013 is inclined upward and backward and fixedly connected to the junction of the arched bottom edge and the inclined side. The upward and forward inclination angle of the front section 3011 can decompose the impact force of the longitudinal beam 301's front collision into vertical and horizontal components through the inclined structure, reducing... The direct impact on the front bracket 1 enhances the impact resistance of the front section 3011. Connected to the end of the front bracket 1, it coordinates the installation load of the front suspension system or powertrain, preventing stress concentration. Near the end of the front bracket 1, a longitudinal beam front section mounting lug 104 is also provided. The end of the front section 3011 is bolted to the longitudinal beam front section mounting lug 104, which will not be elaborated further. The bottom section 3012 serves as the connection base between the front section 3011 and the rear section 3013. The flat structure can stably transmit the vertical load from the cradle base frame 3, while balancing the tilting stress of the front section 3011 and the rear section 3013; the rear bracket 2 has a longitudinal beam rear section mounting lug 204 near the junction of the arc-shaped bottom edge and the inclined side, and the end of the rear section 3013 is fixedly connected to the longitudinal beam rear section mounting lug 204 by bolts, which can effectively bear the load at the rear and disperse the stress through the arc transition of the arc-shaped structure, avoiding the risk of breakage caused by right angle connection; through the front section 3011 The bidirectional tilt of the rear section 3013 forms a front-bottom-rear three-dimensional support structure, which can enhance the torsional stiffness of the tricycle frame under torsional conditions and reduce the torsional deformation of the frame. The upward and forward tilt of the front section 3011 provides vertical space for the engine compartment or front equipment, avoiding interference between the longitudinal beam 301 and the front wheel arch or steering mechanism. The upward and backward tilt of the rear section 3013 can increase the ground clearance of the rear chassis to adapt to complex road conditions, and at the same time provide space for the rear bracket 2, which will not be elaborated here.

[0032] In this embodiment, the crossbeam includes a front reinforcing crossbeam 302, a bottom reinforcing crossbeam 303, and a rear reinforcing crossbeam 304. The front reinforcing crossbeam 302 is fixed between the front sections 3011 of the two longitudinal beams 301, the bottom reinforcing crossbeam 303 is fixed between the two bottom sections 3012, and the rear reinforcing crossbeam 304 is fixed between the two rear sections 3013. The front reinforcing crossbeam 302 is fixed between the front sections 3011 of the two longitudinal beams, forming an H-shaped frame structure that can effectively resist the longitudinal beams 301 caused by lateral impacts from the front. The 01 section can be internally or externally deformed, while suppressing the out-of-plane bending of the front section 3011 caused by its upward and forward tilt; the bottom section reinforcing beam 303, as the central transverse support core, together with the bottom section 3012, forms a horizontal rigid frame, improving the load-bearing capacity of the cradle base 3 for vertical loads and preventing the bottom section 3012 from sagging due to its large span; the rear section reinforcing beam 304 is fixed between the two rear sections 3013, and together with the bow-shaped structure of the rear bracket 2, forms a rear stabilizing unit, which can counteract the upward deformation of the rear section 3013. The tensile component generated by the backward tilt prevents uneven stress on the two rear sections 3013 and improves the torsional resistance of the rear section 3013; the connection points of the front reinforcing crossbeam 302, the bottom reinforcing crossbeam 303, and the rear reinforcing crossbeam 304 with the longitudinal beam 301 can serve as stress relief hubs, dispersing concentrated loads to the longitudinal beams 301 on both sides through the reinforcing crossbeams, avoiding overloading of a single longitudinal beam and extending the service life of the longitudinal beam 301; the reinforcing crossbeams can change the natural frequency of the tricycle frame, reducing resonance caused by road surface excitation during driving. As mentioned above, the bottom reinforcing crossbeam 303 can adopt an appropriate stiffness design to effectively attenuate high-frequency vibrations from the road surface and improve driving comfort. The front reinforcing crossbeam 302 can reduce the lateral sway of the longitudinal beam 301 caused by engine vibration at the front, reducing the risk of loose component connections. The reinforcing crossbeam can serve as a positioning reference for the vehicle frame assembly. During welding or bolting, the longitudinal beams 301 on both sides are fixed in relative positions by the reinforcing crossbeam, avoiding assembly deviations caused by the segmented tilting of the longitudinal beam 301, and improving installation accuracy and efficiency.

[0033] A limiting beam 305 and a protective plate 4 are fixedly connected between the front reinforcing crossbeam 302 and the bottom reinforcing crossbeam 303. The shape of the limiting beam 305 and the protective plate 4 in the length direction is conformable to the beam segment of the corresponding longitudinal beam 301. The limiting beam 305 is a tubular structure and also serves as a component connecting the front reinforcing crossbeam 302 and the bottom reinforcing crossbeam 303. It can improve the structural rigidity of the longitudinal beam 301 in this area, so that when the longitudinal beam 301 is subjected to external forces such as impact from the road surface or vehicle load, it can suppress the deformation of this area under stress and improve the overall frame's resistance to deformation. The bending points of the longitudinal beam 301 are prone to stress concentration due to road surface excitation or load changes. The limiting beam 305 can transmit local stress to the front reinforcing crossbeam 302 and the bottom reinforcing crossbeam 303 through the tube structure, preventing overload of a single part of the longitudinal beam 301. Four protective plate mounting ears 306 are also provided between the front reinforcing crossbeam 302 and the bottom reinforcing crossbeam 303. The protective plates 4 are installed on the protective plate mounting ears 306, which will not be described in detail here. Several through holes are provided on the protective plates 4 to facilitate ventilation, heat dissipation, and rainwater drainage. The protective plates 4 cover the longitudinal beam 301. The inner bottom or key connection area can withstand external loads such as impacts or scrapes from road debris, reducing the risk of direct engine damage. The shape of the protective plate 4, conforming to the beam segment of the corresponding longitudinal beam 301 along its length, allows it to form a combined support structure with the longitudinal beam 301. This collaboratively transfers loads laterally (reinforcing the transverse beam direction) and longitudinally (the longitudinal beam 301 direction), improving the overall structural rigidity. The shapes of the limiting beam 305 and the protective plate 4 along their length are consistent with the inclination angle and curvature of the front section 3011 and bottom section 3012 of the longitudinal beam 301, ensuring... After installation, there are no suspended or stress concentration points, improving assembly accuracy. At the same time, the conformal structure can be embedded in the frame gap formed by the longitudinal beam 301 and the reinforcing crossbeam, avoiding additional space occupation, which is suitable for the layout requirements of compact tricycle chassis. The limiting beam 305 can physically limit adjacent components to prevent them from interfering with the longitudinal beam 301 during movement. For example, it can limit the range of wheel bounce when the vehicle is in motion to avoid impacting the longitudinal beam 301. Through the synergistic effect of the limiting beam 305 and the protective plate 4, the risk of fatigue damage to the longitudinal beam 301 under complex working conditions is reduced, and the service life of the overall structure is extended.

[0034] In this embodiment, front bracket mounting portions 103 are provided near both ends of the front bracket 1, and front buffer members 5 are provided on the front bracket mounting portions 103; rear bracket mounting portions 203 are provided near both ends of the rear bracket 2, and rear buffer members 6 are provided on the rear bracket mounting portions 203. The front bracket mounting portions 103 are usually located near the ends of the front bracket 1 and are fixedly connected to a set position on the tricycle frame. The ends of the arc-shaped inclined sides of the rear bracket 2 extend outward to form the rear bracket mounting portions 203, and the rear bracket mounting portions 203 are fixedly connected to a set position on the tricycle frame. This will not be elaborated further here; during the operation of the tricycle, impacts from road bumps and potholes are transmitted to the frame through the engine suspension. The front buffer 5 and rear buffer 6, typically rubber pads or spring assemblies, can absorb kinetic energy through elastic deformation, reducing the direct impact of high-frequency shocks on the frame and preventing cracks or loosening at the connection between the front bracket 1, rear bracket 2, and cradle base 3 due to rigid collisions. The elastic properties of the front buffer 5 and rear buffer 6 can block the transmission of vibrations caused by engine vibration or road excitation, reducing the vibration between the frame and the engine suspension. Vibration risk is reduced, and elastic contact reduces direct friction and impact noise between metal parts, improving ride comfort. The front buffer 5 and rear buffer 6 have a certain compression or deformation allowance, which can compensate for the assembly tolerances between the front bracket mounting part 103 and the cradle base frame 3, and between the rear bracket mounting part 203 and the cradle base frame 3, avoiding local stress concentration caused by rigid assembly. Furthermore, during long-term use, the frame may undergo slight deformation due to load, and the elasticity of the front buffer 5 and rear buffer 6 can adapt to this deformation, preventing failure of the mounting parts due to stress accumulation. Traditional rigid... In the case of mechanical connections, such as bolted connections, loosening is likely to occur under vibration. However, the elastic clamping force of the front buffer 5 and the rear buffer 6 can help lock the connection parts, reducing the risk of bolt loosening. The energy absorption characteristics of the elastic material can also reduce fatigue wear on the contact surfaces between the front bracket mounting part 103 and the rear bracket mounting part 203 and the vehicle frame, extending the service life of the engine suspension device. The reduction of vibration and impact can also indirectly improve the driving stability of the tricycle, especially at high speeds or on complex road conditions, reducing the risk of control failure caused by structural vibration and improving driving stability. Further details will not be elaborated here.

[0035] The tricycle of this embodiment includes the aforementioned cradle-type engine suspension device. The cradle base frame 3 is fixedly connected between the front bracket 1 and the rear bracket 2, and the middle part of the cradle base frame 3 is recessed downward to form a cradle structure. Between the two downwardly recessed longitudinal beams 301 on the cradle base frame 3, a front reinforcing crossbeam 302, a bottom reinforcing crossbeam 303, and a rear reinforcing crossbeam 304 are provided. A limiting beam 305 and a protective plate 4 are provided between the front reinforcing crossbeam 302 and the bottom reinforcing crossbeam 303, which improves installation efficiency, enhances engine stability, and also provides a certain degree of protection for the engine, extending its service life. Support plates for mounting the engine and mounting parts for mounting the tricycle bracket are respectively provided on the front bracket 1 and the rear bracket 2, and buffer parts are provided on the mounting parts to reduce noise, improve engine operation stability, and enhance driving comfort.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A cradle-type engine suspension device, characterized in that: It includes a front bracket, a rear bracket, and a cradle base frame. The cradle base frame is fixedly connected between the front bracket and the rear bracket, and the middle part of the cradle base frame is recessed downward to form a cradle structure. The cradle base frame includes two downwardly recessed longitudinal beams, which are fixedly connected by several crossbeams. The longitudinal beam consists of a front section, a bottom section, and a rear section from front to back. The front section is inclined upward and forward and is fixedly connected to the end of the front bracket. The rear section is inclined upward and backward and is fixedly connected to the junction of the arched bottom edge and the inclined side. The crossbeam includes a front reinforcing crossbeam, a bottom reinforcing crossbeam, and a rear reinforcing crossbeam. The front reinforcing crossbeam is fixed between the front sections of the two longitudinal beams, the bottom reinforcing crossbeam is fixed between the two bottom sections, and the rear reinforcing crossbeam is fixed between the two rear sections. A limiting beam and a protective plate are fixedly connected between the front reinforcing beam and the bottom reinforcing beam. The shape of the limiting beam and the protective plate in the length direction is conformable to the beam segment of the corresponding longitudinal beam.

2. The cradle-type engine suspension device according to claim 1, characterized in that: The rear bracket is a downwardly concave bow shape, with two longitudinal beams fixedly connected near the junction of the bottom edge and the inclined side of the bow shape.

3. The cradle-type engine suspension device according to claim 2, characterized in that: The rear bracket has an upwardly extending support plate I and a support plate II fixed at the middle of its arched bottom edge for mounting the engine.

4. The cradle-type engine suspension device according to claim 1, characterized in that: The front bracket has a straight structure, with two longitudinal beams fixedly connected near the ends of the front bracket.

5. The cradle-type engine suspension device according to claim 4, characterized in that: The front bracket has a support plate Ⅲ for mounting the engine and a muffler mounting bracket for fixing the engine muffler fixed in the middle.

6. The cradle-type engine suspension device according to claim 1, characterized in that: The front bracket is provided with front bracket mounting parts near both ends, and the front bracket mounting parts are provided with front buffers; The rear bracket is provided with a rear bracket mounting part near both ends, and a rear buffer is provided on the rear bracket mounting part.

7. A tricycle, characterized in that: Includes the cradle-type engine suspension device as described in any one of claims 1-6.

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