A multi-link independent suspension for a tricycle

Abstract

The utility model relates to a kind of multi-connecting rod independent suspension for tricycle, belong to tricycle frame technical field, including frame body, the both sides of frame body are equipped with wheel hub, including the longitudinal pull rod for being hinged between frame body and wheel hub and being used to drag certain angle rotating force when wheel and wheel bounce;Shock absorber for damping is installed between the auxiliary frame and wheel hub, power assembly that wheel hub is moved by transmission shaft is installed on the auxiliary frame.The utility model is by longitudinal pull rod and the multi-connecting rod structure of transverse pull rod, realize the independent bounce of wheel hub, wheel bounce does not interfere with each other, while transverse pull rod limits lateral displacement, longitudinal pull rod controls rotation angle, substantially reduce body vibration, improve driving comfort and control accuracy.

Description

Technical Field

[0001] This utility model relates to the field of tricycle frame technology, specifically to a multi-link independent suspension for tricycles. Background Technology

[0002] As a common mode of transportation for short-distance freight and urban-rural commuting, the stability, comfort, and handling of tricycles directly affect the user experience. Currently, most tricycles on the market use a non-independent suspension structure, which has obvious defects: on the one hand, the wheels are prone to mutual interference when bouncing, resulting in significant vibration transmission during vehicle operation, poor comfort, and low handling precision, especially prone to vehicle deviation on bumpy roads; on the other hand, the layout of traditional suspension and powertrain lacks coordinated design, the powertrain installation space is poorly utilized, and it is easy to interfere with suspension components. At the same time, the unreasonable installation position of the shock absorber further weakens the shock absorption effect, making it difficult to meet users' demands for improved tricycle driving quality.

[0003] To solve the above problems, it is urgent to design a three-wheeled vehicle suspension structure that takes into account comfort, handling and reasonable layout. Utility Model Content

[0004] This utility model aims to solve the above-mentioned technical problems by providing a multi-link independent suspension for tricycles.

[0005] To solve the above-mentioned technical problems, the technical solution provided by this utility model is as follows: A multi-link independent suspension for a three-wheeled vehicle includes a frame body, with wheel hubs mounted on both sides of the frame body, and a longitudinal tie rod hinged between the frame body and the wheel hubs for dragging the wheel and generating a certain angle rotational force when the wheel bounces. A subframe is mounted on the front end of the vehicle frame body; Shock absorbers are installed between the subframe and the wheel hubs for vibration reduction. The subframe is equipped with a powertrain that drives the wheel hubs via a drive shaft.

[0006] Preferably, a connecting rod is installed between the lower end of the subframe and the frame body.

[0007] Preferably, a lateral tie rod is hinged between the connecting rod and the hub. Preferably, the connecting rod is fixedly connected between the subframe and the frame body by bolts, and mounting brackets for fixing the powertrain are installed on the opposite surfaces of the two connecting rods.

[0008] Preferably, a reinforcing tube for strengthening the connection is installed between the two connecting rods at the front end, and a baffle is installed between the two connecting rods at the rear end.

[0009] Preferably, mudguards for tire mud protection are installed on both sides of the subframe.

[0010] Preferably, the brake disc of the wheel hub is equipped with a brake caliper to stop the vehicle in motion.

[0011] With the above structure, this utility model has the following advantages: This utility model uses a multi-link structure composed of longitudinal and transverse tie rods to achieve independent wheel hub movement, so that the wheels do not interfere with each other when they move. At the same time, the transverse tie rod restricts lateral displacement and the longitudinal tie rod controls the rotation angle, which greatly reduces vehicle vibration and improves driving comfort and handling precision. The subframe design of this utility model enables the integrated installation of shock absorbers and powertrain, avoiding component interference, improving space utilization, and allowing the powertrain to directly drive the wheel hubs via the drive shaft, resulting in higher transmission efficiency. The synergistic design of the connecting rod, reinforcing tube, and baffle in this utility model significantly improves the connection strength between the subframe and the frame body, while preventing the intrusion of foreign objects and extending the service life of the components.

[0012] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of the present invention will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a first structural schematic diagram of the present invention.

[0015] Figure 2 This is a schematic diagram of the second structure of this utility model.

[0016] As shown in the figure: 1. Frame body; 2. Longitudinal tie rod; 3. Shock absorber; 4. Wheel hub; 5. Drive shaft; 6. Lateral tie rod; 7. Subframe; 8. Powertrain; 9. Connecting rod; 11. Mounting bracket; 12. Reinforcing tube; 13. Baffle; 14. Mudguard. Detailed Implementation

[0017] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0018] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0019] The present invention will now be described in further detail in conjunction with the full text.

[0020] Combined with appendix Figure 1 and Figure 2 A multi-link independent suspension for a three-wheeled vehicle includes a frame body 1, with wheel hubs 4 mounted on both sides of the frame body 1. A longitudinal tie rod 2 is hinged between the frame body 1 and the wheel hubs 4 to drag the wheel and generate a certain angle of rotational force when the wheel bounces. The two ends of the longitudinal tie rod 2 are respectively hinged to the frame body 1 and the wheel hubs 4. Its function is to drag the wheel and provide a certain angle of rotational force to the wheel when the wheel bounces, so as to ensure a stable connection between the wheel and the frame during the bouncing process.

[0021] In a specific implementation of this utility model, a subframe 7 is installed at the front end of the frame body 1; the subframe 7 is fixedly installed at the front end of the frame body 1, serving as the mounting carrier for the shock absorber 3 and the powertrain 8, thus achieving an integrated layout of components; a shock absorber 3 for shock absorption is installed between the subframe 7 and the wheel hub 4, with both ends of the shock absorber 3 connected to the subframe 7 and the wheel hub 4 respectively, for absorbing the vibration transmitted by the wheel hub 4 during vehicle operation, reducing the amplitude of vehicle body vibration, and improving comfort.

[0022] In a specific implementation of this invention, a power assembly 8 is mounted on the subframe 7, which drives the wheel hub 4 via a drive shaft 5. The power assembly 8 is fixedly mounted on the subframe 7, and its output end is connected to the wheel hub 4 via the drive shaft 5, transmitting power to the wheel hub 4 to drive the wheel to rotate. A reinforcing tube 12 for strengthening the connection is installed between the two connecting rods 9 at the front end, and a baffle 13 is installed between the two connecting rods 9 at the rear end.

[0023] Specifically, a connecting rod 9 is installed between the lower end of the subframe 7 and the frame body 1. A lateral tie rod 6 is hinged between the connecting rod 9 and the wheel hub 4. The connecting rod 9 is fixedly connected between the subframe 7 and the frame body 1 by bolts. Mounting brackets 11 for fixing the powertrain 8 are installed on the opposite sides of the two connecting rods 9. The connecting rod 9 is fixed between the lower end of the subframe 7 and the frame body 1 by bolts to enhance the connection strength between the subframe 7 and the frame body 1. The lateral tie rod 6 is hinged between the connecting rod 9 and the wheel hub 4 to limit the lateral displacement of the wheel hub 4 and improve vehicle handling. Mounting brackets 11 are installed on the opposite surfaces of the two connecting rods 9. The mounting brackets 11 are used to assist in fixing the powertrain 8 and further improve the installation stability of the powertrain 8. In a specific implementation of this utility model, a reinforcing tube 12 is installed at the front end of the two connecting rods 9, and a baffle 13 is installed at the rear end. The reinforcing tube 12 is used to enhance the lateral connection strength of the two connecting rods 9, and the baffle 13 is used to prevent mud or debris from entering the connection area between the connecting rods 9 and other components during the driving process. Specifically, mudguards 14 are installed on both sides of the subframe 7. The mudguards 14 are used to shield the mud and water splashed up when the wheel hub 4 rotates, so as to prevent the mud and water from contaminating the body or other parts. In a specific implementation of this utility model, a brake caliper (not marked with a number) is installed on the brake disc of the wheel hub 4. The brake caliper is used to clamp the brake disc when braking is required, so as to stop the vehicle in motion and ensure vehicle braking safety.

[0024] The working principle of this utility model: When the vehicle is in motion, the powertrain 8 transmits power to the wheel hub 4 through the drive shaft 5, driving the wheel hub 4 to rotate. When the vehicle travels on a bumpy road, the wheel hub 4 bounces up and down. The longitudinal tie rod 2 rotates at an angle as the wheel hub 4 bounces. The lateral tie rod 6 restricts the lateral displacement of the wheel hub 4. The shock absorber 3 absorbs the vibration transmitted by the wheel hub 4 through extension and retraction, preventing the vibration from being directly transmitted to the frame body 1. The mudguard 14 blocks the mud splashed up by the rotation of the wheel hub 4, and the baffle 13 prevents road debris from entering the area of ​​the connecting rod 9. When braking is required, the brake caliper clamps the brake disc of the wheel hub 4 to achieve vehicle braking.

[0025] The present invention and its embodiments have been described above. This description is not restrictive, and the embodiments shown throughout the text are only one of the embodiments of the present invention. The actual structure is not limited to this. In conclusion, if a person skilled in the art is inspired by this description and designs a similar structure and embodiment without departing from the inventive spirit of the present invention, such design should fall within the protection scope of the present invention.

Claims

1. A multi-link independent suspension for a three-wheeled vehicle, comprising a frame body (1), wherein wheel hubs (4) are mounted on both sides of the frame body (1), characterized in that, A longitudinal tie rod (2) is hinged between the frame body (1) and the wheel hub (4) for dragging the wheel and generating angular rotational force when the wheel bounces. A subframe (7) is mounted on the front end of the frame body (1). A shock absorber (3) for damping is installed between the subframe (7) and the wheel hub (4). The subframe (7) is equipped with a powertrain (8) that drives the wheel hub (4) to move via a drive shaft (5).

2. The multi-link independent suspension for a tricycle according to claim 1, characterized in that: A connecting rod (9) is installed between the lower end of the subframe (7) and the frame body (1).

3. The multi-link independent suspension for a tricycle according to claim 2, characterized in that: A transverse tie rod (6) is hinged between the connecting rod (9) and the hub (4).

4. The multi-link independent suspension for a tricycle according to claim 2, characterized in that: The connecting rod (9) is fixedly connected between the subframe (7) and the frame body (1) by bolts, and the opposite surfaces of the two connecting rods (9) are equipped with mounting brackets (11) for fixing the powertrain (8).

5. A multi-link independent suspension for a tricycle according to claim 2, characterized in that: A reinforcing tube (12) for strengthening the connection is installed between the two connecting rods (9) and at the front end, and a baffle (13) is installed between the two connecting rods (9) and at the rear end.

6. The multi-link independent suspension for a tricycle according to claim 1, characterized in that: The subframe (7) is equipped with mudguards (14) on both sides for tire mud protection.

7. A multi-link independent suspension for a tricycle according to claim 1, characterized in that: The brake disc of the wheel hub (4) is equipped with a brake caliper to stop the vehicle in motion.

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