CN219506080U - Front shock-absorbing structure and snowmobile - Google Patents

Abstract

The utility model discloses a front shock-absorbing structure, which comprises a pair of support assemblies, wherein the two support assemblies are respectively arranged at two sides of the front part of a vehicle body, one side of each support assembly is hinged with the vehicle body, and the other side of each support assembly is connected with a front running assembly; when the front traveling assembly bumps, the supporting assembly is suitable for swinging along the bumping direction along with the front traveling assembly around the side part of the vehicle body, and the supporting assembly is in a parallelogram structure among the supporting assembly, the vehicle body and the front traveling assembly and is kept in the swinging process. The utility model has the beneficial effects that: the support structure which is in a parallelogram shape is formed between the front traveling assembly and the vehicle body through the support assembly, so that the support strength between the front traveling assembly and the vehicle body can be effectively improved. And in the process of jolting running, the supporting component can keep a parallelogram structure and swing, so that the supporting rigidity between the front running component and the vehicle body can be improved.

Description

Front shock-absorbing structure and snowmobile

Technical Field

The utility model relates to the technical field of snowmobiles, in particular to a front shock-absorbing structure.

Background

Snowmobiles are special vehicles for rescue, transportation and recreation, generally have a front skid and rear crawler type structure, and can rapidly move on snow. In order to improve the applicability of snowmobiles, some snowmobiles are currently being miniaturized. The shock-absorbing structure between the front driving component and the vehicle body of the existing snowmobile after miniaturization design is generally thinner, so that a driver can feel stronger bumpy feel when the existing snowmobile runs on a bumpy road surface, and the shock-absorbing structure is easy to break after long-time bumpy running. Therefore, there is an urgent need for improvement in the front shock absorbing structure of the existing snowmobile.

Disclosure of Invention

One of the objects of the present utility model is to provide a front shock absorbing structure with good shock absorbing effect and high structural strength.

Another object of the present utility model is to provide a snowmobile with a good shock absorbing effect.

In order to achieve at least one of the above objects, the present utility model adopts the following technical scheme: the front shock absorbing structure comprises a pair of support assemblies, wherein the two support assemblies are respectively arranged on two sides of the front part of a vehicle body, one side of each support assembly is hinged with the vehicle body, and the other side of each support assembly is connected with a front running assembly; when the front traveling assembly jolts, the supporting assembly is suitable for swinging along the jolt direction along with the front traveling assembly around the side part of the vehicle body, and the supporting assembly is in a parallelogram structure among the supporting assembly, the vehicle body and the front traveling assembly and is kept in the swinging process.

Preferably, the support assembly includes a support member and a pair of connection members; the supporting component is vertically arranged and connected with the front running assembly through the lower end; the connecting parts are arranged at intervals in the vertical direction and are parallel to each other, the first ends of the connecting parts are rotationally connected with the side parts of the vehicle body, and the second ends of the connecting parts are movably connected with the supporting parts; a parallelogram structure is formed among the two connecting parts, the supporting part and the vehicle body; when jolting occurs, the supporting component is suitable for driving the connecting component to keep parallel and swing around the connecting position of the vehicle body.

Preferably, the front shock absorbing structure further comprises a pair of first shock absorbing components arranged on two sides of the front part of the vehicle body, a first end of each first shock absorbing component is hinged with the vehicle body, and a second end of each first shock absorbing component is hinged with one of the connecting components; and when the connecting part swings around the vehicle body, the first damping component is suitable for damping through synchronous swing and expansion.

Preferably, the hinge position of the first end of the first shock absorbing assembly and the vehicle body is located between the two connecting parts; the second end of the first shock absorbing assembly is hinged with the middle part of the connecting part positioned below the vertical direction.

Preferably, the connecting component is U-shaped, a rotating sleeve for connecting two ends of the U-shaped structure is fixed at the first end of the connecting component, and the first end of the connecting component is suitable for being connected with the side part of the vehicle body in a rotating way through the rotating sleeve.

Preferably, a fixing plate parallel to the rotating sleeve is arranged at the middle part of the connecting part along the lower part in the vertical direction, and the second end of the first shock absorption component is suitable for hinging with the fixing plate.

Preferably, the front shock absorbing structure further comprises a pair of second shock absorbing components, and two ends of each second shock absorbing component are hinged with the corresponding front running component and the corresponding supporting component respectively, so that a triangular structure is formed among the front running component, the corresponding supporting component and the corresponding second shock absorbing component in a lateral vertical plane of the vehicle body.

Preferably, the second end of the connecting member is ball-hinged to the supporting member.

Preferably, the hinge position of the second shock absorbing assembly and the supporting part is flush with the spherical hinge position of the connecting part and the supporting part below in the vertical direction.

A snowmobile comprises the front shock absorbing structure.

Compared with the prior art, the utility model has the beneficial effects that:

the support structure which is in a parallelogram shape is formed between the front traveling assembly and the vehicle body through the support assembly, so that the support strength between the front traveling assembly and the vehicle body can be effectively improved. And in the process of jolting and driving, the supporting component can keep a parallelogram structure and swing, so that the supporting rigidity between the front driving component and the vehicle body can be improved, and the jolting of the front driving component is ensured to have good shock absorbing effect.

Drawings

Fig. 1 is a schematic view of the overall structure of a snowmobile according to the present utility model.

Fig. 2 is a schematic view showing a partial structure of the support assembly connected to the vehicle body and the front traveling assembly, respectively, according to the present utility model.

Fig. 3 is a schematic view of a connection structure between a support member and a front traveling assembly according to the present utility model.

Fig. 4 is a schematic structural view of a connecting member in the present utility model.

In the figure: the vehicle body 100, the front running assembly 200, the support assembly 3, the support member 31, the ball stud 311, the connection member 32, the ball sleeve 321, the swivel sleeve 322, the fixed plate 323, the hinge base 324, the first shock absorbing assembly 400, and the second shock absorbing assembly 500.

Detailed Description

The present utility model will be further described with reference to the following specific embodiments, and it should be noted that, on the premise of no conflict, new embodiments may be formed by any combination of the embodiments or technical features described below.

In the description of the present utility model, it should be noted that, for the azimuth words such as terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., the azimuth and positional relationships are based on the azimuth or positional relationships shown in the drawings, it is merely for convenience of describing the present utility model and simplifying the description, and it is not to be construed as limiting the specific scope of protection of the present utility model that the device or element referred to must have a specific azimuth configuration and operation.

It should be noted that the terms "first," "second," and the like in the description and in the claims are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order.

One aspect of the present utility model provides a front shock absorbing structure, as shown in fig. 1 to 4, in which one preferred embodiment includes a pair of support members 3, two support members 3 being respectively provided at both sides of the front of a vehicle body 100, one side of the support member 3 being hinged to the vehicle body 100, and the other side of the support member 3 being connected to a front running member 200 corresponding to both sides of the front of the vehicle body 100; and thus a parallelogram-shaped support structure may be formed among the vehicle body 100, the support assembly 3, and the front running assembly 200. When the front traveling assembly 200 jolts in the traveling process, the supporting assembly 3 can swing along the jolt direction along with the hinge position of the front traveling assembly 200 around the side part of the vehicle body 100, and the supporting assembly 3, the vehicle body 100 and the front traveling assembly 200 can always keep a parallelogram in the swinging process, so that the supporting strength and the rigidity between the front traveling assembly 200 and the vehicle body 100 can be effectively improved.

It will be appreciated that the front running gear 200 of an existing snowmobile generally forms a triangular support structure with the vehicle body 100. When the front traveling assembly 200 jolts, the triangular supporting structure cannot be deformed generally, or the supporting structure can be deformed only by the expansion and contraction of the damping assemblies forming the triangular supporting structure, but the degree of deformation is limited, so that most of the impact generated by jolts can be transmitted to the vehicle body 100 through the supporting structure, and a stronger jolt feeling is generated for a driver.

In the parallelogram supporting structure formed in the present embodiment, when the front traveling assembly 200 jolts, the supporting assembly 3 can swing around the hinge position with the vehicle body 100, and the supporting structure can always keep the parallelogram during the swing, and the internal angle of the parallelogram always changes. Compared with the traditional triangular support structure, the embodiment can offset the impact force generated by partial jolt through the swinging of the support component 3, so that the jolt feeling of a driver caused by the jolt impact force can be effectively reduced, namely, the parallelogram support structure has a good shock absorbing effect. And compared with a triangular supporting structure, the parallelogram supporting structure can be used for providing one more supporting point for the front traveling assembly 200, so that when the front traveling assembly 200 jolts, the supporting assembly 3 can ensure that the front traveling assembly 200 does not deflect in the width direction of the vehicle body 100, and further, the supporting strength and the rigidity of the supporting assembly 3 to the front traveling assembly 200 can be effectively improved.

In the present embodiment, as shown in fig. 1 to 3, the support assembly 3 includes a support member 31 and a pair of connection members 32. The supporting member 31 is vertically disposed and connected with the front traveling assembly 200 through a lower end; the connecting members 32 are arranged at intervals and in parallel in the vertical direction, a first end of the connecting member 32 is rotatably connected with the side part of the vehicle body 100, and a second end of the connecting member 32 is movably connected with the supporting member 31; further, a parallelogram structure may be formed between the two connecting members 32, the supporting member 31, and the vehicle body 100. So that the supporting member 31 can swing around the connection position of the vehicle body 100 while the connecting member 32 remains parallel when jolting occurs during running of the front running assembly 200.

It will be appreciated that the front running assembly 200 typically employs skis; therefore, the front running assembly 200 does not have a sufficient connection position to the support assembly 3. Therefore, the support member 31 of the support assembly 3 may be vertically disposed and connected to the ski via the lower end, and then the support member 31 and the vehicle body 100 may be connected to each other via a pair of parallel-disposed connection members 32 and formed in a parallelogram shape. When the ski jolts, the support member 31 can move up and down synchronously with the ski in the vertical direction, and the two connecting members 32 can swing in parallel around the connecting position of the vehicle body 100 under the driving of the support member 31.

In this embodiment, as shown in fig. 1 and 2, the front shock absorbing structure further includes a pair of first shock absorbing members 400 disposed on both sides of the front portion of the vehicle body 100, a first end of the first shock absorbing member 400 is hinged to the vehicle body 100, and a second end of the first shock absorbing member 400 is hinged to one of the connecting members 32. Further, when the link member 32 swings around the vehicle body 100, the first damper assembly 400 can be expanded and contracted by the synchronous swing to perform the damper.

It will be appreciated that the parallelogram support structure formed by the support assembly 3 and the vehicle body 100 and the front running assembly 200 in this embodiment is mainly used for improving the support strength and rigidity of the front running assembly 200 and the vehicle body 100, although a certain damping effect can be achieved by the swinging of the support assembly itself. However, in practical use, the shock absorbing assembly is generally required to be used together, so as to ensure sufficient supporting strength and rigidity between the front running assembly 200 and the vehicle body 100 and also have good shock absorbing effect. It should be appreciated that the specific structure and operation of first shock absorbing assembly 400 is well known to those skilled in the art and will not be described in detail herein.

In this embodiment, the first shock absorbing assembly 400 can be mounted in a variety of ways, including but not limited to the following two ways. For convenience of description, the connection part 32 located above in the vertical direction may be referred to as a first connection part, and the connection part 32 located below in the vertical direction may be referred to as a second connection part.

Mode one: as shown in fig. 2, the hinge position of the first end of the first shock absorbing assembly 400 to the vehicle body 100 is located between the two connecting members 32; the second end of the first shock absorbing assembly 400 may be hinged to the middle portion of the second connection member or to a side near the support member 31.

Mode two: the hinge position of the first end of the first shock-absorbing assembly 400 and the vehicle body 100 is located above the first connection part, and the second end of the first shock-absorbing assembly 400 may be hinged to the middle part of the first connection part or a side close to the support part 31, or may be hinged to the middle part of the second connection part or a side close to the support part 31.

It will be appreciated that the greater the distance separating the two connecting members 32 in the vertical direction, the greater the distance between the connecting points of the two connecting members 32 and the supporting member 31, and thus the greater the supporting strength and rigidity of the front running assembly 200 by the supporting assembly 3. Therefore, when the connecting member 32 is connected to the vehicle body 100, the connecting position of the first connecting member is close to the upper end of the side portion of the vehicle body 100, and the connecting position of the second connecting member is close to the lower end of the side portion of the vehicle body 100. Thus, in the second mode described above, the side portion of the vehicle body 100 may not satisfy the installation of the first shock absorbing assembly 400. Therefore, the first shock absorbing assembly 400 of the present embodiment may be preferably installed in the first manner described above; of course, if the first damper assembly 400 is to be mounted in the second embodiment, the mounting position of the first connecting member may be adjusted downward.

In one embodiment of the present utility model, the connecting member 32 may have various structural shapes, and may be a straight connecting rod or a connecting plate, or may be a U-shaped structural rod as shown in FIG. 4. Generally, the straight connecting rod is thinner in structure, and the connecting plate is thicker and more attractive; therefore, the connecting member 32 preferably employs the aforementioned U-shaped structural rod. The first end of the connecting member 32 may be fixedly coupled to the rotating sleeves 322 coupled to both ends of the U-shaped structure by welding or fastening, etc.; the first end of the connecting member 32 may be rotatably connected to the side of the vehicle body 100 through a swivel 322.

It can be appreciated that the connecting component 32 adopts a U-shaped structure, has better structural strength and rigidity and has certain aesthetic property; and the U-shaped structure of the connecting part 32 can be formed by bending a hollow pipe, so that the weight of the connecting part 32 can be effectively reduced.

It will be further appreciated that the two ends of the U-shaped structure of the connecting member 32 are connected by the one long swivel 322, and that the structural rigidity of the connecting member 32 can be improved while increasing the effective connection length with the vehicle body 100, compared to the case where the connecting member 32 is rotatably connected with the vehicle body 100 by the two fixed swivels of the U-shaped structure. That is, the rigidity of the connecting member 32 of the U-shaped structure in the direction of increasing or decreasing the opening of the U-shape is weak, and after the two ends of the U-shaped structure of the connecting member 32 are fixed by the rotating sleeve 322, the rigidity of the connecting member 32 in the direction of increasing or decreasing the opening can be effectively improved.

In this embodiment, as shown in fig. 2 and 4, a fixing plate 323 parallel to the turn sleeve 322 is provided in the middle of the connecting member 32 in the vertical direction downward. The second end of first shock absorbing assembly 400 may be hinged to a hinge bracket 324 mounted to fixed plate 323. Further, by providing the fixing plate 323, the structural rigidity of the connecting member 32 can be further improved.

It will be appreciated that because the second connecting member is required to be coupled to first shock absorbing assembly 400, the second connecting member is more complex than the first connecting member is subjected to forces during travel of forward traveling assembly 200. Thus, the higher the stiffness requirement of the second connecting part compared to the first connecting part; the fixing plate 323 is provided at the middle of the second coupling member, so that the installation of the hinge seat 324 can be facilitated, thereby facilitating the hinge of the first damper assembly 400 and the second coupling member; secondly, the pressing force of the first vibration reducing assembly 400 against the fixing plate 323 can be equally distributed to both sides of the U-shaped structure of the connecting member 32.

In one embodiment of the present utility model, as shown in fig. 1 and 3, the front shock absorbing structure further includes a pair of second shock absorbing members 500, and both ends of the second shock absorbing members 500 are hinged to the corresponding front running member 200 and the supporting member 31, respectively, such that a triangle structure is formed between the front running member 200, the supporting member 31 and the second shock absorbing members 500 in a lateral vertical plane of the vehicle body 100.

It will be appreciated that because of the curved upturned configuration of the front end of the ski, the initial direction of the impact force is generally directed upward and rearward in the direction of travel when a jounce impact occurs during travel of the ski. The impact force is decomposed to obtain a first component in the vertical direction and a second component in the horizontal direction. Wherein, the cooperation of the first shock absorbing assembly 400 and the supporting assembly 3 can absorb the first component of the impact force well; the second component of the impact force may be filtered and damped by providing a second damping assembly 500 in order to further enhance the driving experience of the driver.

In the present embodiment, as shown in fig. 2 to 4, the second end of the connecting member 32 is ball-hinged to the supporting member 31. So that it is ensured that the supporting member 31 can swing up and down and back and forth in the vertical direction with the front traveling assembly 200.

It will be appreciated from the foregoing that, when the support assembly 3 absorbs the first component of the impact force, the support member 31 can vertically swing up and down along with the front running assembly 200 to drive the connecting member 32, and thus the hinge between the connecting member 32 and the support member 31 is required in the forward vertical plane of the vehicle body 100. If the connecting member 32 and the supporting member 31 are hinged by using the conventional shaft and hole, when the ski absorbs the second component of the impact force through the second damping assembly 500, the second component of the impact force is just perpendicular to the rotation plane where the connecting member 32 and the supporting member 31 are hinged, and thus the hinge position of the connecting member 32 and the supporting member 31 may be aggravated by impact abrasion, so that the service life of the hinge structure of the connecting member 32 and the supporting member 31 is lower. Therefore, in order to reduce the increase in wear of the hinge position of the connecting member 32 and the supporting member 31 due to the second component of the impact force, the connecting member 32 and the supporting member 31 may be connected by a spherical hinge, so that the supporting member 31 may swing back and forth in the lateral plane of the vehicle body 100 with respect to the connecting member 32, and the wear of the hinge position of the connecting member 32 and the supporting member 31 may be reduced while further improving the shock absorbing effect.

Specifically, as shown in fig. 3 and 4, the upper end and the middle part of the supporting member 31 are fixedly provided with connecting rods, and the upper ends of the connecting rods are provided with spherical ball blocks 311. The second ends of the connecting members 32 are also fixedly provided with connecting rods, and the outer ends of the connecting rods are provided with ball sleeves 321 with ball grooves. Further, the supporting member 31 may be ball-hinged to the ball socket 321 of the connecting member 32 via the corresponding ball stud 311.

In this embodiment, as shown in fig. 3, the hinge position of the second shock absorbing assembly 500 and the supporting member 31 is vertically flush with the spherical hinge position of the lower connecting member 32 and the supporting member 31.

It can be appreciated that since the second end of the first damper assembly 400 is connected to the connection member 32 vertically downward, a triangle structure can be formed between the first damper assembly 400, the second connection member, and the vehicle body 100; that is, the supporting force of the second connection member to the supporting member 31 through the first damper assembly 400 is greater than the supporting force of the first connection member to the supporting member 31. Therefore, by making the hinge position of the second damper assembly 500 and the supporting member 31 vertically flush with the spherical hinge position of the second coupling member and the supporting member 31, the pressing force generated when the second damper assembly 500 is contracted can be offset to the maximum extent by the supporting force of the second coupling member; namely, the feeling of jolt of the vehicle body 100 is reduced to the maximum extent.

Another aspect of the present utility model provides a snowmobile, as illustrated in fig. 1, wherein a preferred embodiment includes the front shock structure described above.

The foregoing has outlined the basic principles, features, and advantages of the present utility model. It will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present utility model, and various changes and modifications may be made therein without departing from the spirit and scope of the utility model, which is defined by the appended claims. The scope of the utility model is defined by the appended claims and equivalents thereof.

Claims (10)

1. A front shock absorbing structure is characterized by comprising a pair of support components; the two support components are respectively arranged on two sides of the front part of the vehicle body, one side of each support component is hinged with the vehicle body, and the other side of each support component is connected with the front running component; when the front traveling assembly jolts, the supporting assembly is suitable for swinging along the jolt direction along with the front traveling assembly around the side part of the vehicle body, and the supporting assembly is in a parallelogram structure among the supporting assembly, the vehicle body and the front traveling assembly and is kept in the swinging process.

2. The front suspension structure of claim 1, wherein: the support assembly includes a support member and a pair of connection members; the supporting component is vertically arranged and connected with the front running assembly through the lower end; the connecting parts are arranged at intervals in the vertical direction and are parallel to each other, the first ends of the connecting parts are rotationally connected with the side parts of the vehicle body, and the second ends of the connecting parts are movably connected with the supporting parts; a parallelogram structure is formed among the two connecting parts, the supporting part and the vehicle body; when jolting occurs, the supporting component is suitable for driving the connecting component to keep parallel and swing around the connecting position of the vehicle body.

3. The front shock absorbing structure as set forth in claim 2, wherein: the front shock absorbing structure further comprises a pair of first shock absorbing components arranged on two sides of the front part of the vehicle body, a first end of each first shock absorbing component is hinged with the vehicle body, and a second end of each first shock absorbing component is hinged with one of the connecting components; and when the connecting part swings around the vehicle body, the first damping component is suitable for damping through synchronous swing and expansion.

4. The front suspension structure of claim 3 wherein: the hinge position of the first end of the first shock absorption component and the vehicle body is positioned between the two connecting parts; the second end of the first shock absorbing assembly is hinged with the middle part of the connecting part positioned below the vertical direction.

5. The front suspension structure of claim 4 wherein: the connecting part is U-shaped, the first end of the connecting part is fixedly provided with a rotating sleeve connected with two ends of the U-shaped structure, and the first end of the connecting part is suitable for being connected with the side part of the vehicle body in a rotating way through the rotating sleeve.

6. The front suspension structure of claim 5 wherein: the middle part of the connecting part along the lower part of the vertical direction is provided with a fixed plate parallel to the rotating sleeve, and the second end of the first shock absorption component is suitable for being hinged with the fixed plate.

7. The front suspension structure of any one of claims 2-6, wherein: the front shock absorbing structure further comprises a pair of second shock absorbing components, and two ends of each second shock absorbing component are hinged with the corresponding front running component and the corresponding supporting component respectively, so that a triangular structure is formed among the front running component, the corresponding supporting component and the corresponding second shock absorbing components in a lateral vertical plane of the vehicle body.

8. The front suspension structure of claim 7, wherein: the second end of the connecting component is in spherical hinge connection with the supporting component.

9. The front suspension structure of claim 8, wherein: the hinge position of the second shock absorption component and the supporting component is flush with the spherical hinge position of the connecting component and the supporting component in the lower direction in the vertical direction.

10. A snowmobile, characterized in that: comprising a front shock-absorbing structure according to any one of claims 1 to 9.