CN108621733B

CN108621733B - Vehicle suspension device and vehicle comprising same

Info

Publication number: CN108621733B
Application number: CN201710181651.9A
Authority: CN
Inventors: 鲁德·克努克; 约斯·罗伯茨·莱昂纳德斯·多贝拉尔
Original assignee: Taidake Co ltd; Jost China Auto Component Co Ltd
Current assignee: Taidake Co ltd; Jost China Auto Component Co Ltd
Priority date: 2017-03-24
Filing date: 2017-03-24
Publication date: 2024-05-28
Anticipated expiration: 2037-03-24
Also published as: CN108621733A

Abstract

The invention provides a vehicle suspension device and a vehicle comprising the same, wherein the vehicle comprises a vehicle body and at least one pair of wheels arranged below the vehicle body, the vehicle suspension device corresponds to one wheel, the vehicle suspension device comprises a suspension spring structure, and the suspension spring structure is arranged above the corresponding wheel; the first position of the suspension bracket is connected to the other end of the suspension spring structure, and the second position of the suspension bracket is connected to the corresponding wheel; and the main bearing is connected between the suspension bracket and the vehicle body. According to the invention, the suspension devices are arranged right above the wheels, so that the distance between the left suspension device and the right suspension device is increased, the suspension performance is improved, and the overall gravity center height of the vehicle is reduced, thereby improving the running stability of the vehicle; the space between the left wheel and the right wheel is increased, an axle is omitted, the height of a vehicle carriage bottom plate can be greatly reduced and even is close to the ground, so that the storage space of the vehicle is increased, and the space utilization rate is improved.

Description

Vehicle suspension device and vehicle comprising same

Technical Field

The invention relates to the technical field of vehicle suspension, in particular to a vehicle suspension device capable of improving suspension performance and improving vehicle running stability and a vehicle comprising the vehicle suspension device.

Background

The vehicle suspension means is a force transmission supporting structure between a vehicle body and wheels, and has a function of mainly supporting the vehicle body, buffering an impact force transmitted from an uneven road surface to the vehicle frame or the vehicle body, and attenuating vibration caused thereby to improve a riding feeling and ensure smooth running of the vehicle. Different suspension devices can give different driving experiences to the driver, and the suspension devices determine the running stability, riding comfort and safety of the vehicle, so that the suspension devices are one of critical components of the vehicle.

As shown in fig. 1, a schematic structure of a vehicle employing a vehicle suspension device according to the prior art is shown, in which a vehicle suspension device 101 is provided between a vehicle body of a vehicle 104 and the axle 1049. An axle 1049 is provided between the left and right wheels 1041, and the vehicle suspension device 101 is connected to the axle 1049 at one end and to the vehicle body at the other end, and the wheels 1041 and the vehicle body are connected through the vehicle suspension device 101 and the axle 1049, and force and torque are transmitted between the wheels 1041 and the vehicle body.

As can be seen from fig. 1, with this structure, on the one hand, in order to connect the vehicle suspension device 101 with the wheels 1041, a long axle 1049 needs to be provided between the left and right wheels 1041, and at the same time, the arrangement of the vehicle suspension device 101 occupies a large space between the left and right wheels 1041, and the presence of the axle 1049 and the vehicle suspension device 101 limits the height of the floor of the vehicle cabin 1044, so that the vehicle center of gravity 1045 will be maintained at a high height, which has a great influence on the stability of the vehicle. On the other hand, when the vehicle suspension device is applied to a truck or trailer, the vehicle cabin 1044 is used as a cabin, and the cabin height has to be set high due to the restrictions of the axle 1049 and the suspension device 101. Meanwhile, in order to meet the limit of the height of the vehicle in the related regulations or standards, the overall storage space of the carriage is relatively small, and the carrying capacity is small. When such vehicles are applied to cargo transportation, smaller transportation capacity brings about an increase in the number of times of transportation, thereby bringing about an increase in transportation cost.

Disclosure of Invention

Aiming at the problems in the prior art, the invention aims to provide a vehicle suspension device and a vehicle comprising the same, which are used for improving suspension performance and reducing the overall gravity center height of the vehicle, so as to improve the running stability of the vehicle; the storage space of the vehicle is increased, and the space utilization rate is improved.

An embodiment of the present invention provides a vehicle suspension device, the vehicle including a vehicle body and at least one pair of wheels provided below the vehicle body, characterized in that the vehicle suspension device corresponds to one of the wheels, the vehicle suspension device including:

The suspension spring structure is arranged above the corresponding wheel, one end of the suspension spring structure is connected to the vehicle body, and the length between the two ends of the suspension spring structure is changed under the set lifting condition;

a suspension bracket including a first position, a second position, and a third position, the first position of the suspension bracket being connected to the other end of the suspension spring structure, the second position of the suspension bracket being connected to a corresponding wheel, and the suspension bracket being rotatable relative to the corresponding wheel; and

The main bearing is connected between the third position of the suspension bracket and the vehicle body, and the suspension bracket can rotate relative to the vehicle body;

the suspension spring structure, the main bearing and the corresponding wheels are all arranged on the first side of the suspension bracket.

Optionally, the included angle between the length change direction of the suspension spring structure and the horizontal direction is smaller than 90 degrees and larger than 0 degrees.

Optionally, an included angle between the length change direction of the suspension spring structure and the horizontal direction is greater than or equal to 30 degrees and less than or equal to 60 degrees.

Optionally, the suspension spring structure includes:

A bladder having one end connected to the body; and

The inside of cylinder is provided with pressure chamber and piston, the pressure chamber set up in the other end of bag skin, the one end of piston stretches into in the pressure chamber, just the other end of piston is connected to the first position of suspension bracket.

Optionally, the suspension bracket further comprises a fourth position, a brake air chamber bracket is arranged at the fourth position, a brake air chamber is fixed on the brake air chamber bracket, a brake actuating mechanism is arranged on the corresponding wheel, and the brake air chamber is connected to the brake actuating mechanism through a brake transmission mechanism.

Optionally, the first position and the fourth position of the suspension bracket coincide.

Optionally, the brake chamber and the brake chamber bracket are both arranged above the corresponding wheels, and the brake chamber bracket are both positioned on the first side of the suspension bracket;

The center point of the brake chamber is offset from the center point of the brake actuator in the axial direction along the corresponding wheel.

Optionally, a value of a deviation between a center point of the brake chamber and a center point of the brake actuator in an axial direction of the corresponding wheel is 50mm or more and 90mm or less.

Optionally, the brake transmission mechanism includes:

a brake boost lever having one end connected to a force output end of the brake chamber;

A first articulated arm having one end rotatably connected to the other end of the brake boost lever;

The brake handle comprises a rotary bearing and a fixed shaft, two ends of the fixed shaft are fixed on the brake air chamber bracket, the rotary bearing is sleeved outside the fixed shaft, and the other end of the first articulated arm is sleeved outside the rotary bearing;

One end of the second articulated arm is sleeved outside the rotating bearing; and

And one end of the brake transmission rod is rotatably connected to the other end of the second articulated arm, and the other end of the brake transmission rod is connected to the brake actuating mechanism.

Optionally, the brake air chamber bracket and the brake handle are all arranged above the corresponding wheels, the brake air chamber and the brake air chamber bracket are both positioned on the first side of the suspension bracket, and in the axial direction of the corresponding wheels, the distance between the brake transmission mechanism and the corresponding wheels is smaller than the distance between the second side of the suspension bracket and the corresponding wheels;

a first end of the second articulated arm and a second end of the second articulated arm have a offset distance therebetween in an axial direction along the corresponding wheel;

In the axial direction of the wheels, the distance between the brake transmission rod and the corresponding wheel is smaller than the distance between the second side of the suspension bracket and the corresponding wheel.

Optionally, the brake actuator includes:

an adjusting arm, one end of which is connected to the brake transmission mechanism;

The brake drum is arranged on the corresponding wheel;

The brake block, the brake block set up in the inside of brake drum, just the brake block with the other end of adjustment arm is connected, the adjustment arm is adjusted the braking drive mechanism with interval and/or the angle between the brake block.

Optionally, the adjusting arm is a brake clearance automatic adjusting arm or a brake clearance manual adjusting arm.

Optionally, the suspension bracket is a triangle bracket formed by a first support arm, a second support arm and a third support arm, and three vertexes of the triangle bracket are respectively set as a first position, a second position and a third position of the suspension bracket.

Optionally, a damper is further connected to the first position of the suspension bracket, the damper is disposed between the suspension bracket and the vehicle body, and the damper is located on the first side of the suspension bracket.

Optionally, a stub shaft is disposed at the second position of the suspension bracket, the stub shaft is located at the first side of the suspension bracket, the stub shaft is inserted into the center of the corresponding wheel, and the corresponding wheel is rotatable relative to the stub shaft.

Optionally, a hook bracket is further arranged on the suspension bracket, one end of a hook is fixed to the hook bracket under the set use condition, and the other end of the hook is fixed to the vehicle body.

Optionally, the main bearing comprises:

a bearing pin, a first end of which is fixed in a third position of the suspension bracket; and

The first end of the bearing seat is sleeved with the second end of the bearing pin, and the outer wall of the bearing seat is connected with the vehicle body.

Optionally, the outer wall of bearing frame has first side and with the second side that first side is relative, the first side of bearing frame outer wall is connected the automobile body, the both ends of the second side of the outer wall of bearing frame are equipped with an adjusting bolt respectively, adjusting bolt spiro union the bearing frame with the automobile body, along with every adjusting bolt's rotation changes respectively the bearing frame both ends with the interval between the automobile body, change the bearing frame with the angle of automobile body.

Optionally, a round table is arranged on the first side of the outer wall of the bearing seat, and the round table is rotatably clamped on the vehicle body.

The embodiment of the invention also provides a vehicle, which comprises the vehicle suspension device.

Optionally, two wheel boxes are respectively arranged on two sides of the vehicle body, two wheels in each pair of wheels are respectively symmetrically arranged in the two wheel boxes, one end of the suspension spring structure is fixedly connected to the corresponding wheel box, and the second side of the suspension support is opposite to the inner side surface of the wheel box.

Optionally, the vehicle body comprises a carriage, the two wheel boxes are respectively arranged at two sides of the carriage, and at least one cross beam is arranged between the two wheel boxes;

The two side surfaces of the carriage at the positions corresponding to the wheel boxes are respectively close to the outer side surfaces of the two wheel boxes, and the lower surface of the carriage at the positions corresponding to the wheel boxes is close to the upper surface of the cross beam.

Alternatively, the cabin is provided as a single layer or a double layer.

Optionally, a pair of the wheels, two pairs of the wheels or three pairs of the wheels are arranged below the vehicle body.

The vehicle suspension device and the vehicle comprising the same provided by the invention have the following advantages:

The invention provides a technical scheme for improving the suspension performance and increasing the storage space of a vehicle, which increases the distance between the left suspension device and the right suspension device by arranging the suspension device right above the wheels, improves the suspension performance, and reduces the overall gravity center height of the vehicle, thereby improving the running stability of the vehicle; the space between the left wheel and the right wheel is increased, an axle is omitted, the height of a vehicle compartment bottom plate can be greatly reduced and even is close to the ground, so that the storage space of the vehicle is increased, and the space utilization rate is improved; the suspension device can be applied to various vehicle types, and when the suspension device is applied to cargo transportation, the transportation capacity of a single vehicle can be obviously enhanced, so that the transportation times are reduced, and the transportation cost is greatly reduced.

Drawings

Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments, made with reference to the following drawings.

FIG. 1 is a schematic structural view of a vehicle having a prior art vehicle suspension;

FIG. 2 is a perspective view of a vehicle suspension device according to an embodiment of the present invention;

FIG. 3 is a front view of a vehicle suspension according to an embodiment of the present invention;

FIG. 4 is a perspective view of a vehicle suspension device according to another embodiment of the present invention;

FIG. 5 is a side view of a vehicle suspension device according to another embodiment of the present invention;

FIGS. 6 to 7 are schematic views of a vehicle suspension apparatus according to another embodiment of the present invention, with a vehicle body at a minimum height and a maximum height, respectively;

FIG. 8 is a front view of a brake device according to another embodiment of the present invention;

FIG. 9 is a side view of a brake device according to another embodiment of the present invention;

FIGS. 10-12 are schematic views illustrating operation of a brake apparatus according to another embodiment of the present invention;

FIGS. 13 and 14 are perspective views of a main bearing according to an embodiment of the present invention from two perspectives;

FIG. 15 is a schematic view of a first state of a vehicle alignment apparatus according to an embodiment of the invention;

FIG. 16 is a schematic view of a second state of a vehicle alignment apparatus according to an embodiment of the invention;

FIG. 17 is a rear view of a vehicle having a vehicle suspension device according to another embodiment of the present invention;

FIG. 18 is a schematic illustration of a vehicle suspension assembly in accordance with another embodiment of the present invention mated with a wheel well;

FIG. 19 is a side view of a vehicle having a vehicle suspension device according to another embodiment of the invention;

FIG. 20 is a schematic view of another embodiment of the present invention having a vehicle suspension engaged with a forklift;

FIG. 21 is a front view of a vehicle having a vehicle suspension device according to yet another embodiment of the present invention;

FIG. 22 is a schematic view of a hanger for a vehicle suspension device in accordance with another embodiment of the present invention; and

Fig. 23 is a schematic view showing a state in which a hanger is lifted by a hanger according to another embodiment of the present invention.

Symbol description:

The prior art comprises the following steps:

101. suspension 104 vehicle

1041. Carriage with wheels 1044

1045. Gravity center 1049 axle

The invention comprises the following steps:

1. Suspension spring structure 11 bag cover

12. Cylinder 13 vehicle body connecting piece

14. Piston

21. Shock absorber 22 suspension bracket

221. First position 222 second position

223. Third position 23 short axis

3. Brake chamber of brake system 31

311. Brake booster lever of brake chamber support 312

32. Brake lever 33 brake transmission rod

34. The adjusting arm 35 returns to the spring

36. Brake drum 37 brake pad

38. First articulated arm 39 second articulated arm

4. Vehicle 41 wheel

42. Wheel box 43 beam

44. Carriage 441 first layer carriage

442. Second floor 45 vehicle center of gravity

46. Head 47 hanging column

5. Main bearing 51 bearing pin

52. Trunnion bushing 53 bearing seat

55. Sealing cover plate 56 fixing bolt

61. Adjusting bolt 62 round table

71. Hook bracket 72 hook

721. Hook 722 annular shoulder

91. Ground 92 forklift

Detailed Description

Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be embodied in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and thus a repetitive description thereof will be omitted.

As shown in fig. 2, an embodiment of the present invention provides a vehicle suspension device including a vehicle body and at least one pair of wheels provided below the vehicle body, the vehicle suspension device corresponding to a wheel 41, the vehicle suspension device including a suspension spring structure 1, the suspension spring structure 1 being provided above the corresponding wheel 41, one end of the suspension spring structure 1 being connected to the vehicle body, and a length between both ends of the suspension spring structure 1 being changed under a set lifting condition; a suspension bracket 22 comprising a first position 221, a second position 222 and a third position 223, the first position 221 of the suspension bracket being connected to the other end of the suspension spring structure 1, the second position 222 of the suspension bracket being connected to the corresponding wheel 41, and the suspension bracket 22 being rotatable relative to the wheel 41; and a main bearing 5 connected between the third position 223 of the suspension bracket 22 and the vehicle body, and the suspension bracket 22 is rotatable relative to the vehicle body.

The suspension spring structure 1 is disposed above the corresponding wheel 41, which means that the suspension spring structure 1 is located directly above the wheel 41, that is, the suspension spring structure 1 and the wheel 41 have intersecting portions in the same horizontal plane.

The present invention provides the suspension spring structure 1 above the corresponding wheel 41, unlike the conventional structure provided between the left and right wheels. The suspension bracket 22 is connected between the suspension spring structure 1 and the corresponding wheel 41, and the vertical distance between the wheel 41 and the vehicle body can be adjusted by changing the length between the two ends of the suspension spring structure 1, so that the function of suspending the vehicle is realized.

When the suspension spring structure 1 is applied to a vehicle, the suspension spring structure 1 is arranged above the corresponding wheels 41, so that a space between the left and right wheels 41 is left, the left and right wheels can be better utilized, for example, a larger carriage 44 is arranged between the left and right wheels 41, the bottom plate of the carriage 44 can be directly arranged to be very low and be closer to the ground, and the single transportation capacity of the vehicle is increased, thereby contributing to saving transportation cost. Meanwhile, the gravity center 45 of the whole vehicle body can be effectively reduced by the structure, after the gravity center is reduced, the running stability of the whole vehicle body can be greatly increased, the vehicle body can more easily cope with various road conditions, the whole height of the vehicle body is reduced, a larger suspension adjusting stroke can be obtained, and the compensation action is optimized when the running road conditions are poor.

In addition, in this embodiment, the second sides of the suspension brackets 22 are facing the vehicle cabin 44, i.e., the second sides of the two suspension brackets 22 of the left and right wheels 41 are opposite to each other. As shown in fig. 5, since the suspension spring structure, the main bearing 5 and the corresponding wheel 41 are disposed on the first side of the suspension bracket 22, the outer side surface of the cabin 44 can be disposed closely to the suspension bracket 22 without being obstructed by other components, so that the maximum storage space between the left and right wheels can be obtained. The distance between the second sides of the two suspension brackets 22 of the left and right wheels 41 is substantially the maximum width of the vehicle cabin 44 at the corresponding position.

Alternatively, the angle α of the length variation direction of the suspension spring structure 1 to the horizontal direction is smaller than 90 ° and larger than 0 °. The prior art air suspension is shown in fig. 1, and it can be seen that the length change is performed in the vertical direction, i.e. a force directly above and below the vehicle body, which can only transmit the load in the vertical direction. While the suspension spring structure of the present invention may optionally have an angle with the vertical direction, i.e. a direction inclined to the upper left in fig. 3, when changing length. The suspension spring structure adopting the structure can obtain better suspension performance, can bear vertical load in the vertical direction and horizontal load in the horizontal direction when the height of the vehicle body is adjusted, better transfer force and torque between wheels and the vehicle body, and ensure stable suspension adjustment process.

Optionally, the included angle α between the extending direction of the suspension spring structure 1 and the horizontal direction is greater than or equal to 30 ° and less than or equal to 60 °, and the included angle α is more preferably about 45 °. In practical application, the included angle α can be adjusted according to the structure of the whole vehicle, the running structure of the vehicle and different design requirements, and all fall within the protection scope of the present invention.

The embodiment shown in fig. 3 is only a preferred embodiment, in practice the position of the suspension spring structure 1 can be adjusted according to the actual needs. For example, the mounting position of the suspension spring structure 1 is moved to the left lower side (S direction in fig. 3), and the first position holding the suspension bracket 22 is brought close to the wheel 41, i.e., the angle β of the arm of the suspension bracket 22 connecting the first position 221 and the third position 223 with the vertical direction is further increased. In this way, the overall height of the combined structure of the vehicle suspension and the wheel 41 is smaller, but the length of the combined structure in the horizontal direction in fig. 3 is increased, and it is applicable to a case where the overall height requirement for the wheel case is smaller and the spacing requirement for the adjacent wheels is larger. When the spacing requirements of adjacent wheels are small, the installation position of the suspension spring structure 1 needs to be moved in the opposite direction to the S direction, so that the length of the combined structure in the horizontal direction is reduced, and the overall height of the combined structure is increased.

In another embodiment of the invention, as shown in fig. 4, the suspension brackets 22 may further cooperate with the brake system 3. The suspension bracket 22 may further include a fourth position where a brake air chamber bracket 311 is disposed, a brake air chamber 31 is fixed on the brake air chamber bracket 311, a brake actuator is disposed on the corresponding wheel 41, and the brake air chamber 31 is connected to the brake actuator through a brake transmission mechanism. In order to further reduce the bulk of the overall vehicle suspension and brake system 3 combination, the first 221 and fourth 221 positions of the suspension brackets may be further arranged in overlapping relation. I.e. the braking system 3 is also fixed in the first position 221 of the suspension bracket, so that the overall combined structure has a triangular structure, the occupied space is greatly reduced, and the stability is improved because the triangular structure is adopted.

However, the installation position of the brake system 3 is not limited to the manner shown in fig. 4, and the brake chamber 31 and the brake chamber bracket 311 may be disposed at a fourth position of the suspension bracket different from the first position 221, such as moving the installation position of the brake chamber bracket 311 in the direction T in fig. 4, and accordingly, adjusting the positions of the brake chamber 31 and the brake actuator is within the scope of the present invention.

As shown in fig. 3, the present invention preferably employs a triangular bracket having three vertexes respectively set as a first position 221, a second position 222 and a third position 223 of the bracket, the triangular bracket being composed of a first arm, a second arm and a third arm, and the entire bracket being of a hollow design, the weight of the bracket 22 can be greatly reduced, thereby reducing the weight of the entire vehicle suspension device and saving the material cost. The triangular support can be a steel casting support or a structure of other materials.

In addition, in practical application, the suspension bracket 22 may also have a plurality of different structures, for example, a rectangular plate, and three positions are selected on the rectangular plate and used as the three positions 221-223 of the suspension bracket respectively; or a triangular steel plate is adopted, and three vertexes are respectively used as three positions 221-223 of the suspension bracket, and the like, which belong to the protection scope of the invention.

As shown in fig. 3, optionally, a damper 21 may be further connected to the suspension bracket at the first position 221, and the damper 21 is disposed between the suspension bracket 22 and the vehicle body. The damper 21 is mainly used to suppress the shock at the time of rebound after the shock absorption of the suspension spring structure 1 and the impact from the road surface. While the suspension spring structure 1 can filter the vibration of the road surface while passing over the uneven road surface, the suspension spring structure 1 itself can reciprocate, and the damper 21 serves to suppress the spring jump.

As shown in fig. 4, alternatively, the suspension bracket 22 is provided with a stub shaft 23 at the second position, the stub shaft 23 is inserted in the center of the corresponding wheel 41, and the corresponding wheel 41 is rotatable relative to the stub shaft 23. The stub axle 23 provides for a connection between the suspension bracket 22 and the wheel 41 and also ensures a rotatable movement between the suspension bracket 22 and the wheel 41. The stub shaft 23 is much shorter in length and more structurally stable than the axle 1049 used in the prior art, and is also easier to repair and replace. In addition, the stub shaft 23 does not occupy the inner space between the left and right wheels, and also contributes to increasing the cabin space and lowering the center of gravity of the entire vehicle body.

As shown in fig. 5, in order to further reduce the volume of the vehicle suspension and wheel combination structure, the width of the suspension spring structure 1 in the axial direction of the wheel 41 is smaller than the width of the wheel 41, i.e., in the view of fig. 5, the first side of the suspension spring structure 1 is close to the suspension bracket 22, the second side does not exceed the range of the wheel 41, and the maximum width of the overall combination structure in the axial direction of the wheel 41 is the width of the wheel 41, so that the overall width of the combination structure is not enlarged due to the presence of the suspension spring structure 1.

As shown in fig. 6 to 7, the suspension spring structure 1 may be an air suspension structure, and further may include a bladder 11 and a cylinder 12, and a pressure chamber and a piston 14 are disposed inside the cylinder 12. One end of the bladder 11 is connected to the vehicle body, a pressure chamber is provided at the other end of the bladder 11, one end of the piston 14 extends into the pressure chamber, and the other end of the piston 14 is connected to the first position 221 of the suspension bracket.

When the vehicle is running normally, the vehicle body is kept at an average height, the bag cover 11 is filled with a certain amount of air, but is not fully filled, i.e. the air pressure in the bag cover 11 is kept at a moderate level, so that the bag cover 11 is ensured to have a certain elastic adjustment space. For example, when the road condition is bad, the height of the vehicle body can be properly adjusted, and when the vehicle is loaded or unloaded, the height of the vehicle body can be properly adjusted.

As shown in fig. 6, which is a schematic view of the state of the air suspension structure when the vehicle body is at the lowest position, the height between the main bearing 5 and the ground is H ₁. It is shown that the amount of gas in the bladder 11 is minimized, i.e. the gas pressure in the bladder 11 is minimized, and the length of the integrated suspension spring structure 1 is minimized, thereby minimizing the vertical distance between the vehicle body and the wheels, with the vehicle body at the lowest point for direct cargo transfer into the vehicle body. In addition, when the vehicle enters a warehouse or a road section with a height limitation, if the vehicle body is too high, the vehicle cannot enter the warehouse or pass through the corresponding road section, and the overall height of the vehicle can be properly reduced in this way.

As shown in fig. 7, which is a schematic diagram of the state of the air suspension structure when the vehicle body is at the highest position, the height between the main bearing 5 and the ground is H ₂, and H ₂ is greater than H ₁. It is shown that the maximum amount of gas in the bladder 11, i.e. the maximum gas pressure in the bladder 11, and the length of the integrated suspension spring structure 1, is maximized, thereby maximizing the vertical distance between the vehicle body and the wheels, with the vehicle body at the highest point. When the road condition is bad, the vehicle body can be heightened by adjusting the vehicle suspension device, so that the vehicle can run more stably.

Comparing fig. 6 to 7, it can be seen that as the bladder 11 changes, the state of the suspension brackets 22 also changes. The capsule 11 can be fixed to the vehicle body by means of the vehicle body connection 13, the first fixing point, the main bearing also being fixed to the vehicle body, and the second fixing point, the suspension bracket 22 being rotated about the main bearing 5 when the length of the capsule 11 is changed, so as to ensure that the suspension spring structure 1 is always located above the wheel 41 and is contracted or extended in a direction having an angle α with the vertical direction.

The suspension spring structure 1 in the invention can be an air suspension structure, and can obtain better suspension performance. According to the different road conditions and the signals of the distance sensors, the height change of the vehicle body can be automatically judged, and then the air compressor and the exhaust valve are controlled, so that the air suspension structure is automatically compressed or stretched, the ground clearance of the vehicle body is reduced or increased, and the stability of the vehicle body or the trafficability of complex road conditions are improved. Compared with other types of suspensions, the air suspension structure has the characteristics of more sensitive response and more convenient operation. However, in practical application, other types of suspension spring structures, such as hydraulic suspension, can be selected according to practical requirements, practical cost considerations and the like, and the purposes of improving suspension performance and increasing vehicle space utilization can be achieved, which are all within the scope of the invention.

As shown in fig. 8 to 9, in order to further reduce the volume of the brake system 3, the brake chamber 31 and the brake chamber bracket 311 are disposed above the corresponding wheel 41, and a center point of the brake chamber 31 and a center point of the brake actuator have a offset distance a in an axial direction of the corresponding wheel 41.

The offset a between the center point of the brake chamber 31 and the center point of the brake actuator is preferably 50mm or more and 90mm or less, and more preferably 70mm or less. The list of values is merely a preferred value, and other offset values may be selected in practice according to the choice of different tire types and design requirements, and are not limited thereto. By designing the offset a, the brake actuator is ensured to normally realize the function in the braking process, and the whole brake system 3 is tightly matched with the wheel 41 structurally, so that the minimum volume of the brake system 3 is realized.

In addition, as shown in fig. 9 and 5, in order to further reduce the volume of the entire combined structure, it is preferable that the brake air chamber 31 and the brake air chamber bracket 311 are provided on the first side of the suspension bracket, and the distance between the brake transmission mechanism and the corresponding wheel 41 is smaller than the distance between the second side of the suspension bracket 22 and the corresponding wheel 41 in the axial direction of the wheel 41. Thus, all the components do not go beyond the second side of the suspension brackets 22 in the axial direction of the corresponding wheel 41, ensuring that the carriage 44 is still flush with the second side of the suspension brackets 22, without being affected by the brake system 3, ensuring a good fit of the brake system 3 to the corresponding wheel 41, and that the overall volume of the brake system 3 can be minimized.

As shown in fig. 8-10, a preferred construction of a brake actuator is provided. The brake transmission mechanism includes:

A brake booster lever 312 having one end connected to a force output end of the brake chamber 31; a first hinge arm 38 having one end rotatably connected to the other end of the brake application lever 312; a brake lever 32 including a rotation bearing and a fixed shaft, both ends of the fixed shaft being fixed to the brake air chamber bracket 311, the rotation bearing being sleeved outside the fixed shaft, and the other end of the first hinge arm 38 being sleeved outside the rotation bearing; the second articulated arm 39, one end of the second articulated arm 39 is sleeved outside the rotating bearing; and a brake transmission lever 33 having one end rotatably connected to the other end of the second hinge arm 39, and the other end of the brake transmission lever 33 is connected to the brake actuator.

Fig. 10 to 12 are schematic views showing the operation state of the brake system when the brake transmission structure is adopted. When a control instruction is received and braking action is required to be executed, a thrust B is output by the force output end of the brake air chamber 31 to push the brake booster rod 312, the brake booster rod 312 drives the rotating bearing to rotate around the fixed shaft through the first hinge arm 28, so that the second hinge arm 39 is driven to rotate, the second hinge arm 29 rotates along the direction of the rotating movement C, an upward pulling force D is given to the brake transmission rod 33, the brake transmission rod 33 transmits the received force to the brake actuating mechanism, and the brake actuating mechanism executes the braking action.

By adopting the brake transmission structure, a good brake effect can be obtained. By means of which the pushing force B of the brake air chamber 31 against the brake booster lever 312 can be converted into a pulling force D against the brake actuator in order to activate the brake actuator at any time and to minimize the load carried on the brake actuator lever 33. The first and second hinge arms 38, 39 cooperate with the brake lever 32 to provide greater flexibility in the brake actuator. In addition, compared with other types of transmission mechanisms in the prior art, the brake transmission mechanism has more compact structural design and occupies smaller volume.

As mentioned above, the brake chamber 31 is preferably arranged above the wheels to further reduce the volume occupied by the overall brake system 3 and for a better arrangement of the overall structure the centre point of the brake chamber 31 is offset from the centre point of the brake actuator by an offset a. As shown in fig. 9, in this embodiment, the brake air chamber 31, the brake air chamber bracket 311, the first hinge arm 38, and the brake lever 32 are all disposed above the corresponding wheel 41 with a distance between the first end and the second end of the second hinge arm 39 in the axial direction of the corresponding wheel 41. Preferably, as shown in fig. 9 and 5, the spacing between the brake transmission lever 33 and the corresponding wheel 41 is smaller than the spacing between the second side of the suspension bracket 22 and the corresponding wheel 41 in the axial direction of the corresponding tire 41. Further preferably, the brake actuator 33 may be arranged parallel to the surface of the second side of the suspension bracket 22.

That is, in this embodiment, the second articulated arm 39 is configured as a bent arm, and a bevel is configured between the first end and the second end, which bevel can be exactly matched to the upper surface of the corresponding wheel 41, so that the brake system 3 is embedded above the wheel 41, only the brake actuator needs to be disposed on the side of the wheel 41, and the brake transmission lever 33 as a transmission member of the brake actuator and the second articulated arm 39 also needs to be disposed on the side of the wheel 41. Therefore, the volume occupied by the brake system 3 is greatly reduced while achieving good fit with the structure. In this case, only a preferred embodiment is provided, but in particular applications, other components may be configured with a bevel or a horizontal surface to achieve a snap-fit engagement of the brake system 3 with the wheel 41. The value of offset A may be selected according to the preferred ranges described above, or other values suitable for the particular vehicle may be selected.

Further, as shown in fig. 8, a restoring spring 35 may be further provided between one end of the first hinge arm 38 and the brake chamber bracket 311. After the brake air chamber stops applying the braking thrust by the return spring 35, the integral brake transmission mechanism can be returned to the original state by the return force of the return spring 35, stopping applying the driving force to the brake actuator. That is, when the brake air chamber 31 applies the pushing force B to the brake actuator 312, the whole brake actuator moves according to the manner of fig. 10 to 12, increasing the distance between the first hinge arm 38 and the brake air chamber bracket 311, so that the restoring spring 35 is stretched by an external force, and a certain tension exists after the restoring spring 35 is stretched; when the brake chamber 31 stops applying the pushing force B, the tension of the restoring spring 35 causes the first hinge arm 38 and the brake chamber bracket 311 to be pulled up, i.e., the first hinge arm 38 is pulled back toward its initial position, thereby restoring the second hinge arm 39 and the brake transmission lever 33. Therefore, the restoring spring 35 can help the brake transmission mechanism to restore better, reduce the hysteresis possibly generated in the braking process, and realize the braking function better.

As shown in fig. 11 to 12, the brake actuator may employ a drum brake, and in particular, the brake actuator may include: an adjustment arm 34 having one end connected to the brake transmission mechanism, the brake force being transmitted by the brake transmission mechanism; a brake drum 36 provided on the corresponding wheel 41; and a brake pad 37 disposed inside the brake drum 36, and the brake pad 37 is connected to the other end of the adjustment arm 34. As shown in fig. 11, the brake pad 37 is in an unbraked state, and a certain gap is formed between the brake pad 37 and the brake drum 36, and as shown in fig. 12, the brake pad 37 is expanded outwards due to the braking force, and contacts with the brake drum 36 to generate braking.

When the brake transmission mechanism transmits braking force, namely, the brake transmission rod 33 applies an upward pulling force to the adjusting arm 34, the adjusting arm 34 further drives the brake pads 37 to expand to two sides, friction is generated by contacting with the brake drum 36, and the braking process of the wheels 41 is realized through the cooperation of the brake drum 36 and the wheels 41.

The brake clearance refers to the clearance between the brake drum and the brake pad when the brake actuating mechanism does not work, the clearance is too small to ensure complete release of braking, the clearance is too large, and the response time of the brake actuating mechanism is too long, so that the running safety is directly threatened. In the using process of the brake, the brake clearance can be increased along with the abrasion of the brake pad. Further, the adjustment arm 34 may be an automatic adjustment arm or a manual adjustment arm. That is, by automatic or manual control of the adjusting arm 34, the braking gap between the brake pad 37 and the brake drum 36 can be compensated, and the influence of the braking effect caused by the gap change formed by the matched abrasion of the brake pad 37 and the brake drum 36 can be avoided.

As shown in fig. 13 and 14, the main bearing 5 of the present invention includes: bearing pin 51, two trunnion bushings 52, bearing mount 53, and a seal cover 55. The first end of the bearing pin 51 is fixed in a third position of the suspension bracket. The first end of the bearing pedestal 53 is sleeved with the second end of the bearing pin 51, and the outer wall of the bearing pedestal 53 is connected to the vehicle body. Trunnion bushings 52 are respectively sleeved at two ends of the bearing pin 51, and the trunnion bushings are elastically supported between the inner wall of the bearing seat 53 and the outer wall of the bearing pin 51, and the trunnion bushings 52 are made of elastic sealing materials. The trunnion bushing 52 in this embodiment is made of rubber, but not limited thereto. The sealing cover plate 55 is screwed to the second end of the bearing pin 51 by the fixing bolt 56, and the sealing cover plate 55 presses and seals the bearing housing 53 and trunnion bushings 52 at both ends of the bearing housing 53 toward the first end of the bearing pin 51. The inner wall of the main bearing 5 is provided with an annular shoulder, and trunnion bushings 52 at both ends of the bearing pin 51 respectively compress both sides of the annular shoulder.

Along with the screw-fastening of the sealing cover plate 55 and the second end of the bearing pin 51, the distance between the sealing cover plate 55 and the first end of the bearing pin 51 is continuously tightened, the bearing seat 53 between the sealing cover plate 55 and the first end of the bearing pin 51 and the trunnion bushings 52 at both ends of the bearing seat 53 are fully pressed and sealed, and the sealing property of the rubber trunnion bushings 52 is benefited, so that dust and foreign matters can be effectively prevented from entering the main bearing 5. And on the basis of the tightness and elastic support between the inner wall of the bearing housing 53 and the outer wall of the bearing pin 51 by the rubber trunnion bushing 52, it is unnecessary to use lubricating oil between the inner wall of the bearing housing 53 and the outer wall of the bearing pin 51, so that the main bearing 5 of the present invention can be used for a long period of time without maintenance.

As shown in fig. 15 and 16, the outer wall of the bearing seat 53 of the present invention has a first side and a second side opposite to the first side, the first side of the outer wall of the bearing seat 53 is connected with a vehicle body, two ends of the second side of the outer wall of the bearing seat 53 are respectively provided with an adjusting bolt 61, the adjusting bolts 61 are screwed with the bearing seat 53 and the vehicle body, and the distance between the two ends of the bearing seat 53 and the vehicle body is respectively changed along with the rotation of each adjusting bolt 61, so as to change the angle between the bearing seat 53 and the vehicle body. Therefore, when the space between the two adjusting bolts 61 and the vehicle body is adjusted by rotating the adjusting bolts 61, for example, the space between the adjusting bolt 61 at the first end of the bearing housing 53 and the vehicle body is shortened, and the space between the adjusting bolt 61 at the second end of the bearing housing 53 and the vehicle body is extended, the bearing housing 53 is caused to horizontally rotate to one side with respect to the axis M of the vehicle body, and is deviated to the axis N. Correspondingly, if the distance between the adjusting bolt 61 at the first end of the bearing housing 53 and the vehicle body is extended by rotating the adjusting bolt 61, and the distance between the adjusting bolt 61 at the second end of the bearing housing 53 and the vehicle body is shortened, the bearing housing 53 is caused to horizontally rotate to the other side with respect to the axis M of the vehicle body, being offset to the axis O. The invention can independently adjust the axis of each bearing seat 53 by adjusting the distance between the two adjusting bolts 61 and the vehicle body, and the axis of the bearing seat 53 is always consistent with the axis of the wheel 41, so that the axis of the corresponding wheel 41 can be independently changed by adjusting the two adjusting bolts 61, and the wheel 41 is further aligned by matching with a wheel positioning system. In a modification, in order to cooperate with the micro-rotation of the adjusting bolt 61 in one step, in this embodiment, a round table 62 (see fig. 13 and 14) is disposed on the first side of the outer wall of the bearing seat 53, and the round table 62 is rotatably clamped on the vehicle body, so that the angle between the bearing seat 53 and the vehicle body is more convenient to adjust, the difficulty of multi-wheel positioning of the special vehicle of the invention is reduced, the later maintenance is convenient, and the driving safety is improved.

As shown in fig. 17, the present invention also provides a vehicle including the vehicle suspension device. The vehicle includes a body and at least one pair of wheels 41, and the vehicle suspension device corresponds to one of the wheels 41. The suspension spring structure 1 is arranged above the corresponding wheel 41. Further, a part of the structure in the brake system 3 may be disposed above the corresponding wheel 41. By adopting the vehicle suspension device with the structure, a long shaft and vehicle suspension are not required to be arranged between the left wheel and the right wheel of the vehicle, so that the available space between the left wheel and the right wheel is greatly increased, and the utilization rate of the vehicle body space is improved. In the view of fig. 17, the hanger 22 is preferably disposed vertically above the ground, i.e., the surface of the second side of the hanger 22 forms a vertical plane, and the carriage 44 may be disposed substantially proximate to the vertical plane corresponding to the second side of the hanger 22. In addition, by adopting the structure of the invention, better rolling stability (roll-stability) can be obtained. Roll stability refers herein to the ability of the vehicle as a whole to prevent rollover. In the running process of the vehicle, when the vehicle encounters severe weather or severe road conditions, the vehicle is easy to turn over, even when turning, if the operation is improper, the vehicle speed is too fast or the vehicle load is too heavy, the vehicle is easy to turn over, and great loss is caused to a user. By adopting the technical scheme of the invention, the center of gravity of the vehicle is lowered, and meanwhile, the suspension distance between suspension spring structures corresponding to the left wheel and the right wheel respectively is increased, namely, the weight of the vehicle body is distributed to two sides of the vehicle body, and the stability of the vehicle body is enhanced, so that the occurrence of rollover is reduced.

As shown in fig. 18, two wheel boxes 42 are respectively disposed on two sides of the vehicle body, two wheels 41 in each pair of wheels are respectively and symmetrically disposed in the two wheel boxes 42, and one end of the suspension spring structure 1 is fixedly connected to the corresponding wheel box 42.

The vehicle suspension and the wheel 41 may preferably have a one-to-one correspondence. The height of each wheel 41 may be controlled by a height control valve. Two height control valves corresponding to the wheel boxes one by one can be arranged, one height control valve controls the height change of all the wheels on the left side, and the other height control valve controls the height change of all the wheels on the right side. When the vehicle suspension device is suspended by air, the height control valve can detect the height of the wheels and control the height of each wheel by controlling the inflation amount of the capsule.

As shown in fig. 18 and 19, when the vehicle is used to transport goods, the vehicle body may include a cabin 44, two wheel boxes 42 are respectively provided at both sides of the cabin 44, at least one cross member 43 is provided between the two wheel boxes 42, and a lower surface of the cabin 44 at a position corresponding to the cross member 43 is disposed closely to an upper surface of the cross member 43. The number of cross members 43 in fig. 18 is the same as the number of pairs of wheels, and each cross member 43 is preferably disposed in front of the corresponding pair of wheels (herein, the front side refers to the forward direction of travel of the vehicle) because one end of the suspension spring structure 1 of the wheel 41 is fixed to the inner wall of the wheel box in front of the wheel 41, and when the length of the suspension spring structure 1 is changed, an upward decomposing force is given to the wheel box 42, and a forward decomposing force is given to the wheel box, and the cross member corresponding to the wheel 41 can bear a part of the forward decomposing force, thereby improving the overall stress capability of the wheel box 42. In practical applications, the number of the cross beams 43 may be increased or decreased according to practical needs. The wheel box 42 and the cross beam 43 can be completely galvanized, and have better corrosion resistance. Since the vehicle suspension is disposed above the corresponding wheel, the width of the wheel box 42 in the axial direction of the wheel 41 can be designed to be small. As can be seen from the figure, with the structure, the space available for storing the carriage 44 is greatly increased under the same total height of the vehicle body, so that the transport capacity of a single vehicle is improved, the number of transport activities is reduced, and the transport cost is reduced under the condition of transporting the same goods. In addition, as the floor of the compartment 44 is significantly reduced relative to the prior art, the center of gravity 45 of the overall body is also greatly reduced, thereby further enhancing the stability of the vehicle during transportation and better coping with various road conditions and transportation conditions.

In addition, since the suspension spring structure 1 and the main bearing 5 are disposed on the first side of the suspension bracket 22, when the brake system 3 is used, the brake actuator 33 and the brake actuator are not further away from the wheel 41 than the second side of the suspension bracket 22, and therefore the second side of the suspension bracket 22 can be disposed in close proximity to the inner side of the wheel housing. Both side surfaces of the vehicle cabin 44 at positions corresponding to the wheel boxes 42 are respectively disposed in close proximity to the outer side surfaces of the two wheel boxes 42, thereby maximizing the width of the vehicle cabin 44.

Today, more efficient transportation is also sought. However, restrictions based on various legal standards and safety considerations do not allow for transportation using lengthy or oversized vehicles. Especially for the trailer, the trailer in the prior art is high in gravity center point, high in trailer bottom plate and very limited in storage capacity, and if the trailer is arranged into a double-deck truck and each deck is required to meet the height requirement of storage, the vehicle can certainly exceed legal standards and cannot be realized.

In the vehicle of the present embodiment, based on the above-described structure, as shown in fig. 19, in order to further enhance the storage capacity of the vehicle, the cabin 44 may be further provided in two layers, that is, the cabin 44 includes the first layer cabin 441 and the second layer cabin 442. Because the floor of the cabin 44 itself is low and the center of gravity is low, the height remains within the relevant legal standards even if a double deck cabin is designed, without the height being too high to meet the standards. Through the design double-deck carriage, compare in prior art's carriage structure, can effectively improve 60% cargo space. The two double-layer vehicles can replace the transportation capacity of three common vehicles, so that the transportation cost is greatly saved, and the emission of vehicle exhaust gas is reduced. For users, the oil consumption of vehicle transportation is reduced, vehicles on a road can be reduced in the long term, the congestion condition is reduced, and meanwhile, the transportation manpower can be reduced.

On the other hand, as shown in fig. 20, when the vehicle adopts the above-mentioned vehicle suspension device, since the floor of the carriage 44 is very close to the ground 91, the carriage 44 of the vehicle suspension device can be lowered to be close to the ground when loading and unloading cargoes, and the forklift 92 for transportation can be directly opened from the ground to the inside of the carriage 44, thereby loading and unloading cargoes can be conveniently carried out, and the cargoes on the forklift 92 do not need to be removed first and manually carried to the inside of the carriage, thus saving time and labor.

As shown in fig. 20 to 21, the vehicle body may be provided with one pair of the wheels, two pairs of the wheels, or three pairs of the wheels, as an option. Correspondingly, the vehicle may be a single-axle vehicle, a double-axle vehicle or a three-axle vehicle. The number of the specific wheels can be selected according to actual needs, and the number of the wheels can be further increased, which belongs to the protection scope of the invention.

Further, in the combined structure of the vehicle suspension device and the brake system 3 employed in the vehicle, when the fully-closed main bearing 5 and the fully-closed brake lever 32 are selected, the maintenance amount in the later period of the vehicle can be greatly reduced, and the number of lubrication points for periodic lubrication can be reduced. The vehicle suspension device can adopt electrophoresis treatment on the surface, and is matched with a galvanized gear box, so that the whole structure has excellent anti-corrosion performance.

The vehicle may be a traction trailer, a semitrailer, a truck, etc., and may be applied to a vehicle in a non-transportation industry such as a car, etc., and the vehicle may include a head 46 and a cabin 44, or may include only the cabin 44 and a connection structure of the cabin 44 and the traction vehicle. When the vehicle is used for transporting goods, the vehicle can be applied to industries such as food distribution, mail and package transportation, clothing and equipment transportation, retail distribution, livestock and poultry transportation and the like, and has good application prospect.

As shown in fig. 22 and 23, the present invention further includes a hanger bracket 71 for suspending the wheel 41 for a long period of time and a hanger 72, and the vehicle body is provided with a hanger post 47 which is engaged with the hanger 72. One end of the hook 72 is provided with a hook 721 and the other end is provided with an annular shoulder 722. In the case of the need to replace the tyre 41, the tyre 41 to be replaced is first lifted by the suspension spring structure 1, and the relevant process is as before, and is not repeated here. After the tire 41 to be replaced has been raised to a sufficient height, it is snapped onto the hanger bracket 71 by means of an annular shoulder 722 of the hanger 72, the other end of the hanger 72 being hooked onto the attachment point 47 of the vehicle body. The suspended state of the wheel 41 can be rigidly connected, and the situation that the tire 41 falls off due to the out-of-control of the suspension spring structure 1 is avoided. The hooks 72 and the suspension spring structure 1 form double insurance for ensuring the suspended state of the tire 41, and the convenience and safety of replacing the tire are improved.

When a flat tire occurs and the tire is inconvenient to replace immediately in the field environment, in order to avoid the flat tire affecting the driving of the whole vehicle, the suspension device of the vehicle needs to be lifted by the hooks 72, so that the flat tire is lifted up to be free from contact with the ground 91, the normal running of the vehicle in a short time can be ensured, and the driver can safely run the vehicle to a repair site for replacing the tire. The tire replacement process may be performed as described above.

In addition, when the vehicle is fully loaded, it is required that all wheels work properly. However, when the vehicle is empty, the number of wheels in use can be reduced appropriately. For example, by lifting a portion of the wheels by the hanger 72 to raise the corresponding wheels out of contact with the ground 91, wear and fuel consumption of the vehicle can be reduced, and the hanger 71 can be removed again to put the wheels all down when loading the load.

The foregoing is a further detailed description of the invention in connection with the preferred embodiments, and it is not intended that the invention be limited to the specific embodiments described. It will be apparent to those skilled in the art that several simple deductions or substitutions may be made without departing from the spirit of the invention, and these should be considered to be within the scope of the invention.

Claims

1. A vehicle suspension device, the vehicle including a vehicle body and at least one pair of wheels provided below the vehicle body, characterized in that the vehicle suspension device corresponds to one of the wheels, the vehicle suspension device comprising:

The suspension spring structure, the main bearing and the corresponding wheels are arranged on the first side of the suspension bracket;

The suspension bracket further comprises a fourth position, a brake air chamber bracket is arranged at the fourth position, a brake air chamber is fixed on the brake air chamber bracket, a brake actuating mechanism is arranged on the corresponding wheel, and the brake air chamber is connected to the brake actuating mechanism through a brake transmission mechanism;

The brake actuator includes:

The brake drum is arranged on the corresponding wheel;

The brake pad is arranged in the brake drum, the brake pad is connected with the other end of the adjusting arm, and the adjusting arm adjusts the interval and/or the angle between the brake transmission mechanism and the brake pad;

wherein the main bearing comprises:

The first end of the bearing seat is sleeved with the second end of the bearing pin, and the outer wall of the bearing seat is connected with the vehicle body;

The outer wall of the bearing seat is provided with a first side and a second side opposite to the first side, the first side of the outer wall of the bearing seat is connected with the vehicle body, two ends of the second side of the outer wall of the bearing seat are respectively provided with an adjusting bolt, the adjusting bolts are in threaded connection with the bearing seat and the vehicle body, and the distance between the two ends of the bearing seat and the vehicle body is changed along with the rotation of each adjusting bolt, so that the angle between the bearing seat and the vehicle body is changed.

2. The vehicle suspension arrangement of claim 1 wherein the suspension spring structure has a length change direction that is less than 90 ° and greater than 0 ° from horizontal.

3. The vehicle suspension device according to claim 2, wherein an angle between a length change direction of the suspension spring structure and a horizontal direction is 30 ° or more and 60 ° or less.

4. The vehicle suspension arrangement of claim 1 wherein the suspension spring structure comprises:

A bladder having one end connected to the body; and

5. The vehicle suspension arrangement of claim 1 wherein the first and fourth positions of the suspension bracket coincide.

6. The vehicle suspension arrangement of claim 1, wherein the brake chamber and the brake chamber bracket are each disposed above a corresponding wheel, the brake chamber and the brake chamber bracket are each located on a first side of the suspension bracket, and a spacing between the brake transmission mechanism and the corresponding wheel is smaller than a spacing between a second side of the suspension bracket and the corresponding wheel in an axial direction of the corresponding wheel;

7. The vehicle suspension device according to claim 6 wherein a value of a offset distance between a center point of the brake chamber and a center point of the brake actuator in an axial direction of the corresponding wheel is 50mm or more and 90mm or less.

8. The vehicle suspension arrangement of claim 1 wherein the brake actuator comprises:

9. The vehicle suspension arrangement of claim 8, wherein the brake chamber, the brake chamber bracket, and the brake handle are each disposed above a corresponding wheel, and the brake chamber, the brake chamber bracket, and the brake handle are each located on a first side of the suspension bracket;

10. The vehicle suspension arrangement of claim 1, wherein the adjustment arm is a brake clearance automatic adjustment arm or a brake clearance manual adjustment arm.

11. The vehicle suspension of claim 1, wherein the suspension bracket is a triangular bracket comprising a first arm, a second arm, and a third arm, and three vertices of the triangular bracket are disposed in a first position, a second position, and a third position of the suspension bracket, respectively.

12. The vehicle suspension arrangement of claim 1, wherein a shock absorber is also connected to the suspension bracket at the first location, the shock absorber being disposed between the suspension bracket and the vehicle body, and the shock absorber being located on the first side of the suspension bracket.

13. The vehicle suspension arrangement of claim 1, wherein a stub axle is provided at the second location of the suspension bracket, the stub axle being located on a first side of the suspension bracket, the stub axle being centrally interposed between the corresponding wheel and the corresponding wheel being rotatable relative to the stub axle.

14. The vehicle suspension arrangement of claim 1 wherein a hanger bracket is further provided on the suspension bracket, one end of a hanger being secured to the hanger bracket and the other end of the hanger being secured to the vehicle body under set use conditions.

15. The vehicle suspension of claim 1 wherein a first side of the outer wall of the bearing housing is provided with a boss rotatably engaged with the body.

16. A vehicle comprising the vehicle suspension device of claim 1.

17. The vehicle according to claim 16, wherein two wheel boxes are respectively provided on both sides of the vehicle body, two wheels of each pair of the wheels are respectively and symmetrically provided in the two wheel boxes, and one end of the suspension spring structure is fixedly connected to the corresponding wheel box, and a second side of the suspension bracket is opposite to an inner side face of the wheel box.

18. The vehicle according to claim 17, characterized in that the vehicle body includes a cabin, the two wheel boxes are provided on both sides of the cabin, respectively, at least one cross member is provided between the two wheel boxes;

19. The vehicle of claim 18, characterized in that the cabin is provided as a single layer or a double layer.

20. The vehicle of claim 18, characterized in that one pair of the wheels, two pairs of the wheels, or three pairs of the wheels are provided below the vehicle body.