CN110667328A - Non-independent suspension structure without lateral thrust rod - Google Patents
Non-independent suspension structure without lateral thrust rod Download PDFInfo
- Publication number
- CN110667328A CN110667328A CN201910946601.4A CN201910946601A CN110667328A CN 110667328 A CN110667328 A CN 110667328A CN 201910946601 A CN201910946601 A CN 201910946601A CN 110667328 A CN110667328 A CN 110667328A
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- China
- Prior art keywords
- axle
- ball head
- connecting plate
- vehicle
- thrust rod
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
- B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G7/00—Pivoted suspension arms; Accessories thereof
- B60G7/006—Attaching arms to sprung or unsprung part of vehicle, characterised by comprising attachment means controlled by an external actuator, e.g. a fluid or electrical motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/30—Rigid axle suspensions
- B60G2200/314—Rigid axle suspensions with longitudinally arranged arms articulated on the axle
Abstract
The invention discloses a non-independent suspension structure without a transverse thrust rod, which comprises a vehicle body connecting plate, longitudinal arms, a driving type vehicle axle or a driven vehicle axle, a damping spring and a V-shaped limiting center frame, wherein the longitudinal arms are respectively arranged at two sides of the vehicle axle, two ends of each longitudinal arm are respectively connected with the vehicle body connecting plate and the vehicle axle through a ball head, the V-shaped top point of the limiting center frame is connected through a hollow ball head pair and a connecting piece, and two end parts of the V-shaped opening are respectively hinged with the vehicle axle through bolts; the limiting center frame limits the transverse sliding of the axle relative to the automobile body, meets the requirement of the axle for swinging up and down relative to the automobile body, and solves the problem of poor stability of the vehicle caused by the transverse sliding of the axle relative to the automobile body with a transverse thrust rod dependent suspension structure in the prior art. The lateral displacement of the axle relative to the vehicle body caused by the wheel jumping is eliminated, the additional stress generated by the deformation of the mechanism when each mechanism works is eliminated, the freedom degree of each mechanism is fully ensured, and the stability and the reliability of the structure are improved.
Description
Technical Field
The invention relates to a non-independent suspension structure without a transverse thrust rod, belonging to the technical field of vehicle bridges.
Background
The suspension of the motor vehicle is an important component in the vehicle structure, and the vehicle body is unstable or deviates when the vehicle encounters a rugged road surface in the running process, so that the stability of the whole vehicle body, the controllability of the whole vehicle and the riding comfort are affected. The integral bridge type non-independent suspension has the advantages of simple structure, strong torsion resistance, strong adaptability and the like, and is mostly applied to vehicle suspensions which can adapt to complex road conditions.
In the existing traditional non-independent suspension with a lateral thrust rod (as shown in fig. 1, also called as a structure of an integral bridge type non-independent suspension), a longitudinal arm is fixedly connected with a mounting hole on an axle through a bolt, the other end of the longitudinal arm is fixedly connected with a bolt fixed on a vehicle body through a rubber bushing, and two ends of a spiral spring are respectively fixedly connected with the axle and the vehicle body. The traditional fixed connection mode has the defects that the movement of the axle relative to the vehicle body is limited due to excessive constraint, so that additional deformation and stress are generated among all parts, the abrasion of the parts is further aggravated, and the service life of the parts is shortened.
On the other hand, when the wheel runout causes the axle runout, the vehicle body is restrained by the transverse thrust rod, and the end of the transverse thrust rod connected with the axle can do circular motion by taking the end of the transverse thrust rod connected with the axle as the center of a circle, wherein the displacement of the end of the transverse thrust rod connected with the axle can be decomposed into two components in the vertical direction and the horizontal direction, and the final result is that the axle has lateral (horizontal) displacement, so that the stability of the whole vehicle is reduced; when the wheel jumps to cause the axle to incline, the horizontal distance between the two longitudinal arms connected with the two ends of the axle is reduced, the distance between the two longitudinal arms connected with the automobile body is kept unchanged, and the longitudinal arms deflect, so that the rubber bushings in the longitudinal arms deflect relative to the fixed pin shaft, and the rubber bushings are subjected to additional extrusion stress.
Conventional dependent suspension arrangements with a lateral thrust rod present the following problems when the axle is tilted: firstly, the axle generates lateral (horizontal) displacement relative to the vehicle body under the action of the transverse thrust rod; and secondly, the longitudinal arms fixedly connected with the two ends of the axle generate lateral (horizontal) deflection. These problems cause deformation of some mechanisms, creating additional stress that reduces the reliability and life of the mechanism, such as rubber bushing deflection and additional compression stress on the pin.
The traditional vehicle with the non-independent suspension has redundant constraint during running, particularly on a rugged road surface, the redundant constraint is particularly obvious, so that the load stress of vehicle wheels is uneven, the grip force of the wheels is weakened, the trafficability of a bumpy road surface is poor, and the oil consumption is high.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, designs a structure of a non-independent suspension without a transverse thrust rod, and aims to solve the problems that in the prior art, an axle has lateral displacement relative to a vehicle body and a trailing arm has lateral deflection relative to the axle, and therefore, the vehicle runs unstably and the mechanism reliability is low.
The technical scheme of the invention is as follows: the structure of the non-independent suspension without the lateral thrust rod comprises: the device comprises a vehicle body connecting plate 1, a longitudinal arm 2, an axle 3, a damping spring 4 and a limiting center frame 6; the axle (3) is a driving axle or a driven axle, the middle part of the driving axle (3) is provided with a power input shaft, two ends of the axle (3) are power output shafts, the shafts extend along the vertical plane of the middle part of the axle (3) to two ends, pin shafts and connecting plates are sequentially and symmetrically arranged, and the connecting plates are respectively provided with screw holes for fixedly connecting with the longitudinal arm (2) and the damping spring (4); the method is characterized in that:
the two longitudinal arms 2 are symmetrically distributed, ball head connecting pieces 7 are arranged at two ends of each longitudinal arm 2, the ball head connecting piece at one end is screwed on the connecting plate through a bolt, and the ball head connecting piece at the other end is screwed on a vehicle body connecting plate through a bolt; the limiting center frame 6 is in a V-shaped opening shape, two end parts of the V-shaped opening are respectively hinged with the pin shafts through bolts, and the vertex of the V shape is connected with the middle point of the vehicle body connecting plate 1 through a hollow ball head pair and a connecting piece. The beneficial effects are as follows: the same rotating pair structure is arranged at the position symmetrical to the longitudinal central plane of the axle, and plays the roles of strengthening connection and limiting the relative swing of the axle 3 and the limiting central frame 6.
Further, be used for on the connecting plate with trailing arm 2 and damping spring 4 link firmly the screw hole parallel, and all be parallel with the axis of axle 3.
Further, the axis of the pin shaft hinged to the end of the V-shaped opening is lower than the axis of the screw hole fixedly connected to the axle 3 with the trailing arm 2 and the damping spring 4, and is parallel to the central axis of the axle 3.
Furthermore, the hollow ball head pair and the connecting piece thereof comprise: the automobile limiting device comprises a hollow ball-head pull rod 5 and a spherical pin shaft, wherein the hollow ball-head pull rod 5 is fixedly connected to the front end of a limiting center frame 6, a spherical hole is formed in the hollow ball-head pull rod 5, the spherical pin shaft is fixedly connected to an automobile body connecting plate 1, and a spherical body in rotary fit with the spherical hole is arranged on the spherical pin shaft. The beneficial effects are as follows: the front end of the limiting center frame 6 is connected with the midpoint of the vehicle body connecting plate 1 by adopting a hollow ball head pair and a connecting piece thereof so as to ensure that the limiting center frame 6 can swing up and down, left and right.
The invention has the advantages and beneficial effects that:
the non-independent suspension structure without the transverse thrust rod can reduce the existing redundant constraint, and the axle does not generate transverse displacement relative to the vehicle body when jumping occurs due to the limiting action of the limiting center frame, and meanwhile, the limiting center frame limits the axle to generate transverse displacement when the axle tilts; because the two ends of the longitudinal arm and the damping spring are connected with the axle and the frame by adopting four ball head structures, the axle can have stronger flexibility no matter the axle jumps or inclines, the parts are prevented from being damaged due to the torsion action, the extra deformation and stress caused by the structure are eliminated, the reliability of the structure is improved, the service life of the parts is prolonged, and the consumption of materials is reduced. The non-independent suspension structure without the transverse thrust rod is flexible and light in vehicle body when the structure is used for dealing with complex road conditions, and reduces abnormal friction between tires and the ground; the non-independent suspension structure without the transverse thrust rod can maximize the adhesive force of the wheels to the ground, and improve the acceleration performance, the braking performance and the passing performance of the vehicle on uneven road surfaces. The design concept is novel, the design is scientific, the economic benefit and the market prospect are huge, and the method is worthy of popularization.
Drawings
FIG. 1 is a schematic diagram of a prior art integral bridge dependent suspension;
FIG. 2 is a schematic three-dimensional overall structure of a non-independent suspension structure without a lateral thrust rod according to an embodiment of the present invention;
FIG. 3 is an exploded view of the components of FIG. 2;
FIG. 4 is a simplified schematic diagram of a dotted line structure for mechanical analysis according to the structure of FIG. 2, in which the rods are simplified to fixed length segments and the spherical pairs or pin joints are simplified to points;
FIG. 5 is a schematic view of the connection between the ball-end connector at the end of the trailing arm and the trailing arm;
FIG. 6 is a schematic view of the connection between the hollow ball-head drawbar and the ball pin;
FIG. 7 is a schematic view of the end of the V-shaped opening of the center frame 6 being connected to the axle 3 via a bolt;
fig. 8 is another perspective three-dimensional overall structure diagram of the non-independent suspension structure without lateral thrust rods, which is different from fig. 2, according to the embodiment of the invention.
Description of the reference symbols in the drawings:
1-vehicle body connecting plate; 2-trailing arm; 3, a vehicle axle; 4-damping spring; 5, a hollow ball-head pull rod; 6-limiting center frame: 7-ball head connecting piece.
Detailed Description
Embodiments of the invention will be further described with reference to the accompanying drawings, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below are exemplary and are intended to be illustrative, but not limiting, of the present invention, and any modifications, equivalents, or improvements made within the spirit and principle of the present invention, which are not described in detail in the technical solutions below, are known in the art, and are intended to be included within the scope of the claims of the present invention.
Referring to fig. 1 ~, fig. 3 and fig. 5 ~, fig. 8, the non-independent suspension structure without the lateral thrust rod of the invention comprises a vehicle body connecting plate 1, a longitudinal arm 2, an axle 3, a damping spring 4 and a limiting center frame 6, wherein in the embodiment of the invention, the axle 3 is a driving axle but is also suitable for a driven axle, a power input shaft is arranged in the middle of the axle 3, power output shafts are arranged at two ends of the axle 3, pin shafts and connecting plates are sequentially and symmetrically arranged along the vertical plane of the middle of the axle 3, and screw holes for fixedly connecting the longitudinal arm 2 and the damping spring 4 are respectively arranged on the connecting plates.
The two longitudinal arms 2 are symmetrically distributed, ball head connecting pieces 7 are arranged at two ends of each longitudinal arm 2, the ball head connecting piece at one end is screwed on the connecting plate through a bolt, and the ball head connecting piece at the other end is screwed on a vehicle body connecting plate through a bolt; the limiting center frame 6 is in a V-shaped opening shape, two end parts of the V-shaped opening are respectively hinged with the pin shafts through bolts, and the vertex of the V shape is connected with the middle point of the vehicle body connecting plate 1 through a hollow ball head pair and a connecting piece. The same rotating pair structure is arranged at the position symmetrical to the longitudinal central plane of the axle, and plays the roles of strengthening connection and limiting the relative swing of the axle 3 and the limiting central frame 6.
The screw holes that are used for linking firmly with trailing arm 2 and damping spring 4 on the connecting plate are parallel, and all are parallel with the axis of axle 3.
The axis of the pin shaft hinged to the end of the V-shaped opening is lower than the axis of the screw hole fixedly connected to the axle 3 through the longitudinal arm 2 and the damping spring 4 and is parallel to the central axis of the axle 3.
The hollow ball head pair and the connecting piece thereof comprise: the automobile limiting device comprises a hollow ball-head pull rod 5 and a spherical pin shaft, wherein the hollow ball-head pull rod 5 is fixedly connected to the front end of a limiting center frame 6, a spherical hole is formed in the hollow ball-head pull rod 5, the spherical pin shaft is fixedly connected to an automobile body connecting plate 1, and a spherical body in rotary fit with the spherical hole is arranged on the spherical pin shaft. The front end of the limiting center frame 6 is connected with the midpoint of the vehicle body connecting plate 1 by adopting a hollow ball head pair and a connecting piece thereof so as to ensure that the limiting center frame 6 can swing up and down, left and right.
Referring to fig. 4, a simplified dotted line structure schematic diagram for motion analysis according to the structure of fig. 2, the rod is simplified into a line segment with a fixed length, the spherical pair or pin connection is simplified into a point, the axle 3 is represented by an EF line segment located at the upper part and an MN line segment located at the lower part and parallel to the EF line, the EF and the MN are connected by a perpendicular bisector CD, the trailing arm 2 between the EF and the vehicle body connecting plate 1 is represented by AE and BF, the V-shaped limiting center frame 6 is represented by line segments OM and ON, and the positional relationship among EF, MN and CD is kept constant.
It can be seen from fig. 4 that in the simplified dotted line structure, with the simplified vehicle body attachment plate 1(AOB) fixed, the length of the line is fixed, i.e. all components are rigid structures, the axle 3 can still achieve run-out parallel to the vehicle body 1 and tilt not parallel to the vehicle body 1, when the axle 3 is parallel to the vehicle body 1, i.e. AB// EF, then CD ⊥ AB, then plane OCD ⊥ AB, and when viewed from a perspective perpendicular to the plane OCD, the projection of the spatial multi-link structure is △ OCD, then CD (axle 3) can achieve rotational motion centered around point O, since point A, O, B is a spherical pair, thus in a spatial view, the function of all components rotating around the straight line AOB can be satisfied, the axle 3 also achieves run-out relative to the vehicle body, when the axle 3 is not parallel to the vehicle body 1, i.e. the state shown in fig. 4, the different planes AB and EF, MN// EF, AB and MN and AB and MN different spherical pairs, respectively, as O are the point p pair of the spherical pair, MN and EF, the aforementioned requirements can be satisfied.
In △ OMN, because of the stability of the triangle, the straight line OM and the straight line ON can not rotate in the plane OMN relative to the straight line MN, △ OMN only rotates relative to the straight line MN, the point M, N adopts the spherical pair to only realize the function of rotation, and the redundant degree of freedom is still restrained, therefore, the point M, N can adopt the spherical pair and also adopt the revolute pair.
As shown in fig. 2, based on the analysis of the schematic structural diagram of fig. 4, it can be concluded that, in the same way, the two ends of the damping spring 4 can only be connected with the axle 3 and the vehicle body connecting plate 1 by using the spherical pair connection method.
As shown in fig. 8, the axle 3 and the vehicle body connecting plate 1 are out of plane and have a large upward swing amplitude, and at the moment, the connecting parts such as the trailing arm 2, the damping spring 4 and the limiting center frame 6 are all rigidly connected, so that the complex working condition requirements of the axle 3 can be completely met and the stability can be achieved.
The non-independent suspension structure without the transverse thrust rod can reduce the existing redundant constraint, and the axle does not generate transverse displacement relative to the vehicle body when jumping occurs due to the limiting action of the limiting center frame, and meanwhile, the limiting center frame limits the axle to generate transverse displacement when the axle tilts; because the two ends of the longitudinal arm and the damping spring are connected with the axle and the frame by adopting four ball head structures, the axle can have stronger flexibility no matter the axle jumps or inclines, the parts are prevented from being damaged due to the torsion action, the extra deformation and stress caused by the structure are eliminated, the reliability of the structure is improved, the service life of the parts is prolonged, and the consumption of materials is reduced. The non-independent suspension structure without the transverse thrust rod is flexible and light in vehicle body when the structure is used for dealing with complex road conditions, avoids inward inclination and outward inclination of tires, and reduces abnormal friction between the tires and the ground; the non-independent suspension structure without the transverse thrust rod can maximize the adhesive force of the wheels to the ground, and improve the acceleration performance, the braking performance and the passing performance of the vehicle on uneven road surfaces. The design concept is novel, the design is scientific, the economic benefit and the market prospect are huge, and the method is worthy of popularization and application.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "length", "up", "down", "left", "right", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
In the present invention, unless otherwise specifically stated or limited, the terms "mounted," "connected," "fixed," "secured," and the like are to be construed broadly, e.g., as meaning a fixed connection, a removable connection, or an integral part; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Claims (4)
1. The structure of the non-independent suspension without the lateral thrust rod comprises: the device comprises a vehicle body connecting plate (1), a longitudinal arm (2), a vehicle axle (3), a damping spring (4) and a limiting center frame (6); the axle (3) is set as a driving axle or a driven axle; the middle part of the driving type axle (3) is provided with a power input shaft, two ends of the axle (3) are power output half shafts, the power output half shafts extend along the vertical plane of the middle part of the axle (3) to two ends, pin shafts and connecting plates are sequentially and symmetrically arranged, and screw holes for fixedly connecting with the longitudinal arm (2) and the damping spring (4) are respectively arranged on the connecting plates; the method is characterized in that:
the two longitudinal arms (2) are symmetrically distributed, ball head connecting pieces (7) are arranged at two ends of each longitudinal arm (2), the ball head connecting piece at one end is screwed on the connecting plate through a bolt, and the ball head connecting piece at the other end is screwed on a vehicle body connecting plate through a bolt; the limiting center frame (6) is in a V-shaped opening shape, two end parts of the V-shaped opening are respectively hinged with the pin shaft through bolts, and the vertex of the V-shaped opening is connected with the midpoint of the vehicle body connecting plate (1) through a hollow ball head pair and a connecting piece.
2. The structure of the non-independent suspension without a lateral thrust rod of claim 1, wherein: the screw holes which are used for being fixedly connected with the longitudinal arm (2) and the damping spring (4) are parallel to each other on the connecting plate, and are parallel to the central axis of the axle (3).
3. The structure of the non-independent suspension without a lateral thrust rod of claim 1, wherein: the axis of the pin shaft hinged to the end part of the V-shaped opening is lower than the axis of the screw hole fixedly connected to the axle through the longitudinal arm (2) and the damping spring (4), and is parallel to the central axis of the axle (3).
4. The structure of the non-independent suspension without a lateral thrust rod of claim 1, wherein: the hollow ball head pair and the connecting piece thereof comprise: the automobile body limiting device comprises a hollow ball head pull rod (5) and a spherical pin shaft, wherein the hollow ball head pull rod (5) is fixedly connected to the front end of a limiting center frame (6), a spherical hole is formed in the hollow ball head pull rod (5), the spherical pin shaft is fixedly connected to an automobile body connecting plate (1), and a spherical body in rotary fit with the spherical hole is arranged on the spherical pin shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910946601.4A CN110667328A (en) | 2019-10-06 | 2019-10-06 | Non-independent suspension structure without lateral thrust rod |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910946601.4A CN110667328A (en) | 2019-10-06 | 2019-10-06 | Non-independent suspension structure without lateral thrust rod |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110667328A true CN110667328A (en) | 2020-01-10 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910946601.4A Pending CN110667328A (en) | 2019-10-06 | 2019-10-06 | Non-independent suspension structure without lateral thrust rod |
Country Status (1)
| Country | Link |
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| CN (1) | CN110667328A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937238A (en) * | 2021-03-30 | 2021-06-11 | 浙江伊锂克思智能科技有限公司 | Narrow-body all-terrain vehicle with non-independent suspension |
| CN115092258A (en) * | 2022-07-04 | 2022-09-23 | 南通理工学院 | Impact-resistant energy-absorbing frame structure and impact-resistant method |
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| CN1229386A (en) * | 1997-02-06 | 1999-09-22 | 罗伯特·约翰·詹姆斯 | Full load-share colispring bogie suspension |
| US6109630A (en) * | 1998-11-05 | 2000-08-29 | Daimlerchrysler Corporation | Rear suspension upper control arm (A-arm) with vertically mounted spool bushings |
| US20020109325A1 (en) * | 2001-02-12 | 2002-08-15 | Jeremy Purick | Tri-link suspension system |
| US20060170175A1 (en) * | 2005-01-28 | 2006-08-03 | Arvinmeritor Technology, Llc | Pivoting shackle plate with angled connection to steering axle |
| CN101610925A (en) * | 2007-02-16 | 2009-12-23 | Zf腓特烈港股份公司 | The whole bridge that is used for commercial vehicle/comm..vehicle |
| CN102421613A (en) * | 2009-05-13 | 2012-04-18 | 萨福霍兰公司 | Suspension system for heavy and vocational vehicles |
| CN104395115A (en) * | 2012-07-03 | 2015-03-04 | Zf腓特烈斯哈芬股份公司 | Motor vehicle having a vehicle frame and articulation arrangement |
| CN206914077U (en) * | 2017-07-21 | 2018-01-23 | 徐州徐工矿山机械有限公司 | A kind of mining articulated truck suspension V-type frame |
| CN108016287A (en) * | 2017-09-20 | 2018-05-11 | 北京理工大学 | Low-floor modular power vehicle bridge |
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2019
- 2019-10-06 CN CN201910946601.4A patent/CN110667328A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH05286322A (en) * | 1992-04-06 | 1993-11-02 | Suzuki Motor Corp | Rear suspension |
| CN1229386A (en) * | 1997-02-06 | 1999-09-22 | 罗伯特·约翰·詹姆斯 | Full load-share colispring bogie suspension |
| US6109630A (en) * | 1998-11-05 | 2000-08-29 | Daimlerchrysler Corporation | Rear suspension upper control arm (A-arm) with vertically mounted spool bushings |
| US20020109325A1 (en) * | 2001-02-12 | 2002-08-15 | Jeremy Purick | Tri-link suspension system |
| US20060170175A1 (en) * | 2005-01-28 | 2006-08-03 | Arvinmeritor Technology, Llc | Pivoting shackle plate with angled connection to steering axle |
| CN101610925A (en) * | 2007-02-16 | 2009-12-23 | Zf腓特烈港股份公司 | The whole bridge that is used for commercial vehicle/comm..vehicle |
| CN102421613A (en) * | 2009-05-13 | 2012-04-18 | 萨福霍兰公司 | Suspension system for heavy and vocational vehicles |
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| CN206914077U (en) * | 2017-07-21 | 2018-01-23 | 徐州徐工矿山机械有限公司 | A kind of mining articulated truck suspension V-type frame |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937238A (en) * | 2021-03-30 | 2021-06-11 | 浙江伊锂克思智能科技有限公司 | Narrow-body all-terrain vehicle with non-independent suspension |
| CN112937238B (en) * | 2021-03-30 | 2022-07-15 | 浙江伊锂克思智能科技有限公司 | Narrow-body all-terrain vehicle with non-independent suspension |
| CN115092258A (en) * | 2022-07-04 | 2022-09-23 | 南通理工学院 | Impact-resistant energy-absorbing frame structure and impact-resistant method |
| CN115092258B (en) * | 2022-07-04 | 2023-04-18 | 南通理工学院 | Impact-resistant energy-absorbing frame structure and impact-resistant method |
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