CN115367003A - Cab front suspension assembly and vehicle - Google Patents
Cab front suspension assembly and vehicle Download PDFInfo
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- CN115367003A CN115367003A CN202211057364.4A CN202211057364A CN115367003A CN 115367003 A CN115367003 A CN 115367003A CN 202211057364 A CN202211057364 A CN 202211057364A CN 115367003 A CN115367003 A CN 115367003A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
- B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
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Abstract
The invention relates to a cab front suspension assembly and a vehicle, comprising: the two front suspension upper brackets are arranged at intervals in the width direction of the vehicle body; two ends of the swing arm assembly correspond to the two front suspension upper brackets one to one and are hinged with the corresponding front suspension upper brackets; the other two ends of the swing arm assembly correspond to the two lower supports one by one and are hinged with the corresponding lower supports; and each variable stiffness assembly is hinged between one front suspension upper bracket and one lower support. The rigidity interval at the bottom of the variable rigidity assembly absorbs the vibration transmitted from the chassis end, so that the high-frequency vibration and impact transmitted to the cab end are maximally attenuated; the rigidity interval positioned above is intervened to absorb the vibration transmitted by the residual vibration, so that when the whole vehicle is in different working conditions, different rigidity intervals intervene, and better comfort is brought to a driver with the lowest cost.
Description
Technical Field
The invention relates to the field of vehicle bodies, in particular to a cab front suspension assembly and a vehicle.
Background
At present vehicle when actual operation in-process, the operating mode that same platform truck operated is not single operating mode, often has the compound road conditions of multiple operating mode, and current suspension system only possesses single rigidity and damping parameter, even better shock mitigation system matches the driver's cabin comfort level that also can only compromise single road conditions, can't satisfy under the compound operating mode driver to the demand of whole car travelling comfort.
In the related art, when a road surface is in a better and continuous fluctuating state, the road surface transmits frequent and small-amplitude vibration, and the front suspension assembly of the cab is required to have smaller rigidity and damping under the working condition, so that the continuous jolt of the cab under the working condition can be caused by filtering out the excitation transmitted by the road surface, such as overlarge rigidity and damping, and the driving comfort is poor; however, when the same vehicle is driven into a bad road surface such as a construction site, the cab front suspension assembly needs to have large rigidity and damping to restrain large deflection and torsion of the cab, so that the damage of the cab caused by large bumping is prevented.
Disclosure of Invention
The embodiment of the invention provides a cab front suspension assembly and a vehicle, and aims to solve the problems that a suspension system in the related art only has single rigidity and damping parameters, can only consider the comfort level of a cab with a single road condition, and cannot meet the requirement of a driver on the comfort level of the whole vehicle under a composite working condition.
In a first aspect, an embodiment of the present invention provides a cab front suspension assembly, including: the two front suspension upper brackets are arranged at intervals in the width direction of the vehicle body; two ends of the swing arm assembly correspond to the two front suspension upper brackets one by one and are hinged with the corresponding front suspension upper brackets; the other two ends of the swing arm assembly correspond to the two lower supports one by one and are hinged with the corresponding lower supports; and each variable stiffness assembly is hinged between one front suspension upper bracket and one lower support, and the stiffness of the variable stiffness assembly is gradually reduced in the height direction of the vehicle body.
The cab front suspension assembly is mounted on the vehicle body, the rigidity of the variable rigidity assembly is gradually reduced from bottom to top, when the whole vehicle runs on a common road surface, the rigidity section at the bottom of the variable rigidity assembly compresses and pulls to absorb most of vibration transmitted from the chassis end of the vehicle body, so that high-frequency vibration and impact transmitted to the front suspension upper bracket and the cab end are maximally attenuated, and better comfort is brought to a driver; when the whole vehicle runs on a bad road surface, the rigidity section at the bottom of the variable rigidity assembly is firstly compressed or pulled to be consumed, and the rigidity section positioned above the variable rigidity assembly is intervened to absorb the residual vibration transmitted by the chassis end, so that when the whole vehicle is in different working conditions, different rigidity sections of the variable rigidity assembly are intervened, and better comfort is brought to a driver at the lowest cost.
In some embodiments, each of the variable stiffness assemblies comprises: one end of each damper is hinged with the corresponding front suspension upper bracket, and the other end of each damper is hinged with the corresponding lower support; the spring is sleeved on the outer wall of the damper and comprises a first spring section and a second spring section, the inner diameter of the first spring section is larger than that of the second spring section, and the first spring section is located below the second spring section.
Adopt above-mentioned technical scheme's beneficial effect to do, transmit the vibration when the automobile body chassis end, absorb the buffering through the first spring section of attenuator and spring, can filter most high-frequency vibration and strike, the vibration that remains not filtered absorbs the buffering through the second spring section of first spring section top, through the attenuator, the compression and the pulling-up of first spring section rigidity interval and second spring section rigidity interval absorb the vibration that the chassis end transmitted, make the high-frequency vibration and the impact that transmit front overhang upper bracket end and driver's cabin end obtain the decay of maximize, and then bring better travelling comfort for the driver.
In some embodiments, the spring comprises: a third spring section having an inner diameter less than an inner diameter of the second spring section, the third spring section being positioned above the second spring section.
The beneficial effects who adopts above-mentioned technical scheme do, when there is remaining high-frequency vibration to strike not absorbed the buffering by the second spring section when having, then fine through the third spring section compression absorption this moment, further bring better travelling comfort for the driver, solve traditional automobile body suspension system and only possess single rigidity and damping parameter, its rigidity and damping are too big, can lead to the driver's cabin to jolt in succession under this kind of operating mode, lead to driving the travelling comfort poor, can't satisfy under the compound operating mode driver's the demand to the whole car travelling comfort.
In some embodiments, the variable stiffness assembly further comprises: the limiting cylinder is sleeved on the outer wall of the cylinder body of the damper, and at least part of the limiting cylinder is located in the first spring section and the second spring section.
The beneficial effects of adopting above-mentioned technical scheme do, can carry on spacingly to the well hypomere of spring, prevent that the lower extreme of spring from shifting on the plane of perpendicular to attenuator length direction to guarantee that the whole and the attenuator of spring are located same axis, make the whole high-frequency vibration impact that can full play absorption buffering follow chassis end and transmit of variable stiffness assembly.
In some embodiments, each of the variable stiffness assemblies comprises: one end of each damper is hinged with the corresponding front suspension upper bracket, and the other end of each damper is hinged with the corresponding lower support; the spring is sleeved on the outer wall of the damper and comprises a first spring section and a second spring section, the inner diameter of the first spring section is larger than that of the second spring section, and the first spring section is located above the second spring section.
The beneficial effects of adopting above-mentioned technical scheme are that, when the internal diameter of second spring section is less than first spring section to be located and be close to automobile body chassis end, then install this whole car of changing rigidity assembly, can face better continuous undulation road surface, the rigidity of second spring section is less and the damping can fine filtration fall the excitation that the road surface transmitted, and in the face of the worse road surface, first spring section also can play the guard action simultaneously, has great rigidity and damping and comes to face the worse road surface.
In some embodiments, the swing arm assembly comprises: one end of each of the two swing arms is hinged with one of the front suspension upper brackets, the other end of each of the two swing arms is hinged with one of the lower supports, and a transverse stabilizer bar is fixed between the other ends of the two swing arms; each swing arm is approximately S-shaped, and the two swing arms take a central plane passing through the middle point of the transverse stabilizer bar and perpendicular to the axis of the transverse stabilizer bar as a symmetrical plane.
The swing arm is S-shaped, can reserve installation space for providing between variable rigidity assembly and the lower support and the front suspension upper bracket, and prevent to interfere with other parts, and simultaneously provides stability for variable rigidity total compression rotation and lower support rotation, and the atress is more even when making the front suspension assembly of driver' S cabin face to jolt and fluctuate.
In some embodiments, each of the swing arms comprises: the first plate body and the second plate body are arranged in parallel, the first plate body and the second plate body are fixedly connected through a third plate body, and the third plate body divides the first plate body and the second plate body into two independent cavities at intervals.
The beneficial effects of adopting above-mentioned technical scheme do, it is fixed through the third plate body in the middle of first plate body and second plate body, can alleviate the weight of swing arm self greatly, guarantee the lightweight of swing arm assembly, simultaneously first plate body, the vertical parallel arrangement of lateral wall of second plate body, can guarantee first plate body, second plate body self intensity, can bear the high-frequency vibration impact force that the chassis end transmitted, avoid the tradition to be the poor problem of its bearing capacity of plate body that the plane setting is connected at the overhang upper bracket and undersetting. Its two solitary cavitys can further lighten the self weight of swing arm assembly, when guaranteeing certain self intensity, also can further guarantee the lightweight of swing arm assembly.
In some embodiments, the cab front suspension assembly further comprises: each elastic piece is fixed on one lower support, and the two elastic pieces are located below the corresponding third plate body respectively; when the lower support rotates and moves upwards, the elastic piece on the lower support is driven to abut against the bottom of the third plate body.
Adopt above-mentioned technical scheme's beneficial effect to be, when whole car goes and takes place to jolt, its undersetting rotates and is close to the front overhang upper bracket, and the elastic component can slowly be close to the bottom of swing arm assembly promptly, on the bottom of contact third plate body, can prevent to bump between undersetting and the swing arm assembly and interfere, when the elastic component contradicts completely with the third plate body, can make undersetting and swing arm assembly rotate as a whole.
In some embodiments, each elastic member includes a rubber seat, and an end of the rubber seat, which is far away from the lower support, is an arc surface.
The beneficial effects of adopting above-mentioned technical scheme do, when the upper end of rubber seat is slick and sly circular arc face, when keeping off the contact with the third plate body, reduce the wearing and tearing of rubber seat, can improve the life of rubber seat.
In a second aspect, embodiments of the present invention provide a vehicle including a cab front suspension assembly as described above.
The technical scheme has the beneficial effects that when the whole vehicle runs on a common road surface, the rigidity section at the bottom of the variable rigidity assembly compresses and pulls to absorb most of vibration transmitted from the chassis end of the vehicle body, so that high-frequency vibration and impact transmitted to the front suspension upper bracket and the cab end are maximally attenuated, and better comfort is brought to a driver; when the whole vehicle runs on a bad road surface, the rigidity interval at the bottom of the variable rigidity assembly is firstly compressed or pulled to be consumed, and the rigidity interval positioned above the variable rigidity assembly intervenes to absorb residual vibration transmitted by the chassis end, so that when the whole vehicle is in different working conditions, different rigidity intervals of the variable rigidity assembly intervene, and further, better comfort is brought to a driver at the lowest cost.
The technical scheme provided by the invention has the beneficial effects that: when the whole vehicle runs on a common road surface, the rigidity interval at the bottom of the variable rigidity assembly compresses and pulls to absorb the vibration transmitted from the chassis end, so that the high-frequency vibration and impact transmitted to the front suspension upper bracket and the cab end are maximally attenuated, and better comfort is brought to a driver; when the whole vehicle runs on a bad road surface, the rigidity section at the bottom of the rigidity-variable assembly is firstly compressed or pulled to be consumed, and the rigidity section above the rigidity section is involved to absorb vibration transmitted from the chassis end, so that when the whole vehicle is in different working conditions, different rigidity sections are involved, and better comfort is brought to a driver at the lowest cost.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic overall perspective view of a cab front suspension assembly according to an embodiment of the present invention;
FIG. 2 is a schematic front view of a variable stiffness assembly according to an embodiment of the present invention;
FIG. 3 is a schematic front view of a spring according to an embodiment of the present invention;
FIG. 4 is a schematic bottom perspective view of a front suspension assembly of a cab according to an embodiment of the invention;
fig. 5 is a schematic rear perspective view of a cab front suspension assembly according to an embodiment of the invention.
In the figure: 1. hanging the bracket in front; 2. a swing arm assembly; 21. swinging arms; 211. a first plate body; 212. a second plate body; 213. a third plate body; 214. a cavity; 22. a stabilizer bar; 3. a lower support; 4. a variable stiffness assembly; 41. a damper; 42. a spring; 421. a first spring section; 422. a second spring section; 423. a third spring section; 43. a limiting cylinder; 5. an elastic member.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
The embodiment of the invention provides a cab front suspension assembly and a vehicle, and aims to solve the problems that a suspension system in the related art only has single rigidity and damping parameters, and only can consider the comfort level of a cab under a single road condition, and the requirement of a driver on the comfort level of the whole vehicle under a composite working condition cannot be met.
Referring to fig. 1, a cab front suspension assembly according to an embodiment of the present invention includes: the two front suspension upper brackets 1 are arranged at intervals in the width direction of the vehicle body; two ends of the swing arm assembly 2 correspond to the two front suspension upper brackets 1 one by one, and the swing arm assembly 2 is hinged with the corresponding front suspension upper brackets 1; the other two ends of the swing arm assembly 2 correspond to the two lower supports 3 one by one and are hinged with the corresponding lower supports 3; and each variable stiffness assembly 4 is hinged between one front suspension upper bracket 1 and one lower support 3, and the stiffness of the variable stiffness assembly 4 is gradually reduced in the height direction of the vehicle body. When the whole vehicle runs on a common road surface, the rigidity section at the bottom of the variable rigidity assembly 4 compresses and pulls up to absorb most of vibration transmitted from the chassis end of the vehicle body, so that high-frequency vibration and impact transmitted to the front suspension upper bracket 1 and the cab end are maximally attenuated, and better comfort is brought to a driver; when the whole vehicle runs on a bad road surface, the rigidity section at the bottom of the variable rigidity assembly 4 is firstly compressed or pulled to be consumed, and the rigidity section above the variable rigidity assembly is involved to absorb the residual vibration transmitted by the chassis end, so that when the whole vehicle is in different working conditions, different rigidity sections of the variable rigidity assembly 4 are involved, and better comfort is brought to a driver at the lowest cost.
In some embodiments, as shown in fig. 1 and 2, each of the variable stiffness assemblies 4 may include: one end of each damper 41 is hinged with the corresponding front suspension upper bracket 1, and the other end of each damper 41 is hinged with the corresponding lower support 3; the spring 42 is sleeved on the outer wall of the damper 41, the spring 42 comprises a first spring section 421 and a second spring section 422, the inner diameter of the first spring section 421 is larger than that of the second spring section 422, and the first spring section 421 is located below the second spring section 422. One end of a cylinder body of a damper 41 is hinged with one end of a lower support 3, one end of a piston rod of the damper 41 is hinged with the front suspension upper support 1, a spring 42 is sleeved on the outer wall of the damper 41, when vibration is transmitted from a chassis end of a vehicle body, most high-frequency vibration impact can be filtered out by absorbing and buffering through a first spring section 421 of the damper 41 and the spring 42, the rest vibration which is not filtered out is absorbed and buffered through a second spring section 422 above the first spring section 421, the vibration transmitted from the chassis end is absorbed through compression and lifting of the rigidity section of the damper 41, the first spring section 421 and the second spring section 422, the high-frequency vibration and the impact transmitted to the front suspension upper support 1 end and a cab end are maximally attenuated, and further better comfort is brought to a driver.
In some embodiments, as shown in fig. 3, the spring 42 may include: a third spring segment 423, the third spring segment 423 having an inner diameter smaller than an inner diameter of the second spring segment 422, the third spring segment 423 being located above the second spring segment 422. Wherein, when there is remaining high frequency vibration to strike when not having absorbed the buffering by second spring section 422, then fine through third spring section 423 compression absorption this moment, further bring better travelling comfort for the driver, solve traditional automobile body suspension system and only possess single rigidity and damping parameter, its rigidity and damping are too big, can lead to the driver's cabin to jolt in succession under this kind of operating mode, lead to driving the travelling comfort poor, can't satisfy under the compound operating mode driver's the demand to the whole car travelling comfort.
Specifically, when the vehicle body has bump vibration, the first spring section 421 located at the lowest part has higher rigidity and damping to suppress the worst high-frequency vibration impact transmitted from the chassis end, the second spring section 422 located at the middle part has lower rigidity and damping to suppress the milder high-frequency vibration impact, and the last remaining high-frequency vibration impact is absorbed and buffered through the third spring section 423 at the highest end, so that the spring 42 has three different rigidity sections, and the rigidity section of each section is matched and absorbed with the high-frequency vibration impact energy transmitted from the chassis of the vehicle body and the high-frequency vibration impact energy absorbed and buffered, so that better comfort is brought to a driver, and the problem of poor driving comfort caused by continuous bump of a cab under the working condition due to the fact that the rigidity and the damping of a front suspension assembly are too high when the traditional whole vehicle faces a better up-down road is avoided; meanwhile, when a bad road surface such as a construction site is faced, the large-amplitude deflection and torsion of the cab can be restrained through the large rigidity and the damping of the damper 41, the rigidity interval of the first spring section 421, the rigidity interval of the second spring section 422 and the rigidity interval of the third spring section 423, so that the damage of the cab caused by the large amplitude bumping is prevented.
In some embodiments, as shown in fig. 2, the variable stiffness assembly 4 may further include: the limiting cylinder 43 is sleeved on the outer wall of the cylinder body of the damper 41, and at least part of the limiting cylinder 43 is located in the first spring section 421 and the second spring section 422. The limiting cylinder 43 is fixed on the outer wall of the cylinder body of the damper 41, and at least part of the limiting cylinder is located in the first spring section 421 and the second spring section 422, so that the middle-lower section of the spring 42 can be limited, the lower end of the spring 42 is prevented from deviating on a plane perpendicular to the length direction of the damper 41, the spring 42 and the damper 41 are ensured to be located on the same axis, and the variable stiffness assembly 4 can fully play a role in absorbing and buffering high-frequency vibration impact transmitted from the chassis end.
In some alternative embodiments, the limiting cylinder 43 may be located within the length of the first spring segment 421 to limit the lower end of the spring 42; in a similar way, the limiting cylinder 43 can be set to be in a circular truncated cone shape, and is located inside the first spring section 421, the second spring section 422 and the third spring section 423 at the same time, so that the whole spring 42 is limited, and the problem that the spring 42 is uneven in stress and easy to damage due to deviation is solved.
In some embodiments, each of the variable stiffness assemblies 4 may include: one end of each damper 41 is hinged with the corresponding front suspension upper bracket 1, and the other end of each damper 41 is hinged with the corresponding lower support 3; the spring 42 is sleeved on the outer wall of the damper 41, the spring 42 comprises a first spring section 421 and a second spring section 422, the inner diameter of the first spring section 421 is larger than that of the second spring section 422, and the first spring section 421 is located above the second spring section 422. Wherein, this embodiment is not shown in the drawings, when the inner diameter of the second spring segment 422 is smaller than the first spring segment 421 and is located near the chassis end of the vehicle body, the whole vehicle equipped with the variable stiffness assembly 4 can face a relatively good continuous undulating road surface, the stiffness and damping of the second spring segment 422 can well filter out the excitation transmitted from the road surface, and at the same time, the first spring segment 421 can also play a role in ensuring that the first spring segment 421 has relatively high stiffness and damping to face a relatively bad road surface.
In some embodiments, as shown in fig. 1, 4 and 5, the swing arm assembly 2 may include: one end of each of the two swing arms 21 is hinged to one of the front suspension upper brackets 1, the other end of each of the two swing arms 21 is hinged to one of the lower supports 3, and a transverse stabilizer bar 22 is fixed between the other ends of the two swing arms 21; each of the swing arms 21 is substantially S-shaped, and two of the swing arms 21 have a plane of symmetry with respect to a center plane passing through a midpoint of the stabilizer bar 22 and perpendicular to an axis thereof. Wherein, swing arm 21 is S-shaped, can provide reservation installation space for between becoming rigidity assembly 4 and undersetting 3 and the front suspension upper bracket 1 to and prevent to take place to interfere with other spare parts, provide stability for becoming rigidity assembly 4 compression rotation and undersetting 3 rotation simultaneously, make the atress more even when the driver' S cabin front suspension assembly is faced to the undulation.
In some embodiments, as shown in fig. 4 and 5, each of the swing arms 21 may include: the first plate body 211 and the second plate body 212 are arranged in parallel, the first plate body 211 and the second plate body 212 are fixedly connected through a third plate body 213, and the third plate body 213 divides the space between the first plate body 211 and the second plate body 212 into two independent cavities 214. Wherein, it is fixed through third plate body 213 in the middle of first plate body 211 and second plate body 212, can alleviate the weight of swing arm 21 self greatly, guarantee the lightweight of swing arm assembly, first plate body 211 simultaneously, the vertical parallel arrangement of lateral wall of second plate body 212, can guarantee first plate body 211, second plate body 212 self intensity, can bear the high-frequency vibration impact force that the chassis end transmitted, avoid the tradition to be the poor problem of its bearing capacity of the plate body that the plane setting is connected at overhang support 1 and bottom suspension 3 in the front. The space between the first plate body 211 and the second plate body 212 is divided into two independent cavities 214, so that the self weight of the swing arm assembly 2 can be further reduced, and the light weight of the swing arm assembly can be further ensured when certain self strength is ensured.
In some embodiments, as shown in fig. 1, 4 and 5, the cab front suspension assembly may further include: two elastic members 5, each of the elastic members 5 is fixed on one of the lower supports 3, and the two elastic members 5 are located below the corresponding third plate 213; when the lower support 3 moves upward, the elastic member 5 thereon is driven to abut against the bottom of the third plate 213. When the whole vehicle runs and bumps, the lower support 3 rotates to be close to the front suspension upper support 1, namely, the elastic piece 5 can be slowly close to the bottom of the swing arm assembly 2 until contacting the bottom of the third plate body 213, collision interference between the lower support 3 and the swing arm assembly 2 can be prevented, and when the elastic piece 5 is completely abutted against the third plate body 213, the lower support and the swing arm assembly 2 can rotate as a whole.
In some embodiments, as shown in fig. 4 and 5, each of the elastic members 5 includes a rubber seat, and an end of the rubber seat, which is far away from the lower support 3, is a circular arc surface. When the upper end of the rubber seat is a smooth arc surface and contacts the third plate 213, the abrasion of the rubber seat is reduced, and the service life of the rubber seat can be prolonged.
Embodiments of the present invention further provide a vehicle, including the cab front suspension assembly mentioned above. When the whole vehicle runs on a common road surface, the rigidity section at the bottom of the variable rigidity assembly 4 compresses and pulls up to absorb most of vibration transmitted from the chassis end of the vehicle body, so that high-frequency vibration and impact transmitted to the front suspension upper bracket 1 and the cab end are maximally attenuated, and better comfort is brought to a driver; when the whole vehicle runs on a bad road surface, the rigidity section at the bottom of the variable rigidity assembly 4 is firstly compressed or pulled to be consumed, and the rigidity section above the variable rigidity assembly is involved to absorb the residual vibration transmitted by the chassis end, so that when the whole vehicle is in different working conditions, different rigidity sections of the variable rigidity assembly 4 are involved, and better comfort is brought to a driver at the lowest cost.
In the description of the present invention, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A cab front suspension assembly, comprising:
the automobile body comprises two front suspension upper brackets (1), wherein the two front suspension upper brackets (1) are arranged at intervals in the width direction of an automobile body;
two ends of the swing arm assembly (2) correspond to the two front suspension upper brackets (1) one by one and are hinged with the corresponding front suspension upper brackets (1);
the other two ends of the swing arm assembly (2) correspond to the two lower supports (3) one by one and are hinged with the corresponding lower supports (3);
the rigidity-variable device comprises two rigidity-variable assemblies (4), wherein each rigidity-variable assembly (4) is hinged between one front suspension upper support (1) and one lower support (3), and the rigidity of each rigidity-variable assembly (4) is gradually reduced in the height direction of a vehicle body.
2. The cab front suspension assembly of claim 1, wherein: each variable stiffness assembly (4) comprising:
one end of each damper (41) is hinged with the corresponding front suspension upper bracket (1), and the other end of each damper (41) is hinged with the corresponding lower support (3);
the spring (42) is sleeved on the outer wall of the damper (41), the spring (42) comprises a first spring section (421) and a second spring section (422), the inner diameter of the first spring section (421) is larger than that of the second spring section (422), and the first spring section (421) is located below the second spring section (422).
3. The cab front suspension assembly of claim 2, wherein: the spring (42) includes:
a third spring segment (423), an inner diameter of the third spring segment (423) being smaller than an inner diameter of the second spring segment (422), the third spring segment (423) being located above the second spring segment (422).
4. The cab front suspension assembly of claim 2, wherein: the variable stiffness assembly (4) further comprises:
the limiting cylinder (43) is sleeved on the outer wall of the cylinder body of the damper (41), and at least part of the limiting cylinder (43) is located in the first spring section (421) and the second spring section (422).
5. The cab front suspension assembly of claim 1, wherein: each variable stiffness assembly (4) comprising:
one end of each damper (41) is hinged with the corresponding front suspension upper bracket (1), and the other end of each damper (41) is hinged with the corresponding lower support (3);
the spring (42) is sleeved on the outer wall of the damper (41), the spring (42) comprises a first spring section (421) and a second spring section (422), the inner diameter of the first spring section (421) is larger than that of the second spring section (422), and the first spring section (421) is located above the second spring section (422).
6. The cab front suspension assembly of claim 1, wherein: the swing arm assembly (2) comprises:
one end of each of the two swing arms (21) is hinged with one of the front suspension upper supports (1), the other end of each of the two swing arms (21) is hinged with one of the lower supports (3), and a transverse stabilizer bar (22) is fixed between the other ends of the two swing arms (21);
each swing arm (21) is approximately S-shaped, and two swing arms (21) are symmetrical by taking a central plane passing through the middle point of the transverse stabilizing rod (22) and perpendicular to the axis of the transverse stabilizing rod as a symmetrical plane.
7. The cab front suspension assembly of claim 6, wherein: each of the swing arms (21) includes:
first plate body (211) and second plate body (212) of parallel arrangement, first plate body (211) with connect fixedly through third plate body (213) between second plate body (212), third plate body (213) will first plate body (211) with interval between second plate body (212) divides into two solitary cavitys (214).
8. The cab front suspension assembly of claim 7, wherein: the cab front suspension assembly further comprises:
the two elastic pieces (5) are respectively fixed on one lower support (3), and the two elastic pieces (5) are respectively positioned below the corresponding third plate body (213);
when the lower support (3) rotates and moves upwards, the elastic piece (5) on the lower support is driven to abut against the bottom of the third plate body (213).
9. The cab front suspension assembly of claim 8, wherein: each elastic part (5) comprises a rubber seat, and one end of the rubber seat, which is far away from the lower support (3), is an arc surface.
10. A vehicle, characterized in that: comprising a cab front suspension assembly according to any of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211057364.4A CN115367003A (en) | 2022-08-31 | 2022-08-31 | Cab front suspension assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211057364.4A CN115367003A (en) | 2022-08-31 | 2022-08-31 | Cab front suspension assembly and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115367003A true CN115367003A (en) | 2022-11-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202211057364.4A Pending CN115367003A (en) | 2022-08-31 | 2022-08-31 | Cab front suspension assembly and vehicle |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101949421A (en) * | 2010-06-09 | 2011-01-19 | 浙江美力弹簧有限公司 | Variable stiffness spring for realizing conversion of work rings and support rings |
| CN103486174A (en) * | 2013-09-17 | 2014-01-01 | 安徽江淮汽车股份有限公司 | Damping spring |
| CN204150132U (en) * | 2014-10-22 | 2015-02-11 | 山西大运汽车制造有限公司 | A kind of Cab mounting assembly |
| CN104455183A (en) * | 2014-11-21 | 2015-03-25 | 重庆隆鑫发动机有限公司 | Damping-force-variable shock absorption assembly |
| CN112879484A (en) * | 2021-03-24 | 2021-06-01 | 湖北宇路电子科技股份有限公司 | Two-stage rigidity shock absorber, front suspension of vehicle body and rear suspension of vehicle body |
| CN113294466A (en) * | 2021-06-23 | 2021-08-24 | 辽阳奥鹏汽车零部件有限公司 | Variable-stiffness spiral spring |
-
2022
- 2022-08-31 CN CN202211057364.4A patent/CN115367003A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101949421A (en) * | 2010-06-09 | 2011-01-19 | 浙江美力弹簧有限公司 | Variable stiffness spring for realizing conversion of work rings and support rings |
| CN103486174A (en) * | 2013-09-17 | 2014-01-01 | 安徽江淮汽车股份有限公司 | Damping spring |
| CN204150132U (en) * | 2014-10-22 | 2015-02-11 | 山西大运汽车制造有限公司 | A kind of Cab mounting assembly |
| CN104455183A (en) * | 2014-11-21 | 2015-03-25 | 重庆隆鑫发动机有限公司 | Damping-force-variable shock absorption assembly |
| CN112879484A (en) * | 2021-03-24 | 2021-06-01 | 湖北宇路电子科技股份有限公司 | Two-stage rigidity shock absorber, front suspension of vehicle body and rear suspension of vehicle body |
| CN113294466A (en) * | 2021-06-23 | 2021-08-24 | 辽阳奥鹏汽车零部件有限公司 | Variable-stiffness spiral spring |
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