CN116873057A - Cab suspension system and commercial vehicle - Google Patents
Cab suspension system and commercial vehicle Download PDFInfo
- Publication number
- CN116873057A CN116873057A CN202310990761.5A CN202310990761A CN116873057A CN 116873057 A CN116873057 A CN 116873057A CN 202310990761 A CN202310990761 A CN 202310990761A CN 116873057 A CN116873057 A CN 116873057A
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- cab
- suspension
- rear suspension
- front suspension
- air bag
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- 239000000725 suspension Substances 0.000 title claims abstract description 233
- 230000008093 supporting effect Effects 0.000 claims abstract description 40
- 230000000670 limiting effect Effects 0.000 claims description 64
- 239000006096 absorbing agent Substances 0.000 claims description 20
- 230000035939 shock Effects 0.000 claims description 20
- 230000001154 acute effect Effects 0.000 claims description 8
- 238000005096 rolling process Methods 0.000 abstract description 6
- 101100494448 Caenorhabditis elegans cab-1 gene Proteins 0.000 description 39
- 238000013016 damping Methods 0.000 description 9
- 230000002829 reductive effect Effects 0.000 description 7
- 230000001133 acceleration Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000005452 bending Methods 0.000 description 2
- 230000003139 buffering effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000036961 partial effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 239000000741 silica gel Substances 0.000 description 1
- 229910002027 silica gel Inorganic materials 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- 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
- B62D33/0608—Cabs insulated against vibrations or noise, e.g. with elastic suspension pneumatic or hydraulic suspension
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention discloses a cab suspension system and a commercial vehicle, wherein the cab suspension system comprises a cab, a front suspension supporting mechanism and a rear suspension supporting mechanism; the front suspension supporting mechanism comprises two front suspension supporting components which are arranged at intervals along a first direction, the front suspension supporting components are connected with the front side of the cab to form a first connecting position, and are connected with the bottom of the cab to form a second connecting position, and the first connecting position is close to the horizontal plane where the mass center point of the cab is located; the rear suspension supporting mechanism comprises two rear suspension supporting components which are arranged at intervals along the first direction, wherein the rear suspension supporting components are connected with the rear side of the cab and form a third connecting position, the rear suspension supporting components are connected with the bottom of the cab and form a fourth connecting position, and the third connecting position is close to the horizontal plane where the mass center point of the cab is located. The invention can effectively reduce the rolling of the cab assembly when the vehicle turns, changes lanes, overtakes and the like runs in a non-straight line, improve the safety of drivers and passengers, and reduce the hidden trouble of side turning, sideslip and the like of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a cab suspension system and a commercial vehicle.
Background
At present, a cab suspension of a commercial vehicle (a platform vehicle type such as a tractor, a truck, a dumper and the like) generally adopts a four-point support mode, the center of mass position of the cab is higher than the position of a support point, when the vehicle turns, changes lanes, overtakes and the like and runs in a non-straight line, the cab assembly is larger in rolling, the higher the vehicle speed is, the faster the operation is, the more obvious the rolling phenomenon is, unsafe feeling is brought to drivers and passengers, and potential safety hazards such as side turning and side slipping exist.
Disclosure of Invention
The invention aims to solve the technical problems that: the suspension structure of the cab of the commercial vehicle has the phenomena of large cornering and inclination, braking nodding and starting acceleration lifting.
In order to solve the above technical problems, the present invention provides a cab suspension system, comprising:
a cab;
the front suspension supporting mechanism comprises two front suspension supporting components which are arranged at intervals along a first direction, wherein the front suspension supporting components are connected with the front side of the cab to form a first connecting position, and are connected with the bottom of the cab to form a second connecting position, and the first connecting position is arranged close to a horizontal plane where a mass center point of the cab is located; and
the rear suspension supporting mechanism comprises two rear suspension supporting components which are arranged along the first direction at intervals, wherein the rear suspension supporting components are connected with the rear side of the cab to form a third connecting position, connected with the bottom of the cab to form a fourth connecting position, and the third connecting position is close to the horizontal plane where the mass center point of the cab is located.
In some embodiments, the rear suspension support assembly includes a rear suspension lower support, a lateral swing arm, an air bag vibration reduction module, and a rear suspension upper support, the rear suspension lower support is connected with the rear suspension upper support through the air bag vibration reduction module, the rear suspension upper support is connected with a rear side of the cab, the lateral swing arm is hinged with the rear suspension lower support and the air bag vibration reduction module respectively and forms a first axis and a second axis, and the first axis and the second axis are parallel to the first direction.
In some embodiments, the air bag vibration reduction module comprises a hydraulic lock and a rear suspension air bag vibration damper, wherein one end of the rear suspension air bag vibration damper is hinged with the rear suspension lower support, the other end of the rear suspension air bag vibration damper is hinged with the transverse swing arm, one end of the hydraulic lock is connected with the rear suspension upper support, and the other end of the hydraulic lock is connected with the transverse swing arm.
In some embodiments, the rear suspension support assembly further comprises an oblique shock absorber, one end of the oblique shock absorber is connected with the rear suspension lower support, the other end of the oblique shock absorber is connected with the bottom of the cab, and a space acute angle is formed between the oblique shock absorber and the rear suspension lower support.
In some embodiments, the acute included angle is in the range of 35 ° -55 °.
In some embodiments, the front suspension support assembly includes a front suspension lower mount, a front airbag mounting bracket, a front suspension airbag damper, and a front suspension upper bracket connected in sequence along a height direction of the cab, the front suspension upper bracket being connected with a front side of the cab.
In some embodiments, the front suspension support assembly further includes a front suspension arm, one end of the front suspension arm is fixedly connected with the front airbag mounting bracket, and one end of the front suspension arm fixedly connected with the front airbag mounting bracket is hinged with the front suspension lower support and forms a third axis, the other end of the front suspension arm is hinged with the bottom of the cab and forms a fourth axis, and the third axis and the fourth axis are both parallel to the first direction.
In some embodiments, the front suspension support assembly further comprises a front suspension limiting device, the front suspension limiting device is provided with a limiting hole, one end of the front suspension limiting device is connected with the bottom of the cab, the front suspension swing arm passes through the limiting hole to be connected with the bottom of the cab, and the front suspension limiting device is used for limiting the rotation angle of the front suspension swing arm.
In some embodiments, the front suspension limiting device comprises a limiting part, a first limiting block and a second limiting block, wherein the limiting part is provided with a limiting hole, and the first limiting block and the second limiting block are oppositely arranged at two sides of the limiting hole along the length direction of the limiting part.
The invention also provides a commercial vehicle comprising a frame and a cab suspension system as described above, the cab suspension system being mounted on the frame.
Compared with the prior art, the cab suspension system provided by the embodiment of the invention has the beneficial effects that:
the two first connecting positions and the two third connecting positions form four supporting points together, the four supporting points are arranged close to the horizontal plane where the mass center of the cab is located, compared with the existing cab suspension structure, the supporting point is greatly improved, the rolling of a cab assembly during non-linear running such as turning, lane changing and overtaking of a vehicle can be effectively reduced, the safety feeling of drivers and passengers is improved, and potential safety hazards such as side turning and side sliding of the vehicle are reduced.
Drawings
FIG. 1 is a front view of a cab suspension system provided by an embodiment of the invention;
FIG. 2 is a schematic illustration of a cab suspension system provided by an embodiment of the invention;
FIG. 3 is a side view of a rear suspension support assembly provided by an embodiment of the present invention;
FIG. 4 is a schematic view of a partial structure of a front suspension support assembly according to an embodiment of the present invention;
FIG. 5 is a graph comparing cab roll angle for a cab suspension system provided by an embodiment of the invention with prior art cornering conditions;
FIG. 6 is a graph comparing cab pitch angle for a cab suspension system provided by an embodiment of the invention with a prior art brake condition cab;
FIG. 7 is a graph comparing cab pitch angle for a cab suspension system provided by an embodiment of the invention with a prior art starting condition cab;
in the figure, 1, a cab; 11. a front side; 12. a rear side; 2. a front suspension support mechanism; 21. a front suspension lower support; 22. a front airbag mounting bracket; 23. a front suspension air bag damper; 24. a front suspension upper bracket; 25. a transverse stabilizer bar; 26. a front swing arm; 27. a front suspension limiting device; 271. a limiting piece; 272. a first limiting block; 273. a second limiting block; 3. a rear suspension support mechanism; 31. a rear overhang lower support; 32. a transverse swing arm; 321. a main body portion; 322. a connection part; 33. an air bag vibration reduction module; 331. a hydraulic lock; 332. a rear suspension air bag damper; 333. a mounting frame; 34. a rear suspension upper support; 35. an oblique shock absorber.
Detailed Description
The following describes in further detail the embodiments of the present invention with reference to the drawings and examples. The following examples are illustrative of the invention and are not intended to limit the scope of the invention.
The invention provides a commercial vehicle, which comprises a frame and a cab suspension system, wherein the cab suspension system is arranged on the frame and is used for reducing the roll of a cab 1 assembly during non-linear running such as turning, lane changing, overtaking and the like of the vehicle, improving the safety of drivers and passengers and reducing potential safety hazards such as side turning, side slipping and the like of the vehicle. It will be appreciated that the cab suspension system may also be used on other types of vehicles, and is not particularly limited herein.
As shown in fig. 1, the cab suspension system includes a cab 1, a front suspension support mechanism 2, and a rear suspension support mechanism 3; wherein the cab 1 comprises a front side 11 facing the forward direction of the commercial vehicle and a rear side 12 arranged opposite to the front side 11; it will be appreciated that the bottom of the cab may include a bottom side facing the ground or a portion connecting the bottom side on both sides.
The front suspension supporting mechanism 2 comprises two front suspension supporting components which are arranged at intervals along the first direction, wherein the front suspension supporting components are connected with the front side 11 of the cab 1 to form a first connecting position, and are connected with the bottom of the cab 1 to form a second connecting position, namely the tops of the two front suspension supporting components are respectively connected with the two ends of the front side 11 to form two first connecting positions; the first connection position in this embodiment is arranged near the horizontal plane in which the centroid point of the cab 1 is located; the rear suspension supporting mechanism 3 comprises two rear suspension supporting components which are arranged at intervals along the first direction, wherein the rear suspension supporting components form a third connection position with the rear side 12 of the cab 1 and are connected with the bottom of the cab 1 to form a fourth connection position, namely the tops of the two rear suspension supporting components are respectively connected with two ends of the rear side 12 to form two third connection positions; the third connection location is arranged close to the horizontal plane in which the centroid point of the cab 1 is located. Note that the first direction mentioned in this embodiment is the width direction of the cab.
The four supporting points are formed by the two first connecting positions and the two third connecting positions, and the four supporting point positions are close to the horizontal plane where the mass center of the cab 1 is located, so that compared with the suspension structure of the existing cab, the supporting point positions are greatly improved, the rolling of the cab assembly during non-linear running such as turning, lane changing and overtaking of the vehicle can be effectively reduced, the safety feeling of drivers and passengers is improved, and potential safety hazards such as side turning and side sliding of the vehicle are reduced.
The four support points in this embodiment are arranged near the horizontal plane where the centroid of the cab 1 is located. It will be understood that, in this embodiment, the proximity refers to the vertical distance between the first connection position and the horizontal plane where the centroid is located, and the vertical distance range may be understood as being ±100mm above and below the horizontal plane where the centroid is located; the first connection position is 100mm above or below the horizontal plane of the centre of mass of the cab 1, and belongs to the range of the approach reference in the embodiment; similarly, the third connection position is 100mm above or below the horizontal plane in which the center of mass of the cab 1 is located, and falls within the range indicated closely in this embodiment. Preferably, the vertical distance range is + -50 mm.
It should be noted that the four supporting points may be located 100mm above the horizontal plane where the centroid of the cab 1 is located.
Referring to fig. 1 and 2, the rear suspension support assembly includes a rear suspension lower support 31, a transverse swing arm 32, an air bag vibration damping module 33, and a rear suspension upper support 34, wherein one end of the rear suspension lower support 31 is connected with the frame, the other end of the rear suspension lower support 31 is connected with the rear suspension upper support 34 through the air bag vibration damping module 33, the rear suspension upper support 34 is connected with the rear side 12 of the cab 1, and the connection point is a third supporting point. The transverse swing arm is hinged with the rear suspension lower support 31 and the air cylinder vibration damping module 33 respectively and forms a first axis and a second axis, and the first axis and the second axis are parallel to the first direction.
The height of the rear suspension lower support 31 in the embodiment is higher than that of the third side 13, so that the overall height of the rear suspension support assembly is increased; meanwhile, in order to meet the supporting effect, the rear suspension lower support 31 has certain rigidity, and the rigidity is specifically adjusted according to actual vehicle requirements. In addition, the lateral swing arm 32, the air bag vibration reduction module 33 and the rear suspension sub-mount 31 constitute a structure similar to a link mechanism, in which the rear suspension sub-mount 31 is a fixed side, and the connection point of the lateral swing arm 32 and the fixed side is a rotation point, and the lateral swing arm 32 can perform a rotational movement about the rotation point, thereby restricting the up-down movement locus of the cab 1.
Referring to fig. 3 together, the air bag vibration damping module 33 includes a hydraulic lock 331 and a rear suspension air bag vibration damper 332, one end of the rear suspension air bag vibration damper 332 is hinged to the rear suspension lower support 31 through a mounting frame 333, wherein the mounting frame 333 is mounted in the middle of the rear suspension lower support 31, one end of the transverse swing arm 32 is hinged to the rear suspension lower support 31, and the other end of the transverse swing arm 32 is hinged to the other end of the rear suspension air bag vibration damper 332 to form a structure similar to a link mechanism; one end of the hydraulic lock 331 is connected with the rear suspension upper support 34, and the other end is connected with the transverse swing arm 32.
In this embodiment, the rear suspension air bag damper 332 plays a role in supporting the mass of the cab assembly and in vertical vibration damping, and in addition, the connection point between the lateral swing arm 32 and the rear suspension lower mount 31 is a rotation point, and can perform rotational movement around the rotation point, thereby restricting the up-and-down movement track of the cab 1. When the cab 1 moves upwards or downwards, the rear suspension upper support 34 drives the transverse swing arm 32 to rotate through the hydraulic lock 331, so that the rear suspension air bag damper 332 moves along with the rotation, and the rotation amplitude of the connecting rod structure is limited due to the fact that the mounting frame 333 is not movable, so that the rotation amplitude of the transverse swing arm 32 is limited. Therefore, when the cab 1 moves upward or downward, the up-and-down movement track of the cab is limited due to the rotation amplitude of the lateral swing arm 32; and during the movement, the rear suspension air bag damper 332 plays a role of damping and buffering.
It will be appreciated that a hydraulic lock 331 is provided between the rear suspension air bag damper 332 and the rear suspension upper mount 34 to ensure the reversible function of the cab 1. In this embodiment, the hydraulic lock 331 is mounted on the transverse swing arm 32, and is connected to the transverse swing arm 32.
The transverse swing arm 32 is of a bent arm structure and comprises a main body 321 and a connecting portion 322, the main body 321 is hinged with the rear suspension lower support 31, the connecting portion 322 is hinged with the rear suspension air bag damper 332, the connecting portion of the main body 321 and the connecting portion 322 is connected with the hydraulic lock 331, the connecting point of the rear suspension air bag damper 332 and the connecting portion 322 is defined as D1, the connecting point of the main body 321 and the rear suspension lower support 31 is defined as D2, the connecting point of the mounting frame 333 and the rear suspension lower support 31 is defined as D3, the connecting point of the mounting frame 333 and the rear suspension air bag damper 332 is defined as D4, the connecting line length L1 between the D1 and the D2 is larger than the connecting line length L2 between the D3 and the D4, and the lengths of L1 and L2 are long enough so that the rear suspension air bag damper 332 does not collide with the rear suspension lower support 31 when the transverse swing arm 32 rotates.
In addition, the connection part of the main body 321 and the connection part 322 forms a bending structure, and the main body 321 and the connection part 322 form an obtuse angle connection; it is to be understood that the main body 321 and the connecting portion 322 may be connected at an acute angle, so long as the rotation of the transverse swing arm 32 is satisfied, so that the rear suspension air bag damper 332 does not collide with the rear suspension lower support 31. The connection between the main body 321 and the connection portion 322 in this embodiment is smooth, i.e. the bending transition is also similar to an arc surface.
In some embodiments, the rear suspension support assembly further includes an oblique shock absorber 35, one end of the oblique shock absorber 35 is connected to the rear suspension sub-mount 31, the other end of the oblique shock absorber 35 is connected to the bottom of the cab 1, and the oblique shock absorber 35 in this embodiment is required to be disposed obliquely, and an acute angle is formed between the oblique shock absorber 35 and the rear suspension sub-mount 31. It can be understood that the included angle between the oblique shock absorber 35 and the rear suspension lower support 31 in this embodiment may be an included angle on a two-dimensional plane, or may refer to an included angle on a three-dimensional space; preferably, the included angle is a three-dimensional included angle, that is, an acute included angle is formed between the shock absorber 35 and the rear suspension mount 31, and the oblique shock absorber is connected to a portion located at the side of the cab 1 and connected to the bottom side.
The damping force provided by the diagonal damper 35 in the present embodiment can be decomposed into forces in the longitudinal plane (XZ plane) of the vehicle, which plays roles in suppressing the running pitch, the braking nodding, and the starting acceleration lifting of the cab 1; the damping force provided by the device can be decomposed into forces in the transverse plane (YZ plane) of the vehicle, and the device plays a role in restraining the roll. Preferably, the included angle of the acute spatial angle ranges from 35 DEG to 55 DEG; more preferably, the angle is 45 °.
In this embodiment, the two diagonal dampers 35 are symmetrically disposed.
Referring to fig. 1 and 2 together, the front suspension support assembly includes a front suspension lower support 21, a front airbag mounting bracket 22, a front suspension airbag damper 23, and a front suspension upper bracket 24, which are sequentially connected along the height direction of the cab 1, and the front suspension lower supports 21 of the two front suspension support assemblies are respectively fixedly connected with both ends of a stabilizer bar 25, so as to meet the requirement of high rigidity in the lateral direction. The upper end of the front suspension air bag damper 23 is connected with the front side 11 of the cab 1 through a front suspension upper bracket 24, the connection part of the front suspension upper bracket 24 and the front side 11 of the cab is a first supporting point, and the lower end of the front suspension air bag damper 23 is rotatably connected with an air bag mounting bracket to support the mass of the assembly of the cab 1 and realize the vertical vibration reduction function.
In some embodiments, the front suspension support assembly further includes a front suspension arm 26, one end of the front suspension arm 26 is fixedly connected with the front airbag mounting bracket 22, and one end of the front suspension arm 26 fixedly connected with the front airbag mounting bracket 22 is hinged with the front suspension lower support 21 and forms a third axis, the other end of the front suspension arm 26 is hinged with the bottom of the cab 1 and forms a fourth axis, and the third axis and the fourth axis are parallel to the first direction, so as to realize the overturning function of the cab 1. The front suspension arm 26 rotates with the mounting point of the front suspension arm 26 on the front suspension lower support 21 as a rotation point, and when the cab 1 moves in a pitching mode, the front suspension arm 26 rotates clockwise or anticlockwise around the rotation point; the front suspension lower support serves as a fixed edge, and the front suspension swing arm 26 is hinged with the front suspension lower support 21, so that the pitching motion track of the cab 1 is limited, and meanwhile, the front-rear stability of the cab assembly is maintained.
Preferably, the front swing arm 26 in this embodiment is connected to a longitudinal beam located at the bottom side of the cab 1.
In some embodiments, the front suspension support assembly further includes a front suspension limiting device 27, one end of the front suspension limiting device 27 is connected with the bottom of the cab 1, the front suspension limiting device 27 has a limiting hole, the front suspension swing arm 26 passes through the limiting hole and is connected with the longitudinal beam, the front suspension limiting device 27 is used for limiting the rotation angle of the front suspension swing arm 26, the front suspension limit of the cab 1 in this embodiment adopts an outer limiting structure and is arranged at the bottom of the cab 1, that is, the front suspension limiting device 27 is mounted on the bottom longitudinal beam of the cab 1, compared with the prior art, the limit is directly arranged in the air bag damper, and the embodiment can effectively avoid the internal damage phenomenon of the front suspension air bag damper 23 caused by that the swing displacement of the front suspension swing arm 26 along with the cab 1 exceeds the allowable range of the front suspension air bag damper 23.
Referring to fig. 4 together, the front suspension limiting device 27 includes a limiting member 271, a first limiting member 272 and a second limiting member 273, wherein the limiting member 271 has a limiting hole, and the first limiting member 272 and the second limiting member 273 are disposed along a length direction of the limiting member 271 and are disposed on two sides of the limiting hole.
The limiting member 271 in this embodiment adopts an integrated form of upper and lower limiting, i.e. an upper limiting portion is disposed at the upper end of the limiting hole and a lower limiting portion is disposed at the lower end of the limiting hole. It should be understood that, the upper end and the lower end in this embodiment are with reference to the cab 1, and are near the cab 1 and near the ground; the front suspension arm 26 passes through a limiting hole with an upper limit and a lower limit, a gap is arranged between the front suspension arm 26 and the upper limit, and a gap is arranged between the front suspension arm 26 and the lower limit.
It should be noted that, in the present embodiment, the first limiting block 272 is located at an upper limit, and the second limiting block 273 is located at a lower limit, so as to perform a limiting function; the first limiting block 272 and the second limiting block 273 are made of rubber, silica gel or other elastic parts, and can play a role in buffering while limiting; preferably, the gap in this embodiment is preferably 40mm. When the suspension tensile displacement of the cab 1 reaches 40mm, the upper limit is touched, otherwise the lower limit is touched, and the phenomenon that the suspension upper and lower displacement exceeds the allowable range of the air bag damper to cause the internal damage of the air bag damper can be effectively avoided.
The present embodiment tests the cab assembly side inclination angle of the existing structure and the cab suspension system provided by the present embodiment under the turning condition, and as shown in fig. 5, the turning condition cab assembly side inclination angle of the existing structure is 46 °, and the turning condition cab assembly side inclination angle of the cab suspension system provided by the present embodiment is 34 °, so that the side inclination angle of the present embodiment can be obviously reduced.
The present embodiment tests the pitch angle of the cab assembly under the braking condition of the existing structure and the cab suspension system provided by the present embodiment, and as shown in fig. 6, the pitch angle of the braking condition cab assembly of the existing structure is 23 °, and the pitch angle of the braking condition cab assembly of the cab suspension system provided by the present embodiment is 9 °, so that the pitch angle of the present embodiment can be obviously reduced.
The test of the pitch angle of the cab assembly under the starting working condition is carried out on the existing structure and the cab suspension system provided by the embodiment, and as shown in a result of fig. 7, the pitch angle of the cab assembly under the starting working condition of the existing structure is 12 degrees, and the pitch angle of the cab assembly under the starting working condition of the cab suspension system provided by the embodiment is 4 degrees, so that the pitch angle of the embodiment can be obviously reduced.
In summary, the embodiment of the invention provides a cab suspension system and a commercial vehicle, which can solve the problem of overlarge rolling of a cab assembly under the working conditions of turning, lane changing, overtaking and the like caused by the cab suspension structure form at the present stage, avoid unsafe feeling of drivers and passengers, and eliminate potential safety hazards such as side turning, side slipping and the like; the defects of excessive driving pitching, braking nodding and starting acceleration lifting of the cab caused by the suspension structure form of the cab at the present stage can be overcome; the problem of the gasbag shock absorber damage that frequent impact that gasbag shock absorber embeds limit structure exists, the reliability such as taking place the shock absorber oil leak, damping inefficacy can be solved.
It should be understood that the terms "first," "second," and the like are used herein to describe various information, but such information should not be limited to these terms, which are used merely to distinguish one type of information from another. For example, a "first" message may also be referred to as a "second" message, and similarly, a "second" message may also be referred to as a "first" message, without departing from the scope of the invention. Furthermore, the terms "middle," "upper," "lower," "left," "right," "vertical," and the like refer to an orientation or positional relationship based on that shown in the drawings, for convenience of description and simplicity of description, and do not denote or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the invention.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and substitutions can be made by those skilled in the art without departing from the technical principles of the present invention, and these modifications and substitutions should also be considered as being within the scope of the present invention.
Claims (10)
1. A cab suspension system, comprising:
a cab;
the front suspension supporting mechanism comprises two front suspension supporting components which are arranged at intervals along a first direction, wherein the front suspension supporting components are connected with the front side of the cab to form a first connecting position, and are connected with the bottom of the cab to form a second connecting position, and the first connecting position is arranged close to a horizontal plane where a mass center point of the cab is located; and
the rear suspension supporting mechanism comprises two rear suspension supporting components which are arranged along the first direction at intervals, wherein the rear suspension supporting components are connected with the rear side of the cab to form a third connecting position, connected with the bottom of the cab to form a fourth connecting position, and the third connecting position is close to the horizontal plane where the mass center point of the cab is located.
2. The cab suspension system of claim 1, wherein the rear suspension support assembly comprises a rear suspension lower mount, a lateral swing arm, an air bag vibration reduction module, and a rear suspension upper mount, the rear suspension lower mount is connected with the rear suspension upper mount through the air bag vibration reduction module, the rear suspension upper mount is connected with a rear side of the cab, the lateral swing arm is hinged with the rear suspension lower mount and the air bag vibration reduction module, respectively, and forms a first axis and a second axis, and the first axis and the second axis are both parallel to the first direction.
3. The cab suspension system of claim 2, wherein the air bag vibration reduction module comprises a hydraulic lock and a rear suspension air bag vibration damper, wherein one end of the rear suspension air bag vibration damper is hinged with the rear suspension lower support, the other end of the rear suspension air bag vibration damper is hinged with the transverse swing arm, one end of the hydraulic lock is connected with the rear suspension upper support, and the other end of the hydraulic lock is connected with the transverse swing arm.
4. The cab suspension system of claim 2, wherein the rear suspension support assembly further comprises a diagonal shock absorber, one end of the diagonal shock absorber is connected to the rear suspension sub-mount, the other end of the diagonal shock absorber is connected to the bottom of the cab, and a spatial acute included angle is formed between the diagonal shock absorber and the rear suspension sub-mount.
5. The cab suspension system of claim 4, wherein the acute included angle is in the range of 35 ° -55 °.
6. The cab suspension system of claim 1, wherein the front suspension support assembly comprises a front suspension lower mount, a front airbag mounting bracket, a front suspension airbag damper, and a front suspension upper bracket connected in sequence along a height direction of the cab, the front suspension upper bracket being connected with a front side of the cab.
7. The cab suspension system of claim 6, wherein the front suspension support assembly further comprises a front suspension arm, one end of the front suspension arm is fixedly connected with the front airbag mounting bracket, one end of the front suspension arm fixedly connected with the front airbag mounting bracket is hinged with the front suspension lower support and forms a third axis, the other end of the front suspension arm is hinged with the bottom of the cab and forms a fourth axis, and the third axis and the fourth axis are both parallel to the first direction.
8. The cab suspension system of claim 7, wherein the front suspension support assembly further comprises a front suspension stop having a stop aperture, one end of the front suspension stop being connected to the bottom of the cab, the front suspension arm passing through the stop aperture and being connected to the bottom of the cab, the front suspension stop being configured to limit the angle of rotation of the front suspension arm.
9. The cab suspension system of claim 8, wherein the front suspension limiting device comprises a limiting member, a first limiting block and a second limiting block, the limiting member is provided with the limiting hole, and the first limiting block and the second limiting block are oppositely arranged at two sides of the limiting hole along the length direction of the limiting member.
10. A commercial vehicle comprising a frame and a cab suspension system as claimed in any one of claims 1 to 9, the cab suspension system being mounted on the frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310990761.5A CN116873057A (en) | 2023-08-08 | 2023-08-08 | Cab suspension system and commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310990761.5A CN116873057A (en) | 2023-08-08 | 2023-08-08 | Cab suspension system and commercial vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116873057A true CN116873057A (en) | 2023-10-13 |
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ID=88269963
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310990761.5A Pending CN116873057A (en) | 2023-08-08 | 2023-08-08 | Cab suspension system and commercial vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117382754A (en) * | 2023-12-12 | 2024-01-12 | 质子汽车科技有限公司 | Cab escape cabin and driving vehicle comprising cab escape cabin |
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2023
- 2023-08-08 CN CN202310990761.5A patent/CN116873057A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117382754A (en) * | 2023-12-12 | 2024-01-12 | 质子汽车科技有限公司 | Cab escape cabin and driving vehicle comprising cab escape cabin |
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