CN214189839U - Front suspension assembly of cab of vehicle and vehicle - Google Patents
Front suspension assembly of cab of vehicle and vehicle Download PDFInfo
- Publication number
- CN214189839U CN214189839U CN202023301359.2U CN202023301359U CN214189839U CN 214189839 U CN214189839 U CN 214189839U CN 202023301359 U CN202023301359 U CN 202023301359U CN 214189839 U CN214189839 U CN 214189839U
- Authority
- CN
- China
- Prior art keywords
- front suspension
- cab
- support
- air spring
- shock absorber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The utility model provides a suspension assembly and vehicle before driver's cabin of vehicle, vehicle chassis technical field. The utility model discloses an interconnect's upper bracket, air spring shock absorber, preceding suspension swing arm and stabilizer bar, the one end and the vehicle driver's cabin longeron of upper bracket are connected, still include first support, second support and altitude valve, and wherein, the one end of upper bracket is kept away from with the air spring shock absorber to the one end of first support and is connected, the other end and connected to the frame to bear the vertical load of driver's cabin. One end of the second support is connected with one end, far away from the upper bracket, of the front suspension swing arm, and the other end of the second support is connected with the frame so as to bear the transverse load and the longitudinal load of the cab. The air outlet of the altitude valve is connected with the air spring shock absorber, the air inlet of the altitude valve is connected with the air source of the whole vehicle, and the altitude valve is further connected with the second support so as to adjust the height of the air spring shock absorber. The utility model discloses on decomposing first support and second support with driver's cabin load, can crumple under specific load and warp to satisfy the driver's cabin demand of moving backward, guarantee passenger safety.
Description
Technical Field
The utility model relates to a vehicle chassis technical field especially relates to a suspension assembly and vehicle before driver's cabin of vehicle.
Background
With the rapid development of economy in China, people pay more attention to the safety, smoothness and light weight of heavy trucks. The importance of the heavy truck cab front suspension system is increasingly highlighted in the safety, smoothness and system of the whole vehicle. The front suspension of the existing cab in the industry mostly adopts a front hinged fixed and rear hinged floating structure, a spring shock absorber is arranged at the front ends of a white body and a guide swing arm to provide support and vibration isolation for the cab, and a front hinged point of the guide swing arm is fixed on a front suspension lower support and a rear hinged point is hinged with the white body to provide guidance for cab jumping; the front suspension undersides need to carry the load in all directions of the cab. Due to space limitation, the suspension swing arm is usually arranged in a short way, when a cab jumps, the system has large friction and poor damping effect, and the requirements on smoothness at the present stage cannot be met; on the other hand, the suspension and the chassis bear loads in all directions through the front suspension lower support, and the suspension and the chassis are thick in design and high in rigidity generally, cannot be collapsed and deformed during collision, effectively absorb collision energy and realize controllable backward movement of the cab.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the purpose of the first aspect provides a suspension assembly before driver's cabin of vehicle, solves among the prior art technical problem that the deformation was collapsed to the front overhang undersetting can not ulcerate when bumping.
The utility model discloses a further aim at of first aspect is to alleviate automobile body weight.
The utility model discloses the purpose of second aspect provides a vehicle with suspension assembly before above-mentioned driver's cabin.
According to an object of a first aspect of the present invention, the present invention provides a cab front suspension assembly of a vehicle, comprising an upper bracket, an air spring damper, a front suspension swing arm and a stabilizer bar, which are connected to each other, wherein one end of the upper bracket is connected to a vehicle cab longitudinal beam; and
one end of the first support is connected with one end, far away from the upper bracket, of the air spring shock absorber, and the other end of the first support is connected with the frame so as to bear the vertical load of the cab;
one end of the second bracket is connected with one end of the front suspension swing arm far away from the upper bracket, and the other end of the second bracket is connected with the frame so as to bear the transverse load and the longitudinal load of a cab;
and the air outlet of the altitude valve is connected with the air spring shock absorber, the air inlet of the altitude valve is connected with the air source of the whole vehicle, and the altitude valve is also connected with the second support so as to adjust the height of the air spring shock absorber.
Optionally, the first support comprises:
a first body connected to the frame;
the air spring shock absorber comprises two first side walls extending from two opposite ends of the first body towards the direction far away from the first body, and the air spring shock absorber is connected with the two first side walls.
Optionally, the first sidewall is triangular, a long side of the first sidewall is connected to the first body, and a connection point of the first sidewall and the air spring damper is located near a short side of the first sidewall.
Optionally, at least one weight avoiding hole is formed in the first side wall.
Optionally, the second bracket comprises a second body and two second side walls extending from two opposite ends of the second body in a direction away from the second body, wherein,
the bottoms of the two second side walls are connected with the frame, and the tops of the two second side walls are connected with the front suspension swing arm.
Optionally, the two second side walls are triangular, and flanges facing the other second side wall are arranged on oblique sides of the two second side walls, so that the strength of the second bracket is increased.
Optionally, at least one weight-avoiding hole is formed in the second side wall.
Optionally, the upper bracket, the air spring shock absorber and the front suspension swing arm are connected to each other through the stabilizer bar, and the upper bracket, the air spring shock absorber and the front suspension swing arm are all sleeved on the stabilizer bar.
Optionally, a bushing is embedded in one end of the upper bracket connected with the stabilizer bar;
and a bushing is embedded in one end of the front suspension swing arm connected with the second support.
According to the utility model discloses the purpose of second aspect, the utility model provides a vehicle, it installs foretell driver's cabin front suspension assembly.
The utility model discloses an interconnect's upper bracket, air spring shock absorber, front suspension swing arm and stabilizer bar, the one end and the vehicle driver's cabin longeron of upper bracket are connected. The utility model discloses still include first support, second support and altitude valve, wherein, the one end that the bracket was kept away from to the one end of first support and air spring shock absorber is connected, the other end and connected to vehicle frame to bear the vertical load of driver's cabin. One end of the second support is connected with one end, far away from the upper bracket, of the front suspension swing arm, and the other end of the second support is connected with the frame so as to bear the transverse load and the longitudinal load of the cab. The air outlet of the altitude valve is connected with the air spring shock absorber, the air inlet of the altitude valve is connected with the air source of the whole vehicle, and the altitude valve is further connected with the second support to adjust the height of the air spring shock absorber. The utility model discloses a set up first support and second support, on decomposing first support and second support with the driver's cabin load, undertake not equidirectional power respectively, can (when the automobile body bumps) the deformation of collapsing under specific load to satisfy the driver's cabin demand of shifting backward, guarantee passenger safety.
Further, the utility model discloses an all be equipped with at least one on the second lateral wall and keep away heavy hole, can alleviate automobile body weight on the one hand, on the other hand can realize collapsing deformation under specific load (when the automobile body bumps).
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the present invention will be described in detail hereinafter, by way of illustration and not by way of limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic block diagram of a cab front suspension assembly according to one embodiment of the invention;
fig. 2 is a schematic side view of a cab front suspension assembly according to an embodiment of the present invention;
FIG. 3 is a schematic block diagram of a first bracket of the cab front suspension assembly shown in FIG. 1;
FIG. 4 is a schematic block diagram of a second bracket of the cab front suspension assembly shown in FIG. 1;
FIG. 5 is a schematic block diagram of an upper bracket in the cab front suspension assembly of FIG. 1;
fig. 6 is a schematic block diagram of a front suspension swing arm of the cab front suspension assembly shown in fig. 1.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present invention, and should not be construed as limiting the present invention.
Fig. 1 is a schematic structural diagram of a cab front suspension assembly 100 according to an embodiment of the present invention, and fig. 2 is a schematic side view of the cab front suspension assembly 100 according to an embodiment of the present invention. As shown in fig. 1 and 2, in one particular embodiment, a cab front suspension assembly 100 of a vehicle generally includes an upper bracket 10, an air spring damper 20, a front suspension swing arm 30, and a stabilizer bar 80 connected to each other, with one end of the upper bracket 10 being connected to a vehicle cab rail 40. Cab front suspension assembly 100 further includes a first bracket 50, a second bracket 60, and a height valve 70, wherein one end of first bracket 50 is connected to the end of air spring damper 20 away from upper bracket 10, and the other end is connected to the vehicle frame to carry the vertical load of the cab. The second bracket 60 is connected at one end to the front suspension swing arm 30 remote from the upper bracket 10 and at the other end to the vehicle frame to carry lateral and longitudinal loads of the cab. The air outlet of the altitude valve 70 is connected with the air spring damper 20, the air inlet is connected with the air source of the whole vehicle, and the altitude valve 70 is further connected with the second bracket 60 to adjust the height of the air spring damper 20.
The utility model discloses a set up first support 50 and second support 60, on decomposing first support 50 and second support 60 with the driver's cabin load, undertake not equidirectional power respectively, can (automobile body bumps) the deformation of collapsing under specific load to satisfy the driver's cabin demand of shifting backward, guarantee passenger safety. Specifically, since the impact load in the vehicle X direction is large mainly at the time of a vehicle body collision and the load is borne mainly by the second bracket 60, the second bracket 60 is mainly deformed by collapsing.
Further, the height of the cab can be adjusted by changing the heights of the first bracket 50 and the second bracket 60.
Fig. 3 is a schematic block diagram of the first bracket 50 of the cab front suspension assembly 100 shown in fig. 1. As shown in fig. 3, in one embodiment, the first bracket 50 includes a first body 51 connected to the vehicle frame and two first sidewalls 52 extending from opposite ends of the first body 51 in a direction away from the first body 51, and the air spring damper 20 is connected to the two first sidewalls 52.
Further, first side wall 52 has a triangular shape, the long side of first side wall 52 is connected to first body 51, and connection point 53 of first side wall 52 to air spring damper 20 is located near the short side of first side wall 52. Specifically, air spring damper 20 is located between two first side walls 52 and is connected to the two first side walls 52 by bolts.
In a preferred embodiment, the first side wall 52 is provided with at least one weight-avoiding hole 54, so that the weight of the vehicle body can be reduced.
Fig. 4 is a schematic block diagram of the second bracket 60 of the cab front suspension assembly 100 shown in fig. 1. As shown in fig. 4, in one embodiment, the second bracket 60 includes a second body 61 and two second side walls 62 extending from two opposite ends of the second body 61 in a direction away from the second body 61, wherein the bottom portions of the two second side walls 62 are connected to the frame, and the top portions of the two second side walls 62 are connected to the front suspension swing arm 30. Specifically, the second side wall 62 is bolted to the vehicle frame, and the second side wall 62 is bolted to the front suspension swing arm 30.
Further, the two second side walls 62 are triangular, and the oblique sides of the two second side walls 62 are provided with flanges 63 facing the other second side wall 62, so as to increase the strength of the second bracket 60.
In a preferred embodiment, the second side wall 62 is provided with at least one weight-avoiding hole 64, which can reduce the weight of the vehicle body on one hand and can easily achieve the collapsing deformation under a specific load on the other hand.
Further, as shown in fig. 1, the upper bracket 10, the air spring damper 20, and the front suspension swing arm 30 are connected to each other through a stabilizer bar 80, and the upper bracket 10, the air spring damper 20, and the front suspension swing arm 30 are all sleeved on the stabilizer bar 80. Here, the stabilizer bar 80 may be designed to be hollow, so that the system weight may be reduced for light weight. Specifically, the air spring damper 20 is loosely fitted to the stabilizer bar 80 at its upper end and tightened by bolts, and is bolted at its lower end to the first bracket 50, so that it mainly bears the vertical load of the cab and damps the chassis vibration. The height valve 70 is fixed on the second bracket 60 through bolts, an adjusting rod of the height valve is fixedly connected with the stabilizing rod 80, an air inlet is communicated with an air source of the whole vehicle, an air outlet is communicated with the air spring damper 20, and air inflation and deflation are realized by recognizing the distance change between the cab and the frame in the system, so that the height of the air spring damper 20 is adjusted, and the distance between the cab and the frame is further adjusted to be a constant design value. The upper end of the upper bracket 10 is connected with the cab longitudinal beam 40 through a bolt, and the lower end is assembled at the two ends of the stabilizer bar 80 through a turnover bush and tightened through a bolt for bearing the transmission of cab load, and the cab turnover requirement can be met through the sliding of the interior of the turnover bush. The front suspension swing arm 30 is connected with the stabilizer bar 80 through a bolt, a comfort lining is pressed into one end of the front suspension swing arm 30 connected with the second support 60 in an interference mode, a guide function is mainly provided for cab jumping, transverse and longitudinal loads are transmitted, roll rigidity is provided for a cab through the stabilizer bar 80, overlarge roll angle of the cab is restrained when the cab is in working conditions such as turning, and the vehicle running stability is improved. In addition, the comfort bushing is optimized, the structure of the comfort bushing is designed to be anisotropic, and the anisotropic rigidity of the comfort bushing meets the requirement of the domestic heavy truck, so that the smoothness of the whole vehicle is improved, wherein the stabilizer bar 80 is designed to be of a hollow structure, and the light weight is realized.
Fig. 5 is a schematic structural view of the upper bracket 10 in the cab front suspension assembly 100 shown in fig. 1, and fig. 6 is a schematic structural view of the front suspension swing arm 30 in the cab front suspension assembly 100 shown in fig. 1. As shown in fig. 5 and 6, in one embodiment, a bushing 11 is embedded in one end of the upper bracket 10 connected to the stabilizer bar 80, and a bushing 31 is embedded in one end of the front suspension swing arm 30 connected to the second bracket 60.
The utility model also provides a vehicle, its before installing the driver's cabin suspension assembly 100 in any above-mentioned embodiment. The cab front suspension assembly 100 is not described in detail herein.
The utility model discloses a solve the vehicle security problem, designed a novel suspension assembly before driver's cabin, carried out the pertinence design to the part function, the driver's cabin is connected with upper bracket 10, and air spring shock absorber 20 arranges between front suspension swing arm 30 front end and first support 50, for the driver's cabin provides the support, and has the effect of damping, and front suspension swing arm 30 rear end is articulated with second support 60. When a vehicle collides, the front end of the front suspension swing arm 30 is hinged, floated and fixed in a rear hinged mode, the load of the cab is decomposed to the first support 50 and the second support 60 to bear vertical load, longitudinal load and transverse load respectively, the loads in different directions are decomposed to different supports, and the first support 50 and the second support 60 are deformed in a collapsing mode under specific load (when the vehicle body collides), so that the requirement for backward movement of the cab can be met, and the cab can be effectively connected with a vehicle chassis, and the safety of passengers is guaranteed.
Further, the utility model discloses a solve the vehicle ride comfort problem, because vehicle chassis space is abundant, through arranging big stroke front suspension swing arm 30 (for common short swing arm), can reduce the system friction when the driver's cabin is beated, make it more approach to air spring shock absorber 20 design rigidity to improve the vertical vibration isolation rate of system to the chassis excitation; on the other hand, by developing an anisotropic comfortable lining (the conventional lining is a solid lining, and the requirement of different rigidity in each direction cannot be met), the vibration isolation device can also have a good vibration isolation effect on the vibration in other directions.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described in detail herein, many other variations and modifications can be made, consistent with the principles of the invention, which are directly determined or derived from the disclosure herein, without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. The cab front suspension assembly of the vehicle is characterized by comprising an upper bracket, an air spring shock absorber, a front suspension swing arm and a stabilizer bar which are connected with each other, wherein one end of the upper bracket is connected with a longitudinal beam of the cab of the vehicle; and
one end of the first support is connected with one end, far away from the upper bracket, of the air spring shock absorber, and the other end of the first support is connected with the frame so as to bear the vertical load of the cab;
one end of the second bracket is connected with one end of the front suspension swing arm far away from the upper bracket, and the other end of the second bracket is connected with the frame so as to bear the transverse load and the longitudinal load of a cab;
and the air outlet of the altitude valve is connected with the air spring shock absorber, the air inlet of the altitude valve is connected with the air source of the whole vehicle, and the altitude valve is also connected with the second support so as to adjust the height of the air spring shock absorber.
2. The cab front suspension assembly of claim 1, wherein the first bracket comprises:
a first body connected to the frame;
the air spring shock absorber comprises two first side walls extending from two opposite ends of the first body towards the direction far away from the first body, and the air spring shock absorber is connected with the two first side walls.
3. The cab front suspension assembly of claim 2,
the first side wall is triangular, the long side of the first side wall is connected with the first body, and the connection point of the first side wall and the air spring shock absorber is located close to the short side of the first side wall.
4. The cab front suspension assembly of claim 3,
at least one weight avoiding hole is formed in the first side wall.
5. The cab front suspension assembly of claim 1, wherein the second bracket includes a second body and two second side walls extending away from the second body from opposite ends of the second body, wherein,
the bottoms of the two second side walls are connected with the frame, and the tops of the two second side walls are connected with the front suspension swing arm.
6. The cab front suspension assembly of claim 5,
the two second side walls are triangular, and flanges facing the other second side wall are arranged on the oblique edges of the two second side walls, so that the strength of the second support is improved.
7. The cab front suspension assembly of claim 6,
and at least one weight avoiding hole is formed in the second side wall.
8. The cab front suspension assembly of claim 1,
the upper bracket, the air spring shock absorber and the front suspension swing arm are connected with each other through the stabilizer bar, and the upper bracket, the air spring shock absorber and the front suspension swing arm are all sleeved on the stabilizer bar.
9. The cab front suspension assembly of claim 8,
a bushing is embedded in one end of the upper bracket connected with the stabilizer bar;
and a bushing is embedded in one end of the front suspension swing arm connected with the second support.
10. A vehicle, characterized in that it is equipped with a cab front suspension assembly according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023301359.2U CN214189839U (en) | 2020-12-30 | 2020-12-30 | Front suspension assembly of cab of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023301359.2U CN214189839U (en) | 2020-12-30 | 2020-12-30 | Front suspension assembly of cab of vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214189839U true CN214189839U (en) | 2021-09-14 |
Family
ID=77633351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202023301359.2U Active CN214189839U (en) | 2020-12-30 | 2020-12-30 | Front suspension assembly of cab of vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214189839U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114537074A (en) * | 2022-04-26 | 2022-05-27 | 中国重汽集团济南动力有限公司 | Stabilizer bar assembly and truck |
-
2020
- 2020-12-30 CN CN202023301359.2U patent/CN214189839U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114537074A (en) * | 2022-04-26 | 2022-05-27 | 中国重汽集团济南动力有限公司 | Stabilizer bar assembly and truck |
| CN114537074B (en) * | 2022-04-26 | 2022-07-19 | 中国重汽集团济南动力有限公司 | Stabilizer bar assembly and truck |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN105539486A (en) | Bogie frame of motor car | |
| CN111055872A (en) | Single-shaft rubber wheel bogie | |
| CN214189839U (en) | Front suspension assembly of cab of vehicle and vehicle | |
| CN109823397B (en) | Front frame assembly of chassis of vehicle body | |
| CN203047405U (en) | Air damping automobile cab rear suspension device | |
| KR101315489B1 (en) | Structure of subframe for vehicle | |
| CN215043135U (en) | Front nacelle reinforcing structure | |
| CN108706055B (en) | Front suspension device of heavy truck cab and automobile | |
| CN110143107B (en) | Vehicle hybrid secondary suspension system | |
| CN204801910U (en) | Suspension device behind modified heavy truck driver's cabin | |
| CN201931955U (en) | Compound type air suspension system taking variable-section plate springs as guide arms | |
| CN202294136U (en) | Non-independent suspension system for automobile and automobile | |
| CN214823699U (en) | Decorative assembly and internally mounted chassis | |
| CN105667608B (en) | A kind of two-way damping type cab rear suspender | |
| WO2020224326A1 (en) | Independent suspension system, and vehicle | |
| CN210363249U (en) | Air suspension for load tractor | |
| CN114537074B (en) | Stabilizer bar assembly and truck | |
| CN113942577A (en) | Preceding sub vehicle frame assembly reaches car including it | |
| CN204895576U (en) | Sub vehicle frame and car before full frame of car | |
| CN211764783U (en) | Air bag suspension system | |
| CN204222575U (en) | Heavy motor vehicle air suspension | |
| CN219728346U (en) | Front cabin longitudinal beam and vehicle | |
| CN216994597U (en) | Full-floating cab suspension structure of commercial vehicle | |
| CN215904619U (en) | Cab front suspension structure and vehicle | |
| CN211001583U (en) | Rear suspension assembly of air bag vibration reduction cab |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee after: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd. Patentee before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee before: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd. |
|
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20230802 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee before: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd. |