CN220518404U

CN220518404U - Suspension bracket

Info

Publication number: CN220518404U
Application number: CN202321880930.1U
Authority: CN
Inventors: 滕达; 王莹; 呼军; 李建华; 王青春; 李广志
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2023-07-18
Filing date: 2023-07-18
Publication date: 2024-02-23
Anticipated expiration: 2033-07-18

Abstract

The present application relates to a suspension bracket. The suspension support includes anticollision portion, connecting portion and fixed part, wherein: the anti-collision part comprises an inverted U-shaped anti-collision shell, and the anti-collision shell comprises a top wall, a first side wall and a second side wall which are arranged on two sides of the top wall; the connecting part is connected with the anti-collision shell, the height of the connecting part is lower than the height of the top wall, and the connecting part is arranged on the cab floor beam; the fixed part is arranged on the outer side of the second side wall, deviating from the top wall, the height of the fixed part is lower than that of the top wall, the fixed part is connected with the shock absorber, and the shock absorber is fixed on the frame. Through the arrangement, when the cab collides, the convex inverted U-shaped anti-collision shell absorbs part of energy, and part of collision energy is transferred to the frame from the fixing part, so that the defects of poor collision energy absorption, difficult transmission of collision force and the like of the existing suspension bracket are overcome, and the safety and stability of the vehicle are improved.

Description

Suspension bracket

Technical Field

The application relates to the field of parts of commercial automobiles, in particular to a suspension bracket.

Background

With the continuous perfection and development of the automobile industry, the requirements of drivers on the safety, the reliability and the like of vehicles are continuously improved, wherein a cab suspension bracket plays a role in supporting and fixing a cab, and is a key component for ensuring the safety and the reliability of the vehicle cab.

The existing cab suspension bracket is used as a connecting part for connecting a cab and a bottom plate, and has the defects of poor collision energy absorption, difficult transmission of collision force and the like, so that the cab suspension bracket is difficult to meet the requirement of safety and stability of a vehicle.

Disclosure of Invention

Based on this, it is necessary to provide a suspension bracket against the problem that it is difficult for the present suspension bracket to satisfy the safety stability of the vehicle.

A suspension bracket comprising an anti-collision portion, a connecting portion, and a fixing portion, wherein:

the anti-collision part comprises an inverted U-shaped anti-collision shell, and the anti-collision shell comprises a top wall, a first side wall and a second side wall which are arranged on two sides of the top wall;

the connecting part is connected with the anti-collision shell, the height of the connecting part is lower than that of the top wall, and the connecting part is arranged on a cab floor beam;

the fixed part is arranged on the outer side of the second side wall, which is away from the top wall, the height of the fixed part is lower than that of the top wall, and the fixed part is connected with a shock absorber, and the shock absorber is fixed on the frame.

In one embodiment, the end of the first side wall facing away from the top wall and the end of the second side wall facing away from the top wall each have a protrusion extending in a first direction.

In one embodiment, the anti-collision part further comprises two connecting cylinders, the two connecting cylinders are respectively connected to the bottoms of the two protrusions, the protrusions extend beyond the end faces of the connecting cylinders, and a turnover bushing capable of rotating relative to the suspension bracket is arranged between the two connecting cylinders.

In one embodiment, the anti-collision part further comprises a limit baffle, the limit baffle is installed between the first side wall and the second side wall and connected with the first side wall and the second side wall, a fixed block in the front suspension stabilizer bar assembly is connected to the outer side of the turnover bushing, and the fixed block is abutted to the limit baffle after the suspension bracket rotates to a set angle.

In one embodiment, the connecting portion includes a first connecting plate connected with the second side wall and lower than the top wall, a bottom of the first connecting plate is connected with an upper end of the fixing portion, and the first connecting plate is connected with the cab floor beam.

In one embodiment, the first connecting plate is provided with a first connecting through hole penetrating through the thickness of the first connecting plate, and the connecting fastener penetrates through the first connecting through hole to detachably connect the first connecting plate and the cab floor beam into a whole.

In one embodiment, the connecting portion further includes a second connecting plate, a first side of the second connecting plate is connected with the first side wall and the second side wall, a second side of the second connecting plate is connected with the first connecting plate, the first side is adjacent to the second side, and a weight-reducing through hole penetrating through the thickness of the second connecting plate is formed in the second connecting plate.

In one embodiment, the fixing portion includes a fixing housing having a fixing cavity in which the damper is installed rotatably with respect to the suspension bracket.

In one embodiment, the fixed housing has an inverted U-shaped configuration.

In one embodiment, the fixing portion further includes a lifting member, the lifting member is disposed at the top of the fixing housing, and a lifting through hole penetrating through the length of the lifting member is formed in the lifting member.

Above-mentioned suspension support through setting up the protruding in the anti-collision casing of the type of falling U of connecting portion and fixed part, when the driver's cabin bumps, the protruding type of falling U structure absorbs partial energy, shifts partial collision energy to the frame by the fixed part. The defects of poor collision energy absorption, difficult transmission of collision force and the like of the existing suspension bracket are overcome, and the safety and stability of the vehicle are improved.

Drawings

Fig. 1 is a schematic structural view of a suspension bracket connecting overturning bush and a shock absorber provided by the application.

Fig. 2 is a schematic view of the suspension bracket in fig. 1.

Fig. 3 is a schematic diagram of a connection structure of a suspension bracket and a front suspension stabilizer bar assembly provided in the present application.

Wherein:

10. a suspension bracket; 20. turning over the bushing; 21. a connecting rod; 22. a sleeve; 30. a damper; 40. a front suspension stabilizer bar assembly; 41. a shaft sleeve; 42. a fixed block; a. a first direction;

100. an anti-collision part; 110. an anti-collision shell; 111. a top wall; 112. a first sidewall; 113. a second sidewall; 114. a protrusion; 120. a connecting cylinder; 121. a first through hole; 130. a limit baffle;

200. a fixing part; 210. a fixed housing; 211. a third through hole; 220. hoisting the piece;

300. a connection part; 310. a first connection plate; 320. a second connecting plate; 321. a weight-reducing through hole; 322. a second connection through hole;

400. and connecting a fastener.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Referring to fig. 1 and 2, fig. 1 is a schematic diagram showing a structure of a suspension bracket 10 according to an embodiment of the present application, in which a turnover bushing 20 is connected to a shock absorber 30, and fig. 2 is a schematic diagram showing a structure of the suspension bracket 10 in fig. 1. The suspension bracket 10 provided in an embodiment of the present application includes an anti-collision portion 100, a fixing portion 200, and a connecting portion 300, wherein:

the anti-collision part 100 comprises an inverted U-shaped anti-collision housing 110, the anti-collision housing 110 comprises a top wall 111, and a first side wall 112 and a second side wall 113 which are arranged on two sides of the top wall 111, and when the anti-collision housing is specifically arranged, the top wall 111, the first side wall 112 and the second side wall 113 can be integrally formed into the inverted U-shaped anti-collision housing 110;

the connecting part 300 is connected with the anti-collision shell 110, the height of the connecting part 300 is lower than that of the top wall 111, the connecting part 300 is arranged on the cab floor beam, and when the connecting part 300 is specifically arranged, the connecting part 300 is detachably connected with the cab floor beam, so that the suspension bracket 10 can be replaced in time when the suspension bracket 10 is damaged;

the fixing portion 200 is disposed on the outer side of the second side wall 113 away from the top wall 111, the height of the fixing portion 200 is lower than that of the top wall 111, and the fixing portion 200 is connected with a damper, and the damper is fixed to the vehicle frame. As will be appreciated, the inverted U-shaped crash shell 110 is elevated above the connection portion 300 and the fixing portion 200, the protruding inverted U-shaped crash shell 110 can be used for crash energy absorption of the cab, and when the cab collides, the protruding inverted U-shaped structure absorbs part of the crash energy, transferring part of the crash energy from the fixing portion 200 to the vehicle frame.

In the suspension bracket 10, the protruding inverted U-shaped anti-collision housing 110 protruding from the connection portion 300 and the fixing portion 200 is provided, so that when the cab collides, the protruding inverted U-shaped structure absorbs part of the energy, and part of the collision energy is transferred from the fixing portion 200 to the vehicle frame. The defects of poor collision energy absorption, difficult transmission of collision force and the like of the existing suspension bracket 10 are overcome, and the safety and stability of the vehicle are improved.

It should be noted that, during specific assembly, the suspension bracket 10 is connected to the cab floor beam through the connection portion 300, and then the suspension bracket 10 and the cab fall together to a preset position and then are connected to the overturning sleeve 20, in order to enable the suspension bracket 10 to fall to the preset position quickly, in a preferred embodiment, one end of the first side wall 112 facing away from the top wall 111 and one end of the second side wall 113 facing away from the top wall 111 are both provided with protrusions 114 extending toward the first direction a. In a specific setting, the bottom of the boss 114 abuts against the tilting bush 20, and in a specific operation, when the suspension bracket 10 and the cab fall to the point that the boss 114 of the suspension bracket 10 abuts against the tilting bush 20, it represents that the cab falls to a preset position, preventing the cab from further falling.

In order to connect the suspension bracket 10 with the overturning bush 20 more conveniently, specifically, the anti-collision portion 100 further includes two connecting cylinders 120, the two connecting cylinders 120 are respectively connected to the bottoms of the two protrusions 114, the protrusions 114 extend beyond the end surfaces of the connecting cylinders 120, and the overturning bush 20 capable of rotating relative to the suspension bracket 10 is mounted between the two connecting cylinders 120. When specifically setting, the length direction of the connecting cylinder 120 is a first direction a, the connecting cylinder 120 is provided with a first through hole 121 along the length direction, the overturning bush 20 comprises a connecting rod 21 and a sleeve 22 rotatably sleeved on the connecting rod 21, two ends of the connecting rod 21 are provided with second through holes penetrating through the thickness of the connecting rod, and a first fastener penetrates through the first through hole 121 and the second through holes to detachably connect the overturning bush 20 and the connecting cylinder 120 into a whole. Through the arrangement, the boss 114 which drives the cab to fall into the suspension bracket 10 at the suspension bracket 10 is abutted against the connecting rod 21, and the connecting rod 21 is connected with the sleeve 22 by the first fastener, so that the connection operation of the turnover bush 20 and the suspension bracket 10 is convenient and simple, and the falling time is convenient to save.

Referring to fig. 3, fig. 3 is a schematic diagram illustrating a connection structure between the suspension bracket 10 and the front suspension stabilizer bar assembly 40 in an embodiment of the present application, in some embodiments, in order to improve the safety of cab turning, more specifically, the anti-collision portion 100 further includes a limit baffle 130, the limit baffle 130 is installed between the first side wall 112 and the second side wall 113 and connected with the first side wall 112 and the second side wall 113, the outside of the turning bushing 20 is connected with a fixing block 42 in the front suspension stabilizer bar assembly 40, and the fixing block 42 abuts against the limit baffle 130 after the suspension bracket 10 is turned to a set angle. When specifically arranged, the front suspension stabilizer bar assembly 40 is provided with a shaft sleeve 41, the shaft sleeve 41 is sleeved outside the sleeve 22, and the outer wall of the shaft sleeve 41 is connected with a fixed block 42. During specific operation, when the cab and the suspension bracket 10 are overturned, the suspension bracket 10 drives the connecting rod 21 connected with the suspension bracket to rotate relative to the sleeve 22, so that the front suspension stabilizer bar assembly 40 completes the overturning limit of the cab when the limit baffle 130 in the suspension bracket 10 rotates to be abutted with the fixed block 42, the cab is prevented from falling after the hydraulic overturning system of the cab fails, and the overturning safety of the cab is improved. Through the above arrangement, the suspension bracket 10 can simultaneously provide connection points with the cab floor beam, the front suspension stabilizer bar assembly 40 and the shock absorber, so that the suspension bracket 10 has good integration.

In order to keep the anti-collision housing 110 protruding from the connecting portion 300 and the fixing portion 200, the three are arranged reasonably, which is beneficial to optimizing the arrangement space, and in a preferred embodiment, the connecting portion 300 includes a first connecting plate 310, the first connecting plate 310 is connected with the second side wall 113 and is lower than the top wall 111, the bottom of the first connecting plate 310 is connected with the upper end of the fixing portion 200, and the first connecting plate 310 is connected with the cab floor beam. In a specific arrangement, the first connecting plate 310 is connected to a side of the second sidewall 113 remote from the inversion liner 20, and the first connecting plate 310 extends in a direction away from the inversion liner 20.

In order to facilitate connection of the first connection plate 310 to the cab floor beam, specifically, a first connection through hole penetrating through the thickness of the first connection plate 310 is formed in the first connection plate 310, and the connection fastener 400 penetrates through the first connection through hole to detachably connect the first connection plate 310 to the cab floor beam as a whole. Through the above arrangement, the first connecting plate 310 is conveniently detachably connected with the cab floor beam, so that the suspension bracket 10 can be replaced in time when the suspension bracket 10 is damaged.

In order to achieve the light weight of the suspension bracket 10 while ensuring the strength of the suspension bracket 10, specifically, the connection part 300 further includes a second connection plate 320, a first side of the second connection plate 320 is connected with the first side wall 112 and the second side wall 113, a second side of the second connection plate 320 is connected with the first connection plate 310, the first side and the second side are adjacently arranged, and a weight-reducing through hole 321 penetrating through the thickness of the second connection plate 320 is formed in the second connection plate 320. When the second connecting plate 320 is specifically arranged, the second connecting plate 320 is generally in an L-shaped configuration, the horizontal plate in the second connecting plate 320 is connected with the first connecting plate 310 in an L-shaped configuration, and the vertical plate in the second connecting plate 320 is fixed between the first side wall 112 and the second side wall 113, so that the second connecting plate 320 reinforces the connection between the first connecting plate 310 and the anti-collision shell 110; a second connecting through hole 322 assembled with the cab floor beam is also formed in the vertical plate in the second connecting plate 320; the connection of the connection part 300 and the cab floor beam is reinforced by the second connection plate 320; on this basis, in order to better perform topology optimization on the second connecting plate 320, the redundant structure is removed to realize the light weight of the suspension bracket 10, the number of the weight-reducing through holes 321 is multiple, and the weight-reducing through holes 321 are arranged on the second connecting plate 320 at intervals.

In order not to interfere with the rotation of the suspension mount 10 after the shock absorber is attached, in a preferred embodiment, the fixing portion 200 includes a fixing housing 210, the fixing housing 210 having a fixing cavity in which the shock absorber is installed rotatably with respect to the suspension mount 10. When specifically disposed, the top of the fixed housing 210 is connected to the bottom of the first connecting plate 310, and the side of the shock absorber facing away from the fixed housing 210 is connected to the vehicle frame by a fixing fastener. With the above arrangement, when the cab and the suspension bracket 10 are turned over, the suspension bracket 10 drives the connecting rod 21 connected thereto to rotate relative to the sleeve 22, while the stationary housing 210 rotates relative to the shock absorber.

In order to make the spatial arrangement of the fixing housing 210 reasonable, specifically, the fixing housing 210 has an inverted U-shaped structure. When the shock absorber is specifically arranged, the two side walls of the fixed shell 210 are respectively provided with a third through hole 211, the second fastener passes through the third through hole 211 and is detachably connected with the fixed shell 210, and the shock absorber 30 is sleeved on the second fastener. With the above arrangement, when the cab and the suspension bracket 10 are turned over, the suspension bracket 10 drives the connecting rod 21 connected thereto to rotate relative to the sleeve 22, while the suspension bracket 10 drives the second fastener connected thereto to rotate relative to the damper 30.

In order to facilitate the handling of the cab connected to the suspension bracket 10, specifically, the fixing portion 200 further includes a hanging member 220, the hanging member 220 is disposed at the top of the fixing housing 210, and a hanging through hole penetrating the length of the hanging member 220 is formed in the hanging member 220. Through the arrangement, the cab is convenient to carry, transfer and fall to fix.

In order to improve the overall weight reduction of the suspension bracket 10 on the premise of meeting the structural strength requirement and not increasing the cost, the suspension bracket 10 is integrally manufactured by adopting a low-pressure aluminum casting process. Through the arrangement, the suspension bracket 10 meets the safety requirement, and simultaneously takes the aspects of light weight, integration and the like into consideration, so that the multifunctional design of the suspension bracket 10 is realized.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims

1. The utility model provides a suspension support which characterized in that, suspension support includes anticollision portion, connecting portion and fixed part, wherein:

2. The suspension bracket of claim 1, wherein an end of the first side wall facing away from the top wall and an end of the second side wall facing away from the top wall are each provided with a protrusion extending toward the first direction.

3. The suspension bracket according to claim 2, wherein the anti-collision portion further comprises two connecting cylinders, the two connecting cylinders are respectively connected to bottoms of the two protrusions, the protrusions extend beyond end surfaces of the connecting cylinders, and a turnover bushing is rotatably installed between the two connecting cylinders relative to the suspension bracket.

4. The suspension bracket of claim 3, wherein the anti-collision portion further comprises a limit baffle mounted between and connected to the first and second side walls, and a fixed block in the front suspension stabilizer bar assembly is connected to the outer side of the turnover bushing, and the fixed block abuts against the limit baffle after the suspension bracket rotates to a set angle.

5. The suspension bracket according to claim 1, wherein the connection portion includes a first connection plate connected to the second side wall and lower than the top wall, a bottom of the first connection plate is connected to an upper end of the fixing portion, and the first connection plate is connected to the cab floor beam.

6. The suspension bracket according to claim 5, wherein the first connection plate is provided with a first connection through hole penetrating through the thickness thereof, and a connection fastener penetrates through the first connection through hole to detachably connect the first connection plate and the cab floor beam into a whole.

7. The suspension bracket of claim 5, wherein the connecting portion further comprises a second connecting plate, a first side of the second connecting plate is connected with the first side wall and the second side wall, a second side of the second connecting plate is connected with the first connecting plate, the first side and the second side are adjacently arranged, and a weight-reducing through hole penetrating through the thickness of the second connecting plate is formed in the second connecting plate.

8. The suspension bracket of claim 1, wherein the fixed portion comprises a fixed housing having a fixed cavity within which the damper is rotatably mounted relative to the suspension bracket.

9. The suspension bracket of claim 8, wherein the stationary housing is of inverted U-shaped configuration.

10. The suspension bracket according to claim 8, wherein the fixing portion further comprises a hanging member provided at the top of the fixing housing, and a hanging through hole penetrating the length of the hanging member is formed in the hanging member.