CN223934819U - A four-point fully floating cab suspension system for medium-duty trucks - Google Patents
A four-point fully floating cab suspension system for medium-duty trucksInfo
- Publication number
- CN223934819U CN223934819U CN202520786154.1U CN202520786154U CN223934819U CN 223934819 U CN223934819 U CN 223934819U CN 202520786154 U CN202520786154 U CN 202520786154U CN 223934819 U CN223934819 U CN 223934819U
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- suspension
- shock absorber
- rear suspension
- front suspension
- cab
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Abstract
The utility model relates to the technical field of automobiles, in particular to a middle-clamping four-point full-floating cab suspension system which comprises a front suspension assembly, wherein the front suspension assembly comprises a stabilizer bar belt overturning arm assembly, a front suspension upper bracket and a front suspension shock absorber assembly, the stabilizer bar belt overturning arm assembly comprises a stabilizer bar, an overturning arm and an overturning arm support, the left end and the right end of the stabilizer bar are fixedly connected with overturning arms, the overturning arms comprise front suspension upper brackets, the rear ends of the front suspension upper brackets are connected with the overturning arm support, the overturning arm support is used for being connected with a vehicle chassis, the front suspension upper brackets are used for being connected with the cab, the front suspension shock absorber assembly comprises a front suspension shock absorber and a front suspension shock absorber support, the lower ends of the front suspension shock absorber are connected with the front suspension shock absorber support, the upper ends of the front suspension shock absorber assembly are connected with the stabilizer bar belt overturning arm support, and the front suspension shock absorber support is used for being connected with the vehicle chassis. The utility model can solve the problem of poor comfort of the middle-truck semi-floating cab, and has a simpler structure compared with a heavy-truck four-point full-floating cab.
Description
Technical Field
The utility model relates to the technical field of automobiles, in particular to a middle-clamping four-point full-floating cab suspension system.
Background
The existing front and rear suspensions of the medium-sized truck are mostly semi-floating suspensions, the front two supporting points of the cab are hinged and fixed by adopting rubber vibration isolating pads, and the rear suspension is connected in a floating mode by adopting spring damping elements, but the damping of the rubber suspension of the front supporting point of the cab is smaller due to the nonlinearity of rubber, the dynamic stiffness is large, the whole vibration isolating effect of the suspension is weaker, the comfort of a driver is not ideal, and the pursuit of people on driving comfort cannot be met.
In the prior art, a novel practical patent named as a four-point full-floating cab suspension device is a four-point full-floating cab suspension system suitable for a heavy truck, and particularly comprises a front suspension assembly, wherein the front suspension assembly comprises a front suspension overturning assembly, an overturning arm support and an air bag vibration damping assembly, the front suspension overturning assembly comprises a front suspension upper bracket, a stabilizer bar and overturning arms fixedly connected with two ends of the stabilizer bar, a second hinge point bushing is arranged on the overturning arm, the second hinge point bushing comprises a second inner framework sleeve, a second outer framework sleeve, a second protection pad and a third protection pad which are arranged in the second outer framework sleeve and have toughness, a flange is arranged on the side face of the second inner framework sleeve, a third protection pad attaching flange is arranged on the side face of the second inner framework sleeve, the front suspension upper bracket is hinged to the front end of the overturning arm, the overturning arm support is connected with the second inner framework sleeve, and one end of the vibration damping assembly is hinged with the front suspension overturning assembly. The shock absorber assembly of the patent is not suitable for medium-sized trucks, on one hand, the shock absorber assembly of the patent adopts an air bag shock absorber and is often accompanied by a height adjusting valve and other structures, the structure is relatively complex, the shock absorption of the air bag shock absorber is relatively hard for the medium-sized truck, the comfort of the driver is reduced, and on the other hand, the rear suspension assembly of the patent comprises a cross beam and other structures, the effect is poor when the rear suspension assembly is placed on the medium-sized truck, and the manufacturing cost is increased.
Disclosure of utility model
In view of the above drawbacks of the prior art, the present utility model aims to provide a middle-truck four-point full-floating cab suspension system to solve the problem of poor comfort of the middle-truck cab suspension system, improve driving experience, optimize an existing heavy truck four-point full-floating cab suspension device, remove unnecessary structures, replace better structural components, and reduce manufacturing cost.
The technical scheme of the utility model is that the medium-clamping four-point full-floating cab suspension system comprises:
The front suspension assembly comprises a stabilizer bar with a turnover arm assembly, a front suspension upper bracket and a front suspension shock absorber assembly;
The stabilizer bar and turnover arm assembly comprises a stabilizer bar, a turnover arm and a turnover arm support, wherein the left end and the right end of the stabilizer bar are fixedly connected with the turnover arm; the turnover arm is a bone-shaped connecting rod and comprises a front end first connecting part, a front end second connecting part and a rear end connecting part, wherein the front end first connecting part is connected with the stabilizer bar, the front end second connecting part is connected with the front suspension upper bracket, and the rear end connecting part is connected with the turnover arm support;
The front suspension upper bracket is used for connecting a cab, a connecting part connected with a second connecting part at the front end of the turnover arm forms a cab turnover center, and a hinged frame is arranged on the side surface of the front suspension upper bracket;
The front suspension shock absorber assembly comprises a front suspension shock absorber and a front suspension shock absorber support, wherein the lower end of the front suspension shock absorber is connected with the front suspension shock absorber support, the upper end of the front suspension shock absorber is connected with a hinged frame of the front suspension upper support, and the front suspension shock absorber support is used for connecting a vehicle chassis and supporting the front suspension shock absorber.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the second connecting part at the front end of the overturning arm is internally provided with the composite bushing.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the rear end connecting part of the overturning arm is internally provided with the composite bushing.
The middle-clamping four-point full-floating cab suspension system provided by the utility model is characterized in that the front suspension shock absorber is a spring shock absorber without a height adjusting valve, and comprises an upper lifting lug mounting hole and a lower lifting lug mounting hole, wherein the upper lifting lug mounting hole is connected with a hinged frame of a front suspension upper bracket, and the lower lifting lug mounting hole is connected with the front suspension shock absorber bracket.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the lifting lug mounting hole on the front suspension shock absorber is coaxial with the stabilizer bar.
The utility model provides a medium-clamping four-point full-floating cab suspension system, which further comprises:
The rear suspension assembly comprises a rear suspension shock absorber, a rear suspension lower support, a rear suspension lock body and a rear suspension upper support, wherein the rear suspension shock absorber, the rear suspension lower support and the rear suspension lock body are connected end to form a triangular structure;
The lower end of the rear suspension shock absorber is connected with the rear suspension lower support, and the upper end of the rear suspension shock absorber is connected with the rear suspension lock body;
The upper end of the rear suspension lower support is connected with the rear suspension lock body, the lower end of the rear suspension lower support comprises a mounting seat and a side part connecting hole, and the mounting seat is connected with the lower end of the rear suspension shock absorber;
one end of the rear suspension lock body is connected with the upper end of the rear suspension lower support, and the other end of the rear suspension lock body is connected with the upper end of the rear suspension shock absorber;
the rear suspension upper bracket is used for connecting a cab and is provided with a lock bolt which is matched with the lock groove of the rear suspension lock body for locking.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the rear suspension shock absorber is a spring shock absorber without a height adjusting valve.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the upper end of the rear suspension lower support is provided with the connecting large hole, and the connecting large hole is internally provided with the composite bushing.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, one end of the rear suspension lock body, which is connected with the upper end of the rear suspension lower support, is provided with the composite bushing.
According to the middle-clamping four-point full-floating cab suspension system provided by the utility model, the composite bushing is arranged in the locking groove of the rear suspension lock body.
The application has the advantages that:
1. Aiming at the problem of poor comfort of a cab suspension system of a medium-sized truck, the utility model improves driving experience, optimizes the four-point full-floating cab suspension device of the existing heavy truck, removes unnecessary structures, replaces better structural components and reduces manufacturing cost.
2. The second connecting part at the front end of the turning arm is internally provided with the composite bushing, and the vibration reduction of the structure has a good buffer effect on jolt of a cab.
3. The rear end connecting part of the turning arm is internally provided with the composite bushing, and the structure can play a good role in damping and buffering jolting from a vehicle chassis.
4. The front suspension shock absorber is a spring shock absorber without a height adjusting valve, on one hand, the structure of the front suspension assembly is optimized, the manufacturing cost is reduced, and on the other hand, the spring shock absorber is softer than an air bag shock absorber, and has better shock absorption and buffering effects.
5. According to the front suspension vibration absorber, the lifting lug mounting hole is coaxial with the stabilizer bar, and the front suspension vibration absorber and the stabilizer bar can synchronously move in the process of overturning a cab, so that the deflection of the lifting lug on the front suspension vibration absorber is reduced.
6. The rear suspension assembly of the utility model omits the structures such as the cross beam, adopts a pair of split rear suspension assemblies with simpler structures, is convenient to process and manufacture, shortens the length of manufacturing running water, and reduces the manufacturing cost.
7. The rear suspension shock absorber is a spring shock absorber without a height adjusting valve, on one hand, the structure of the rear suspension assembly is optimized, the manufacturing cost is reduced, and on the other hand, the spring shock absorber is softer than an air bag shock absorber, and has better shock absorption and buffering effects.
8. The connecting large hole of the rear suspension lower support is internally provided with the composite bushing, and the structure can play a good role in damping and buffering jolting from a vehicle chassis.
9. The rear suspension lock body is provided with the composite bushing at one end connected with the upper end of the rear suspension lower support, and the structure enhances the shock absorption and buffering effects of the rear suspension lower support connected with the composite bushing in the large hole.
10. The composite bushing is arranged in the locking groove of the rear suspension lock body, and the vibration reduction of the structure has a good buffering effect on jolt of a cab.
Drawings
In order to more clearly illustrate the technical solutions of the present utility model, the drawings that are needed for the description of the present utility model will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present utility model, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a four-point full float cab suspension system of the present utility model;
FIG. 2 is a schematic view of a front suspension assembly of the present utility model;
FIG. 3 is a schematic view of the rear suspension assembly of the present utility model;
The front suspension device comprises a 1-front suspension assembly, a 11-front suspension upper bracket, a 12-stabilizer bar, a 13-turning arm, a 14-turning arm support, a 15-front suspension shock absorber, a 16-front suspension shock absorber bracket, a 17-front suspension lower support, a 18-front suspension height adjusting assembly, a 2-rear suspension assembly, a 21-rear suspension shock absorber, a 22-rear suspension lower support, a 23-rear suspension lock body and a 24-rear suspension upper bracket.
Detailed Description
Embodiments of the present utility model are described in detail below, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.
In the description of the present utility model, it should be understood that the terms "longitudinal," "transverse," "axial," "radial," "circumferential," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate description of the utility model and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be configured and operated in a particular orientation, and thus should not be construed as limiting the utility model.
Furthermore, the terms "first," "second," and the like, 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 one or more such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
The utility model relates to a middle-truck four-point full-floating cab suspension system which solves the problem of poor comfort of the middle-truck cab suspension system, improves driving experience, optimizes the traditional heavy truck four-point full-floating cab suspension device, removes unnecessary structures, replaces better structural components and reduces manufacturing cost.
The utility model will now be described in further detail with reference to the drawings and to specific examples.
The middle-clamping four-point full-floating cab suspension system specifically comprises a front suspension assembly 1 and a split rear suspension assembly 2, wherein the front suspension assembly 1 comprises a stabilizer bar belt overturning arm assembly, a front suspension upper bracket 11 and a front suspension shock absorber assembly;
The stabilizer bar belt turnover arm assembly comprises a stabilizer bar 12, a turnover arm 13 and a turnover arm support 14, wherein the left end and the right end of the stabilizer bar 12 are fixedly connected with the turnover arm 13, the turnover arm 13 is a bone-shaped connecting rod and comprises a front first connecting part, a front second connecting part and a rear connecting part, the front first connecting part is sleeved with the stabilizer bar 12, the front second connecting part is bolted with a front suspension upper bracket 11 through an opening, and the rear connecting part is bolted with the turnover arm support 14;
The front suspension upper bracket 11 is used for connecting a cab and can turn around a connecting part bolted with a second connecting part at the front end of the turning arm 13, and the side surface of the front suspension upper bracket 11 is provided with a hinge bracket;
The front suspension damper assembly comprises a front suspension damper 15 and a front suspension damper bracket 16, wherein the lower end of the front suspension damper 15 is bolted with the front suspension damper bracket 16, the upper end of the front suspension damper is bolted with the hinged frame of the front suspension upper bracket 11, and the front suspension damper bracket 16 is used for connecting a vehicle chassis and supporting the front suspension damper 15.
The front suspension damping assembly is used for reducing vibration from the whole chassis and improving the comfort of the cab, the cab is arranged on the support end of the front suspension upper support 11, the turnover arm support 14 is connected with the whole chassis, the turnover arm 13 is connected with the front suspension upper support 11 and the turnover arm support 14 to link the cab with the whole chassis, and when the cab moves up and down relative to the whole chassis, the turnover arm 13 can rotate around the turnover arm support 14 to drive the front suspension upper support 11 and the cab to move, so that a certain space capable of generating relative displacement is provided for the cab and the whole chassis while the stable connection of the cab and the whole chassis is ensured;
The stabilizer bar 12 can provide larger roll stiffness so as to avoid the interference problem of the cab and the exterior trim parts caused by roll in the running process, and the stabilizer bar 12 can also adjust the diameter size finely according to the weight variation of the cab so as to adapt to the roll stiffness required by the cab of the whole vehicle, thereby meeting the requirements of different vehicle types.
When the cab is turned over, the cab can drive the front suspension upper bracket 11 to rotate around the second connecting part at the front end of the turning arm 13.
In this embodiment, the front suspension upper bracket 11 includes a vertical surface connecting portion and a plane connecting portion, wherein the vertical surface connecting portion is provided with a plurality of connecting holes for connecting with a cab front panel, and the plane connecting portion is provided with four connecting holes for connecting with a vehicle cab plate longitudinal beam.
In some embodiments, the above-mentioned turning arm 13 is optimized, specifically, as shown in fig. 1 and 2, a composite bushing is disposed in the second connecting portion at the front end of the turning arm 13 in this embodiment.
The second connecting part at the front end of the turnover arm 13 is internally provided with a composite bushing, so that the cab jolt is well buffered.
Preferably, a compound bushing is also provided in the rear end connection of the invert arm 13 for dampening jolts from the vehicle chassis.
In some embodiments, the front suspension damper 15 is optimized, specifically, as shown in fig. 1 and 2, the front suspension damper 15 in this embodiment is a spring damper without a height adjusting valve, and includes an upper lifting lug mounting hole and a lower lifting lug mounting hole, where the upper lifting lug mounting hole is connected to the hinge bracket of the front suspension upper bracket 11, and the lower lifting lug mounting hole is connected to the front suspension damper bracket 16.
In actual operation, the spring damper has better damping and buffering effects compared with the air bag damper, has simpler structure and lower manufacturing cost, and is more suitable for medium-sized trucks.
In the concrete installation, the front suspension damper bracket 16 is bolted with the chassis of the whole vehicle, the lower lifting lug of the front suspension damper 15 is bolted with the front suspension damper bracket 16 through a mounting hole, and the upper lifting lug of the front suspension damper 15 is bolted with the hinged frame of the front suspension upper bracket 11 through a mounting hole.
Further, in this embodiment, the shackle mounting hole on the front suspension damper 15 is coaxial with the stabilizer bar 12.
Specifically, during the overturning process of the cab, the front suspension damper 15 and the stabilizer bar 12 can synchronously move, and the deflection of the lifting lug on the front suspension damper 15 is greatly reduced.
In some embodiments, the rear suspension assembly 2 is optimized, specifically, as shown in fig. 1 and 3, the rear suspension assembly 2 in this embodiment includes a rear suspension damper 21, a rear suspension lower support 22, a rear suspension lock body 23, and a rear suspension upper support 24, where the rear suspension damper 21, the rear suspension lower support 22 and the rear suspension lock body 23 are connected end to form a triangle structure, which is simple and stable;
the lower end of the rear suspension damper 21 is bolted with the rear suspension lower support 22 through a lower lifting lug, and the upper end is bolted with the rear suspension lock body 23 through an upper lifting lug;
The upper end of the rear suspension lower support 22 is bolted with the rear suspension lock body 23 through a connecting hole, and the lower end of the rear suspension lower support 22 comprises a mounting seat and a side connecting hole, wherein the mounting seat is bolted with a lower lifting lug of the rear suspension shock absorber 21;
One end of the rear suspension lock body 23 is connected Kong Shuanjie with the upper end of the rear suspension lower support 22, and the other end is bolted with the upper lifting lug of the rear suspension shock absorber 21, the rear suspension lock body 23 is provided with a locking groove, and the rear suspension upper support 24 is clamped in the locking groove on the rear suspension lock body 23;
the rear suspension upper bracket 24 is used for connecting a cab, and is provided with a lock bolt which is matched with a lock groove of the rear suspension lock body 23 for locking.
Unlike the four-point full-floating cab suspension system for a heavy truck, the rear suspension of the present utility model eliminates the connection structure such as the cross beam, and in this embodiment, the rear suspension is a pair of split rear suspension assemblies 2, which is simpler in structure, lower in cost, and more suitable for medium-sized trucks.
Preferably, the rear suspension upper bracket 24 in this embodiment includes a vertical surface connecting portion and a plane connecting portion, wherein three connecting holes are formed in the vertical surface connecting portion for connecting with the rear periphery of the cab, and four connecting holes are formed in the plane connecting portion for connecting with the longitudinal beam of the floor of the cab.
In some embodiments, the rear suspension damper 21 is optimized, and specifically, as shown in fig. 1 and 3, the rear suspension damper 21 is a spring damper without a height adjustment valve in this embodiment.
In actual operation, the spring damper has better damping and buffering effects compared with the air bag damper, has simpler structure and lower manufacturing cost, and is more suitable for medium-sized trucks.
In the concrete installation, the rear suspension lower support 22 is bolted with the chassis of the whole vehicle through a side connecting hole, the lower lifting lug of the rear suspension shock absorber 21 is bolted with the installation seat of the rear suspension lower support 22 through an installation hole, and the upper lifting lug of the rear suspension shock absorber 21 is bolted with the rear suspension lock body 23 through an installation hole.
In some embodiments, the rear suspension lower support 22 is optimized, specifically, as shown in fig. 1 and 3, the upper end of the rear suspension lower support 22 in this embodiment is provided with a connecting large hole, and a composite bushing is disposed in the connecting large hole.
In actual operation, when the lock groove of the rear suspension lock body 23 receives vertical force of the cab, the rear suspension shock absorber 21 is compressed, the rear suspension lock body 23 can rotate around the connecting large hole hinge point of the rear suspension lower support 22, and the composite bush at the connecting large hole has a certain compression amount after receiving resultant force, so that the vibration reduction and buffering effects are achieved.
In some embodiments, the rear suspension lock body 23 is optimized, specifically, as shown in fig. 1 and 3, in this embodiment, a composite bushing is disposed at an end of the rear suspension lock body 23 connected to the upper end of the rear suspension lower support 22.
In actual operation, the composite bushing can strengthen the shock absorption and buffering effect of the rear suspension lower support 22 connected with the composite bushing in the large hole.
Preferably, a composite bushing is also provided in the locking groove of the rear suspension lock body 23 for buffering vertical force from the cab and reducing damping pressure of the rear suspension damper 21.
The foregoing has shown and described the basic principles, principal features and advantages of the utility model. It will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that the above embodiments and descriptions are merely illustrative of the principles of the present utility model, and various changes and modifications may be made without departing from the spirit and scope of the utility model, which is defined in the appended claims. The scope of the utility model is defined by the appended claims and equivalents thereof.
Claims (10)
1. A mid-truck four-point full-float cab suspension system, comprising:
The front suspension assembly (1) comprises a stabilizer bar overturning arm assembly, a front suspension upper bracket (11) and a front suspension shock absorber assembly;
The stabilizer bar belt overturning arm assembly comprises a stabilizer bar (12), an overturning arm (13) and an overturning arm support (14), wherein the left end and the right end of the stabilizer bar (12) are fixedly connected with the overturning arm (13), the overturning arm (13) is a bone-shaped connecting rod and comprises a front end first connecting part, a front end second connecting part and a rear end connecting part, the front end first connecting part is connected with the stabilizer bar (12), the front end second connecting part is connected with the front suspension upper bracket (11), the rear end connecting part is connected with the overturning arm support (14), and the overturning arm support (14) is used for connecting a vehicle chassis and supporting the overturning arm (13);
The front suspension upper bracket (11) is used for connecting a cab, a connecting part connected with a second connecting part at the front end of the turnover arm (13) forms a cab turnover center, and a hinged frame is arranged on the side surface of the front suspension upper bracket;
The front suspension shock absorber assembly comprises a front suspension shock absorber (15) and a front suspension shock absorber support (16), wherein the lower end of the front suspension shock absorber (15) is connected with the front suspension shock absorber support (16), the upper end of the front suspension shock absorber is connected with a hinged frame of the front suspension upper support (11), and the front suspension shock absorber support (16) is used for connecting a vehicle chassis and supporting the front suspension shock absorber (15).
2. A mid-truck four-point full-float cab suspension system as claimed in claim 1 wherein a composite bushing is provided in the second connection at the forward end of the invert arm (13).
3. A mid-truck four-point full-float cab suspension system as claimed in claim 2 wherein a composite bushing is provided in the rear end connection of the invert arm (13).
4. The middle-clamping four-point full-floating cab suspension system as set forth in claim 1, wherein the front suspension damper (15) is a spring damper without a height adjusting valve and comprises an upper lifting lug mounting hole and a lower lifting lug mounting hole, wherein the upper lifting lug mounting hole is connected with a hinged frame of the front suspension upper bracket (11), and the lower lifting lug mounting hole is connected with the front suspension damper bracket (16).
5. A mid-truck four-point full-float cab suspension system as claimed in claim 4 wherein said front suspension damper (15) upper shackle mounting holes are coaxial with the stabilizer bar (12).
6. A mid-truck four-point full float cab suspension system as set forth in any one of claims 1-5 further comprising:
The rear suspension assembly (2) comprises a rear suspension shock absorber (21), a rear suspension lower support (22), a rear suspension lock body (23) and a rear suspension upper support (24), wherein the rear suspension shock absorber (21), the rear suspension lower support (22) and the rear suspension lock body (23) are connected end to form a triangular structure;
The lower end of the rear suspension shock absorber (21) is connected with the rear suspension lower support (22), and the upper end of the rear suspension shock absorber is connected with the rear suspension lock body (23);
The upper end of the rear suspension lower support (22) is connected with the rear suspension lock body (23), the lower end of the rear suspension lower support (22) comprises a mounting seat and a side connecting hole, and the mounting seat is connected with the lower end of the rear suspension shock absorber (21);
One end of the rear suspension lock body (23) is connected with the upper end of the rear suspension lower support (22), and the other end of the rear suspension lock body is connected with the upper end of the rear suspension shock absorber (21), and a locking groove is formed in the rear suspension lock body and is connected with the rear suspension upper support (24);
The rear suspension upper bracket (24) is used for being connected with a cab, and is provided with a lock bolt which is matched with the lock groove of the rear suspension lock body (23) for locking.
7. A mid-truck four-point full-float cab suspension system as claimed in claim 6 wherein said rear suspension damper (21) is a spring damper without a height adjustment valve.
8. A mid-truck four-point full-floating cab suspension system as defined in claim 6 wherein said rear underslung support (22) has a connecting large aperture at its upper end, said connecting large aperture being internally provided with a composite bushing.
9. A mid-truck four-point full-floating cab suspension system as set forth in claim 6 wherein a composite bushing is provided at the end of said rear suspension lock (23) connected to the upper end of said rear suspension lower mount (22).
10. A mid-truck four-point full-float cab suspension system as claimed in claim 6 wherein a composite bushing is provided in the lock slot of said rear suspension lock body (23).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202520786154.1U CN223934819U (en) | 2025-04-24 | 2025-04-24 | A four-point fully floating cab suspension system for medium-duty trucks |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202520786154.1U CN223934819U (en) | 2025-04-24 | 2025-04-24 | A four-point fully floating cab suspension system for medium-duty trucks |
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| Publication Number | Publication Date |
|---|---|
| CN223934819U true CN223934819U (en) | 2026-02-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202520786154.1U Active CN223934819U (en) | 2025-04-24 | 2025-04-24 | A four-point fully floating cab suspension system for medium-duty trucks |
Country Status (1)
| Country | Link |
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| CN (1) | CN223934819U (en) |
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- 2025-04-24 CN CN202520786154.1U patent/CN223934819U/en active Active
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