RU2414373C1 - Transport facility cabin suspension (versions) - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. In compliance with first and second versions, cabin suspension comprises front pivoted mounts and rear mounts arranged in pairs at the left and right. Front mount comprises toe rods 1 articulated with bell cranks 2. In compliance with first version, rear mounts are made up of spring 3 with damper and one end pivoted to frame 5 and another pivoted to cabin 6. Each of front mount tie rod 1 is pivoted to axle 7 by one end, and, by another end, with bell crank 2. The latter has its free end is pivoted via bracket 8 to the cabin, and its central part is secured via support element 9 to automobile frame 5 to turn thereon. In compliance with second version, two front and rear mounts are articulated and comprise tie rods 1 pivoted with bell cranks 2. Each of front mount tie rod 1 is pivoted to axle 10 by one end, and, by another end, with bell crank 2. The latter has its free end is pivoted via bracket 11 to the cabin, and its central part is secured via support element 12 to automobile frame 5 to turn thereon. In compliance with thirds and fourth versions, two front and rear mounted are arranged at cabin center. In compliance with third version, tie rods 1 are pivoted to cabin 6 and with bell cranks 2. Levers 2 are arranged at final drive housing 13 to turn thereon and has its free end pivoted to wheel rotary cam 14. In compliance with fourth version, tie rod 1 of each mount articulates one arm of top bell crank 2 and central part of bottom bell crank 15. Mount top lever 2 has its central part secured on the frame to turn thereon and its free arm pivoted to cabin 6. Bottom lever has one arm pivoted to final drive housing and another arm pivoted to wheel rotary cam 14.

EFFECT: higher operating performances.

4 cl, 4 dwg

Description

The invention relates to mechanical engineering and can be used in cab suspensions.

Known suspension of a truck cabin, selected as the closest analogue, containing front articulated bearings with levers and rear supports made in the form of a spring and a shock absorber, while the front supports are rigidly connected by a beam on which a lever is mounted to provide longitudinal stability, the second end of which is fixed on the frame of the car, and a U-shaped lever fixed with a bracket on the frame of the car with the possibility of rotation to ensure lateral stability, while on the specified beam is also closed captive bracket with holes for fixing the front supports when tipping the cab (RF patent for the invention No. 2306238, IPC B62D 33/077, B60G 21/00, B60G 11/46, publ. 09/20/07).

This suspension does not provide high operational characteristics of the truck.

The task was set to improve the operating conditions of a truck by reducing vertical vibrations.

This problem is solved in that in the known suspension of the vehicle cabin containing front articulated supports with levers and rear supports, made in the form of a spring with a shock absorber, one end mounted on the frame, and the other articulated on the cab, the front supports additionally contain rods, articulated connected with the bridge and with levers, while the levers are made of two shoulders and pivotally attached by the free end through the bracket to the cab, and the middle part through the support element to the frame, in addition, the rear supports are mounted on the frame of the hinge irno.

Alternatively, two in the suspension of the vehicle cabin, comprising front supports with levers and rear supports pivotally mounted on the cabin, rear supports are also equipped with levers, while the front and rear supports additionally contain rods pivotally connected to the bridge and with levers, while the levers are made two shoulders and pivotally attached with their free end through the bracket to the cab, and the middle part through the support element to the frame.

According to option three, in the suspension of the vehicle cabin containing the supports with levers pivotally mounted on the cab, the supports additionally comprise rods pivotally connected to the cab and with levers mounted on the main gear housing, the levers being made with two shoulders and pivotally attached with the free end to the steering knuckle of the wheel .

According to option four, in the suspension of the vehicle cabin containing the supports with levers pivotally mounted on the cab, the supports are additionally provided with rods pivotally connecting the upper and lower levers made with two shoulders, the rods being connected to one of the arms of the upper levers secured with their middle part using the support element on the car frame with the possibility of rotation, and the free shoulder pivotally connected to the cab, and the middle part of the lower levers pivotally mounted with one shoulder on the main gear housing, and with a shoulder pivotally attached to the steering knuckle of the wheel.

The presence in the suspension rods pivotally connected to the made two-arm levers, allows to minimize the effect of vertical movements of the bridge on the cab. It is also positive that these suspension designs allow you to compensate for bumps in the road with a tracking effect, namely, how the bridge moves and the cab moves, but only in antiphase, reducing vertical loads in the cab. This allows you to very quickly, in time, track the movement of the bridge without inertial delay.

Based on the foregoing, we can conclude that the claimed technical solution meets the criterion of "novelty."

An analysis of the known technical solutions in this technical field showed that the proposed suspension of the vehicle cabin has features that are not in the analogues, and their use in the claimed combination of essential features allows to obtain a new technical result. Therefore, the claimed technical solution meets the condition of "inventive step".

The proposed suspension of the vehicle cabin is illustrated in schematic images:

figure 1 - option 1 execution;

figure 2 - option 2 execution;

figure 3 - option 3 execution;

figure 4 - option 4 execution.

The suspension of the vehicle cabin according to the options one and two (Fig.1-2) contains front articulated supports and rear supports mounted in pairs on the left and right.

The front support contains rods 1 pivotally connected to two shoulders levers 2.

In the suspension, according to the variant, one of the rear supports is made in the form of a spring 3 with a shock absorber 4 and pivotally attached at one end to the frame 5 and the other end to the cab 6.

Each of the rods 1 of the front supports is pivotally connected at one end to the bridge 7, and at the other, to the two-arm lever 2, which is pivotally mounted on the cab with the free end through the bracket 8, and pivotally mounted on the car frame 5 with the support part 9.

In the suspension of the vehicle cabin, according to an embodiment, the two front and rear supports are hinged and comprise rods 1 pivotally connected to two-arm levers 2.

Each of the support rods 1 is pivotally connected at one end to the bridge 10, and at the other, to the two-arm lever 2, which is pivotally mounted on the cab with the free end through the bracket 11, and pivotally mounted on the frame 5 of the vehicle with the support element 12.

In the suspension of a vehicle cabin with independent wheel suspension, three and four variants (Figs. 3, 4) of two supports are installed in the central part of the cabin.

In the third embodiment, the rods 1 are pivotally connected to the cab 6 and to the two-arm levers 2. The levers 2 are mounted on the main gear housing 13 with the possibility of rotation, and the free end is pivotally attached to the steering knuckle 14 of the wheel.

In the suspension of the vehicle cabin according to the fourth embodiment, the rod 1 of each of the supports pivotally connects one shoulder of the two shoulders of the upper arm 2 and the middle part of the two shoulders of the lower arm 15. The upper arm 2 of the support is fixed with its middle part with the support element 16 on the vehicle frame to be rotated, and the free shoulder is pivotally connected to the cab 6. The lower lever is pivotally mounted with one shoulder on the main gear housing 13, and with the other shoulder pivotally attached to the steering knuckle 14 of the wheel.

The cab suspension according to the first embodiment works in tandem with the car’s bridge: when it moves along rough roads, there are multidirectional movements of the cab and the bridge, while the two-arm lever 2, mounted on the supporting element 9, just allows you to move in antiphase to move the bridge. So, when hitting wheels with a bridge on a bump (a hill, a stone, etc.), the bridge goes up. In all other known cases, this movement through the car suspension is transmitted to the cab almost completely (if the cab suspension is stiff) or partially (if the cab suspension is elastic damping). In our case, the thrust 1, going up, is supported by the upper end to the right side of the two shoulders lever 2, turning it through the center counterclockwise. The left side of the two-shouldered lever 2, pivotally mounted on the bracket 8 of the cab, goes down and pulls the entire cab. This movement is carried out with the frequency and amplitude of the stroke of the bridge and wheels, only in the other direction. With equal shoulders of this lever (A = B), this movement of the bridge upwards is almost completely repaid. When moving the bridge down, the suspension works similarly. An additional positive effect is expressed in the fact that for the driver and passenger comfort increases, fatigue decreases, while the average vehicle speed increases. By changing the ratio of length A to B, you can change the magnitude (amplitude) of the movement of the cab relative to the bridge. This circuit is simple and reliable, does not require the use of complex and expensive tracking electronic systems, which require additional power from the engine, and compared to hydraulic suspensions, it is less bulky, cheaper and more reliable.

For fast cars, including sports cars, the driver, in order to better assess the situation, needs information from the road surface. This provides only rigid attachment of the cab to the frame. The disadvantage of this mount is the limitation of a further increase in vehicle speed due to an increase in dynamic loads. Suspension is deprived of all these shortcomings according to option two - a completely stiff suspension without elastic elements, which has such a quality as information content that allows the driver to quickly monitor the condition of the road, adequately evaluate and respond quickly, changing the speed and trajectory of the car. This is achieved by the presence of two shoulders levers 2 and rods 1 in the front and rear supports of the suspension of the cab.

Three and four suspension options are installed on vehicles with independent wheel suspension.

This design of the suspension of the vehicle cabin has high performance, simple to perform.

The proposed suspension meets the conditions of industrial applicability and can be manufactured on standard equipment using previously developed technologies and materials.

Claims (4)

1. Suspension of a vehicle cabin comprising front articulated supports with levers and rear supports made in the form of a spring with a shock absorber, fixed at one end to a frame, and pivotally at a cab, characterized in that the front supports additionally comprise rods pivotally connected to bridge and with levers, while the levers are made of two shoulders and pivotally attached with their free ends through the bracket to the cab, and the middle part through the support element to the frame, in addition, the rear supports are pivotally mounted on the frame. 2. Suspension of a vehicle cabin comprising front support pivotally mounted on the cab with levers and rear supports, characterized in that the rear supports are also equipped with levers, while the front and rear supports additionally comprise rods pivotally connected to the bridge and the levers, while the levers are made of two shoulders and pivotally attached by the free end through the bracket to the cab, and the middle part through the supporting element to the frame. 3. Suspension of the vehicle cabin, containing supports pivotally mounted on the cab with levers, characterized in that the supports additionally comprise rods pivotally connected to the cab and levers mounted on the main gear housing, the levers being double-armed and pivotally attached to the pivoting end fist wheel. 4. Suspension of the vehicle cabin, containing pivotally mounted on the cab supports with levers, characterized in that the supports are additionally provided with rods pivotally connected made by two shoulders of the upper and lower levers, while the rods are connected with one of the shoulders of the upper levers, fixed with its middle part with using a support element on the car frame with the possibility of rotation, and with a free shoulder pivotally connected to the cab, and the middle part of the lower levers pivotally mounted with one shoulder on the main transmission housing, and rugim arm pivotally attached to the wheel knuckle.

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