Cab suspension system and commercial vehicle

Abstract

The application discloses a cab suspension system and a commercial vehicle, and relates to the technical field of vehicle suspension systems, and specifically relates to a cab suspension system and a commercial vehicle. The cab suspension system comprises a cab, a front suspension support mechanism and a rear suspension support mechanism. The front suspension support mechanism comprises two front suspension support assemblies which are arranged at intervals along a first direction, and the front suspension support assemblies are connected to the front side of the cab and form a first connection position, and are connected to the bottom of the cab and form a second connection position, and the first connection position is close to the horizontal plane where the center of mass of the cab is located. The rear suspension support mechanism comprises two rear suspension support assemblies which are arranged at intervals along the first direction, and the rear suspension support assemblies are connected to the rear side of the cab and form a third connection position, and are connected to the bottom of the cab and form a fourth connection position, and the third connection position is close to the horizontal plane where the center of mass of the cab is located. The cab suspension system can effectively reduce the roll of the cab assembly when the vehicle is driving in a non-straight line, such as turning, changing lanes and overtaking, can improve the safety of the driver and passengers, and can reduce the hidden dangers of vehicle rollover and sideslip.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a cab suspension system and a commercial vehicle. Background Technology

[0002] Currently, the cab suspension of commercial vehicles (tractor trucks, cargo trucks, dump trucks, and other platform models) generally adopts a four-point support system. The center of gravity of the cab is relatively high relative to the support points. When the vehicle is turning, changing lanes, or overtaking, the cab assembly tilts significantly. The higher the vehicle speed and the faster the operation, the more obvious the tilt becomes, which makes the driver and passengers feel unsafe and poses safety hazards such as rollover and skidding. Summary of the Invention

[0003] The technical problem to be solved by this invention is that the suspension structure of commercial vehicle cabs suffers from large body roll during cornering, nose-diving during braking, and nose-up during acceleration.

[0004] To address the aforementioned technical problems, the present invention provides a cab suspension system, comprising:

[0005] Driver's cab;

[0006] A front suspension support mechanism includes two front suspension support assemblies spaced apart along a first direction. Each front suspension support assembly connects to the front side of the cab to form a first connection position and to the bottom of the cab to form a second connection position. The first connection position is positioned close to the horizontal plane where the center of gravity of the cab is located.

[0007] The rear suspension support mechanism includes two rear suspension support components spaced apart along the first direction. The rear suspension support components are connected to the rear side of the cab to form a third connection position and connected to the bottom of the cab to form a fourth connection position. The third connection position is located close to the horizontal plane where the center of gravity of the cab is located.

[0008] In some embodiments, the rear suspension support assembly includes a lower rear suspension support, a lateral swing arm, an airbag damping module, and an upper rear suspension support. The lower rear suspension support is connected to the upper rear suspension support via the airbag damping module. The upper rear suspension support is connected to the rear side of the cab. The lateral swing arm is hinged to the lower rear suspension support and the airbag damping module to form a first axis and a second axis, respectively. Both the first axis and the second axis are parallel to the first direction.

[0009] In some embodiments, the airbag damping module includes a hydraulic lock and a rear suspension airbag damper. One end of the rear suspension airbag damper is hinged to the lower rear suspension support, and the other end is hinged to the lateral swing arm. One end of the hydraulic lock is connected to the upper rear suspension support, and the other end is connected to the lateral swing arm.

[0010] In some embodiments, the rear suspension support assembly further includes an oblique damper, one end of which is connected to the rear lower suspension support, and the other end of which is connected to the bottom of the cab, and a spatial acute angle is formed between the oblique damper and the rear lower suspension support.

[0011] In some embodiments, the acute angle of the space is in the range of 35°-55°.

[0012] In some embodiments, the front suspension support assembly includes a lower front suspension bracket, a front airbag mounting bracket, a front airbag shock absorber, and an upper front suspension bracket connected sequentially along the height direction of the cab, the upper front suspension bracket being connected to the front side of the cab.

[0013] In some embodiments, the front suspension support assembly further includes a front suspension control arm, one end of which is fixedly connected to the front airbag mounting bracket, and the end of the front suspension control arm fixedly connected to the front airbag mounting bracket is hinged to the front lower suspension support to form a third axis, and the other end of the front suspension control arm is hinged to the bottom of the cab to form a fourth axis, wherein the third axis and the fourth axis are both parallel to the first direction.

[0014] In some embodiments, the front suspension support assembly further includes a front suspension limiting device having a limiting hole, one end of the front suspension limiting device being connected to the bottom of the cab, the front suspension control arm passing through the limiting hole and being connected to the bottom of the cab, the front suspension limiting device being used to limit the rotation angle of the front suspension control arm.

[0015] In some embodiments, the front suspension limiting device includes a limiting member, a first limiting block, and a second limiting block. The limiting member has the limiting hole, and the first limiting block and the second limiting block are disposed opposite to each other on both sides of the limiting hole along the length direction of the limiting member.

[0016] The present invention also provides a commercial vehicle, including a frame and a cab suspension system as described above, the cab suspension system being mounted on the frame.

[0017] Compared with the prior art, the cab suspension system of this invention has the following advantages:

[0018] In this embodiment of the invention, the two first connection positions and the two third connection positions together form four support points, and the four support points are set close to the horizontal plane where the center of gravity of the cab is located. Compared with the existing cab suspension structure, the support point positions are greatly improved, which can effectively reduce the tilt of the cab assembly when the vehicle is turning, changing lanes and overtaking, improve the safety of the driver and passengers, and reduce the safety hazards such as vehicle rollover and skidding. Attached Figure Description

[0019] Figure 1 This is a front view of the cab suspension system provided in an embodiment of the present invention;

[0020] Figure 2 This is an attached view of the cab suspension system provided in an embodiment of the present invention;

[0021] Figure 3 This is a side view of the rear suspension support assembly provided in an embodiment of the present invention;

[0022] Figure 4 This is a partial structural schematic diagram of the front suspension support assembly provided in an embodiment of the present invention;

[0023] Figure 5 This is a comparison diagram of the cab roll angle under turning conditions between the cab suspension system provided in this embodiment of the invention and the existing technology;

[0024] Figure 6 This is a comparison diagram of the cab pitch angle under braking conditions between the cab suspension system provided in this embodiment of the invention and the prior art.

[0025] Figure 7 This is a comparison diagram of the cab pitch angle under starting conditions between the cab suspension system provided in this embodiment of the invention and the prior art.

[0026] In the diagram, 1. Cab; 11. Front side; 12. Rear side; 2. Front suspension support mechanism; 21. Front lower suspension support; 22. Front airbag mounting bracket; 23. Front airbag shock absorber; 24. Front upper suspension support; 25. Lateral stabilizer bar; 26. Front suspension control arm; 27. Front suspension limiting device; 271. Limiting component; 272. First limiting block; 273. Second limiting block; 3. Rear suspension support mechanism; 31. Rear lower suspension support; 32. Lateral control arm; 321. Main body; 322. Connecting part; 33. Airbag damping module; 331. Hydraulic lock; 332. Rear airbag shock absorber; 333. Mounting bracket; 34. Rear upper suspension support; 35. Angled shock absorber. Detailed Implementation

[0027] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and are not intended to limit the scope of the invention.

[0028] This invention provides a commercial vehicle, including a frame and a cab suspension system. The cab suspension system is mounted on the frame and is used to reduce the body roll of the cab assembly when the vehicle is traveling non-straight, such as turning, changing lanes, and overtaking, thereby improving the safety of the driver and passengers and reducing safety hazards such as vehicle rollover and skidding. It is understood that the cab suspension system can also be used on other types of vehicles, and is not specifically limited thereto.

[0029] like Figure 1 As shown, the cab suspension system includes a cab 1, a front suspension support mechanism 2, and a rear suspension support mechanism 3; wherein, the cab 1 includes a front side 11 facing the direction of travel of the commercial vehicle and a rear side 12 disposed opposite to the front side 11; it can be understood that the bottom of the cab may include a bottom side facing the ground or a portion located on both sides and connected to the bottom side.

[0030] The front suspension support mechanism 2 includes two front suspension support components spaced apart along a first direction. Each front suspension support component connects to the front side 11 of the cab 1 to form a first connection position and to the bottom of the cab 1 to form a second connection position. Specifically, the tops of the two front suspension support components are connected to both ends of the front side 11, forming two first connection positions. In this embodiment, the first connection positions are located near the horizontal plane where the center of gravity of the cab 1 is located. The rear suspension support mechanism 3 includes two rear suspension support components spaced apart along a first direction. Each rear suspension support component connects to the rear side 12 of the cab 1 to form a third connection position and to the bottom of the cab 1 to form a fourth connection position. Specifically, the tops of the two rear suspension support components are connected to both ends of the rear side 12, forming two third connection positions. The third connection positions are located near the horizontal plane where the center of gravity of the cab 1 is located. It should be noted that the first direction mentioned in this embodiment refers to the width direction of the cab.

[0031] In this embodiment, the two first connection positions and the two third connection positions together form four support points, and the four support points are set close to the horizontal plane where the center of gravity of the cab 1 is located. Compared with the existing cab suspension structure, the support point positions are greatly improved, which can effectively reduce the tilt of the cab assembly when the vehicle is turning, changing lanes and overtaking, improve the sense of security of the driver and passengers, and reduce the safety hazards such as vehicle rollover and skidding.

[0032] In this embodiment, the four support points are positioned close to the horizontal plane where the center of gravity of the cab 1 is located. Understandably, "close to" in this embodiment refers to the vertical distance between the first connection position and the horizontal plane where the center of gravity is located. This vertical distance range can be understood as ±100mm above or below the horizontal plane where the center of gravity is located. Whether the first connection position is 100mm above or below the horizontal plane where the center of gravity of the cab 1 is located, it falls within the range referred to as "close to" in this embodiment. Similarly, whether the third connection position is 100mm above or below the horizontal plane where the center of gravity of the cab 1 is located, it falls within the range referred to as "close to" in this embodiment. Preferably, this vertical distance range is ±50mm.

[0033] It should be noted that the four support points can also be set 100mm above the horizontal plane where the center of gravity of the cab 1 is located.

[0034] Please see Figure 1 and Figure 2 The rear suspension support assembly includes a lower rear suspension support 31, a lateral control arm 32, an airbag damping module 33, and an upper rear suspension support 34. One end of the lower rear suspension support 31 is connected to the vehicle frame, and the other end of the lower rear suspension support 31 is connected to the upper rear suspension support 34 via the airbag damping module 33. The upper rear suspension support 34 is connected to the rear side 12 of the cab 1, and this connection point is the third support point. The lateral control arm is hinged to the lower rear suspension support 31 and the airbag damping module 33 respectively, forming a first axis and a second axis. Both the first axis and the second axis are parallel to the first direction.

[0035] In this embodiment, the height of the rear lower suspension support 31 is higher than that of the third side 13, increasing the overall height of the rear suspension support assembly. Simultaneously, to fulfill its supporting function, the rear lower suspension support 31 possesses a certain rigidity, which is adjusted according to the actual vehicle requirements. Furthermore, the lateral swing arm 32, the airbag damping module 33, and the rear lower suspension support 31 constitute a structure similar to a linkage mechanism. This structure uses the rear lower suspension support 31 as a fixed side and the connection point between the lateral swing arm 32 and the fixed side as a rotation point. The lateral swing arm 32 can rotate around this rotation point, thereby limiting the vertical movement trajectory of the cab 1.

[0036] See also Figure 3 The airbag damping module 33 includes a hydraulic lock 331 and a rear suspension airbag damper 332. One end of the rear suspension airbag damper 332 is hinged to the rear suspension lower support 31 via a mounting bracket 333, wherein the mounting bracket 333 is installed in the middle of the rear suspension lower support 31. One end of the lateral swing arm 32 is hinged to the rear suspension lower support 31, and the other end of the lateral swing arm 32 is hinged to the other end of the rear suspension airbag damper 332, forming a structure similar to a linkage mechanism. One end of the hydraulic lock 331 is connected to the rear suspension upper support 34, and the other end is connected to the lateral swing arm 32.

[0037] In this embodiment, the rear suspension airbag shock absorber 332 serves to support the mass of the cab assembly and provide vertical vibration damping. Furthermore, the connection point between the lateral swing arm 32 and the lower rear suspension support 31 is a rotation point, allowing rotational movement around this point, thus limiting the vertical movement trajectory of the cab 1. When the cab 1 moves upwards or downwards, the upper rear suspension support 34 drives the lateral swing arm 32 to rotate via the hydraulic lock 331, causing the rear suspension airbag shock absorber 332 to move accordingly. Since the mounting bracket 333 is immovable, the rotation amplitude of this linkage structure is limited, thereby limiting the rotation amplitude of the lateral swing arm 32. Therefore, when the cab 1 moves upwards or downwards, its vertical movement trajectory is limited by the rotation amplitude of the lateral swing arm 32; and during this movement, the rear suspension airbag shock absorber 332 provides vibration damping and buffering.

[0038] Understandably, a hydraulic lock 331 is provided between the rear suspension airbag shock absorber 332 and the rear suspension upper support 34 to ensure the tilting function of the cab 1. In this embodiment, the hydraulic lock 331 is mounted on the lateral control arm 32 to achieve its connection with the lateral control arm 32.

[0039] The lateral swing arm 32 is a bent arm-shaped structure, including a main body 321 and a connecting part 322. The main body 321 is hinged to the rear lower support 31, and the connecting part 322 is hinged to the rear airbag shock absorber 332. The connection between the main body 321 and the connecting part 322 is connected to the hydraulic lock 331. The connection point between the rear airbag shock absorber 332 and the connecting part 322 is defined as D1, the connection point between the main body 321 and the rear lower support 31 is defined as D2, the connection point between the mounting bracket 333 and the rear lower support 31 is defined as D3, and the connection point between the mounting bracket 333 and the rear airbag shock absorber 332 is defined as D4. The length L1 of the line connecting D1 and D2 is greater than the length L2 of the line connecting D3 and D4, and the lengths L1 and L2 are long enough so that the rear airbag shock absorber 332 does not collide with the rear lower support 31 when the lateral swing arm 32 rotates.

[0040] Furthermore, the connection between the main body 321 and the connecting part 322 forms a bent structure, with the main body 321 and the connecting part 322 connected at an obtuse angle. It can be understood that the main body 321 and the connecting part 322 could also be connected at an acute angle, as long as the rear suspension airbag shock absorber 332 does not collide with the rear suspension lower support 31 when the lateral swing arm 32 rotates. In this embodiment, the connection between the main body 321 and the connecting part 322 is smooth, meaning the bent transition is also approximately an arc-shaped surface.

[0041] In some embodiments, the rear suspension support assembly further includes an oblique damper 35, one end of which is connected to the rear lower suspension support 31, and the other end of which is connected to the bottom of the cab 1. In this embodiment, the oblique damper 35 is required to be arranged obliquely, and an acute angle is formed between the oblique damper 35 and the rear lower suspension support 31. It can be understood that the angle between the oblique damper 35 and the rear lower suspension support 31 in this embodiment can be an angle on a two-dimensional plane or an angle in three-dimensional space; preferably, the angle is an angle in three-dimensional space, that is, an acute spatial angle is formed between the oblique damper 35 and the rear lower suspension support 31, in which case the oblique damper is connected to the part located on the side and bottom of the cab 1.

[0042] In this embodiment, the damping force provided by the oblique shock absorber 35 can be decomposed into forces in the longitudinal plane (XZ plane) of the vehicle, which helps to suppress the pitch, braking nose-dive, and acceleration nose-up of the cab 1; the damping force it provides can also be decomposed into forces in the transverse plane (YZ plane) of the vehicle, which helps to suppress body roll. Preferably, the acute angle of the space is in the range of 35°-55°; more preferably, the angle is 45°.

[0043] It should be noted that the two oblique dampers 35 in this embodiment are arranged symmetrically.

[0044] See also Figure 1 and Figure 2 The front suspension support assembly includes a lower front suspension support 21, a front airbag mounting bracket 22, a front airbag shock absorber 23, and an upper front suspension bracket 24, connected sequentially along the height direction of the cab 1. The lower front suspension supports 21 of the two front suspension support assemblies are respectively fixed to both ends of the lateral stabilizer bar 25 to meet the requirements of high lateral rigidity. The upper end of the front airbag shock absorber 23 is connected to the front side 11 of the cab 1 through the upper front suspension bracket 24. The connection point between the upper front suspension bracket 24 and the front side 11 of the cab is the first support point. The lower end of the front airbag shock absorber 23 is rotatably connected to the airbag mounting bracket, which supports the mass of the cab 1 assembly and provides vertical vibration damping.

[0045] In some embodiments, the front suspension support assembly further includes a front suspension control arm 26. One end of the front suspension control arm 26 is fixedly connected to the front airbag mounting bracket 22, and the end of the front suspension control arm 26 fixedly connected to the front airbag mounting bracket 22 is hinged to the front lower suspension support 21 to form a third axis. The other end of the front suspension control arm 26 is hinged to the bottom of the cab 1 to form a fourth axis. Both the third axis and the fourth axis are parallel to the first direction, realizing the tilting function of the cab 1. The front suspension control arm 26 rotates around its mounting point on the front lower suspension support 21. When the cab 1 pitches, the front suspension control arm 26 rotates clockwise or counterclockwise around the pivot point. With the front lower suspension support as a fixed side and the hinge between the front suspension control arm 26 and the front lower suspension support 21, the pitch trajectory of the cab 1 is limited, while maintaining the front-rear stability of the cab assembly.

[0046] Preferably, in this embodiment, the front suspension arm 26 is connected to the longitudinal beam located on the bottom side of the cab 1.

[0047] In some embodiments, the front suspension support assembly further includes a front suspension limiting device 27. One end of the front suspension limiting device 27 is connected to the bottom of the cab 1. The front suspension limiting device 27 has a limiting hole through which the front suspension swing arm 26 passes and is connected to the longitudinal beam. The front suspension limiting device 27 is used to limit the rotation angle of the front suspension swing arm 26. In this embodiment, the front suspension limiting of the cab 1 adopts an external limiting structure and is arranged at the bottom of the cab 1. That is, the front suspension limiting device 27 is installed on the bottom longitudinal beam of the cab 1. Compared with the prior art, which directly sets the limiting device inside the airbag shock absorber, this embodiment can effectively avoid the phenomenon that the front suspension swing arm 26 exceeds the allowable range of the front suspension airbag shock absorber 23 due to the swing displacement of the cab 1, resulting in damage to the front suspension airbag shock absorber 23.

[0048] See also Figure 4 The front suspension limiting device 27 includes a limiting member 271, a first limiting block 272 and a second limiting block 273. The limiting member 271 has a limiting hole. The first limiting block 272 and the second limiting block 273 are arranged along the length direction of the limiting member 271 and are arranged opposite to each other on both sides of the limiting hole.

[0049] In this embodiment, the limiting member 271 adopts an integrated upper and lower limiting form, that is, an upper limit is set at the upper end of the limiting hole and a lower limit is set at the lower end of the limiting hole. It can be understood that the upper and lower ends in this embodiment are with the cab 1 as a reference, with the end closer to the cab 1 being the upper end and the end closer to the ground being the lower end; the front suspension arm 26 passes through the limiting hole with the upper and lower limits, and there is a gap between the front suspension arm 26 and the upper limit, and there is a gap between the front suspension arm 26 and the lower limit.

[0050] It should be noted that in this embodiment, the first limiting block 272 is located at the upper limit position, and the second limiting block 273 is located at the lower limit position, serving a limiting function. The first limiting block 272 and the second limiting block 273 are made of rubber, silicone, or other elastic components, which can serve as both limiting and buffering functions. Preferably, the gap in this embodiment is 40mm. When the suspension of the cab 1 stretches and displaces by 40mm, it will touch the upper limit position; conversely, it will touch the lower limit position. This effectively prevents the vertical displacement of the suspension from exceeding the allowable range of the airbag shock absorber, thus avoiding internal damage to the airbag shock absorber.

[0051] This embodiment tests the cab assembly roll angle under cornering conditions using both the existing structure and the cab suspension system provided in this embodiment. The results are as follows: Figure 5 As shown, the roll angle of the cab assembly in the turning condition of the existing structure is 46°, while the roll angle of the cab assembly in the turning condition of the cab suspension system provided in this embodiment is 34°. It can be seen that the roll angle of this embodiment is significantly reduced.

[0052] This embodiment tests the pitch angle of the cab assembly under braking conditions using both the existing structure and the cab suspension system provided in this embodiment. The results are as follows: Figure 6 As shown, the pitch angle of the cab assembly under braking conditions in the existing structure is 23°, while the pitch angle of the cab assembly under braking conditions in the cab suspension system provided in this embodiment is 9°. It can be seen that the pitch angle of this embodiment is significantly reduced.

[0053] This embodiment tests the pitch angle of the cab assembly under starting conditions using both the existing structure and the cab suspension system provided in this embodiment. The results are as follows: Figure 7 As shown, the pitch angle of the cab assembly in the starting condition of the existing structure is 12°, while the pitch angle of the cab assembly in the starting condition of the cab suspension system provided in this embodiment is 4°. It can be seen that the pitch angle of this embodiment is significantly reduced.

[0054] In summary, the embodiments of the present invention provide a cab suspension system and a commercial vehicle, which can solve the problem of excessive cab tilt caused by the current cab suspension structure in vehicle turning, lane changing and overtaking conditions, avoid the insecurity of drivers and passengers and eliminate safety hazards such as rollover and skidding; it can solve the defects of excessive cab pitch, braking pitch and acceleration caused by the current cab suspension structure; and it can solve the reliability problems such as airbag shock absorber damage caused by frequent impacts due to the built-in limiting structure of the airbag shock absorber, resulting in shock absorber oil leakage and shock absorption failure.

[0055] It should be understood that the terms "first," "second," etc., are used in this invention to describe various types of information, but these terms should not be limited to them. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this invention, "first" information can also be referred to as "second" information, and similarly, "second" information can also be referred to as "first" information. Furthermore, the terms "middle," "upper," "lower," "left," "right," "vertical," etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0056] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A cab suspension system, characterized in that, include: Driver's cab; The front suspension support mechanism includes two front suspension support components spaced apart along a first direction. The front suspension support components are connected to the front side of the cab to form a first connection position and connected to the bottom of the cab to form a second connection position. The first connection position is located close to the horizontal plane where the center of gravity of the cab is located. as well as The rear suspension support mechanism includes two rear suspension support components spaced apart along the first direction. The rear suspension support components are connected to the rear side of the cab to form a third connection position and connected to the bottom of the cab to form a fourth connection position. The third connection position is located close to the horizontal plane where the center of gravity of the cab is located. The rear suspension support assembly includes a lower rear suspension support, a lateral swing arm, an airbag damping module, an upper rear suspension support, and an oblique shock absorber. The lower rear suspension support is connected to the upper rear suspension support via the airbag damping module. The upper rear suspension support is connected to the rear side of the cab. The lateral swing arm is hinged to the lower rear suspension support and the airbag damping module, forming a first axis and a second axis. Both the first axis and the second axis are parallel to the first direction. One end of the oblique shock absorber is connected to the lower rear suspension support, and the other end of the oblique shock absorber is connected to the bottom of the cab. An acute spatial angle is formed between the oblique shock absorber and the lower rear suspension support.

2. The cab suspension system according to claim 1, characterized in that, The airbag damping module includes a hydraulic lock and a rear suspension airbag damper. One end of the rear suspension airbag damper is hinged to the lower rear suspension support, and the other end is hinged to the lateral swing arm. One end of the hydraulic lock is connected to the upper rear suspension support, and the other end is connected to the lateral swing arm.

3. The cab suspension system according to claim 1, characterized in that, The range of the acute angle between the two points is 35°-55°.

4. The cab suspension system according to claim 1, characterized in that, The front suspension support assembly includes a lower front suspension support, a front airbag mounting bracket, a front airbag shock absorber, and an upper front suspension bracket connected sequentially along the height direction of the cab. The upper front suspension bracket is connected to the front side of the cab.

5. The cab suspension system according to claim 4, characterized in that, The front suspension support assembly also includes a front suspension control arm, one end of which is fixedly connected to the front airbag mounting bracket, and the end of the front suspension control arm fixedly connected to the front airbag mounting bracket is hinged to the front lower suspension support to form a third axis, and the other end of the front suspension control arm is hinged to the bottom of the cab to form a fourth axis, and both the third axis and the fourth axis are parallel to the first direction.

6. The cab suspension system according to claim 5, characterized in that, The front suspension support assembly also includes a front suspension limiting device, which has a limiting hole. One end of the front suspension limiting device is connected to the bottom of the cab, and the front suspension control arm passes through the limiting hole and is connected to the bottom of the cab. The front suspension limiting device is used to limit the rotation angle of the front suspension control arm.

7. The cab suspension system according to claim 6, characterized in that, The front suspension limiting device includes a limiting member, a first limiting block, and a second limiting block. The limiting member has the limiting hole, and the first limiting block and the second limiting block are disposed opposite to each other on both sides of the limiting hole along the length direction of the limiting member.

8. A commercial vehicle, characterized in that, It includes a chassis and a cab suspension system as described in any one of claims 1-7, the cab suspension system being mounted on the chassis.

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