Cab suspension lifting device and commercial vehicle

Abstract

The utility model discloses a cab suspension lifting device and commercial vehicle, include: cab beam subassembly, including front wall crossbeam, body in white left side rail and body in white right side rail, and body in white left side, right side rail are fixedly connected with front wall crossbeam respectively, frame beam subassembly, including frame left side rail and frame right side rail, half -floating front suspension, be equipped with two, respectively corresponding install in body in white left side rail and frame left side rail, body in white right side rail and frame right side rail between, lift cylinder, its upper end connects body in white right side rail, and lower extreme connects frame right side rail, lift safety limiting mechanism, its upper end connects body in white left side rail, and lower extreme connects frame left side rail, and lift safety limiting mechanism is the structure of connecting rod, including upper connecting rod, lower connecting rod, and upper connecting rod is connected with lower connecting rod and is fixed by split pin and is rotatably connected through connecting pin axle, all be equipped with limiting hole on upper connecting rod, lower connecting rod. The utility model discloses high reliability, when cab overturns to the maximum angle, can effectively protect the safety of maintenance personnel and cab.

Description

Technical Field

[0001] This utility model relates to a cab suspension lifting device and a commercial vehicle, belonging to the field of commercial vehicles. Background Technology

[0002] Currently, most medium and heavy-duty commercial vehicles in my country adopt a cab-over design. The cabs of these vehicles need to have a forward-tilting function to facilitate maintenance of core chassis components such as the engine and transmission. Existing cab suspension lifting devices have significant limitations: when the cab is tilted to its maximum maintenance angle, balance is maintained solely by the pulling force of the lifting cylinder, lacking additional safety features. This structure not only forces the lifting cylinder to bear full load for extended periods, making it prone to fatigue damage and reduced service life, but also poses a major safety hazard: if the lifting cylinder suddenly fails to pull the load or if the lifting pump is misoperated and falls back, the cab may unexpectedly tip over or fall, directly threatening the personal safety of maintenance personnel below. Therefore, there is an urgent need to improve the reliability and safety of the cab suspension lifting device through structural optimization, providing multiple layers of protection for maintenance operations. Summary of the Invention

[0003] To address the problems existing in the prior art, this utility model provides a cab suspension lifting device and a commercial vehicle, which has high reliability and can effectively protect the safety of maintenance personnel and the cab when the cab is tilted to its maximum angle.

[0004] To achieve the above objectives, this utility model employs a cab suspension lifting device, comprising:

[0005] The cab beam assembly includes a front bulkhead crossbeam, a left longitudinal beam of the body-in-white, and a right longitudinal beam of the body-in-white. The left and right longitudinal beams of the body-in-white are fixedly connected to the front bulkhead crossbeam and form the mounting carrier of the cab.

[0006] The frame beam assembly, including the left longitudinal beam and the right longitudinal beam, serves as the bottom support structure of the device;

[0007] There are two semi-floating front suspensions, which are respectively installed between the left longitudinal beam of the body-in-white and the left longitudinal beam of the frame, and between the right longitudinal beam of the body-in-white and the right longitudinal beam of the frame.

[0008] The lifting cylinder is connected to the right longitudinal beam of the body-in-white at its upper end and to the right longitudinal beam of the chassis at its lower end, and is used to drive the cab to lift and tilt.

[0009] The lifting safety limiting mechanism is connected to the left longitudinal beam of the body-in-white at its upper end and to the left longitudinal beam of the frame at its lower end. The lifting safety limiting mechanism is a linkage structure, including an upper linkage and a lower linkage. The upper and lower linkages are rotatably connected by a connecting pin and fixed by a cotter pin. Both the upper and lower linkages are provided with limiting holes. When the cab is lifted and tilted to its maximum angle, the limiting holes of the upper and lower linkages coincide, and locking is achieved by inserting the limiting pin into the limiting hole. In the unlocked state, the lifting safety limiting mechanism can rotate along the connecting pin to counteract the impact of vehicle bumps.

[0010] As an improvement, a front bulkhead connecting bracket is installed on the upper side of the semi-floating front suspension, and the front bulkhead connecting bracket is bolted to the longitudinal beam of the body-in-white and the cross beam of the front bulkhead respectively; a frame connecting bracket is installed on the lower side of the semi-floating front suspension, and the frame connecting bracket is bolted to the longitudinal beam of the frame.

[0011] As an improvement, drainage grooves are provided on both the semi-floating front suspension and the frame connecting bracket.

[0012] As an improvement, the semi-floating front suspension is provided with reinforcing ribs.

[0013] As an improvement, a fixed bracket for placing the limiting pin is also installed on the lower connecting rod. In the non-locked state, the limiting pin is placed on the fixed bracket.

[0014] As an improvement, the limiting pin is connected to the lower connecting rod via a steel wire rope.

[0015] As an improvement, both the lower connecting rod and the limiting pin are provided with through holes; both ends of the wire rope are provided with detachable and lockable buckles, one end of the wire rope is connected to the tail of the limiting pin through the buckle, and the other end is connected to the lower connecting rod through the buckle.

[0016] As an improvement, an upper bracket is installed on the left longitudinal beam of the body-in-white, and the upper connecting rod is rotatably connected to the upper bracket by a connecting pin and fixed by a cotter pin; a lower bracket is installed on the left longitudinal beam of the frame, and the lower connecting rod is rotatably connected to the lower bracket by a connecting pin and fixed by a cotter pin.

[0017] A second aspect of this utility model also provides a commercial vehicle, wherein the aforementioned cab suspension lifting device is installed on the commercial vehicle.

[0018] Compared with the prior art, the cab suspension lifting device of this utility model has the following beneficial effects:

[0019] (1) Significantly enhances safety protection capabilities, providing rigid safety assurance for maintenance operations after the cab is lifted, avoiding safety risks caused by misoperation or failure of lifting components, protecting the personal safety of maintenance personnel and the integrity of the cab structure; and also dispersing the load of the lifting system, reducing the wear and tear of core components, and extending the service life of the device.

[0020] (2) It meets the dual needs of vehicle driving and lifting operations: In the non-lifted state, the linkage structure can flexibly buffer the impact of bumps and improve driving comfort and driving stability; in the lifted state, the symmetrical suspension support and lifting layout can ensure the stability of the cab posture and meet the needs of maintenance operations. At the same time, the overall structure is mainly mechanically designed, simple, reliable, easy to manufacture and maintain, and can be widely adapted to commercial vehicle scenarios, taking into account both practicality and economy. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of this utility model;

[0023] Figure 2 This is a schematic diagram of the non-locking state of the lifting safety limit mechanism of this utility model;

[0024] Figure 3 This is a schematic diagram of the locking state of the lifting safety limit mechanism of this utility model;

[0025] Figure 4 This is a schematic diagram of the lower connecting rod of this utility model;

[0026] Figure 5 This is a schematic diagram of the semi-floating front suspension structure of this utility model;

[0027] In the diagram: 1. Lower connecting rod, 2. Upper connecting rod, 3. Fixed bracket, 4. Limiting pin, 5. Connecting pin, 6. Lower bracket, 7. Cotter pin, 8. Upper bracket, 9. Left longitudinal beam of body-in-white, 10. Left longitudinal beam of frame, 11. Lifting safety limit mechanism, 12. Lifting cylinder, 13. Right longitudinal beam of frame, 14. Limiting hole, 15. Steel wire rope, 16. Front crossbeam, 17. Semi-floating front suspension, 18. Drainage channel, 19. Front connecting bracket, 20. Reinforcing rib, 21. Front fastening bolt, 22. Frame connecting bracket, 23. Right longitudinal beam of body-in-white. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this application will be described in detail below through specific embodiments. It should be understood that the embodiments of this application and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. In the absence of conflict, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0029] In the description of this utility model, it should be understood that the terms "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only used to facilitate the description of this utility model and to simplify 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 limiting the scope of protection of this utility model.

[0030] like Figures 1-5 As shown, a cab suspension lifting device includes a cab beam assembly, a frame beam assembly, a semi-floating front suspension 17, a lifting cylinder 12, and a lifting safety limit mechanism 11;

[0031] The cab beam assembly includes a front crossbeam 16, a left longitudinal beam 9 of the body-in-white, and a right longitudinal beam 23 of the body-in-white. The left and right longitudinal beams of the body-in-white are connected to the front crossbeam 16 respectively, forming a frame-type installation carrier with transverse (front crossbeam) + longitudinal (left and right longitudinal beams of the body-in-white). Compared with a single longitudinal beam bearing the load, it can distribute the weight of the cab more evenly and avoid deformation of the longitudinal beam caused by local stress concentration.

[0032] The frame beam assembly includes a left longitudinal beam 10 and a right longitudinal beam 13, which serve as the bottom support structure of the device. The left and right longitudinal beams independently support the suspension and lifting components on the corresponding sides, which facilitates the separate disassembly and assembly of one side of the components during later maintenance without the need for overall disassembly, thus improving the convenience of maintenance.

[0033] Two semi-floating front suspensions 17 are provided, respectively installed between the left longitudinal beam 9 of the body-in-white and the left longitudinal beam 10 of the frame, and between the right longitudinal beam 23 of the body-in-white and the right longitudinal beam 13 of the frame. Compared with single suspensions or asymmetrical suspensions, the two semi-floating front suspensions 17 are respectively adapted to the left longitudinal beam of the body-in-white and the left longitudinal beam of the frame, and the right longitudinal beam of the body-in-white and the right longitudinal beam of the frame, forming a left-right symmetrical elastic support structure. When the cab is lifted, it can simultaneously buffer the gravity shift on both sides to avoid the cab tilting during the lifting process. In the non-lifted state, the left and right semi-floating front suspensions can simultaneously absorb the bumps and impacts transmitted by the frame, reduce the left-right sway of the cab, improve the driver's ride comfort, and solve the problems of unstable support and strong bumps of traditional single-sided suspensions.

[0034] The upper end of the lifting cylinder 12 is connected to the right longitudinal beam 23 of the body-in-white, and the lower end is connected to the right longitudinal beam 13 of the frame, which is used to drive the cab to lift and tilt. This utility model can provide sufficient driving force by using a single-sided lifting cylinder. Compared with double-sided lifting cylinders, it reduces a set of lifting power components, reduces equipment costs and later maintenance difficulties (such as eliminating the need to simultaneously adjust the extension and retraction speed of the double-sided lifting cylinders). The lifting cylinder 12 and the lifting safety limit mechanism 11 form a "drive + limit" synergy: the lifting cylinder 12 is responsible for driving the lifting, and the lifting safety limit mechanism 11 on the other side is used for locking and distributing force after lifting. The layout of single-sided drive and single-sided limit makes the cab in a balanced state of right pull and left support during the lifting process, avoiding problems such as force superposition and local overload that may be caused by double-sided drive.

[0035] The upper end of the lifting safety limiting mechanism 11 is connected to the left longitudinal beam 9 of the body-in-white, and the lower end is connected to the left longitudinal beam 10 of the frame. The lifting safety limiting mechanism 11 is a linkage structure, including an upper linkage 2 and a lower linkage 1. The upper linkage 2 and the lower linkage 1 are rotatably connected by a connecting pin 5 and fixed by a cotter pin 7. Both the upper linkage 2 and the lower linkage 1 are provided with limiting holes 14. When the cab is lifted and tilted to the maximum angle, the limiting holes 14 of the upper linkage 2 and the lower linkage 1 coincide, and the limiting pin 4 is inserted into the limiting hole 14 to achieve locking. In the non-locked state, the lifting safety limiting mechanism 11 can rotate along the connecting pin 5 to offset the impact of vehicle bumps. The fixing method of using the connecting pin 5 and the cotter pin 7 not only ensures the flexibility of the linkage rotation but also restricts the pin from falling off. At the same time, the rotation disperses the tensile / compressive impact generated by bumps, avoiding bolt loosening and bracket cracking at the connection between the suspension and the longitudinal beam due to rigid stress, thus extending the overall service life of the device. In addition, when the vehicle is in normal operation, the upper and lower connecting rods of the lifting safety limit mechanism 11 can rotate flexibly along the connecting pin 5. When the road surface is bumpy and the cab and the frame are displaced relative to each other, the rotation of the connecting rod can buffer the impact transmission path, avoid the impact caused by the rigid connection from being directly transmitted to the cab, reduce the cab's bump amplitude, and reduce driver fatigue.

[0036] In some embodiments, such as Figure 1 , Figure 5 As shown, a front bulkhead connecting bracket 19 is installed on the upper side of the semi-floating front suspension 17. The front bulkhead connecting bracket 19 is connected to the longitudinal beams of the body-in-white (the left and right longitudinal beams of the body-in-white on the corresponding sides) and the front bulkhead crossbeam 16 respectively through front bulkhead fastening bolts 21, rather than being connected to only a single longitudinal beam. This forms a two-way force support with longitudinal (longitudinal beam) + transverse (crossbeam). The two-way bolting can more evenly distribute the weight of the cab and the impact of bumps on the semi-floating front suspension 17, avoiding bracket deformation or bolt breakage caused by local stress concentration. At the same time, the front bulkhead fastening bolts 21 are installed from back to front, which is convenient for disassembly and installation.

[0037] A frame connecting bracket 22 is installed on the lower side of the semi-floating front suspension 17. The frame connecting bracket 22 is bolted to the frame longitudinal beam. The frame connecting bracket 22 serves as a transition carrier between the semi-floating front suspension 17 and the frame longitudinal beam, avoiding the problems of mismatched mounting surfaces and uneven force transmission that may occur when the suspension is directly connected to the frame longitudinal beam. The bolted connection is convenient for disassembly and assembly, has high strength and rigidity, and can stably transmit the support force and buffer force of the suspension.

[0038] In some embodiments, such as Figure 1 , Figure 5 As shown, both the semi-floating front suspension 17 and the frame connecting bracket 22 are provided with drainage grooves 18. As key load-bearing components of the device, the semi-floating front suspension 17 and the frame connecting bracket 22 are typically made of metal (such as steel or cast iron). However, in vehicle use, they inevitably encounter rainwater, car wash water, or liquids splashed from the road. If these liquids accumulate on the surface or in the gaps of the components for a long time, electrochemical corrosion will occur, gradually damaging the integrity of the metal structure. The drainage grooves 18 can directly guide the accumulated liquids (rainwater, car wash water, etc.) to drain quickly, preventing liquids from remaining on the mounting surface of the semi-floating front suspension 17 and the bolt connections of the frame connecting bracket 22, thus reducing the conditions for corrosion from the source. This extends the actual service life of the two components and reduces the frequency of premature component replacement due to corrosion.

[0039] In some embodiments, such as Figure 5 As shown, the semi-floating front suspension 17 is equipped with reinforcing ribs 20. As a core connecting component between the cab and the frame, the semi-floating front suspension 17 must withstand the weight of the cab itself, the instantaneous pulling force during lifting, and the impact loads during bumpy driving (such as upward impact forces caused by road bumps and forward inertial loads during emergency braking). The reinforcing ribs 20, by increasing the local structural thickness and optimizing the stress transmission path, can significantly improve the overall tensile, bending, and torsional strength of the semi-floating front suspension 17.

[0040] In some embodiments, such as Figures 2-4 As shown, a fixed bracket 3 for placing the limiting pin 4 is also installed on the lower connecting rod 1. In the non-locked state, the limiting pin 4 is placed on the fixed bracket 3. The limiting pin 4 is the core locking component of the lifting safety limiting mechanism 11: when the cab is raised to its maximum angle, it needs to be removed from the fixed bracket 3 and inserted into the limiting hole 14 to lock; when the vehicle is in normal driving and the cab is not raised (non-maintenance state), the limiting pin 4 does not need to work. The fixed bracket 3 provides a dedicated storage position for the limiting pin 4, ensuring that the pin is always bound to the lower connecting rod 1 in the non-locked state, avoiding the risk of loss and ensuring normal operation. The fixed bracket 3 can be welded to the lower connecting rod 1, and a retaining ring can be provided on the fixed bracket 3 to engage the limiting pin 4 in the retaining ring of the fixed bracket 3.

[0041] In some embodiments, such as Figures 2-4 As shown, the limiting pin 4 is connected to the lower connecting rod 1 via a steel wire rope 15. Furthermore, both the lower connecting rod 1 and the limiting pin 4 have through holes; both ends of the steel wire rope 15 are provided with detachable and lockable buckles, one end of the steel wire rope 15 is connected to the tail of the limiting pin 4 via a buckle, and the other end is connected to the lower connecting rod 1 via a buckle. The wire rope 15 is connected to the lower connecting rod 1 (through hole) and the limit pin 4 (tail through hole) respectively through the locking buckles at both ends. Regardless of whether the limit pin 4 is in the stored state (placed on the fixed bracket 3) or in the retrieved state (pulled out and waiting to be inserted into the limit hole), it always maintains a physical connection with the lower connecting rod 1 (the main body of the lifting safety limit mechanism) and will not fall off due to bumps or accidental collisions. When the limit pin 4 is worn (such as deformation of the insertion end or corrosion of the tail through hole) or the wire rope 15 is broken, there is no need to disassemble the lower connecting rod 1 or the fixed bracket 3. The limit pin 4 or the wire rope can be replaced separately by simply unlocking the locking buckles at both ends. The operation only requires conventional tools (such as pliers), which is time-saving and low-cost.

[0042] In some embodiments, such as Figure 2 , Figure 3 As shown, an upper bracket 8 is installed on the left longitudinal beam 9 of the body-in-white. The upper connecting rod 2 is rotatably connected to the upper bracket 8 via a connecting pin 5 and fixed by a cotter pin 7. A lower bracket 6 is installed on the left longitudinal beam 10 of the frame. The lower connecting rod 1 is rotatably connected to the lower bracket 6 via a connecting pin 5 and fixed by a cotter pin 7. The upper bracket 8 and the lower bracket 6 are respectively adapted to the left longitudinal beam 9 of the body-in-white and the left longitudinal beam 10 of the frame, which can evenly distribute the load transmitted by the connecting rod (such as bumps and impacts, lifting force) to the longitudinal beam, avoiding local stress concentration and cracking of the longitudinal beam. The connecting pin 5 realizes the rotatable connection between the upper connecting rod 2 and the upper bracket 8, and the lower connecting rod 1 and the lower bracket 6, to meet the swing requirements of the connecting rod in different scenarios. At the same time, the cotter pin 7 forms a forced anti-detachment fixation for the connecting pin 5, completely eliminating the risk of connection failure caused by the pin loosening during vehicle driving or mechanism operation.

[0043] In a second aspect, this utility model also provides a commercial vehicle equipped with the aforementioned cab suspension lifting device. The engine, transmission, and other core components of commercial vehicles (such as port tractors and heavy trucks) are mostly located below the cab, requiring frequent cab lifting for maintenance. This device directly addresses the pain points of traditional commercial vehicle maintenance: Safer maintenance: The locking function of the lifting safety limit mechanism prevents the cab from accidentally falling back or tilting forward due to lifting cylinder failure, providing rigid safety protection for maintenance personnel and avoiding the problems of traditional devices without locking mechanisms. It is particularly suitable for common outdoor single-person emergency maintenance scenarios in commercial vehicles; More efficient maintenance: The semi-floating front suspension bracket bolt design, the fixed bracket of the limit pin shaft, and the wire rope anti-loss structure make cab lifting / lowering operations smooth and convenient (no need to find extra parts or adjust connection positions), shortening the time required for a single maintenance session, reducing downtime due to maintenance, and improving operational efficiency.

[0044] When the cab is lifted and tilted to its maximum angle, the operating limit pin 4 locks the cab. If the lifting cylinder 12 fails at this time, the lifting safety limit mechanism 11 can act as a second safety protection scheme to pull the cab to prevent it from tilting forward, thus protecting the personal safety of maintenance personnel and the cab from damage.

[0045] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A cab suspension lifting device, characterized in that, include: The cab beam assembly includes a front bulkhead crossbeam, a left longitudinal beam of the body-in-white, and a right longitudinal beam of the body-in-white. The left and right longitudinal beams of the body-in-white are fixedly connected to the front bulkhead crossbeam and form the mounting carrier of the cab. The frame beam assembly, including the left longitudinal beam and the right longitudinal beam, serves as the bottom support structure of the device; There are two semi-floating front suspensions, which are respectively installed between the left longitudinal beam of the body-in-white and the left longitudinal beam of the frame, and between the right longitudinal beam of the body-in-white and the right longitudinal beam of the frame. The lifting cylinder is connected to the right longitudinal beam of the body-in-white at its upper end and to the right longitudinal beam of the chassis at its lower end, and is used to drive the cab to lift and tilt. The lifting safety limiting mechanism is connected to the left longitudinal beam of the body-in-white at its upper end and to the left longitudinal beam of the frame at its lower end. The lifting safety limiting mechanism is a linkage structure, including an upper linkage and a lower linkage. The upper and lower linkages are rotatably connected by a connecting pin and fixed by a cotter pin. Both the upper and lower linkages are provided with limiting holes. When the cab is lifted and tilted to its maximum angle, the limiting holes of the upper and lower linkages coincide, and locking is achieved by inserting the limiting pin into the limiting hole. In the unlocked state, the lifting safety limiting mechanism can rotate along the connecting pin to counteract the impact of vehicle bumps.

2. The cab suspension lifting device according to claim 1, characterized in that, A front bulkhead connecting bracket is installed on the upper side of the semi-floating front suspension, and the front bulkhead connecting bracket is bolted to the longitudinal beam of the body-in-white and the transverse beam of the front bulkhead respectively; a frame connecting bracket is installed on the lower side of the semi-floating front suspension, and the frame connecting bracket is bolted to the longitudinal beam of the frame.

3. A cab suspension lifting device according to claim 2, characterized in that, Drainage grooves are provided on both the semi-floating front suspension and the frame connecting bracket.

4. The cab suspension lifting device according to claim 1, characterized in that, The semi-floating front suspension is equipped with reinforcing ribs.

5. A cab suspension lifting device according to claim 1, characterized in that, The lower connecting rod is also equipped with a fixed bracket for placing the limit pin. When not locked, the limit pin is placed on the fixed bracket.

6. A cab suspension lifting device according to claim 5, characterized in that, The limiting pin is connected to the lower connecting rod via a steel wire rope.

7. A cab suspension lifting device according to claim 6, characterized in that, Both the lower connecting rod and the limiting pin have through holes; both ends of the wire rope are provided with detachable and lockable buckles, one end of the wire rope is connected to the tail of the limiting pin through the buckle, and the other end is connected to the lower connecting rod through the buckle.

8. A cab suspension lifting device according to claim 1, characterized in that, An upper bracket is installed on the left longitudinal beam of the body-in-white. The upper connecting rod is rotatably connected to the upper bracket via a connecting pin and fixed by a cotter pin. A lower bracket is installed on the left longitudinal beam of the frame. The lower connecting rod is rotatably connected to the lower bracket via a connecting pin and fixed by a cotter pin.

9. A commercial vehicle, characterized in that, The commercial vehicle is equipped with the cab suspension lifting device as described in any one of claims 1-8.

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