Independent suspension system for trailer

Abstract

The present invention relates to the technical field of trailer suspension, and specifically to a trailer independent suspension system, including two wheel assemblies, two brake assemblies and a chassis carrier, and also including a suspension assembly, a cantilever assembly and two shock absorbing assemblies; the brake assembly is installed at the axial position of the wheel assembly and fixedly connected to the cantilever assembly, one side of the cantilever assembly is movably connected to the front cross beam of the suspension assembly, the other side of the cantilever assembly is movably connected to the longitudinal beam of the suspension assembly through the shock absorbing assembly, and the suspension assembly is fixedly connected to the chassis carrier. The trailer independent suspension system provided by the present invention has a simple structure and is easy to assemble. It can attenuate the impact force of the ground on the wheels and the frame, reduce the vibration of the frame, improve the overall braking performance of the trailer, ensure the smooth stability of the trailer during driving and the safety of the cargo, extend the service life of the trailer parts, and occupy a small space on the trailer chassis, saving economic costs.

Description

Technical Field

[0001] The invention relates to the technical field of trailer suspensions, and in particular to an independent suspension system for a trailer. Background Art

[0002] Trailer refers to a wheeled vehicle that relies on other vehicles to drive and has no power drive device. It cooperates with the towing vehicle to form a complete and effective transportation and mobile platform. It is widely used in road freight, container transportation market, equipment and material transportation, and equipment loading. It can double the transportation capacity without adding tractors and drivers. When the vehicle is driving on uneven ground, the wheels drive the frame to vibrate vertically, thus affecting the stability of the vehicle. The suspension system is a general term for all force transmission connection devices between the frame and the axle or wheel. It is generally composed of elastic components, guide devices and shock absorbers. It can be used to transmit the force and torque acting between the wheel and the frame, as well as to buffer the impact force transmitted to the frame or body by the uneven road surface. The elastic elements reduce the vibration of the frame to ensure that the vehicle can drive smoothly. The suspension system is an important part of the trailer and has a decisive influence and restrictive effect on the driving smoothness of the trailer.

[0003] The suspension system can be divided into a non-independent suspension system and an independent suspension system. The non-independent suspension uses an integral axle connected to the wheels on both sides. The wheels and the axle are suspended under the frame or body through an elastic suspension system. It has the advantages of simple structure and low cost. However, when encountering an unstable road surface, the wheels on both sides will restrain each other when bouncing, and the vehicle's driving stability is poor. The independent suspension system uses a disconnected axle, and the wheels on both sides are connected to the frame through independent suspension. When impacted by the ground, the wheels on both sides do not affect each other, which can better adapt to uneven ground conditions to ensure the stability of the vehicle body.

[0004] The invention patent application with patent publication number CN111716975A proposes a trailer independent suspension system, including an axle, left and right torsion bar springs, left and right swing arms, a two-way cylinder shock absorber, a reverse flexible limit device and a truncated cone scroll spring. Among them, a metal torsion bar spring is selected as a shock absorbing element, a composite truncated cone scroll spring is used as a limit device, a two-way cylinder shock absorber is matched as an auxiliary shock absorbing element, and a reverse flexible limit device with a steel wire rope as an elastic connector is superimposed. The overall coordination can improve the smoothness and reliability of the suspension system and meet the needs of off-road and road driving. However, the structural design of the trailer independent suspension system is relatively complex, and it occupies a large space on the trailer chassis. In addition, the torsion bar spring is costly and difficult to process. It is suitable for use on special vehicles, but not suitable for agricultural trailers and large trucks. The invention patent application with the patent publication number CN107471947A discloses a light American-style semi-trailer air suspension system, including: a left and right longitudinal arm bracket assembly fixedly connected to the frame; a left and right longitudinal arm assembly whose front end is respectively hinged to the left and right longitudinal arm bracket assembly through a self-contained composite bushing, and whose rear end is fixedly connected to the trailer axle assembly; a left and right shock absorber whose front end is respectively hinged to the left and right longitudinal arm bracket assembly, and whose rear end is respectively hinged to the left and right longitudinal arm assembly; a left and right airbag bracket fixed to the frame; and a load-bearing airbag assembly whose upper and lower ends are respectively fixed between the left and right airbag bracket and the rear end of the left and right longitudinal arm assembly. The air suspension system can effectively absorb the vibration generated when the vehicle is driving, and ensure the smoothness of the semi-trailer's driving. However, the air suspension system has a complex structure and is troublesome to process. The airbag assembly used has a large structural size, many types of parts, high assembly precision requirements, low roll angle stiffness, and is relatively troublesome to maintain, and occupies more space on the trailer chassis. Summary of the invention

[0005] In view of the deficiencies in the prior art, the present invention provides an independent suspension system for a trailer. The independent suspension system for the trailer has a simple structure and is easy to assemble. It can attenuate the impact load of the ground on the wheels and the frame, reduce frame vibration, improve the overall braking performance of the trailer, ensure the smooth stability of the trailer and the safety of the cargo during driving, extend the service life of the trailer parts, occupy a small space on the trailer chassis, and have a light unsprung mass, thereby achieving the purpose of lightweighting and saving economic costs.

[0006] In order to solve the above technical problems, the technical solution of the present invention is implemented in the following ways:

[0007] A trailer independent suspension system includes two wheel assemblies, two brake assemblies and a chassis carrier, and also includes a suspension assembly, a cantilever assembly and two shock absorbing assemblies; the brake assembly is installed at the axial position of the wheel assembly and fixedly connected to the cantilever assembly, one side of the cantilever assembly is movably connected to the front cross beam of the suspension assembly, the other side of the cantilever assembly is movably connected to the longitudinal beam of the suspension assembly through the shock absorbing assembly, and the suspension assembly is fixedly connected to the chassis carrier. The front and rear cross beams and longitudinal beams of the suspension assembly are made of low-alloy high-strength structural steel, and have excellent stability and impact resistance.

[0008] Further, the cantilever assembly is in the shape of "A", and the cantilever assembly includes an outer swing rod, an inner swing rod, a cross beam, a connecting piece and a mounting plate. One end of the outer swing rod is connected to the inner swing rod through the cross beam, and a rotating shaft is respectively arranged on the end surface of the outer swing rod and the inner swing rod, and a through hole is arranged inside the rotating shaft and is parallel to the axis of the front cross beam; the other end of the outer swing rod is connected to the inner swing rod and the connecting piece is installed at the connection. The cross-sections of the outer swing rod, the inner swing rod and the cross beam in the cantilever assembly can be circular, rectangular or square. The mounting plate is arranged on the outer side surface of the connecting piece, and an axial hole is penetrated inside the connecting piece. A plurality of mounting holes are arranged on the mounting plate, and the wheel assembly and the brake assembly are fixedly mounted on the mounting plate by bolts. One end of the connecting piece is an upward concave surface, and a rotating shaft hole is penetrated in the concave surface for installing the shock absorber assembly. The angle formed between the outer swing arm and the inner swing arm is an acute angle, and the degree of the acute angle is 30 degrees to 60 degrees, preferably 45 degrees. The structural design of the cantilever joint is conducive to dispersing the impact force received by the wheel to the crossbeam when the trailer receives a side impact force.

[0009] Furthermore, two parallel lifting ears are respectively arranged at the front end of the longitudinal beam and the left and right ends of the front cross beam. The rotating shaft on the outer swing arm and the lifting ears on the longitudinal beam are hinged with each other, and the rotating shaft on the inner swing arm and the lifting ears on the front cross beam are hinged with each other. When the trailer is driving, the cantilever joint swings back and forth along the axis of the lifting ears to buffer the impact load and reduce the vibration of the frame.

[0010] Furthermore, the shock absorbing assembly includes a shock absorber, an elastic element and a gasket, wherein the elastic element is sleeved on the outside of the shock absorber, the gasket is installed at both ends of the elastic element, and a fixing seat is fixedly installed on the bottom side of the longitudinal beam, and the fixing seat is integrally stamped and has high tensile strength. The shock absorber is movably connected to the fixing seat and the connecting piece respectively. The gasket is made of super-reinforced nylon, which has super wear resistance, anti-aging and heat resistance, high mechanical strength, and can avoid abnormal noise and wear of the elastic element during deformation. At the same time, it also plays a fixing role, which can prevent the elastic element from rotating, thereby affecting the shock absorption performance.

[0011] Furthermore, the elastic element is a coil spring and adopts a double-pitch structural design, which ensures that it has excellent shock filtering and shock absorption effects when it is unloaded, fully loaded, passing through small pits and passing through large pits. That is, when it is unloaded, the small pitch position below the coil spring is compressed and shock absorbed, and when it is fully loaded, the large pitch position of the spring is compressed and shock absorbed.

[0012] Furthermore, an axial hole is provided inside the fixing seat, and hinge shafts with through holes are respectively provided at both ends of the shock absorber. The upper and lower hinge shafts are respectively installed in the rotating shaft hole inside the concave surface of the connecting piece and the axial hole inside the fixing seat through positioning pin shafts. The gasket is sleeved on both ends of the elastic element and fits tightly with the fixing seat and the connecting piece respectively. During the bumpy driving of the trailer, the trailer chassis compresses the suspension combination to sink, and the elastic element undergoes compression deformation. When the elastic element resets, the shock absorber pulls the elastic element to reset slowly, thereby reducing vibration. Through size design, the lateral distance between the elastic element and the mounting plate is 120 mm, which effectively ensures the rigidity of the wheel axle and can effectively avoid the phenomenon of axle breakage due to bad road conditions during driving.

[0013] Furthermore, the trailer independent suspension system also includes a stopper, which is a mixture of rubber and bolts, and is installed on the bottom side of the longitudinal beam between the fixing seat and the front cross beam by bolts. The stopper can be in the shape of an ellipsoid, a cylinder or a cone. The material of the stopper can also be a reinforced nylon material or a thermoplastic plastic.

[0014] Furthermore, a first brake wire bracket is provided on the front cross beam, and a second brake wire bracket is provided on the cantilever joint. The second brake wire bracket is fixedly mounted on the side of the inner swing arm, and the brake wires of the left and right brake assemblies are led to the trailer chassis through the first brake wire bracket and the second brake wire bracket.

[0015] The movable connection in the above technical solution adopts hinged connection, and the fixed connection adopts bolted connection.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] (1) The cantilever assembly of the present invention adopts an "A"-shaped structural design, and utilizes the stability of the internal triangle to ensure the stability of its structure. The bend of the inner swing arm of the cantilever assembly adopts an integrated stamping molding, which will not reduce its tensile strength and ensure the stability and reliability of the cantilever assembly when subjected to force impact. According to the force analysis based on the mechanical principle, the bend structure design of the cantilever assembly is conducive to dispersing the impact force on the wheel when the trailer receives a side impact force. When the force angle of the inner swing arm bend is 45 degrees, the side force is only half of the impact force, and the other half is transmitted to the crossbeam for dispersion; the cantilever assembly is hingedly connected to the front crossbeam of the suspension assembly. During the driving process of the trailer, the cantilever assembly can make a reciprocating longitudinal swing along the axis of the lifting ear. When braking or colliding, the force can be transmitted to the crossbeam to buffer the impact load and reduce the vibration of the frame; the lateral distance between the elastic element and the mounting plate of the present invention is 120mm, which effectively ensures the rigidity of the wheel axle and can effectively avoid the phenomenon of axle breakage when driving over a large pit.

[0018] (2) The elastic element in the present invention is sleeved on the outside of the shock absorber, and the shock absorber and the elastic element are installed in the same space, which can not only save the space of the trailer chassis and lighten the vehicle body, but also increase the span, so that the trailer has sufficient anti-roll performance, reduce the unsprung mass, and improve the smoothness and acceleration of the trailer. The shock-absorbing damper sleeved inside the elastic element has a hidden structure design that saves space. When the elastic element is stretched and deformed, it can be pulled to slowly reset, thereby reducing vibration. The coil spring with a double-pitch structure design is easy to install, light in weight, and occupies a small space, which can reduce costs. When the trailer is unloaded, the small pitch position under the coil spring is compressed and shock-absorbed. When the trailer is fully loaded, the large pitch position of the spring is compressed and shock-absorbed, ensuring that the coil spring has excellent shock-absorbing and vibration-absorbing effects when unloaded, fully loaded, passing through small pits, and passing through large pits.

[0019] (3) An integrally stamped fixing seat is provided on the longitudinal beam of the suspension coupling of the present invention, which has a lightweight design and high tensile strength, and the concave surface on the connecting piece cooperates with the fixing seat to stop and fix the elastic element; washers are installed at both ends of the elastic element, and the washers are made of super reinforced nylon material, which has the advantages of super wear resistance, anti-aging, good heat resistance and high mechanical strength, etc., which can avoid abnormal noise and wear of the elastic element during deformation, and can also prevent the elastic element from rotating, thereby improving the shock absorption performance.

[0020] (4) In the present invention, a limit block is arranged on the longitudinal beam of the suspension assembly, and is made of rubber, reinforced nylon or thermoplastic material with super wear resistance and heat resistance. When the trailer is traveling on a bad road, it can limit the suspension travel and prevent the suspension from breaking through.

[0021] (5) The suspension coupling in the trailer independent suspension system provided by the present invention is made of high-strength structural steel, which is lightweight, can be continuously replaced, has high impact resistance, and is beneficial to enhancing the overall structural rigidity of the independent suspension system. It will not deform when subjected to large impact loads for a long time.

[0022] (6) The overall structural design of the trailer independent suspension system provided by the present invention is simple in structure, easy to assemble and disassemble, and convenient to repair and maintain. It can not only attenuate the impact force of the ground on the wheels and frame and play a shock-absorbing role, thereby ensuring the smoothness of the trailer and the safety of the cargo during driving, but also extend the service life of the tires and trailer parts. The unsprung mass is light, thereby achieving the purpose of lightweighting the trailer and saving economic costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0024] Figure 1 It is a three-dimensional structural diagram of the trailer independent suspension system;

[0025] Figure 2 It is a structural exploded diagram of the trailer independent suspension system;

[0026] Figure 3 It is a rear view of the trailer's independent suspension system;

[0027] Figure 4 yes Figure 3 Schematic diagram of the cross-sectional structure of the “AA” plane;

[0028] Figure 5 It is a top view of the trailer independent suspension system;

[0029] Figure 6 yes Figure 5 Schematic diagram of the cross-sectional structure of the “BB” surface;

[0030] Figure 7 It is a three-dimensional structural schematic diagram of the cantilever combination;

[0031] Figure 8 It is a schematic diagram of the cross-sectional structure of the cantilever joint.

[0032] Explanation of the accompanying drawings: 1-wheel assembly, 2-brake assembly, 3-chassis carrier frame, 4-suspension coupling, 41-longitudinal beam, 42-front cross beam, 43-rear cross beam, 44-lifting ear, 5-cantilever coupling, 51-outer swing arm, 52-inner swing arm, 53-cross beam, 54-connecting piece, 55-mounting plate, 56-rotating shaft, 6-shock absorber assembly, 61-shock absorber, 611-articulated shaft, 62-elastic element, 63-washer, 7-fixed seat, 8-limiting block, 9-first brake line bracket, 10-second brake line bracket. DETAILED DESCRIPTION

[0033] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. It should be understood that the embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0034] Combined with Figures 1 to 6 It can be seen that this embodiment provides a trailer independent suspension system, including two wheel assemblies 1, two brake assemblies 2 and a chassis carrier frame 3, and also includes a suspension assembly 4, a cantilever assembly 5 and two shock absorbing assemblies 6; the brake assembly 2 is installed at the axial position of the wheel assembly 1 and is fixedly connected to the cantilever assembly 5 by bolts, one side of the cantilever assembly 5 is hingedly connected to the front crossbeam 42 of the suspension assembly 4, and the other side of the cantilever assembly 5 is hingedly connected to the longitudinal beam 41 of the suspension assembly 4 through the shock absorbing assembly 6, and the suspension assembly 4 is fixedly connected to the chassis carrier frame 3 by bolts. The front and rear crossbeams and longitudinal beams of the suspension assembly 4 are made of low-alloy high-strength structural steel, and have excellent stability and impact resistance.

[0035] like Figure 2 and Figure 8 As shown, the cantilever joint 5 is in the shape of "A", which ensures the stability and reliability of the structure. The cantilever joint 5 includes an outer swing rod 51, an inner swing rod 52, a cross beam 53, a connecting member 54 and a mounting plate 55. One end of the outer swing rod 51 is connected to the inner swing rod 52 through the cross beam 53, and a rotating shaft 56 is respectively arranged on the end surface of the outer swing rod 51 and the inner swing rod 52, and a through hole is arranged inside the rotating shaft 56 and is parallel to the axis of the front cross beam 42; the other end of the outer swing rod 51 is connected to the inner swing rod 52 and a connecting member 54 is installed at the connection. The inner swing rod 52 is a curved pipe, which is formed by integral stamping to ensure tensile strength. The mounting plate 55 is arranged on the outer side of the connecting member 54, and an axial hole is penetrated inside the connecting member 54. A plurality of mounting holes are arranged on the mounting plate 55, and the wheel assembly 1 and the brake assembly 2 are fixedly mounted on the mounting plate 55 by bolts. One end of the connecting member 54 is an upward concave surface, and a rotating shaft hole is penetrated in the concave surface for installing the shock absorber assembly 6. Combination Figure 7It can be seen that the angle ∠α formed between the outer swing arm 51 and the inner swing arm 52 is 45 degrees. The structural design of the cantilever joint 5 is conducive to dispersing the impact force on the wheels when the trailer receives a side impact force. The force angle of the inner swing arm 52 bend is 45 degrees, and the side force is only half of the impact force, and the other half is transmitted to the crossbeam 53 for dispersion.

[0036] Combination Figures 2 to 4 It can be seen that two parallel lifting ears 44 are respectively arranged at the front end of the longitudinal beam 41 and the left and right ends of the front cross beam 42, the rotating shaft 56 on the outer swing arm 51 and the lifting ears 44 on the longitudinal beam 41 are hinged with each other, and the rotating shaft 56 on the inner swing arm 52 and the lifting ears 44 on the front cross beam 42 are hinged with each other. When the trailer is driving, the cantilever joint 5 swings back and forth along the axis of the lifting ears 44 to buffer the impact load and reduce the vibration of the frame.

[0037] Depend on Figure 2 and Figure 3 It can be seen that the shock absorbing assembly 6 includes a shock absorber 61, a coil spring 62 and a washer 63. The coil spring 62 is sleeved outside the shock absorber 61, and the washer 63 is installed at both ends of the coil spring 62. A fixing seat 7 is fixedly installed on the bottom side of the longitudinal beam 41. The fixing seat 7 is stamped in one piece and has high tensile strength. The shock absorber 61 is hingedly connected to the fixing seat 7 and the connecting piece 54 respectively. Among them, the shock absorber 61 adopts a hidden design and is sleeved inside the coil spring 62 to save space on the trailer chassis. The coil spring 62 adopts a double-pitch structural design, which ensures that it has excellent shock filtering and shock absorbing effects and comfort when it is unloaded, fully loaded, passing through small pits and passing through large pits. When it is unloaded, the small pitch position below the coil spring is compressed for shock absorption, and when it is fully loaded, the large pitch position of the spring is compressed for shock absorption. The washer 63 is made of super-reinforced nylon, which has good wear resistance and heat resistance, is anti-aging, and has high mechanical strength. It can prevent the coil spring 62 from making abnormal noises and wearing when deforming. It also plays a fixing role, preventing the coil spring 62 from rotating and thus affecting the shock absorption performance.

[0038] Depend on Figure 2 and Figure 4 It can be seen that the fixing seat 7 is provided with an axial hole, and the two ends of the shock absorber 61 are respectively provided with a hinge shaft 611 with a through hole. The upper and lower hinge shafts 611 are respectively installed in the rotating shaft hole inside the concave surface of the connecting member 54 and the axial hole inside the fixing seat 7 through the positioning pin shaft. The washer 63 is sleeved on both ends of the coil spring 62 and is tightly fitted with the fixing seat 7 and the connecting member 54. During the bumpy driving of the trailer, the trailer chassis compresses the suspension joint 4 to sink, and the coil spring 62 is compressed and deformed. When the coil spring 62 is reset, the shock absorber 61 pulls the coil spring 62 to slowly reset, thereby reducing vibration.

[0039] Through size design, the height of the chassis relative to the ground can be adjusted to more than 0.4 meters to adapt to different road conditions; the lateral distance between the coil spring 62 and the mounting plate 55 is 120 mm, which effectively ensures the rigidity of the wheel axle and can effectively avoid the phenomenon of axle breakage due to bad road conditions during driving.

[0040] Depend on Figure 2 It can be seen that the trailer independent suspension system also includes an ellipsoidal stopper 8, which is a mixture of rubber and bolts. Figure 4 As shown, the stopper 8 is bolted to the bottom side of the longitudinal beam 41 between the fixing seat 7 and the front cross beam 42. When the trailer is overloaded, the suspension coupling 4 sinks, the coil spring 62 is compressed and deformed, and the stopper 8 contacts the cantilever coupling 5, thereby avoiding damage to the shock absorber 61 and the coil spring 62 when overloaded.

[0041] Depend on Figure 2 and Figure 3 It can be seen that the front cross beam 42 is provided with a first brake wire bracket 9, and the cantilever joint 5 is provided with a second brake wire bracket 10. The second brake wire bracket 10 is fixedly mounted on the side of the inner swing rod 52, as shown in FIG. Figure 7 The brake lines of the left and right brake assemblies 2 are led to the trailer chassis through the first brake line bracket 9 and the second brake line bracket 10.

[0042] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention is described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A trailer independent suspension system, comprising two wheel assemblies (1), two brake assemblies (2) and a chassis carrier frame (3), characterized in that: It also includes a suspension assembly (4), a cantilever assembly (5) and two shock absorbing assemblies (6); the brake assembly (2) is mounted at the axial position of the wheel assembly (1) and fixedly connected to the cantilever assembly (5); one side of the cantilever assembly (5) is movably connected to the front cross beam (42) of the suspension assembly (4); the other side of the cantilever assembly (5) is movably connected to the longitudinal beam (41) of the suspension assembly (4) through the shock absorbing assembly (6); and the suspension assembly (4) is fixedly connected to the chassis carrier frame (3); The cantilever assembly (5) is in an "A" shape and comprises an outer swing rod (51), an inner swing rod (52), a cross beam (53), a connecting piece (54) and a mounting plate (55); one end of the outer swing rod (51) is connected to the inner swing rod (52) via the cross beam (53), and a rotating shaft (56) is respectively provided on the end surfaces of the outer swing rod (51) and the inner swing rod (52), wherein a through hole is provided inside the rotating shaft (56) and the rotating shaft (56) is parallel to the axis of the front cross beam (42); the other end of the outer swing rod (51) is connected to the inner swing rod (52) and the connecting piece (54) is mounted at the connection; the mounting plate (55) is arranged on the outer side surface of the connecting piece (54), and an axial hole is penetrated inside the connecting piece (54); one end of the connecting piece (54) is an upward concave surface, and a rotating shaft hole is penetrated inside the concave surface for mounting a shock absorbing assembly (6); The shock absorbing assembly (6) comprises a shock absorber (61), an elastic element (62) and a washer (63); the elastic element (62) is sleeved on the outside of the shock absorber (61); a fixing seat (7) is fixedly mounted on the bottom side of the longitudinal beam (41); two ends of the shock absorber (61) are respectively mounted on the fixing seat (7) and the connecting member (54); the washer (63) is mounted on the two ends of the elastic element (62) and is respectively tightly fitted with the fixing seat (7) and the connecting member (54).

2. The trailer independent suspension system according to claim 1, characterized in that: Two parallel lifting ears (44) are respectively provided at the front end of the longitudinal beam (41) and the left and right ends of the front cross beam (42); the rotating shaft (56) on the outer swing arm (51) and the lifting ears (44) on the longitudinal beam (41) are mutually hinged; and the rotating shaft (56) on the inner swing arm (52) and the lifting ears (44) on the front cross beam (42) are mutually hinged.

3. The trailer independent suspension system according to claim 1, characterized in that: An axial hole is provided inside the fixing seat (7), and hinge shafts (611) with through holes are provided at both ends of the shock absorber (61), respectively. The hinge shafts (611) are installed in the axial holes inside the connecting member (54) and the fixing seat (7) via positioning pins.

4. The trailer independent suspension system according to claim 1, characterized in that: The elastic element (62) is a coil spring with a double pitch structure.

5. The trailer independent suspension system according to claim 1, characterized in that: It also includes a limit block (8), which is fixedly mounted on the bottom side of the longitudinal beam (41) and is located in front of the shock absorbing assembly (6).

6. The trailer independent suspension system according to claim 1, characterized in that: A first brake wire bracket (9) is provided on the front cross beam (42), and a second brake wire bracket (10) is provided on the cantilever coupling member (5).

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