Cab suspension structure and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a cab suspension structure and a vehicle. The cab suspension structure comprises a seat plate, a leaf spring, a first supporting part, a second supporting part and a supporting part adjusting assembly. The leaf spring comprises a first cantilever section, a fixed section and a second cantilever section which are sequentially connected along a first direction. The first cantilever section is provided with a first connecting structure for being connected with a cab. The second cantilever section is provided with a second connecting structure for being connected with the cab. The fixed section is fixed with the seat plate. The first supporting part is supported on the first cantilever section. The second supporting part is supported on the second cantilever section. The supporting part adjusting assembly is used for continuously adjusting the positions of the first supporting part and the second supporting part in the first direction. The length of the first cantilever section and the second cantilever section can be continuously adjusted by continuously adjusting the positions of the first supporting part and the second supporting part in the first direction, so that the rigidity of the suspended parts of the first cantilever section and the second cantilever section can be changed.

Description

Technical Field

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

[0002] Currently, heavy-duty truck cab suspensions generally use coil springs (or air springs) as elastic elements, requiring a matching guiding mechanism to constrain the motion trajectory. This results in a large overall structural space occupation and low energy density. Leaf springs combine energy storage and guiding functions, enabling a more compact overall suspension structure. However, due to the relatively large weight of steel leaf springs, their application was limited in the past. With the industrialization of composite leaf springs in recent years, composite leaf spring suspensions, while retaining the original advantages of compact structure, also offer the advantage of lightweight design, thus showing a trend of returning to industry applications.

[0003] However, using leaf springs as elastic elements has problems such as large stiffness deviation and difficulty in continuous stiffness adjustment. In order to solve these two problems (i.e., to achieve precise and continuously adjustable stiffness), some solutions with added adjustment mechanisms have recently emerged. However, existing solutions are often complex in structure, which not only deviates from the original intention of "compact suspension structure", but also results in large space occupation, making them unsuitable for use in heavy truck cab suspensions. Summary of the Invention

[0004] This invention discloses a cab suspension structure and vehicle, which achieves precise and continuously adjustable stiffness while maintaining the compact advantages of leaf spring suspension structures.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] Firstly, a cab suspension structure is provided, comprising: a seat plate, a leaf spring, a first support portion, a second support portion, and a support portion adjustment assembly. The leaf spring includes a first cantilever segment, a fixed segment, and a second cantilever segment connected sequentially along a first direction. The first cantilever segment has a first connecting structure for connecting with the cab, and the second cantilever segment has a second connecting structure for connecting with the cab. The fixed segment is fixed to the seat plate. The first support portion is supported on the first cantilever segment, and the second support portion is supported on the second cantilever segment. The support portion adjustment assembly is used to continuously adjust the positions of the first support portion and the second support portion in the first direction. By continuously adjusting the positions of the first support portion and the second support portion in the first direction, the length of the first and second cantilever segments can be continuously adjusted, thereby changing the stiffness of the first and second cantilever segments. The first and second support portions can be adjusted to any position and then stopped to obtain ideal stiffness. This structure, without adding complex structural design, achieves precise and continuously adjustable stiffness while maintaining the compact advantage of the cab suspension structure.

[0007] Optionally, the first cantilever segment includes a first abutting segment and a first raised segment connected sequentially in a direction away from the fixed segment, and the second cantilever segment includes a second abutting segment and a second raised segment connected sequentially in a direction away from the fixed segment; the first abutting segment and the second abutting segment respectively abut against the seat plate, and the fixed segment protrudes in a direction away from the seat plate; the first support portion is supported on the first abutting segment, and the second support portion is supported on the second abutting segment.

[0008] Optionally, the seat plate is provided with a first through groove at the position corresponding to the first abutting section, and a second through groove at the position corresponding to the second abutting section; both the first through groove and the second through groove extend along the first direction, the first support part is slidably engaged in the first through groove, and the second support part is slidably engaged in the second through groove.

[0009] Optionally, the support adjustment assembly is used to simultaneously adjust the first support and the second support to move in opposite directions.

[0010] Optionally, the support adjustment assembly includes a drive member, a swing member, a first connecting rod, and a second connecting rod; the swing member is located between the first support and the second support and is rotatably connected to the side of the seat plate away from the leaf spring; the two ends of the first connecting rod are respectively hinged to the first support and the swing member, and the second connecting rod is respectively hinged to the second support and the swing member; the hinge points of the first connecting rod and the swing member and the second connecting rod and the swing member are located on both sides of a second direction of the swing member's rotation axis, and the second direction is perpendicular to the first direction; the drive member is used to drive the swing member to swing relative to the seat plate.

[0011] Optionally, the driving member is a linear driving member, which has a telescopic end that is hinged to the swing member, and the axis of the linear driving member does not overlap with the axis of rotation of the swing member.

[0012] Optionally, the linear drive component is a hydraulic cylinder or a linear motor.

[0013] Optionally, the first connecting rod is ball-jointed to the first support portion, and the second connecting rod is ball-jointed to the second support portion.

[0014] Optionally, the cab suspension structure further includes a base, a first shock absorber, and a second shock absorber. The seat plate is fixedly connected to the base, the first shock absorber is connected between the base and the end of the first cantilever section away from the fixed section, and the second shock absorber is connected between the base and the end of the second cantilever section away from the fixed section.

[0015] In a second aspect, a vehicle is provided, the vehicle including a cab and a cab suspension structure as described in any of the above technical solutions, the cab being connected to the first connecting structure and the second connecting structure respectively.

[0016] The vehicle described above has the same advantages over the prior art as the cab suspension structure mentioned above, and will not be repeated here. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the cab suspension structure provided in the embodiments of this application;

[0018] Figure 2 express Figure 1 A perspective view of the portion of the cab suspension structure located on the base shown.

[0019] Figure 3 for Figure 2 A three-dimensional view of the structure shown from another perspective;

[0020] Figure 4 express Figure 2 A bottom view of the structure shown;

[0021] Figure 5 express Figure 4 A cross-sectional view along the AA direction;

[0022] Figure 6 express Figure 5 A schematic diagram of the structure of the central rivet 11a. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] The cab suspension structure provided in this application embodiment can be applied to trucks, specifically heavy trucks, to suspend the cab on the frame.

[0025] Combination Figures 1 to 6The cab suspension structure includes: a seat plate 6, a leaf spring 1, a first support 71, a second support 72, and a support adjustment assembly 5; the leaf spring 1 includes a first cantilever section 13a, a fixed section 12, and a second cantilever section 13b connected sequentially along a first direction D1. The first cantilever section 13a is provided with a first connecting structure for connecting with the cab, which can be a detachable connecting structure such as bolt holes or studs. The second cantilever section 13b is provided with a second connecting structure for connecting with the cab, and the form of the second connecting structure can refer to the first connecting structure; the fixed section... Section 12 is fixed to the seat plate 6. The first support part 71 is supported on the first cantilever section 13a, and the second support part 72 is supported on the second cantilever section 13b. The support part adjustment assembly 5 is used to continuously adjust the position of the first support part 71 and the second support part 72 in the first direction D1. By continuously adjusting the position of the first support part 71 and the second support part 72 in the first direction D1, the suspension length of the first cantilever section 13a and the second cantilever section 13b can be continuously adjusted, thereby changing the stiffness of the suspension parts of the first cantilever section 13a and the second cantilever section 13b. Among them, the leaf spring 1 The portion located between the first support 71 and the second support 72 is the clamped section. This part of the structure does not participate in the elastic suspension of the cab. The first cantilever section 13a is the part outside the first support 71, that is, the free section from the first support 71 to the first cantilever section 13a. This is the part of the first cantilever section 13a that truly participates in the elastic suspension of the cab. The longer this part is, the lower its stiffness; the shorter its length, the higher its stiffness. Similarly, the longer the free end of the second support 72 to the second cantilever section 13b is, the lower its stiffness; the shorter its length, the higher its stiffness. Therefore, when the first support... When the first support 71 and the second support 72 move away from each other, the length of the clamped section increases, while the length of the actual suspension portion of the first cantilever section 13a and the second cantilever section 13b decreases. Conversely, when the first support 71 and the second support 72 move closer to each other, the length of the clamped section decreases, while the length of the actual suspension portion of the first cantilever section 13a and the second cantilever section 13b increases. The first support 71 and the second support 72 can be adjusted to any position and then stopped to obtain ideal stiffness. Therefore, precise adjustment of the stiffness of the suspension structure can be achieved. This structure, without adding complex structural design, achieves precise and continuous stiffness adjustment while maintaining the compact advantage of the cab suspension structure.

[0026] The first support part 71 and the second support part 72 clamp the leaf spring 1 on only one side, and the structure is simple.

[0027] In one specific embodiment, the first cantilever segment 13a includes a first abutting segment 132a and a first raised segment 131a connected sequentially in a direction away from the fixed segment 12, and the second cantilever segment 13b includes a second abutting segment 132b and a second raised segment 131b connected sequentially in a direction away from the fixed segment 12. A first connecting structure is disposed on the first raised segment 131a, and a second connecting structure is disposed on the second raised segment 131b. The cab is located on the first raised segment 131a and the second raised segment 131b. The fixed segment 12 protrudes in a direction away from the seat plate 6 to form a pre-tightening segment. Specifically, rivets 11a and rivets 11b can be spaced apart along the first direction D1. A and rivet 11b provide a pre-tightening force to the pre-tightening section toward the seat plate 6, causing the fixing section 12 to be compressed and deformed. The first abutting section 132a and the second abutting section 132b are simultaneously compressed in the opposite direction by the seat plate 6 to achieve pre-tightening. The first abutting section 132a and the second abutting section 132b are respectively abutted against the seat plate 6 by elastic force. The first support part 71 is supported on the first abutting section 132a. The first abutting section 132a provides a sufficiently smooth support path for the first support part 71 in the first direction D1, so that the support position of the first support part 71 will not change in the thickness direction of the leaf spring 1 during the sliding process. The second support part 72 is supported on the second abutting section 132b, and its function is similar. During the movement of the first support 71 and the second support 72, the heights of the fixed section 12, the first raised section 131a, and the second raised section 131b remain unchanged, the arc height of the leaf spring 1 remains constant, and the first abutting section 132a and the second abutting section 132b are both straight structures. The heights of the first support 71 and the second support 72 do not change during sliding, ensuring the initial height and positioning parameters of the cab suspension structure remain stable. The preload provided by the fixed section 12 achieves displacement self-locking of the first abutting section 132a and the second abutting section 132b, preventing damage. After the rivets 11a and 11b are assembled, the leaf spring 1 and the seat plate 6, etc., form a single unit, and their stiffness characteristics remain unchanged after leaving the factory.

[0028] Taking rivet 11a as an example, rivet 11a includes a first cap 551 and a second cap 553 arranged opposite to each other. A connecting post is located between the first cap 551 and the second cap 553. This connecting post sequentially includes a first slot section 554, a locking post section 552, and a second slot section 555. The inner diameters of both the first slot section 554 and the second slot section 555 are smaller than the locking post section 552, forming a slot respectively. The fixing section 12 is engaged in the slot formed by the first slot section 554, and the base plate 6 is engaged in the slot formed by the second slot section 555. The length of the locking post section 552 defines the distance between the fixing section 12 and the base plate 6. After the fixing section 12 is pre-pressed relative to the base plate 6 to a set position using a press-fitting device, it is riveted using rivets 11a and rivets 11b to achieve pre-tightening.

[0029] In one specific embodiment, the seat plate 6 has a first through groove U1 at the position corresponding to the first abutment section 132a, and a second through groove U2 at the position corresponding to the second abutment section 132b. Both the first through groove U1 and the second through groove U2 extend along the first direction D1. The first support part 71 is slidably fitted in the first through groove U1, and the first through groove U1 can guide the first support part 71. The second support part 72 is slidably fitted in the second through groove U2, and the second through groove U2 can guide the second support part 72. Furthermore, the first through groove U1 and the second through groove U2 are through the seat plate 6. Therefore, the support adjustment assembly 5 can adjust the position of the first support part 71 and the second support part 72 on the side of the seat plate 6 away from the leaf spring 1, which facilitates the storage of the support adjustment assembly 5 under the seat plate 6 and avoids interference between the support adjustment assembly 5 and the cab.

[0030] In addition, the two sides of the seat plate 6 extending along the first direction D1 can be bent toward the side where the leaf spring 1 is located, so that the seat plate 6 forms a groove structure to accommodate the leaf spring 1, thereby preventing the leaf spring 1 from deflecting relative to the seat plate 6 and improving the safety of the cab.

[0031] In one specific embodiment, the support adjustment assembly 5 is used to simultaneously adjust the first support 71 and the second support 72 to move in opposite directions to avoid inconsistent stiffness change trends at both ends of the leaf spring 1, which would lead to poor safety and comfort in the cab. The support adjustment assembly 5 can also be used to adjust the first support 71 and the second support 72 to move in opposite directions with the same amplitude, so as to achieve synchronized stiffness changes at both ends of the leaf spring 1 under the premise of synchronization, further improving cab safety and comfort.

[0032] In one specific embodiment, the support adjustment assembly 5 includes a drive member 53, a swing member 54, a first connecting rod 51, and a second connecting rod 52. The swing member 54 is located between the first support 71 and the second support 72, and is rotatably connected to the side of the seat plate 6 away from the leaf spring 1. Specifically, the swing member 54 can be hinged to the seat plate 6 via a pivot 55. The two ends of the first connecting rod 51 are respectively hinged to the first support 71 and the swing member 54, so that when the swing member 54 swings, both ends of the first connecting rod 51 have sufficient degrees of freedom to rotate without being jammed. The second connecting rod 52 is respectively connected to the second support 72. The first link 51 is hinged to the swing member 54, and its function is similar to that of the second link 52. The hinge points of the first link 51 and the swing member 54 and the second link 52 and the swing member 54 are located on both sides of the second direction D2 of the pivot 55 of the swing member 54. When the swing member 54 swings, the hinge points of the first link 51 and the swing member 54 and the second link 52 and the swing member 54 can move in opposite directions in the first direction D1. The second direction D2 is perpendicular to the first direction D1, specifically the width direction of the leaf spring 1. The driving member 53 is used to drive the swing member 54 to swing relative to the seat plate 6. The first link 51 and the second link 52 can be of equal length to achieve synchronous adjustment of the stiffness at both ends of the leaf spring 1.

[0033] In one specific embodiment, the driving member 53 is a linear driving member with a telescopic end that is hinged to the swing member 54. The axis of the linear driving member does not overlap with the rotation axis 55 of the swing member 54, so as to form a lever arm between the hinge point of the telescopic end and the swing member 54 and the rotation axis 55, thereby converting the linear telescopic motion force of the linear driving member into the torque that drives the swing member 54.

[0034] In one specific embodiment, the linear drive element uses a hydraulic cylinder or a linear motor as the actuator. Specifically, the hydraulic cylinder can be a double-acting hydraulic cylinder. This eliminates the limitation imposed by the two-way lead screw on the actuator form, and the hydraulic cylinder as the actuator avoids the contradiction between the high-speed rotation of the motor and the fine adjustment of the lead screw.

[0035] In one specific embodiment, the driving component can be a rotational driving component, which is connected to the rotating shaft 55 of the oscillating component. It can drive the rotating shaft 55 to rotate directly or indirectly through a gear structure or the like to achieve oscillation.

[0036] Alternatively, independent driving components can be used to adjust the positions of the first support portion 71 and the second support portion 72 along the first direction D1.

[0037] In one specific embodiment, the first link 51 is ball-jointed to the first support 71, and the second link 52 is ball-jointed to the second support 72, to further improve the degree of freedom of the first link 51 and the second link 52 in the thickness direction of the leaf spring 1. The first link 51 and the first support 71 can also be rotatably connected by a cylindrical structure, as can the second link 52 and the second support 72, to avoid the first link 51 and the second link 52 rubbing against the seat plate 6.

[0038] In one specific embodiment, the cab suspension structure further includes a base 3, a first shock absorber 21, and a second shock absorber 22. The seat plate 6 is fixedly connected to the base 3. The first shock absorber 21 is connected between the base 3 and the end of the first cantilever section 13a away from the fixed section 12 to provide vibration damping for the free end of the first cantilever section 13a used for mounting the cab. The second shock absorber 22 is connected between the base 3 and the end of the second cantilever section 13b away from the fixed section 12 to provide vibration damping for the free end of the second cantilever section 13b used for mounting the cab, thereby improving the comfort and safety of the cab.

[0039] The base 3 may include a first leg 32, a second leg 33, and a connecting rod 31. The first leg 32 and the second leg 33 are respectively connected to the bottom sides of both ends of the strip-shaped base plate 6 by welding or other means. The connecting rod 31 is laterally connected to the middle of the first leg 32 and the second leg 33. The first shock absorber 21 is specifically hinged to the first leg 32, and the second shock absorber 22 is specifically hinged to the second leg 33.

[0040] In addition to using the support adjustment assembly 5 shown in the figure, a double-acting linear drive can also be directly connected to the first support 71 and the second support 72 respectively to drive them to move.

[0041] Based on the same inventive concept, this application provides a vehicle, which can be a truck, specifically a heavy-duty truck. The vehicle includes a cab and the cab suspension structure provided in the above embodiments, with the cab connected to a first connecting structure and a second connecting structure respectively.

[0042] The beneficial effects of the vehicle can be seen in the cab suspension structure described above.

[0043] Obviously, those skilled in the art can make various modifications and variations to the embodiments of the present invention without departing from the spirit and scope of the invention. Therefore, if these modifications and variations fall within the scope of the claims of the present invention and their equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A cab suspension structure, characterized in that, include: Seat plate, leaf spring, first support, second support and support adjustment assembly; The leaf spring includes a first cantilever section, a fixed section, and a second cantilever section connected sequentially along a first direction. The first cantilever section is provided with a first connecting structure for connecting with the cab, and the second cantilever section is provided with a second connecting structure for connecting with the cab. The fixed section is fixed to the seat plate, the first support part is supported on the first cantilever section, the second support part is supported on the second cantilever section, and the support part adjustment assembly is used to continuously adjust the position of the first support part and the second support part in the first direction to continuously adjust the suspension length of the first cantilever section and the second cantilever section, thereby changing the stiffness of the suspension part of the first cantilever section and the second cantilever section. The first cantilever segment includes a first abutting segment and a first raised segment connected sequentially in a direction away from the fixed segment; the second cantilever segment includes a second abutting segment and a second raised segment connected sequentially in a direction away from the fixed segment. The first abutting section and the second abutting section respectively abut against the seat plate, and the fixing section protrudes away from the seat plate; The first support portion is supported on the first abutting section, and the second support portion is supported on the second abutting section; The seat plate is provided with a first through groove at the position corresponding to the first abutting section, and a second through groove at the position corresponding to the second abutting section; Both the first through groove and the second through groove extend along the first direction, the first support portion is slidably engaged in the first through groove, and the second support portion is slidably engaged in the second through groove.

2. The cab suspension structure according to claim 1, characterized in that, The support adjustment assembly is used to simultaneously adjust the first support and the second support to move in opposite directions.

3. The cab suspension structure according to claim 2, characterized in that, The support adjustment assembly includes a drive component, a swing component, a first connecting rod, and a second connecting rod. The swing member is located between the first support and the second support, and is rotatably connected to the side of the seat plate away from the leaf spring; The two ends of the first connecting rod are respectively hinged to the first support and the swing member, and the second connecting rod is respectively hinged to the second support and the swing member; The hinge points of the first connecting rod and the swing member and the hinge points of the second connecting rod and the swing member are located on both sides of the second direction of the swing member's axis of rotation, and the second direction is perpendicular to the first direction; The driving element is used to drive the oscillating element to oscillate relative to the seat plate.

4. The cab suspension structure according to claim 3, characterized in that, The driving component is a linear driving component, which has a telescopic end that is hinged to the swing component, and the axis of the linear driving component does not overlap with the axis of rotation of the swing component.

5. The cab suspension structure according to claim 4, characterized in that, The linear drive component is a hydraulic cylinder or a linear motor.

6. The cab suspension structure according to claim 3, characterized in that, The first connecting rod is ball-jointed to the first support part, and the second connecting rod is ball-jointed to the second support part.

7. The cab suspension structure according to claim 1, characterized in that, The cab suspension structure also includes a base, a first shock absorber, and a second shock absorber. The seat plate is fixedly connected to the base. The first shock absorber is connected between the base and the end of the first cantilever section away from the fixed section. The second shock absorber is connected between the base and the end of the second cantilever section away from the fixed section.

8. A vehicle, characterized in that, It includes a driver's cab and a driver's cab suspension structure as described in any one of claims 1 to 7, wherein the driver's cab is connected to the first connecting structure and the second connecting structure, respectively.

Images