Helical spring non-independent suspension, steering mechanism and chassis for heavy off-road vehicles

Abstract

This invention discloses a coil spring non-independent suspension, steering mechanism, and chassis for heavy-duty off-road vehicles. The front upper thrust rod in the coil spring non-independent suspension allows for the placement of the engine system at the front of the vehicle, providing more space for the chassis superstructure. The rear upper thrust rod uses a V-shaped thrust rod, which can transmit lateral forces, effectively improving vehicle handling stability and ride smoothness. The lower thrust rod overcomes the limitation of coil springs, which can only transmit vertical and lateral forces but not traction, braking force, or their corresponding reaction torque. In the steering mechanism, the steering gear, steering rocker arm I, and tie rod I are installed on the outer side of the frame longitudinal beam, while the remaining structures are installed on the inner side of the frame longitudinal beam. This saves space on the outer side of the frame and avoids the problem of the rocker arm crossing the frame longitudinal beam, which could affect the strength of the frame longitudinal beam. Furthermore, it avoids the problem of a large vehicle turning angle (i.e., a large minimum turning diameter) due to the large space occupied by the suspension system.

Description

[Technical Field]

[0001] This invention relates to the field of automobile manufacturing technology, specifically to a coil spring non-independent suspension, steering mechanism, and chassis for heavy-duty off-road vehicles. [Background Technology]

[0002] As off-road vehicle technology continues to improve, the requirements for high load-bearing capacity, off-road capability, and ride comfort are also increasing. Currently, commercial vehicle suspensions mainly consist of leaf spring structures, air spring structures, independent suspension structures, and coil spring non-independent suspension structures. Among them, leaf spring structures have strong load-bearing capacity, but they are heavy and have a long front-to-rear span. During vehicle operation, as the vehicle bounces, the relative movement between the leaf springs makes it difficult to adjust their trajectory, leading to a decrease in performance. Air suspensions greatly improve the ride comfort, but their structure is relatively complex, requiring sophisticated piping, and some key components need to be imported, resulting in higher operating costs. Independent suspension mechanisms are increasingly used in passenger and freight vehicles, allowing one wheel's bounce to not affect the trajectory of the other wheel, but their disadvantages are also obvious: complex structure and high operating and maintenance costs.

[0003] Coil spring non-independent suspensions restrain each other when the wheels bounce, resulting in less tire angle change, less tire wear, better vehicle passability and handling, and simpler structure with lower manufacturing and operating costs, which are widely accepted by users; however, existing coil spring non-independent suspensions are generally only suitable for passenger car rear suspensions.

[0004] In traditional non-independent suspension multi-axle steering off-road vehicles, steering mechanisms such as steering arms and tie rods are mostly located on the outer side of the chassis. Due to limited space, this structure imposes many restrictions on wheel turning angles and tire outer diameters. Furthermore, for off-road vehicles using coil spring suspension systems, the steering knuckle must simultaneously house the suspension system, brake chambers, and other mechanisms. The compact space on the outer side of the chassis prevents large-angle steering, impacting overall vehicle handling performance. [Summary of the Invention]

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide a coil spring non-independent suspension, steering mechanism and chassis for heavy off-road vehicles.

[0006] To achieve the above objectives, the present invention provides a non-independent suspension with coil springs for heavy-duty off-road vehicles, comprising a coil spring assembly, a shock absorber, and a thrust rod assembly;

[0007] The helical spring assemblies are respectively installed at the top of both ends of each axle along its length, with the top of the springs fixedly connected to the frame and the bottom of the springs fixedly connected to the axle.

[0008] The shock absorbers are correspondingly installed on the side of each coil spring assembly;

[0009] The thrust rod assembly includes a front upper thrust rod, a rear upper thrust rod, and a lower thrust rod;

[0010] The front upper thrust rod includes two straight thrust rods, the front ends of which are respectively hinged to the front side of the axle, and the rear ends are respectively hinged to the left and right longitudinal beams of the frame.

[0011] There are multiple sets of rear upper thrust rods, which are set on the axles other than the first axle. They are V-shaped thrust rods. The top of each rear upper thrust rod is hinged to the middle of each axle, and the two ends are hinged to the left and right longitudinal beams of the frame respectively.

[0012] The lower thrust rods are provided in multiple sets, corresponding to each axle. Each set of lower thrust rods includes two straight thrust rods, one end of which is hinged to the left and right longitudinal beams of the frame, and the other end is hinged to the bottom ends of the axle.

[0013] Preferably, the helical spring assembly includes a helical spring, the upper end of which is fixedly connected to the longitudinal beam of the vehicle frame via a helical spring upper support, and the lower end is fixedly installed in a helical spring mounting seat provided on the upper surface of the axle.

[0014] Preferably, the helical spring assembly further includes an upper guide seat and a lower guide seat disposed on the inner sides of both ends of the helical spring. The upper guide seat is fixedly connected to the lower surface of the upper support of the helical spring, and the lower guide seat is fixedly connected to the helical spring mounting seat on the upper surface of the axle, providing guidance for the movement of the helical spring.

[0015] Preferably, the angle between the two straight push rods in the front upper thrust rod is 40-45°, which is beneficial for heavy off-road vehicles to place the engine system at the front of the vehicle, so as to reserve more space for the chassis superstructure.

[0016] Preferably, the apex angle of the V-shaped thrust rod in the upper rear thrust rod is 45-50°.

[0017] Preferably, the two ends of the upper rear thrust rod on the second axle are located on the side closer to the first axle, and the two ends of the upper rear thrust rod on the third and fourth axles are located behind the third and fourth axles, respectively.

[0018] Preferably, the lower thrust rods on the first and second bridges are connected to the rear of the first and second bridges, respectively, and the lower thrust rods on the third and fourth bridges are connected to the front of the third and fourth bridges, respectively.

[0019] Another object of the present invention is to provide a steering mechanism for heavy-duty off-road vehicles, including a steering gear, a first axle tie rod assembly, a second axle tie rod assembly, and a longitudinal tie rod assembly;

[0020] The steering gear is located on the outside of the left longitudinal beam of the chassis;

[0021] The bridge tie rod assembly includes a bridge upper rocker arm connected to the middle position of a bridge, a bridge left rocker arm and a bridge right rocker arm respectively connected to the left and right ends of a bridge, a bridge left tie rod respectively connected between the bridge left rocker arm and the bridge upper rocker arm, and a bridge right tie rod connected between the bridge right rocker arm and the bridge upper rocker arm.

[0022] The two-bridge tie rod assembly includes a second bridge upper rocker arm connected in the middle of the two bridges, a second bridge left rocker arm and a second bridge right rocker arm connected to the left and right ends of the two bridges respectively, and a second bridge left tie rod connected between the second bridge left rocker arm and the second bridge upper rocker arm respectively, and a second bridge right tie rod connected between the second bridge right rocker arm and the second bridge upper rocker arm.

[0023] The steering tie rod assembly includes, from front to back, a tie rod I, a steering rocker arm I, a tie rod II, a steering rocker arm II, a tie rod III, a tie rod IV, a steering rocker arm III, and a tie rod V.

[0024] Preferably, the steering rocker arm I is connected to the outside of the left longitudinal beam of the frame via a rocker arm seat, and the steering rocker arm II and the steering rocker arm III are respectively connected to the inside of the left longitudinal beam of the frame via rocker arm seats.

[0025] Preferably, the longitudinal tie rod I is located on the outside of the left longitudinal beam of the frame, the longitudinal tie rod II is diagonally spanned above the left longitudinal beam of the frame, and the steering rocker arm II, longitudinal tie rod III, longitudinal tie rod IV, steering rocker arm III, and longitudinal tie rod V are all located on the inside of the left longitudinal beam of the frame.

[0026] Preferably, the front end of the longitudinal tie rod I is connected to the steering gear, and the rear end is hinged to the bottom of the steering rocker arm I; the front end of the longitudinal tie rod II is hinged to the top of the steering rocker arm I, and the rear end is hinged to the top of the steering rocker arm II; the front end of the longitudinal tie rod III is hinged to the steering rocker arm on the first axle, and the rear end is hinged to the bottom of the steering rocker arm II; the front end of the longitudinal tie rod IV is hinged to the steering rocker arm II, and the rear end is hinged to the top of the steering rocker arm III; the front end of the longitudinal tie rod V is hinged to the bottom of the steering rocker arm III, and the rear end is hinged to the steering rocker arm on the second axle.

[0027] Preferably, both the rocker arm on the first bridge and the rocker arm on the second bridge are configured as L-shaped structures, including a transverse portion and a longitudinal portion, and the connection between the transverse portion and the longitudinal portion is respectively hinged at the middle position of the first bridge and the second bridge; the left and right transverse tie rods of the first bridge are respectively connected to the ends of the longitudinal portion of the rocker arm on the first bridge, and the longitudinal tie rod III is hinged to the end of the transverse portion of the rocker arm on the first bridge; the left and right transverse tie rods of the second bridge are respectively connected to the ends of the longitudinal portion of the rocker arm on the second bridge, and the longitudinal tie rod V is hinged to the end of the transverse portion of the rocker arm on the second bridge.

[0028] Another object of the present invention is to provide a heavy-duty off-road vehicle chassis, including the aforementioned coil spring non-independent suspension and steering mechanism.

[0029] The beneficial effects of this invention are:

[0030] In the non-independent suspension with coil springs described in this invention, the front upper thrust rod is symmetrically distributed with two straight thrust rods, which is beneficial for heavy off-road vehicles to place the engine system at the front of the vehicle, so as to reserve more space for the chassis superstructure.

[0031] The upper rear thrust rod adopts a V-shaped thrust rod, which can transmit lateral force and effectively improve vehicle handling stability and ride smoothness; the lower thrust rod adopts two straight push rods in a straight push structure, which overcomes the fact that the coil spring can only transmit vertical force and lateral force but cannot transmit traction force, braking force and its corresponding reaction torque. At the same time, the thrust generated by the straight push rods at the included angles in various directions reduces the sway distance of the drive axle in the corresponding directions.

[0032] The non-independent suspension structure with coil spring described in this invention has a simple mechanism, fewer types of components, and low economic cost. It not only meets the requirements of heavy load-bearing capacity, but also overcomes the shortcomings of poor driving comfort in existing heavy off-road vehicles by leveraging the stiffness characteristics of coil springs.

[0033] In the steering mechanism described in this invention, the steering gear, steering rocker arm I, and longitudinal tie rod I are installed on the outer side of the left longitudinal beam of the frame, while the remaining structures are installed on the inner side of the frame longitudinal beam. Steering power is transferred to the upper rocker arms of the first and second axles inside the frame longitudinal beam. The steering of the left and right wheels is controlled by the first and second axle tie rod assemblies. On the one hand, this saves space on the outer side of the frame, avoiding the problem of rocker arms crossing the frame longitudinal beam and affecting its strength. On the other hand, it avoids the problem of a large vehicle turning angle (i.e., a large minimum turning diameter) due to the large space occupied by the suspension system. Furthermore, the structure of the three-axle or even all-wheel steering system can be adapted by changing the number of steering rocker arms and longitudinal tie rods, achieving smooth turning performance for heavy vehicles under various road conditions. This structure is applicable to vehicles with non-independent suspension structures as described in this invention, and also to vehicles with other types of suspension structures where the axle housing is located at the center of the frame longitudinal beam.

[0034] The power source of the steering tie rod of this invention comes from the longitudinal tie rod assembly arranged on the left side of the frame, which saves the space required for the arrangement of the large-sized steering follower. This is beneficial for the arrangement of power transmission components such as the vehicle engine and for the arrangement of the drive shaft between the drive axles, thus making it more conducive to the widespread use of steering drive axles. [Attached Image Description]

[0035] Figure 1 This is a schematic diagram of the structure of the non-independent suspension with coil springs described in this invention;

[0036] Figure 2 This is a front view of the thrust rod assembly on the first and second axles of the non-independent coil spring suspension described in this invention;

[0037] Figure 3 This is a top view of the thrust rod assembly on the first and second axles of the non-independent coil spring suspension described in this invention;

[0038] Figure 4 This is a front view of the thrust rod assembly on the three-axle and four-axle of the non-independent coil spring suspension described in this invention;

[0039] Figure 5 This is a top view of the steering mechanism described in this invention;

[0040] Figure 6 This is a front view of the steering mechanism described in this invention;

[0041] Figure 7 This is a schematic diagram of the structure of the cross tie rod assembly of the steering mechanism described in this invention;

[0042] Figure 8 This is a schematic diagram of the structure of the two-axle tie rod assembly in the steering mechanism described in this invention;

[0043] Figure 9 This is a schematic diagram of the structure of the left crossbar of the steering mechanism of the present invention;

[0044] Figure 10 This is a schematic diagram of the longitudinal tie rod III in the steering mechanism described in this invention;

[0045] Figure 11 This is a schematic diagram of the structure of steering rocker arm I, steering rocker arm II and steering rocker arm III in the steering mechanism of the present invention;

[0046] Figure 12 This is a front view of the heavy-duty off-road vehicle chassis described in this invention;

[0047] Figure 13 This is a top view of the heavy-duty off-road vehicle chassis described in this invention;

[0048] 1-Coil spring non-independent suspension; 11-Coil spring assembly; 111-Coil spring mounting bracket; 12-Shock absorber; 13-Thrust rod assembly; 131-Front upper thrust rod; 132-Rear upper thrust rod; 133-Lower thrust rod;

[0049] 2-Steering mechanism; 21-Steering gear; 22-First axle tie rod assembly; 221-First axle upper rocker arm; 222-First axle left control arm; 223-First axle right control arm; 224-First axle left tie rod; 2241-Tie rod body; 2242-Spherical joint; 2243-Length adjusting tube; 225-First axle right tie rod; 23-Second axle tie rod assembly; 231-Second axle upper rocker arm; 232-Second axle left control arm; 233-Second axle left control arm; 234-Second Axle Right Control Arm; 235-Second Axle Right Control Arm; 24-Longitudinal Tie Rod Assembly; 24-Longitudinal Tie Rod Assembly; 241-Longitudinal Tie Rod I; 242-Steering Rocker Arm I; 243-Longitudinal Tie Rod II; 244-Steering Rocker Arm II; 245-Longitudinal Tie Rod III; 246-Longitudinal Tie Rod IV; 247-Steering Rocker Arm III; 248-Longitudinal Tie Rod V; 25-First Axle Reducer; 26-Second Axle Reducer;

[0050] 3-Chassis; 4-First axle; 41-Front thrust rod mount; 5-Second axle; 6-Third axle; 7-Fourth axle.

Detailed Implementation Methods

[0051] To make the objectives, technical solutions, and advantages of this invention clearer, the invention is described with reference to the following specific embodiments, but these are not intended to limit the invention. The following descriptions are preferred embodiments of the invention and are merely for illustrative purposes. They should not be construed as limiting the invention. It should be noted that any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

[0052] Example 1

[0053] like Figures 1-4 As shown, the present invention provides a non-independent suspension 1 for heavy-duty off-road vehicles with coil springs, including a coil spring assembly 11, a shock absorber 12 and a thrust rod assembly 13;

[0054] The helical spring assembly 11 is respectively disposed at the top of each end of the axle along its length, including a helical spring. Its top is fixedly connected to the outer side of the longitudinal beam of the frame through the upper helical spring support, and its bottom is fixedly installed in the helical spring mounting seat provided on the upper surface of the axle. The top and bottom of the helical spring are respectively provided with an upper guide seat and a lower guide seat. The upper guide seat is fixedly connected to the bottom of the upper helical spring support, and the lower guide seat is fixedly connected to the helical spring mounting seat to provide guidance for the movement of the helical spring.

[0055] The shock absorbers 12 are configured one-to-one with the coil spring assemblies 11, and are respectively disposed on the side of each coil spring assembly 11. The shock absorbers 12 on the front two axles are disposed on the rear side of the coil springs, and the shock absorbers 12 on the three-axle and four-axle axles are disposed on the front side of the coil springs. Their upper ends are connected to the upper support of the coil springs by bolts, and their lower ends are connected to the coil spring mounting seats disposed on the upper surface of the axles by bolts. In this embodiment, the shock absorber 12 is selected as a bidirectional limiting shock absorber, which has bidirectional limiting and buffering functions, and is designed with a total stroke of 235mm, a tensile damping force of 13455N, and a compressive damping force of 4220N.

[0056] like Figures 2-4 As shown in Figure 11, the thrust rod assembly 13 includes a front upper thrust rod 131, a rear upper thrust rod 132, and a lower thrust rod 133;

[0057] The front upper thrust rod 131 is mounted on an axle and includes two straight thrust rods. The front ends of the two straight thrust rods are respectively hinged to the front thrust rod mounting seat 41 located in the middle of the front side of the axle, and the rear ends are respectively hinged to the mounting seats located on the left and right longitudinal beams of the frame. The included angle between the two straight thrust rods is 40° to 45°.

[0058] The rear upper thrust rod 132 is set on the axles other than the first axle, and is set as a V-shaped structure. The top of each rear upper thrust rod 132 is hinged to the middle position of each axle, and the two separate ends are respectively hinged to the left and right longitudinal beams of the frame. In this embodiment, the axles include the first axle 4, the second axle 5, the third axle 6 and the fourth axle 7. The rear upper thrust rod 132 is respectively set on the second, third and fourth axles, and the rear upper thrust rod on the second axle 5 is opposite to the rear upper thrust rod on the third and fourth axles. That is, the two separate ends of the rear upper thrust rod on the second axle are located on the side closer to the first axle, and the two separate ends of the rear upper thrust rod on the third and fourth axles are located behind the third and fourth axles, respectively.

[0059] Multiple sets of the lower thrust rods 133 are provided, corresponding to each axle. Each lower thrust rod 133 includes two straight push rods, the two ends of which are respectively hinged to the left and right longitudinal beams of the frame and the lower thrust rod mounting seats provided on the axle. The lower thrust rods 133 on the first and second axles have opposite orientations to the lower thrust rods 133 on the third and fourth axles. Specifically, the front ends of the lower thrust rods 133 on the first and second axles are respectively hinged to the lower thrust rod mounting seats on the first and second axles, and the rear ends are respectively hinged to the mounting seats on the two longitudinal beams of the frame. The front ends of the lower thrust rods 133 on the third and fourth axles are respectively hinged to the mounting seats on the two longitudinal beams of the frame, and the rear ends are respectively hinged to the lower thrust rod mounting seats on the third and fourth axles.

[0060] Preferably, the coil spring mounting brackets 111 on each axle are respectively located at both ends of the axle housing at a distance of 1100mm from the center (e.g., ...). Figure 7 and8 (As shown); the lower thrust rod mounting brackets on each axle are respectively located at both ends of the bottom of each axle housing, 980mm from the center.

[0061] Example 2

[0062] like Figures 5-8 As shown, the present invention provides a steering mechanism 2 for heavy-duty off-road vehicles, including a steering gear 21, a first axle tie rod assembly 22, a second axle tie rod assembly 23, and a longitudinal tie rod assembly 24;

[0063] The steering gear 21 is fixed below the driver's seat and on the outside of the left longitudinal beam of the frame;

[0064] like Figure 7 As shown; the bridge tie rod assembly 22 includes a bridge upper rocker arm 221 connected to the middle position of the bridge, a bridge left rocker arm 222 and a bridge right rocker arm 223 respectively connected to the left and right ends of the bridge, a bridge left tie rod 224 respectively connected between the bridge left rocker arm 222 and the bridge upper rocker arm 221, and a bridge right tie rod 225 respectively connected between the bridge right rocker arm 223 and the bridge upper rocker arm 221; the bridge upper rocker arm 221 is configured with an L-shaped structure, including a transverse part and a longitudinal part, the end of the longitudinal part away from the transverse part is provided with two connecting holes, which are respectively hinged to the bridge left tie rod 224 and the bridge right tie rod 225, and the connection between the transverse part and the longitudinal part is fixedly connected to the middle position of the bridge housing.

[0065] The left swing arm 222 and the right swing arm 223 of the axle are respectively arranged longitudinally. One end of them is fixedly connected to the left steering knuckle and the right steering knuckle of the axle by bolts, and the other end is hinged to the left tie rod and the right tie rod of the axle, respectively.

[0066] like Figure 8 As shown, the two-bridge tie rod assembly 23 includes a second-bridge upper rocker arm 231 connected to the middle position of the two bridges, a second-bridge left rocker arm 232 and a second-bridge right rocker arm 233 connected to the left and right ends of the two bridges respectively, and a second-bridge left tie rod 234 connected between the second-bridge left rocker arm 232 and the second-bridge upper rocker arm 231 respectively, and a second-bridge right tie rod 235 connected between the second-bridge right rocker arm 233 and the second-bridge upper rocker arm 231. The second-bridge upper rocker arm 231 is configured with an L-shaped structure, including a transverse part and a longitudinal part. The end of the longitudinal part away from the transverse part is provided with two connecting holes, which are respectively hinged to the second-bridge left tie rod 234 and the second-bridge right tie rod 235. The connection between the transverse part and the longitudinal part is fixedly connected to the middle position of the two-bridge housing.

[0067] Preferably, the left crossbar 224 and right crossbar 225 of the first bridge, and the left crossbar 234 and right crossbar 235 of the second bridge all include a tie rod body and ball joints respectively connected to both ends of the tie rod body; preferably, such as Figure 9 As shown, taking the left cross tie rod 224 of a bridge as an example, the end of the tie rod body 2241 is connected to the ball joint 2242 through a length adjusting tube 2243. The length adjusting tube 2243 has an internal thread and an external thread on its outer surface, and the internal thread and the external thread have opposite directions of rotation. One end of the tube is connected to the ball joint 2242 through the internal thread, and the other end is connected to the tie rod body 2241 through the external thread. After installation, the length of the cross tie rod can be adjusted by rotating the length adjusting tube 2243. A fastening structure 2244 is also provided at the connection between the tie rod body 2241 and the length adjusting tube 2243. After adjusting to the required length, the fastening structure 2244 can be tightened. The tie rod body 2241 is set as a curved rod, which can be used for structures where the height positions of the ball joint connection parts at both ends are different.

[0068] like Figure 5 and 6 As shown, the steering tie rod assembly 24 includes, from front to back, a tie rod I241, a steering rocker arm I242, a tie rod II243, a steering rocker arm II244, a tie rod III245, a tie rod IV246, a steering rocker arm III247, and a tie rod V248; the steering rocker arms I242, II244, and III247 are respectively connected to the left longitudinal beam of the frame via rocker arm seats; specifically, the tie rods... I241 and steering rocker arm I242 are both mounted on the outside of the left longitudinal beam of the frame. Steering rocker arm II244, longitudinal tie rod III245, longitudinal tie rod IV246, steering rocker arm III247, and longitudinal tie rod V248 are all mounted on the inside of the left longitudinal beam of the frame. Longitudinal tie rod II243 is diagonally straddled above the left longitudinal beam of the frame, with one end connected to the inside of steering rocker arm I242 on the outside of the left longitudinal beam and the other end connected to the outside of steering rocker arm II244 on the inside of the left longitudinal beam.

[0069] The front end of the longitudinal tie rod I241 is connected to the steering gear 21, and the rear end is hinged to the connection hole at the bottom of the steering rocker arm I242; the front end of the longitudinal tie rod II243 is hinged to the connection hole at the top of the steering rocker arm I, and the rear end is hinged to the connection hole at the top of the steering rocker arm II; the front end of the longitudinal tie rod III245 is hinged to the end of the transverse portion of the rocker arm 221 on the first axle, and the rear end is hinged to the connection hole at the bottom of the steering rocker arm II244; the front end of the longitudinal tie rod IV246 is hinged to the connection hole in the middle of the steering rocker arm II244, and the rear end is hinged to the connection hole at the top of the steering rocker arm III247; the front end of the longitudinal tie rod V248 is hinged to the connection hole at the bottom of the steering rocker arm III247, and the rear end is hinged to the end of the transverse portion of the rocker arm 231 on the second axle.

[0070] The steering rocker arms I242, II244, and III247 are equipped with vertically distributed longitudinal tie rod connecting holes according to the different start and end positions of each longitudinal tie rod, such as... Figure 11 As shown, from left to right, the structural schematic diagrams are of steering rocker arm I241, steering rocker arm II242, and steering rocker arm III247.

[0071] The longitudinal tie rods I241, II243, III245, IV246, and V248 all include a longitudinal tie rod body and ball joints connecting both ends of the longitudinal tie rod body. Preferably, the end of the longitudinal tie rod body is connected to the ball joint via a length adjusting tube. A fastening structure is also provided at the connection between the longitudinal tie rod body and the length adjusting tube (the structure and connection method of the length adjusting tube and the fastening structure are the same as those of the cross tie rod, and will not be described again here). Depending on the location of the steering rocker arm, the longitudinal tie rod body is configured as a straight tie rod or a curved rod. In this embodiment, the longitudinal tie rod bodies of I241, II243, IV246, and V248 are all configured as straight tie rods, while the longitudinal tie rod body of III245 is configured as a curved rod (e.g., ...). Figure 10 As shown in the figure, this facilitates the installation and fixing of the ball joints at both ends.

[0072] Preferably, the steering mechanism 2 further includes a primary axle main reducer 25 and a secondary axle main reducer 26, which are respectively located in the middle of the primary axle and the secondary axle, and are respectively cast integrally with the primary axle housing and the secondary axle housing; the primary axle upper rocker arm 221 and the secondary axle upper rocker arm 231 are respectively mounted on the upper surfaces of the primary axle main reducer 25 and the secondary axle main reducer 26.

[0073] Example 3

[0074] like Figure 12 and 13 As shown, this embodiment provides a heavy-duty off-road vehicle chassis, including the coil spring non-independent suspension 1 described in Embodiment 1 and the steering mechanism 2 and frame 3 described in Embodiment 2; the heavy-duty off-road vehicle chassis in this embodiment is provided with four axles, of which the first axle 4 is an integral steering drive axle, the second axle 5 is an integral steering through drive axle, the third axle 6 is an integral through drive axle, and the fourth axle 7 is an integral drive axle.

[0075] The embodiments described above are merely illustrative of certain implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the scope of this section. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A non-independent coil spring suspension for heavy-duty off-road vehicles, comprising a coil spring assembly, a shock absorber, and a thrust rod assembly; wherein the coil spring assemblies are respectively disposed at the top of both ends of each axle along its length, with their tops fixedly connected to the vehicle frame and their bottoms fixedly connected to the axle; and the shock absorbers are respectively disposed on the sides of each coil spring assembly; characterized in that, The thrust rod assembly includes a front upper thrust rod, a rear upper thrust rod, and a lower thrust rod; The front upper thrust rod includes two straight push rods, the front ends of which are respectively hinged to the front side of the axle, and the rear ends are respectively hinged to the left and right longitudinal beams of the frame. The included angle between the two straight push rods in the front upper thrust rod is 40° to 45°. There are multiple sets of rear upper thrust rods, which are set on the axles other than the first axle. They are V-shaped thrust rods. The top of each rear upper thrust rod is hinged to the middle of each axle, and the two ends are hinged to the left and right longitudinal beams of the frame respectively. The lower thrust rods are provided in multiple sets, corresponding to each axle. Each set of lower thrust rods includes two straight thrust rods, one end of which is hinged to the left and right longitudinal beams of the frame, and the other end is hinged to the bottom ends of the axle.

2. The heavy-duty off-road vehicle coil spring non-independent suspension according to claim 1, characterized in that, The coil spring assembly includes a coil spring, the upper end of which is fixedly connected to the longitudinal beam of the vehicle frame via a coil spring upper support, and the lower end is fixedly installed in a coil spring mounting seat provided on the upper surface of the axle.

3. The heavy-duty off-road vehicle coil spring non-independent suspension according to claim 2, characterized in that, The helical spring assembly also includes an upper guide seat and a lower guide seat disposed on the inner sides of both ends of the helical spring. The upper guide seat is fixedly connected to the lower surface of the upper support of the helical spring, and the lower guide seat is fixedly connected to the helical spring mounting seat on the upper surface of the axle.

4. The heavy-duty off-road vehicle coil spring non-independent suspension according to claim 1, characterized in that, The apex angle of the V-shaped thrust rod is 45° to 50°.

5. A steering mechanism for heavy-duty off-road vehicles, characterized in that, Including the steering gear, the first axle tie rod assembly, the second axle tie rod assembly, and the longitudinal tie rod assembly; The steering gear is located on the outside of the left longitudinal beam of the frame; The bridge tie rod assembly includes a bridge upper rocker arm connected to the middle position of a bridge, a bridge left rocker arm and a bridge right rocker arm respectively connected to the left and right ends of a bridge, a bridge left tie rod respectively connected between the bridge left rocker arm and the bridge upper rocker arm, and a bridge right tie rod connected between the bridge right rocker arm and the bridge upper rocker arm. The two-bridge tie rod assembly includes a second bridge upper rocker arm connected in the middle of the two bridges, a second bridge left rocker arm and a second bridge right rocker arm connected to the left and right ends of the two bridges respectively, and a second bridge left tie rod connected between the second bridge left rocker arm and the second bridge upper rocker arm respectively, and a second bridge right tie rod connected between the second bridge right rocker arm and the second bridge upper rocker arm. The longitudinal tie rod assembly includes, from front to back, longitudinal tie rod I, steering rocker arm I, longitudinal tie rod II, steering rocker arm II, longitudinal tie rod III, longitudinal tie rod IV, steering rocker arm III, and longitudinal tie rod V.

6. The steering mechanism for heavy-duty off-road vehicles according to claim 5, characterized in that, The steering rocker arm I is connected to the outside of the left longitudinal beam of the frame via a rocker arm seat, and the steering rocker arm II and the steering rocker arm III are respectively connected to the inside of the left longitudinal beam of the frame via rocker arm seats.

7. The steering mechanism for heavy-duty off-road vehicles according to claim 6, characterized in that, The front end of the longitudinal tie rod I is connected to the steering gear, and the rear end is hinged to the bottom of the steering rocker arm I; the front end of the longitudinal tie rod II is hinged to the top of the steering rocker arm I, and the other end is hinged to the top of the steering rocker arm II; the front end of the longitudinal tie rod III is hinged to the steering rocker arm on the first axle, and the rear end is hinged to the bottom of the steering rocker arm II; the front end of the longitudinal tie rod IV is hinged to the steering rocker arm II, and the rear end is hinged to the top of the steering rocker arm III; the front end of the longitudinal tie rod V is hinged to the bottom of the steering rocker arm III, and the rear end is hinged to the steering rocker arm on the second axle.

8. The steering mechanism for heavy-duty off-road vehicles according to claim 7, characterized in that, Both the rocker arm on the first bridge and the rocker arm on the second bridge are configured with an L-shaped structure, including a transverse part and a longitudinal part. The transverse part and the longitudinal part are respectively hinged at the middle position of the first bridge and the middle position of the second bridge. The left and right transverse tie rods of the first bridge are respectively connected to the ends of the longitudinal part of the rocker arm on the first bridge, and the longitudinal tie rod III is hinged to the end of the transverse part of the rocker arm on the first bridge. The left and right transverse tie rods of the second bridge are respectively connected to the ends of the longitudinal part of the rocker arm on the second bridge, and the longitudinal tie rod V is hinged to the end of the transverse part of the rocker arm on the second bridge.

9. A heavy-duty off-road vehicle chassis, characterized in that, It includes the coil spring non-independent suspension as described in any one of claims 1 to 4 and the steering mechanism as described in any one of claims 5 to 8.

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