Cab rear suspension damping device and vehicle

Abstract

The application provides a cab rear suspension damping device and a vehicle, wherein the cab rear suspension damping device comprises a first connecting assembly and a second connecting assembly, the first connecting assembly comprises a damping unit and a lock bolt unit, the damping unit is connected to the rear end of a cab body, the lock bolt unit is connected to the bottom of the damping unit, the lock bolt unit comprises a lock bolt, the second connecting assembly is used for connecting with a vehicle frame, the second connecting assembly comprises a hydraulic lock, the hydraulic lock comprises a lock shell, a lock tongue and an elastic sheet, the lock shell is provided with a locking cavity, the lock tongue is rotationally arranged in the locking cavity, and the elastic sheet is arranged in the locking cavity; when the lock bolt unit extends into the locking cavity, the elastic sheet abuts against one side of the lock bolt unit relative to the lock tongue, so that the weight of the cab body is transmitted to the lock shell. The application solves the technical problem that the hydraulic lock is prone to wear and noise with the lock bolt.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a rear suspension damping device for a driver's cab and a vehicle. Background Technology

[0002] The rear suspension damping device for automobile cab is a device that floats the cab to the frame, which can attenuate vibrations transmitted from the frame to the cab, making an important contribution to the comfort of the driver and passengers during driving.

[0003] The space between the cab and the cargo box is limited. Usually, shock absorbers and hydraulic locks are located at the frame end. This requires sufficient clearance between the cab body and the frame components to accommodate shock absorbers, hydraulic locks, bolt brackets, etc., which has a significant impact on the overall vehicle layout. During use, hydraulic locks and bolts are prone to wear and noise, affecting the safety and comfort of use.

[0004] Therefore, it is urgent to solve problems such as wear and noise caused by hydraulic locks and bolts. Summary of the Invention

[0005] This invention provides a rear suspension damping device for the cab and a vehicle to solve the technical problems of wear and noise caused by hydraulic locks and bolts.

[0006] To achieve the above objectives, the present invention provides a rear suspension damping device for a driver's cab, comprising:

[0007] At least one first connecting component, the first connecting component including a vibration damping unit and a locking bolt unit, the vibration damping unit being connected to the rear end of the cab body, the locking bolt unit being connected to the bottom of the vibration damping unit, the locking bolt unit including a locking bolt;

[0008] At least one second connecting assembly for connecting to a vehicle frame, the second connecting assembly including a hydraulic lock, the hydraulic lock including a lock housing, a lock tongue and a spring, the lock housing having a locking cavity, the lock tongue being rotatably disposed within the locking cavity, and the spring being disposed within the locking cavity;

[0009] The hydraulic lock is configured such that when the bolt unit extends into the locking cavity, the bolt and the latch engage with each other, thereby locking the cab body onto the frame, and the spring abuts against the bolt unit on the side opposite the bolt, the spring being compressed and pushing the cab body so that the weight of the cab body is transferred to the lock housing.

[0010] This invention provides a rear suspension damping device for a cab. The hydraulic lock includes a lock housing, a latch, and a spring. After the latch and the bolt are locked together, the spring contacts the bolt unit. The spring can bear part of the weight of the cab body. When the spring is compressed to the limit of deformation, the bolt unit rotates slightly away from the spring and contacts the inner wall of the locking cavity on the side opposite to the spring. This allows the weight of the cab body to be transferred to the lock housing, reducing the load on the bolt and thus reducing wear and noise.

[0011] In one possible implementation, the bolt unit further includes a bolt bracket with two fixing plates connected to its bottom. The bolt is connected between the two fixing plates, and a baffle is provided on the side wall of the bolt bracket facing away from the bolt tongue, the baffle abutting against the spring clip.

[0012] In one possible implementation, the spring includes a first elastic segment, a second elastic segment, and a fixed segment connected in sequence, the fixed segment being connected to the inner wall of the locking cavity, an elastic arch being formed between the first elastic segment and the second elastic segment, and the elastic arch abutting against the baffle.

[0013] In one possible implementation, the hydraulic lock further includes a connecting shaft disposed within the locking cavity, the latch being rotatably connected to the connecting shaft, and the end of the latch away from the connecting shaft having a hook portion for engaging with the bolt.

[0014] In one possible implementation, the damping unit includes a support unit and an air spring damper, the support unit being connected to the rear end of the cab body, the top of the air spring damper being disposed on the support unit, and the locking bolt unit being oscillatingly connected to the bottom of the air spring damper.

[0015] In one possible implementation, the second connecting assembly further includes a lower bracket disposed at the bottom of the hydraulic lock, the bottom of the lower bracket being used for connection to the vehicle frame.

[0016] In one possible implementation, the cab rear suspension damping device further includes a crossbeam connecting plate, and there are at least two second connecting assemblies, the crossbeam connecting plate being connected between the lower supports of two adjacent second connecting assemblies.

[0017] In one possible implementation, the first connecting assembly further includes a swing arm unit, which includes a tie rod and two damping sleeves respectively disposed at both ends of the tie rod, the two damping sleeves being connected to the support unit and the air spring damper respectively.

[0018] In one possible implementation, the vibration damping sleeve assembly includes an outer sleeve, an inner sleeve, and at least one flexible bushing. The outer wall of the outer sleeve is connected to the tie rod, the inner sleeve is disposed inside the outer sleeve, and the flexible bushing includes a small-diameter section and a large-diameter section connected to each other. The small-diameter section is embedded between the outer sleeve and the inner sleeve, and the large-diameter section is located outside the outer sleeve and abuts against the outer end face of the outer sleeve.

[0019] In one possible implementation, there are two flexible bushings, which are arranged axially spaced along the outer sleeve and have a gap between them.

[0020] In one possible implementation, the support unit includes an upper bracket and a swing arm bracket, the upper bracket having a clearance cavity on the side opposite to the cab body, the air spring damper being connected to the bottom wall of the clearance cavity, and a connecting arm being provided at the bottom of the upper bracket.

[0021] The swing arm bracket includes a first segment and a second segment connected to each other, with an included angle between the second segment and the first segment, and the first segment is connected to the connecting arm.

[0022] In one possible implementation, the bolt bracket has an ear plate on one side wall facing the bolt tongue;

[0023] One of the two vibration damping sleeves has its end face connected to the end of the second segment away from the first segment, and the other of the two vibration damping sleeves has its end face connected to the ear plate.

[0024] In one possible implementation, the vibration damping sleeve further includes gaskets disposed on both axial end faces of the vibration damping sleeve.

[0025] The present invention also provides a vehicle, including a vehicle body and the aforementioned rear suspension damping device for the driver's cab.

[0026] This invention provides a rear suspension vibration damping device and vehicle for a cab. By connecting a first connecting component to the rear end of the cab body and a second connecting component to the vehicle frame, the required layout space is smaller, providing a lower-positioning layout structure that meets the requirements for cab vibration damping and improves driving comfort. Furthermore, the hydraulic lock allows the lock hook to engage with the lock bolt, making connection and disassembly more convenient and improving the stability of locking the cab body to the vehicle frame.

[0027] The present invention provides a rear suspension damping device for a cab and a vehicle. The hydraulic lock is located below the air spring damper. When the vibration and bumps of the cab body are transmitted to the hydraulic lock, they need to pass through the air spring damper. The damping effect of the air spring damper helps to reduce the swing of the hydraulic lock, reduce the compression, rotational wear and noise at the hydraulic lock connection, and improve the stability of the hydraulic lock.

[0028] In addition to the technical problems solved by the embodiments of the present invention, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the rear suspension damping device for the cab and the vehicle provided by the embodiments of the present invention, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific embodiments. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the connection structure between the rear suspension vibration damping device of the cab and the cab body provided in an embodiment of the present invention;

[0031] Figure 2 A three-dimensional structural schematic diagram of the first connecting component of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0032] Figure 3 A three-dimensional structural schematic diagram of the second connecting component of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0033] Figure 4 An exploded view of the second connecting assembly of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0034] Figure 5 A schematic diagram of the interlocking structure of the locking bolt unit and hydraulic lock of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0035] Figure 6 For this Figure 5 Sectional view of section AA;

[0036] Figure 7 A partial structural schematic diagram of the hydraulic lock of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0037] Figure 8 A three-dimensional structural schematic diagram of the locking bolt unit of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0038] Figure 9 Another structural schematic diagram of the locking bolt unit and hydraulic lock of the rear suspension damping device for the cab provided in the embodiment of the present invention;

[0039] Figure 10 for Figure 9 BB section sectional view;

[0040] Figure 11 A three-dimensional structural schematic diagram of the swing arm unit of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0041] Figure 12 Another three-dimensional structural schematic diagram of the swing arm unit of the rear suspension damping device for the cab provided in the embodiment of the present invention;

[0042] Figure 13 A partial sectional view of the swing arm unit of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0043] Figure 14 This is a cross-sectional view of the damping sleeve assembly of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0044] Figure 15 A three-dimensional structural schematic diagram of the support unit for the rear suspension damping device of the cab provided in an embodiment of the present invention;

[0045] Figure 16 A three-dimensional structural schematic diagram of the air spring damper and locking bolt unit of the rear suspension damping device for the cab provided in an embodiment of the present invention;

[0046] Figure 17 Another three-dimensional structural schematic diagram of the air spring damper and locking bolt unit of the rear suspension damping device for the cab provided in the embodiment of the present invention;

[0047] Figure 18 This is a partial structural diagram of the driver's cab.

[0048] Figure 19 This is another partial structural diagram of the driver's cab.

[0049] Explanation of reference numerals in the attached figures:

[0050] 10-Cockpit body;

[0051] 11-groove;

[0052] 20 - First connecting component;

[0053] 30 - Second connecting component;

[0054] 31-Crossbeam connecting plate;

[0055] 40 - Support unit;

[0056] 41-Upper bracket;

[0057] 411-Avoidance cavity;

[0058] 412 - Connection hole;

[0059] 413 - Connecting arm;

[0060] 414 - Weight Reduction Hole;

[0061] 42-Swing arm bracket;

[0062] 421 - First paragraph;

[0063] 422 - Second paragraph;

[0064] 50-Air spring vibration damper;

[0065] 51-Fixing part;

[0066] 60-Locking bolt unit;

[0067] 61-Locking bolt bracket;

[0068] 611-Fixing Plate;

[0069] 612-Earplate;

[0070] 613-Baffle;

[0071] 614 - Open oral cavity;

[0072] 62-Locking bolt;

[0073] 70-Hydraulic lock;

[0074] 71-Lock case;

[0075] 711-Locking cavity;

[0076] 72-Lock tongue;

[0077] 721-Lock hook part;

[0078] 73 - Connecting shaft;

[0079] 74-shrapnel;

[0080] 741 - First elastic segment;

[0081] 742 - Second elastic segment;

[0082] 743-Fixed Section;

[0083] 744 - Elastic arched part;

[0084] 80-Swing arm unit;

[0085] 81-Pull rod;

[0086] 82-Vibration damping sleeve;

[0087] 821 - Outer sleeve;

[0088] 822-Inner sleeve;

[0089] 823 - Flexible bushing;

[0090] 8231 - Small path section;

[0091] 8232-Large diameter section;

[0092] 824-Gasket;

[0093] 90-lower bracket;

[0094] 91-Mounting plate. Detailed Implementation

[0095] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0096] In some commercial vehicles, the cab body can often be tilted to facilitate the maintenance of components on the frame. When the cab body does not need to be tilted, a hydraulic lock is usually used to lock it to the frame. The rear suspension damping device of the cab plays a role in buffering and damping vibrations. It is usually arranged at an angle to absorb vertical vibrations, while also attenuating and buffering lateral vibrations and displacements. During use, the hydraulic lock and bolt are prone to wear and noise, affecting the safety and comfort of use.

[0097] In view of the above background, the rear suspension damping device and vehicle of the cab provided by the present invention, since the hydraulic lock includes a spring, after the locking tongue and the locking bolt are locked together, the spring contacts the locking bolt unit. The spring can bear part of the weight of the cab body. When the spring is compressed to the limit of deformation, the locking bolt unit rotates slightly away from the spring and contacts the inner wall of the locking cavity on the side opposite to the spring, so that the weight of the cab body is transferred to the lock housing, which can reduce the load on the locking bolt, thereby reducing wear and noise.

[0098] The following description, with reference to the accompanying drawings, describes the rear suspension damping device for the driver's cab and the vehicle provided in the embodiments of the present invention.

[0099] refer to Figure 1 and Figure 2 As shown, the present invention provides a rear suspension damping device for a cab, comprising: at least one first connecting component 20 and at least one second connecting component 30. The first connecting component 20 includes a damping unit and a locking bolt unit 60. The damping unit is connected to the rear end of the cab body 10, and the locking bolt unit 60 is connected to the bottom of the damping unit. The locking bolt unit 60 includes a locking bolt 62.

[0100] refer to Figure 3 and Figure 4 As shown, the second connecting assembly 30 is used for connection to the vehicle frame, and the second connecting assembly 30 includes a hydraulic lock 70, see reference. Figure 5 , Figure 6 and Figure 7 As shown, the hydraulic lock 70 includes a lock housing 71, a lock tongue 72, and a spring 74. The lock housing 71 has a locking cavity 711, the lock tongue 72 is rotatably disposed in the locking cavity 711, and the spring 74 is disposed in the locking cavity 711.

[0101] The hydraulic lock 70 is configured such that when the bolt unit 60 extends into the locking cavity 711, the bolt 72 engages with the bolt 62 to lock the cab body 10 onto the frame, and the spring 74 abuts against the side of the bolt unit 60 opposite to the bolt 72, and the spring 74 is compressed and pushes the cab body 10 so that the weight of the cab body 10 is transferred to the lock housing 71.

[0102] The present invention provides a rear suspension damping device for a cab. The hydraulic lock 70 includes a lock housing 71, a lock tongue 72, and a spring plate 74. After the lock tongue 72 and the bolt 62 are locked together, the spring plate 74 contacts the bolt unit 60. The spring plate 74 can bear part of the weight of the cab body 10. When the spring plate 74 is compressed to the limit of deformation, the bolt unit 60 rotates slightly away from the spring plate 74 and contacts the inner wall of the locking cavity 711 on the side opposite to the spring plate 74. This allows the weight of the cab body 10 to be transferred to the lock housing 71, which can reduce the load on the bolt 62, thereby reducing wear and noise.

[0103] In one possible implementation method, refer to Figure 1 and Figure 2As shown, the vibration damping unit includes a support unit 40 and an air spring damper 50. The support unit 40 is connected to the rear end of the cab body 10. The top of the air spring damper 50 is located on the support unit 40, and the locking bolt unit 60 is sway-connected to the bottom of the air spring damper 50. That is, the air spring damper 50 is connected between the support unit 40 and the locking bolt unit 60, so that vibrations transmitted to the cab body 10 must pass through the air spring damper 50, where they are damped, thereby reducing the vibration of the cab body 10.

[0104] This invention provides a rear suspension vibration damping device for a cab, in which an air spring damper 50 is connected to the cab end, allowing the damping effect of the air spring damper 50 to directly act on the cab body 10, thus improving driving comfort. The air spring damper 50 can be arranged vertically at the cab end, making it more sensitive and effective in responding to vibrations during driving, resulting in better vibration damping.

[0105] In one possible implementation method, refer to Figure 6 and Figure 8 As shown, the bolt unit 60 also includes a bolt bracket 61, which is sway-connected to the bottom of the air spring damper 50. Two fixing plates 611 are connected to the bottom of the bolt bracket 61, and the bolt 62 is connected between the two fixing plates 611. A baffle 613 is provided on the side wall of the bolt bracket 61 facing away from the bolt tongue 72, and the baffle 613 abuts against the spring piece 74.

[0106] By having the baffle 613 and the spring 74 in contact, force can be transmitted. The spring 74 can transfer the weight of the cab body 10 to the lock shell 71 of the hydraulic lock 70. Compared with the traditional cab rear suspension damping device that uses a pin to bear the force, this structure can effectively reduce the wear and noise of the bolt 62, improve the reliability of locking, and increase the service life of the bolt 62.

[0107] refer to Figure 9 and Figure 10 As shown, the spring 74 includes a first elastic segment 741, a second elastic segment 742 and a fixed segment 743 connected in sequence. The fixed segment 743 is connected to the inner wall surface of the locking cavity 711. An elastic arch 744 is formed between the first elastic segment 741 and the second elastic segment 742. The elastic arch 744 abuts against the baffle 613.

[0108] The fixed section 743 can be connected to the inner wall of the locking cavity 711 by means of screws, bolts or welding. The first elastic section 741 and the second elastic section 742 have an included angle, so that the connection position of the first elastic section 741 and the second elastic section 742 forms an elastic arch 744. There is a gap between the elastic arch 744 and the inner wall of the locking cavity 711. The elastic arch 744 is beneficial to improve the elastic force of the spring 74.

[0109] In one possible implementation method, refer to Figure 2 , Figure 8 and Figure 17 As shown, an opening 614 is formed inside the bolt bracket 61, and the bottom of the air spring damper 50 extends into the opening 614. Through holes can be opened on both sides of the bolt bracket 61, and a pin can be inserted through the bottom of the air spring damper 50 and the through holes on both sides of the bolt bracket 61 to swing the bolt bracket 61 to the bottom of the air spring damper 50, so that self-adjusting damping can be achieved for vibrations in non-vertical states.

[0110] In one possible implementation method, refer to Figure 7 As shown, the hydraulic lock 70 also includes a connecting shaft 73 disposed in the locking cavity 711, and a locking tongue 72 is rotatably connected to the connecting shaft 73. The end of the locking tongue 72 away from the connecting shaft 73 has a locking hook 721, which is used to hold the bolt 62.

[0111] In this embodiment, reference Figure 6 and Figure 7 As shown, the locking hook 721 can be hook-shaped, directly hooking onto the locking bolt 62, thereby connecting the first connecting assembly 20 and the second connecting assembly 30, locking the cab body 10 onto the frame. The locking hook 721 and the locking bolt 62 have a large contact area, resulting in a large force-bearing area, uniform force distribution, and small locking deformation, which can improve the stability of locking.

[0112] This invention provides a rear suspension damping device for a cab. The locking tongue 72 of a hydraulic lock 70 rotates around a connecting shaft 73, causing the locking hook 721 to engage with the locking bolt 62, thereby locking the cab and securing the cab body 10 to the frame. When the locking tongue 72 of the hydraulic lock 70 rotates in the opposite direction around the connecting shaft 73, causing the locking hook 721 to disengage from the locking bolt 62, the lock is unlocked, allowing the cab body 10 to be flipped over for easy inspection and maintenance of components within the frame.

[0113] The present invention provides a rear suspension damping device for a driver's cab, wherein when the locking tongue 72 rotates around the connecting shaft 73, the locking hook 721 is engaged with the locking bolt 62.

[0114] The present invention provides a rear suspension vibration damping device for a cab. By connecting the first connecting component 20 to the rear end of the cab body 10 and the second connecting component 30 to the vehicle frame, the required arrangement space is small, providing a lower positioning arrangement structure that meets the requirements for cab vibration damping and improves driving comfort. Furthermore, by using the hydraulic lock 70, the lock hook 721 is engaged with the lock bolt 62, making connection and disassembly more convenient and improving the stability of locking the cab body 10 to the vehicle frame.

[0115] In one possible implementation method, refer to Figure 3 and Figure 4 As shown, the second connecting assembly 30 also includes a lower bracket 90 disposed at the bottom of the hydraulic lock 70, the bottom of which is used for connection with the vehicle frame. The lower bracket 90 supports the hydraulic lock 70, making it easier to connect the hydraulic lock 70 to the vehicle frame.

[0116] In one possible implementation, the hydraulic lock 70 can also be directly connected to the cab body 10 by means of welding, riveting, bolting, etc.

[0117] In one possible implementation, the bottom of the lower bracket 90 can be connected to the frame by fasteners such as screws, rivets, or welding, to facilitate the installation and fixation of the lower bracket 90.

[0118] In one possible implementation, to improve the stability of the lower support 90, the lower support 90 includes two mounting plates 91 arranged opposite each other. The mounting plates 91 are generally triangular in shape and can be connected to the frame by fasteners such as screws or bolts to ensure the reliability and stability of the connection.

[0119] In one possible implementation method, refer to Figure 1 As shown in the figure, the rear suspension vibration damping device for a cab provided in this embodiment of the invention further includes a crossbeam connecting plate 31 and at least two second connecting components 30. The crossbeam connecting plate 31 is connected between the lower brackets 90 of two adjacent second connecting components 30. When there are two second connecting components 30, the two second connecting components 30 are symmetrically arranged. By setting the crossbeam connecting plate 31, the support effect of the vibration damping device can be improved when the cab body 10 jumps up and down.

[0120] In one possible implementation, the crossbeam connecting plate 31 can be connected to the lower support 90 by welding, riveting, bolting, or other methods. The connection is stable and reliable.

[0121] In one possible implementation, there are two first connecting assemblies 20, which are arranged at intervals at the rear end of the cab body 10. There are also two second connecting assemblies 30, whose positions correspond to the positions of the two first connecting assemblies 20.

[0122] In one possible implementation method, refer to Figure 2 As shown, the first connecting assembly 20 also includes a swing arm unit 80, as referenced. Figure 11 , Figure 12 and Figure 13 As shown, the swing arm unit 80 includes a tie rod 81 and two damping sleeves 82 respectively disposed at both ends of the tie rod 81. The two damping sleeves 82 are respectively connected to the support unit 40 and the air spring damper 50.

[0123] When the cab body 10 bounces up and down, the cab body 10 transmits the force of the up and down bounce to the air spring damper 50. The air spring damper 50 can mitigate some of the impact vibration and transmit some of the vibration to the swing arm unit 80. The swing arm unit 80 can also play a role in buffering and damping vibration, improving the driving comfort of the driver and passengers.

[0124] In one possible implementation, the air spring damper 50 can adopt an existing structure, such as including a damper, an air spring, and a height valve disposed between the damper and the air spring. The air spring is filled with compressed air, and the compressibility of the gas is used to achieve a rebound effect. The air spring damper 50 has the advantages of good damping effect and small size.

[0125] In one possible implementation method, refer to Figure 13 and Figure 14 As shown, the vibration damping sleeve assembly 82 includes an outer sleeve 821, an inner sleeve 822, and at least one flexible bushing 823. The outer wall of the outer sleeve 821 is connected to the tie rod 81. The inner sleeve 822 is disposed inside the outer sleeve 821. The flexible bushing 823 includes a small-diameter section 8231 and a large-diameter section 8232 that are connected to each other. The small-diameter section 8231 is embedded between the outer sleeve 821 and the inner sleeve 822. The large-diameter section 8232 is located outside the outer sleeve 821 and abuts against the outer end face of the outer sleeve 821.

[0126] In one possible implementation, the flexible bushing 823 may be made of rubber, silicone, or polyurethane. The flexible bushing 823 has good resilience and mechanical properties, which helps to mitigate vibration and impact.

[0127] In one possible implementation, the outer sleeve 821 and the inner sleeve 822 may be cylindrical tubes, and of course may also be tubular structures of other shapes. There is an interference fit between the small-diameter section 8231 of the flexible bushing 823 and the outer sleeve 821, and an interference fit between the small-diameter section 8231 of the flexible bushing 823 and the inner sleeve 822, so as to improve the vibration damping effect.

[0128] In one possible implementation, there are two flexible bushings 823, the two flexible bushings 823 are arranged at intervals along the axial direction of the outer sleeve 821, and a gap is provided between the two flexible bushings 823. The gap provides a space for elastic deformation of the flexible bushings 823, which is beneficial to realizing the functions of buffering and vibration damping through the flexible bushings 823.

[0129] When the flexible bushings 823 are made of polyurethane, the gap can also accommodate material flow during foaming press-fitting, prevent the two ends of the flexible bushings 823 from protruding, and ensure assembly accuracy.

[0130] In one possible implementation, with reference to Figure 2 and Figure 15 as shown, the support unit 40 includes an upper bracket 41 and a swing arm bracket 42. A side of the upper bracket 41 facing away from the cab body 10 is provided with an avoidance cavity 411, the air spring shock absorber 50 is connected to the bottom wall of the avoidance cavity 411, and the bottom of the upper bracket 41 is provided with a connecting arm 413. The swing arm bracket 42 includes a first section 421 and a second section 421 that are connected to each other, an included angle is formed between the second section 422 and the first section 421, and the first section 421 is connected to the connecting arm 413. Such a structure makes the support unit 40 have a high degree of integration and reduces the assembly difficulty.

[0131] In one possible implementation, the first section 421 of the upper bracket 41 and the swing arm bracket 42 may be connected by means of welding, riveting, bolts and the like, and the assembly process can be simplified at the same time.

[0132] In one possible implementation, the included angle between the second section 422 and the first section 421 may be 80°, 90°, or 100°, and the like.

[0133] In one possible implementation, there are two connecting arms 413 arranged at intervals, so that the longitudinal section of the support unit 40 is in a shape of a Chinese character "几", which is beneficial to realizing the lightweight of the structure of the support unit 40.

[0134] The avoidance cavity 411 is formed on the side of the upper bracket 41 facing away from the cab body 10, one end of the avoidance cavity 411 facing away from the cab body 10 and the top end of the avoidance cavity 411 are both open, the bent side wall of the avoidance cavity 411 can improve the structural strength of the upper bracket 41, and a weight reduction hole 414 may be formed on the side of the upper bracket 41 facing the cab body 10, which is beneficial to reducing the weight of the upper bracket 41.

[0135] In one possible implementation method, refer to Figure 2 , Figure 15 and Figure 16 As shown, in order to facilitate the connection of the air spring damper 50 to the bottom wall of the relief cavity 411, a connection hole 412 is provided in the bottom wall of the relief cavity 411. The top of the air spring damper 50 has a fixing part 51, which can be connected to the connection hole 412 by fasteners such as screws, bolts or rivets.

[0136] In one possible implementation method, refer to Figure 18 and Figure 19 As shown, the rear end face of the cab body 10 is provided with two grooves 11 spaced apart. The two grooves 11 can be formed by stamping, and the two grooves 11 are symmetrical to each other. During installation, the upper bracket 41 can be connected to the groove 11 by fasteners such as bolts or rivets, thereby reducing the amount of protrusion of the upper bracket 41 and reducing the space occupied. For example, the upper bracket 41 can be connected to the groove 11 by 6 bolts, of which 4 bolts are located at the rear end of the cab body 10 and 2 bolts are located at the lower end of the groove 11, achieving a stable connection and facilitating disassembly and maintenance.

[0137] In one possible implementation method, refer to Figure 16 and Figure 17 As shown, the bolt bracket 61 has an ear plate 612 on one side wall facing the bolt tongue 72; Reference Figure 2 , Figure 13 and Figure 15 As shown, the end face of one of the two damping sleeves 82 is connected to the end of the second segment 422 away from the first segment 421, and the end face of the other damping sleeve 82 is connected to the ear plate 612.

[0138] When the cab body 10 bounces up and down, the cab body 10 transmits the force of the up and down bounce to the air spring damper 50. The air spring damper 50 can mitigate part of the impact vibration and transmit part of the vibration to a damping sleeve 82 of the swing arm unit 80 through the bolt unit 60. Under the pulling action of the tie rod 81, the two damping sleeves 82 can play a damping role at the same time, improving the damping effect.

[0139] The present invention provides a rear suspension damping device for a driver's cab. By setting a spring piece 74, the locking bolt unit 60 and the hydraulic lock 70 are in surface fit. The displacement during driving is absorbed by the flexible bushing 823 of the damping sleeve 82, which effectively reduces the wear and noise of the locking bolt unit 60 and the hydraulic lock 70, and improves the reliability of the hydraulic lock 70.

[0140] In one possible implementation method, refer to Figure 14 As shown, the vibration damping sleeve 82 also includes shims 824, which are disposed on both axial end faces of the vibration damping sleeve 82. The shims 824 serve to buffer and dampen vibrations.

[0141] The present invention provides a rear suspension damping device for a cab. By connecting the first connecting component 20 to the rear end of the cab body 10 and the second connecting component 30 to the vehicle frame, this top-to-bottom split structure greatly improves the convenience of design and installation. For vehicles with different positioning heights, the first connecting component 20 can remain unchanged, and different height suspension systems can be matched by simply changing the height of the lower bracket 90.

[0142] The hydraulic lock 70 is locked to the bolt bracket 61 by hydraulic power, which makes the connection and disassembly between the first connecting component 20 and the second connecting component 30 more convenient, and has sufficient locking force to ensure the stability of the locking and improve the safety of the whole vehicle.

[0143] refer to Figure 1 and Figure 2 As shown, the working principle of the rear suspension damping device for a driver's cab provided by the present invention is as follows:

[0144] Under normal and stable driving conditions, the air spring damper 50 is neither inflated nor deflated; when the cab body 10 bumps downwards, the air spring damper 50 is compressed and the support unit 40 moves downwards as a whole. The air spring damper 50 and the support unit 40 transmit the vibration to the damping sleeve 82, so that the damping sleeve 82 and the air spring damper 50 work together to improve the damping effect.

[0145] The air spring damper 50 inflates to raise the cab body 10 to its initial position. When the cab body 10 bounces upward, the air spring damper 201 is stretched, and the support unit 40 moves upward as a whole. The air spring damper 50 and the support unit 40 transmit the vibration to the damping sleeve 82, so that the damping sleeve 82 and the air spring damper 50 work together to absorb the vibration energy and reduce the vibration.

[0146] The present invention also provides a vehicle, including a vehicle body and the aforementioned rear suspension damping device for the driver's cab.

[0147] The vehicle body includes the cab body 10 and the frame, for reference. Figure 18 and Figure 19 As shown, the rear end face of the cab body 10 is provided with two grooves 11 spaced apart. The two grooves 11 can be formed by stamping, and the two grooves 11 are symmetrical to each other. During installation, the upper bracket 41 can be connected to the groove 11 by fasteners such as bolts or rivets, thereby reducing the amount of protrusion of the upper bracket 41 and reducing the space occupied.

[0148] By embedding the first connecting component 20 within the rear end of the cab body 10, i.e., embedding the first connecting component 20 within the rear enclosure of the cab body 10, and connecting the second connecting component 30 to the frame, the entire rear suspension damping device of the cab requires less space between the cab body 10 and the frame, thus optimizing the arrangement space requirements of the rear suspension damping device of the cab and enabling a lower cab positioning.

[0149] Compared to the existing structure where the vibration damping device is installed at the bottom of the cab body 10 and between the frame, in this embodiment, the displacement of the cab body 10 moving back and forth is smaller when the cab body 10 is rotated at the same pitch angle, which improves the vibration damping effect of the rear suspension vibration damping device of the cab and improves the comfort of the occupants.

[0150] The present invention provides a rear suspension damping device for a cab and a vehicle. The air spring damper 50 can be arranged vertically. By embedding the first connecting component 20 in the rear enclosure of the cab body 10, the heat-affected path of the engine exhaust pipe can be effectively isolated, preventing thermal failure of the air spring damper 50, reducing the performance degradation of the air spring damper 50, and improving its reliability and lifespan.

[0151] The present invention provides a rear suspension damping device for a cab and a vehicle. The hydraulic lock 70 is located below the air spring damper 50. The vibration and bumps generated by the cab body 10 are transmitted to the hydraulic lock 70 through the air spring damper 50. The damping effect of the air spring damper 50 helps to reduce the sway of the hydraulic lock 70, reduce the compression, rotational wear and noise at the connection of the hydraulic lock 70, and improve the stability of the hydraulic lock 70 in use.

[0152] In the description of this invention, it should be understood that the terms "center," "length," "width," "thickness," "top," "bottom," "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," "inner," "outer," "axial," and "circumferential," etc., used to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the indicated position or component must have a specific orientation, or a specific structure and operation, and therefore should not be construed as a limitation of this invention.

[0153] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0154] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0155] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0156] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rear suspension damping device for a driver's cab, characterized in that, include: At least one first connecting component (20) includes a vibration damping unit and a locking bolt unit (60), the vibration damping unit being connected to the rear end of the cab body (10), the locking bolt unit (60) being connected to the bottom of the vibration damping unit, and the locking bolt unit (60) including a locking bolt (62). At least one second connecting assembly (30) for connecting to a vehicle frame, the second connecting assembly (30) including a hydraulic lock (70), the hydraulic lock (70) including a lock housing (71), a lock tongue (72) and a spring (74), the lock housing (71) having a locking cavity (711), the lock tongue (72) being rotatably disposed in the locking cavity (711), and the spring (74) being disposed in the locking cavity (711); The hydraulic lock (70) is configured such that when the bolt unit (60) extends into the locking cavity (711), the bolt (72) engages with the bolt (62) to lock the cab body (10) onto the frame, and the spring (74) abuts against the side of the bolt unit (60) opposite to the bolt (72), the spring (74) being compressed and pushing the cab body (10) so that the weight of the cab body (10) is transferred to the lock housing (71). The bolt unit (60) also includes a bolt bracket (61), the bottom of which is connected to two fixing plates (611), the bolt (62) is connected between the two fixing plates (611), and a baffle (613) is provided on the side wall of the bolt bracket (61) facing away from the bolt tongue (72), the baffle (613) abutting against the spring piece (74); The spring (74) includes a first elastic segment (741), a second elastic segment (742), and a fixed segment (743) connected in sequence. The fixed segment (743) is connected to the inner wall of the locking cavity (711). The first elastic segment (741) and the second elastic segment (742) have an included angle, and an elastic arch (744) is formed at the connection position of the first elastic segment (741) and the second elastic segment (742). The elastic arch (744) abuts against the baffle (613).

2. The rear suspension vibration damping device for the cab according to claim 1, characterized in that, The hydraulic lock (70) also includes a connecting shaft (73) disposed in the locking cavity (711), the latch (72) is rotatably connected to the connecting shaft (73), and the end of the latch (72) away from the connecting shaft (73) has a locking hook (721), which is used to hook onto the bolt (62).

3. The rear suspension vibration damping device for the cab according to claim 1, characterized in that, The vibration damping unit includes a support unit (40) and an air spring damper (50). The support unit (40) is connected to the rear end of the cab body (10). The top of the air spring damper (50) is disposed on the support unit (40). The locking bolt unit (60) is sway-connected to the bottom of the air spring damper (50).

4. The rear suspension damping device for the cab according to claim 3, characterized in that, The second connecting assembly (30) further includes a lower bracket (90) disposed at the bottom of the hydraulic lock (70), the bottom of the lower bracket (90) being used for connection with the vehicle frame.

5. The rear suspension damping device for the cab according to claim 4, characterized in that, It also includes a beam connecting plate (31), and there are at least two second connecting assemblies (30), the beam connecting plate (31) being connected between the lower supports (90) of two adjacent second connecting assemblies (30).

6. The rear suspension damping device for the cab according to claim 4, characterized in that, The first connecting assembly (20) further includes a swing arm unit (80), which includes a tie rod (81) and two damping sleeves (82) respectively disposed at both ends of the tie rod (81). The two damping sleeves (82) are respectively connected to the support unit (40) and the air spring damper (50).

7. The rear suspension vibration damping device for the cab according to claim 6, characterized in that, The vibration damping sleeve assembly (82) includes an outer sleeve (821), an inner sleeve (822), and at least one flexible bushing (823). The outer wall of the outer sleeve (821) is connected to the tie rod (81). The inner sleeve (822) is disposed inside the outer sleeve (821). The flexible bushing (823) includes a small-diameter section (8231) and a large-diameter section (8232) connected to each other. The small-diameter section (8231) is embedded between the outer sleeve (821) and the inner sleeve (822). The large-diameter section (8232) is located outside the outer sleeve (821) and abuts against the outer end face of the outer sleeve (821).

8. The rear suspension vibration damping device for the cab according to claim 7, characterized in that, There are two flexible bushings (823), which are arranged at intervals along the axial direction of the outer sleeve (821) and have a gap between them.

9. The rear suspension damping device for the cab according to claim 6, characterized in that, The support unit (40) includes an upper bracket (41) and a swing arm bracket (42). The upper bracket (41) has a clearance cavity (411) on the side facing away from the cab body (10). The air spring damper (50) is connected to the bottom wall of the clearance cavity (411). A connecting arm (413) is provided at the bottom of the upper bracket (41). The swing arm bracket (42) includes a first segment (421) and a second segment (422) connected to each other, with an included angle between the second segment (422) and the first segment (421), and the first segment (421) is connected to the connecting arm (413).

10. The rear suspension damping device for the cab according to claim 9, characterized in that, The bolt bracket (61) has an ear plate (612) on one side wall facing the bolt (72). One of the two damping sleeves (82) has its end face connected to the end of the second segment (422) away from the first segment (421), and the other of the two damping sleeves (82) has its end face connected to the ear plate (612).

11. The rear suspension damping device for the cab according to claim 10, characterized in that, The vibration damping sleeve (82) also includes a gasket (824), which is disposed on both ends of the vibration damping sleeve (82) in the axial direction.

12. A vehicle, characterized in that, Includes the vehicle body and the rear suspension damping device for the cab as described in any one of claims 1-11.

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