Composite air suspension structure and vehicle frame

Abstract

The present application relates to a composite air suspension structure and a vehicle frame, which includes: an air spring assembly and a fixed-end bracket; a leaf spring assembly, wherein the leaf spring assembly includes a first single piece and a second single piece connected to the first single piece; the first single piece has a first bending section at one end close to the fixed-end bracket, the second single piece has a second bending section at one end close to the fixed-end bracket, the second bending section is connected to the fixed-end bracket, and the second single piece is fixed to the air spring assembly at one end away from the second bending section, the first bending section and the second bending section are spaced apart, and the first bending section and the second bending section are arranged to bend toward one side that is close to each other. The embodiment of the present application achieves variable stiffness of the leaf spring assembly by changing the support connection of the first single piece and the second single piece during the movement of the frame relative to the axle.

Description

Technical Field

[0001] The present application relates to the field of vehicle structures, and in particular to a composite air suspension structure and a vehicle frame. Background Art

[0002] In the commercial vehicle industry, there are two common types of air suspension: full air suspension and composite air suspension. Composite air suspension uses air springs as the suspension's elastic elements, while also employing high-rigidity leaf springs to ensure vehicle roll stiffness and stability. Typically, commercial vehicle manufacturers use composite air suspension for cost considerations. Compared to air suspension, composite air suspension has fewer airbags, resulting in a simpler structure and lower cost.

[0003] The composite air suspension fixes one end of a high-rigidity leaf spring to the vehicle frame via a leaf spring bracket. The middle of the leaf spring is connected to the axle via a pad, and its rear end is connected to the air spring. The composite air suspension adjusts the stiffness of the air spring via a height valve system to ensure that the smoothness of commercial vehicle operation remains essentially unchanged under varying loads. However, the composite air suspension's total instantaneous stiffness is primarily a combination of the fixed stiffness of the front leaf spring and the instantaneous stiffness of the air spring. Its adjustable stiffness range is limited by the selection of the air spring. Once selected, its stiffness variation range is a fixed value. Related technologies have a suspension structure with variable stiffness, which is achieved by changing the volume of the air spring chamber. Specifically, the air spring's inner cavity is divided into upper and lower parts by a sliding piston, each supplied with air by a separate compressor. The variable stiffness of the air spring is achieved by adjusting the air pressure in the upper and lower chambers.

[0004] However, the cost of air springs is relatively high, and the split inner cavity structure will increase the process manufacturing cost and air tightness testing cost. Summary of the Invention

[0005] The present application provides a composite air suspension structure and a vehicle frame, which can solve the technical problem in the related art that when the air spring chamber is changed to achieve variable stiffness of the suspension structure, the split inner cavity structure will increase the process manufacturing cost and the air tightness testing cost.

[0006] In a first aspect, an embodiment of the present application provides a composite air suspension structure, comprising: an air spring assembly and a fixed-end bracket; a leaf spring assembly, the leaf spring assembly comprising a first single piece and a second single piece connected to the first single piece; the first single piece has a first bending section at one end close to the fixed-end bracket, the second single piece has a second bending section at one end close to the fixed-end bracket, the second bending section is connected to the fixed-end bracket, the end of the second single piece away from the second bending section is fixed to the air spring assembly, the first bending section and the second bending section are spaced apart, and the first bending section and the second bending section are arranged to bend toward one side close to each other.

[0007] In combination with the first aspect, in one embodiment, the fixed end bracket includes a accommodating cavity, in which a contact column is fixed, and the axis of the contact column is perpendicular to the extension direction of the first single piece; the contact column divides the accommodating cavity into a first cavity and a second cavity which are arranged up and down and connected to each other, and the first bending section is located in the first cavity, and the second bending section is located in the second cavity.

[0008] In combination with the first aspect, in one embodiment, the second single piece also includes a middle section and a bent section connected to the middle section, the bent section and the second bent section are arranged on opposite sides of the middle section, and the bent section is fixed to the air spring assembly; the end of the first single piece away from the first bent section is connected to the middle section, and the first single piece and the middle section are used to be fixed to the vehicle axle.

[0009] In combination with the first aspect, in one embodiment, the distance between the first single piece and the middle section gradually increases from the connection point between the first single piece and the middle section toward the side close to the fixed end bracket.

[0010] In combination with the first aspect, in one embodiment, the leaf spring assembly further includes a third single piece, and the third single piece and the first single piece are arranged on opposite sides of the middle section, one end of the third single piece extends obliquely toward the side close to the fixed end bracket, and the third single piece is spaced apart from the fixed end bracket, and the end of the third single piece close to the fixed end bracket is spaced apart from the middle section.

[0011] In combination with the first aspect, in one embodiment, the distance between the third single piece and the middle section gradually increases from the connection point between the third single piece and the middle section toward the side close to the fixed end bracket.

[0012] In combination with the first aspect, in one embodiment, a positioning shaft is fixed to a side of the third single piece away from the middle section, and the positioning shaft is used to be installed on a pad assembly of an axle.

[0013] In combination with the first aspect, in one embodiment, the length of the third single piece is set to 1 / 2 to 1 / 3 of the length of the first single piece.

[0014] In a second aspect, an embodiment of the present application provides a vehicle frame, comprising: a frame body and a composite air suspension structure as described in any of the above embodiments; the air spring assembly and the fixed end bracket of the composite air suspension structure are both fixed to the frame body; an axle is provided below the frame body, and the leaf spring assembly of the composite air suspension structure is fixed to the frame body and the axle.

[0015] In combination with the second aspect, in one embodiment, the frame further includes: a pad assembly, which is fixed to a side of the air spring assembly away from the frame body; a cover plate, which is fixed to a side of the air spring assembly close to the frame body, and the air spring assembly is clamped between the cover plate and the pad assembly.

[0016] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0017] By arranging a first single piece with a first bending section and a second single piece with a second bending section between the air spring assembly and the fixed end bracket, and the first bending section and the second bending section are bent toward a side close to each other, when the load of the commercial vehicle is small, the second single piece can play a supporting and connecting role during the movement of the frame relative to the axle. At this time, the total stiffness of the leaf spring assembly is provided by the second single piece. When the load of the commercial vehicle gradually increases, the first single piece and the second single piece can jointly play a supporting and connecting role. At this time, the total stiffness of the leaf spring assembly is provided by the first single piece and the second single piece, that is, the variable stiffness of the leaf spring assembly is achieved, which solves the technical problem in the related art that the variable stiffness of the suspension structure is achieved by changing the air spring chamber, and the split inner cavity structure will increase the process manufacturing cost and the air tightness testing cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0019] Figure 1 A schematic structural diagram of a vehicle frame provided in an embodiment of the present application;

[0020] Figure 2 A schematic diagram of the three-dimensional structure of the composite air suspension structure provided in an embodiment of the present application;

[0021] Figure 3 A schematic diagram of the main structure of a leaf spring assembly provided in an embodiment of the present application;

[0022] Figure 4 A schematic diagram of the three-dimensional structure of the fixed end bracket provided in an embodiment of the present application.

[0023] In the picture:

[0024] 1. Air spring assembly;

[0025] 2. Fixed end bracket; 211. First cavity; 212. Second cavity; 22. Contact column; 23. Top plate;

[0026] 3. Leaf spring assembly; 31. First leaf; 311. First bending section; 32. Second leaf; 321. Second bending section; 322. Middle section; 323. Bending section; 33. Third leaf; 331. Positioning shaft;

[0027] 4. Axle;

[0028] 5. Frame body;

[0029] 6. Pad assembly;

[0030] 7. Cover plate;

[0031] 8. Pin. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0033] The embodiment of the present application provides a composite air suspension structure, which can solve the technical problem in the related art that when the air spring chamber is changed to achieve variable stiffness of the suspension structure, the split inner cavity structure will increase the process manufacturing cost and air tightness testing cost.

[0034] See also Figure 1As shown, a composite air suspension structure provided by an embodiment of the present application may include: an air spring assembly 1 and a fixed end bracket 2. It should be understood that the air spring assembly 1 and the fixed end bracket 2 can be fixed to the vehicle frame; a leaf spring assembly 3, wherein the leaf spring assembly 3 includes a first single piece 31 and a second single piece 32 connected to the first single piece 31; the first single piece 31 has a first bent section 311 at one end close to the fixed end bracket 2, and the second single piece 32 has a second bent section 321 at one end close to the fixed end bracket 2, and the second bent section 321 is connected to the fixed end bracket. Bracket 2, one end of the second single piece 32 away from the second bending section 321 is fixed to the air spring assembly 1, the first bending section 311 and the second bending section 321 are arranged at an interval, and the first bending section 311 and the second bending section 321 are arranged to bend toward one side approaching each other. It should be understood that the first bending section 311 and the second bending section 321 are bent toward one side approaching each other. When the load of the commercial vehicle increases during driving, the first bending section 311 and the second bending section 321 can move toward each other to increase the total stiffness of the leaf spring assembly 3.

[0035] In the embodiment of the present application, a first single piece 31 having a first bending section 311 and a second single piece 32 having a second bending section 321 are arranged between the air spring assembly 1 and the fixed end bracket 2, and the first bending section 311 and the second bending section 321 are bent toward a side close to each other. When the load of the commercial vehicle is small, the second single piece 32 can play a supporting and connecting role during the movement of the frame relative to the axle 4. At this time, the total stiffness of the leaf spring assembly 3 is provided by the second single piece 32. When the load of the commercial vehicle gradually increases, the first single piece 31 and the second single piece 32 can play a supporting and connecting role together. At this time, the total stiffness of the leaf spring assembly 3 is provided by the first single piece 31 and the second single piece 32, that is, the variable stiffness of the leaf spring assembly 3 is achieved; in the process of gradually increasing load on the commercial vehicle, the stiffness of the composite air suspension can be adjusted by the first bending section 311 and the second bending section 321 contacting or moving away from each other. The second single piece 32 has one end of the second bending section 321 connected to the fixed end bracket 2, and the other end connected to the air spring assembly 1. In order to make the second bending section 321 more firmly connected to the fixed end bracket 2, the second bending section 321 can be set to a curled ear shape. When the load of the vehicle is small and relatively stable during driving, the first bending section 311 and the second bending section 321 are in a spaced state. At this time, the total stiffness of the leaf spring assembly 3 is mainly provided by the second single piece 32. When the load of the vehicle increases to a certain value, the first bending section 311 and the second bending section 321 move toward each other and contact each other. At this time, the total stiffness of the leaf spring assembly 3 is jointly provided by the first single piece 31 and the second single piece 32. In some other embodiments, the first single piece 31 can also contribute to the total stiffness of the leaf spring assembly 3 in the manner that the first single piece 31 and the second single piece 32 contribute to the total stiffness of the leaf spring assembly 3. Some parts of the fixed end bracket 2 are in contact with each other, and it can also play a certain supporting and connecting role during the movement of the frame relative to the axle 4. By setting the first bending section 311 and the second bending section 321 to bend toward one side close to each other, when the load of the entire vehicle is small or large, the first bending section 311 and the second bending section 321 can achieve a change in the total stiffness of the leaf spring assembly 3 by being spaced apart from each other or in contact with each other, which solves the technical problem in the related art that the air spring chamber is changed to achieve variable stiffness of the suspension structure, and the split inner cavity structure will increase the process manufacturing cost and air tightness testing cost.

[0036] In some optional embodiments, the fixed end bracket 2 includes a accommodating cavity, in which a contact column 22 is fixed, and the axis of the contact column 22 is perpendicular to the extension direction of the first monolithic piece 31. The contact column 22 and the fixed end bracket 2 can both be made of ductile iron, and the contact column 22 is preferably a solid cylinder; the contact column 22 divides the accommodating cavity into a first cavity 211 and a second cavity 212 which are arranged up and down and interconnected, and the first bending section 311 is located in the first cavity 211, and the second bending section 321 is located in the second cavity 212. It should be understood that the first bending section 311 being located in the first cavity 211 may mean that most of the structure of the first bending section 311 is located in the first cavity 211, but during the driving of the commercial vehicle, the first bending section 31 1 may also be located in the second cavity 212, and the second bending section 321 in the second cavity 212 should be understood in the same way as the first bending section 311 in the first cavity 211. Preferably, in the embodiment of the present application, the first cavity 211 is located above the second cavity 212, and the first bending section 311 is located above the second bending section 321. The first bending section 311 is bent downward at this time, and the second bending section 321 is also bent upward in a curled ear shape. The first bending section 311 and the second bending section 321 are separated by the contact column 22, which can protect the first bending section 311 and the second bending section 321, effectively preventing the first bending section 311 from directly contacting the second bending section 321, which may cause damage to the first bending section 311 and the second bending section 321 during multiple collisions.

[0037] Preferably, fixing the contact column 22 in the accommodating cavity allows the first bending section 311 and the second bending section 321 to indirectly contact each other through the contact column 22 when the first bending section 311 moves downward. That is, when the load of the entire vehicle is large, the first bending section 311 is in line-to-line contact with the fixed end bracket 2 to achieve variable stiffness of the leaf spring assembly 3. It should be understood that the first single piece 31 and the second single piece 32 are both fixed to the axle 4. When the first bent section 311 is spaced from the contact column 22, only the second single piece 32 forms a connection between the fixed end bracket 2 and the axle 4. However, after the first bent section 311 contacts the fixed end bracket 2, the first single piece 31 and the second single piece 32 act together on the fixed end bracket 2 and the axle 4. During the driving of the commercial vehicle, the second bent section 321 may break under external impact. At this time, the contact column 22 can effectively prevent the broken second bent section 321 from directly contacting the first bent section 311 and causing damage to the first bent section 311. The first bent section 311 can now contact the fixed end bracket 2, ensuring a reliable connection between the frame and the axle 4, so that the commercial vehicle can slowly drive to the repair shop even if the second bent section 321 breaks, thereby enhancing safety during driving.

[0038] In some optional embodiments, the second single piece 32 also includes a middle section 322 and a bent section 323 connected to the middle section 322, the bent section 323 and the second bent section 321 are arranged on opposite sides of the middle section 322, and the bent section 323 is fixed to the air spring assembly 1; the end of the first single piece 31 away from the first bent section 311 is connected to the middle section 322, and the first single piece 31 and the middle section 322 are used to be fixed to the axle 4. In some other embodiments, the end of the first single piece 31 away from the first bent section 311 can continue to extend toward the side close to the air spring assembly 1 until the first single piece 31 is also fixed to the air spring assembly 1. In the embodiment of the present application, in the leaf spring assembly 3, only the bent section 323 in the second single piece 32 is used to be fixed to the air spring assembly 1, which can save material usage. The bent section 323 can be fixed to the bottom of the air spring assembly 1 and fixed by a long bolt. The bending method of the bent section 323 is that the middle section 322 is bent downward to connect with the air spring assembly 1. The position where the middle section 322 and the bent section 323 are connected can have a certain curvature, that is, the connection between the middle section 322 and the bent section 323 is set to a large arc structure, which can reduce the problem of excessive stress concentration on the second single piece 32 and improve the service life of the second single piece 32. In addition, a small section in the bent section 323 connected from the middle section 322 to the bottom of the air spring assembly 1 can have a certain inclination angle with the horizontal plane, which can also reduce the problem of excessive stress concentration on the second single piece 32 and further improve the service life of the second single piece 32. The changed setting method can also leave space for the layout of the axle, which is convenient for the relative assembly of the suspension and the axle.

[0039] In some optional embodiments, the distance between the first single piece 31 and the middle section 322 gradually increases from the connection between the first single piece 31 and the middle section 322 toward the side close to the fixed end bracket 2. At the connection between the first single piece 31 and the second single piece 32, the first single piece 31 and the second single piece 32 can both have a certain thickness to enhance the connection stability of the first single piece 31 and the second single piece 32 at the axle 4. In the process of extending the first single piece 31 and the second single piece 32 toward the side of the fixed end bracket 2, the thickness can gradually decrease, so that the second bending section 321 can be more easily bent and connected to the fixed end bracket 2 and the first bending section 311 can also be more convenient to adjust, and the variable stiffness of the leaf spring assembly 3 can be more easily achieved. The middle section 322 can have a certain inclination angle in the horizontal direction, which effectively reduces the contact between the first single piece 31 and the second single piece 32, so that when the load of the whole vehicle is large, the first bending section 311 in the first single piece 31 can contact the contact column 22 as much as possible.

[0040] In some optional embodiments, the leaf spring assembly 3 also includes a third single piece 33, and the third single piece 33 and the first single piece 31 are arranged on opposite sides of the middle section 322, and one end of the third single piece 33 extends obliquely toward the side close to the fixed end bracket 2, and the third single piece 33 is spaced apart from the fixed end bracket 2, and the end of the third single piece 33 close to the fixed end bracket 2 is spaced apart from the middle section 322. When the leaf spring assembly 3 is installed on the vehicle frame, the first single piece 31 is arranged at the top of the leaf spring assembly 3, the third single piece 33 is arranged at the bottom end of the leaf spring assembly 3, and the second single piece 32 is clamped between the third single piece 33 and the first single piece 31. The second single piece 32 and the third single piece 33 are connected at the axle 4. The third single piece 33 extends obliquely from one side of the axle 4 toward the side close to the fixed end bracket 2, so that the third single piece 33 and the second single piece 32 can be set at least partially apart. This arrangement can ensure that when the load of the entire vehicle is relatively small, there can be a gap between the second single piece 32 and the third single piece 33 at some positions. When the load of the entire vehicle gradually increases, the second single piece 32 moves toward the side close to the third single piece 33. When the load reaches a certain value, the second single piece 32 and the third single piece 33 contact and gradually fit together, and the total stiffness of the leaf spring assembly 3 changes.

[0041] In some optional embodiments, the distance between the third single piece 33 and the middle section 322 gradually increases from the connection point between the third single piece 33 and the middle section 322 toward the side close to the fixed end bracket 2. At this time, the third single piece 33 may also have a certain thickness near the axle 4. As it gradually approaches the fixed end bracket 2, the thickness of the third single piece 33 gradually decreases, further increasing the distance between the third single piece 33 and the middle section 322 toward the side close to the fixed end bracket 2. This arrangement allows the second single piece 32 to gradually increase its contact surface with the third single piece 33 as the second single piece 32 gradually moves downward under the action of a load, so that the total stiffness of the leaf spring assembly 3 can gradually increase as the contact surface between the second single piece 32 and the third single piece 33 increases, and the adjustable range of the total stiffness of the leaf spring assembly 3 can be increased. See. Figure 3 As shown, preferably, when the third single piece 33 is bent from the side close to the fixed end bracket 2 toward the side away from the second single piece 32, its bending angle can be an angle of 1° to 2° with the Z direction. In some other embodiments, the bending angle of the third single piece 33 at this point can also be other angles.

[0042] In some optional embodiments, see Figure 3As shown, a positioning shaft 331 is fixed on the side of the third single piece 33 away from the middle section 322. The positioning shaft 331 is used to be installed on the pad assembly 6 of the axle 4. By arranging the positioning shaft 331 in the third single piece 33, the leaf spring assembly 3 and the axle 4 can be directly and quickly positioned, which is convenient for installation.

[0043] Preferably, the length of the third single piece 33 is set to 1 / 2 to 1 / 3 of the length of the first single piece 31. The length of the third single piece 33 can be determined according to the stiffness variation range required by the commercial vehicle. In the embodiment of the present application, the length of the third single piece 33 is set to 1 / 2 to 1 / 3 of the length of the first single piece 31, which can save material usage while meeting the stiffness variation range.

[0044] Preferably, the second bending section 321 can be connected to the fixed end bracket 2 through the pin shaft 8, and the second bending section 321 is surrounded by the pin shaft 8 to form a ring with an opening. When the second bending section 321 is arranged around the pin shaft 8, the second bending section 321 can always maintain the connection relationship between the two under normal driving conditions. Setting part of the second bending section 321 as a ring with an opening can also save construction materials.

[0045] An embodiment of the present application also provides a vehicle frame, which includes: a frame body 5 and a composite air suspension structure as in any of the above embodiments; further including a frame body 5, the air spring assembly 1 and the fixed end bracket 2 are fixed to the frame body 5 at intervals; the air spring assembly 1 and the fixed end bracket 2 of the composite air suspension structure are both fixed to the frame body 5; an axle 4 is provided below the frame body 5, and the leaf spring assembly 3 of the composite air suspension structure is fixed to the frame body 5 and the axle 4. At this time, the first single piece 31 and the second single piece 32 are fixed to the side of the axle 4 close to the frame body 5, forming a connection between the frame and the axle 4, and ensuring a reliable connection between the frame and the axle 4.

[0046] In some optional embodiments, see Figure 2As shown, the frame further includes a pad assembly 6, the pad assembly 6, the pad assembly 6 is fixed to the side of the air spring assembly 1 away from the frame body 5; a cover plate 7, the cover plate 7 is fixed to the side of the air spring assembly 1 close to the frame body 5, the air spring assembly 1 is sandwiched between the cover plate 7 and the pad assembly 6, in the embodiment of the present application, the pad assembly 6 is fixed to the side of the second single piece 32 away from the frame body 5, the cover plate 7 is fixed to the side of the first single piece 31 close to the frame body 5, the first single piece 31 and the second single piece 32 and the third single piece 33 are all sandwiched between the cover plate 7 and the pad assembly 6, and a certain section of the first single piece 31, the second single piece 32 and the third single piece 33 are fixed between the cover plate 7 and the pad assembly 6, and the thickness of each single piece in the section can be the same, so that the first single piece 31, the second single piece 32, the third single piece 33, the cover plate 7 and the pad are fixed together with U-bolts. The cover plate 7 is arranged between the frame body 5 and the first single piece 31. In addition to enhancing the connection stability, it can also provide certain protection for the first single piece 31.

[0047] The working principle of the embodiment of the present application is that when the frame moves relative to the axle 4, the stiffness of the leaf spring assembly 3 can be gradually changed by changing the contact condition between the first single piece 31 and the contact column 22 of the fixed end bracket 2 and the contact area between the second single piece 32 and the third single piece 33. Under the action of the initial load, only the second single leaf 32 plays the role of supporting connection. At this time, the total stiffness of the leaf spring assembly 3 can be regarded as A; when the load gradually increases, the frame sinks, and the first bent portion contacts the fixed end bracket 2 in a line-to-line manner. Once in contact, the stiffness will no longer change. At this time, the total stiffness of the leaf spring assembly 3 can be regarded as A+B; when the load continues to increase, the frame continues to sink, and the middle section 322 of the second single leaf 32 and the end of the third single leaf 33 gradually contact each other in a face-to-face manner. At this time, the total stiffness of the leaf spring assembly 3 is A+B+△C, where △C is related to the contact area between the middle section 322 and the third single leaf 33. The larger stiffness range of the leaf spring assembly 3 can make the smoothness of the entire vehicle basically unchanged under complex road conditions. In the related art, variable stiffness is achieved by changing the chamber volume of the air spring. Since the overall size of the air spring is restricted by vehicle installation and the volume of the inner cavity is limited, the degree to which it can change the stiffness is limited. At this time, variable stiffness is achieved by adding a third single piece 33, which can make the stiffness adjustment range wider. In addition, the leaf spring assembly 3 in the embodiment of the present application has a simple structure, lower cost, and easier spatial assembly.

[0048] Preferably, see Figure 4As shown, the fixed end bracket 2 can be formed by integral casting, and the fixed end bracket 2 can have a top plate 23 at one end close to the frame. The distance between the contact column 22 and the top plate 23 can be set according to the actual needs of the commercial vehicle. For example, when a batch of commercial vehicles require stiffness changes that are more sensitive to load changes, the distance between the contact column 22 and the top plate 23 can be set to be smaller when the fixed end bracket 2 is cast, so that in the process of gradually increasing load, the first single piece 31 can contact the fixed end bracket 2 faster; if the commercial vehicle requires a larger range of stiffness changes, the distance between the contact column 22 and the top plate 23 can be set to be larger when the fixed end bracket 2 is cast. Regardless of whether it is smaller or larger, the distance between the contact column 22 and the top plate 23 should be within the set range.

[0049] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0050] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0051] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A composite air suspension structure, characterized in that: It includes: Air spring assembly (1) and fixed end bracket (2); A leaf spring assembly (3), the leaf spring assembly (3) comprising a first single piece (31) and a second single piece (32) connected to the first single piece (31); The first single piece (31) has a first bending section (311) at one end close to the fixed end bracket (2), the second single piece (32) has a second bending section (321) at one end close to the fixed end bracket (2), the second bending section (321) is connected to the fixed end bracket (2), and the second single piece (32) is fixed to the air spring assembly (1) at one end away from the second bending section (321), the first bending section (311) and the second bending section (321) are arranged at intervals, and the first bending section (311) and the second bending section (321) are arranged to bend toward one side close to each other; The fixed end bracket (2) comprises a receiving cavity, a contact column (22) is fixed in the receiving cavity, and the axis of the contact column (22) is perpendicular to the extension direction of the first single piece (31); The contact column (22) divides the accommodating cavity into a first cavity (211) and a second cavity (212) arranged vertically and interconnected, and the first bending section (311) is located in the first cavity (211), and the second bending section (321) is located in the second cavity (212).

2. The composite air suspension structure according to claim 1, wherein: The second single piece (32) further includes a middle section (322) and a bent section (323) connected to the middle section (322), the bent section (323) and the second bent section (321) are arranged on opposite sides of the middle section (322), and the bent section (323) is fixed to the air spring assembly (1); One end of the first single piece (31) away from the first bent section (311) is connected to the middle section (322), and the first single piece (31) and the middle section (322) are used to be fixed to the axle (4).

3. The composite air suspension structure according to claim 2, wherein: The distance between the first single piece (31) and the middle section (322) gradually increases from the connection point between the first single piece (31) and the middle section (322) toward a side close to the fixed end bracket (2).

4. The composite air suspension structure according to claim 2, wherein: The leaf spring assembly (3) further includes a third single piece (33), wherein the third single piece (33) and the first single piece (31) are arranged on opposite sides of the middle section (322), one end of the third single piece (33) extends obliquely toward a side close to the fixed end bracket (2), and the third single piece (33) is spaced apart from the fixed end bracket (2), and one end of the third single piece (33) close to the fixed end bracket (2) is spaced apart from the middle section (322).

5. The composite air suspension structure according to claim 4, wherein: The distance between the third single piece (33) and the middle section (322) gradually increases from the connection point between the third single piece (33) and the middle section (322) toward a side close to the fixed end bracket (2).

6. The composite air suspension structure according to claim 4, wherein: A positioning shaft (331) is fixed to a side of the third single piece (33) away from the middle section (322), and the positioning shaft (331) is used to be installed on a pad assembly (6) of the axle (4).

7. The composite air suspension structure according to claim 4, wherein: The length of the third single piece (33) is set to 1 / 2 to 1 / 3 of the length of the first single piece (31).

8. A vehicle frame, characterized in that: It includes: A vehicle frame body (5) and a composite air suspension structure according to any one of claims 1 to 7; The air spring assembly (1) and the fixed end bracket (2) of the composite air suspension structure are both fixed to the vehicle frame body (5); An axle (4) is provided below the vehicle frame body (5), and the leaf spring assembly (3) of the composite air suspension structure is fixed to the vehicle frame body (5) and the axle (4).

9. The frame according to claim 8, wherein: The frame further comprises: A backing plate assembly (6), the backing plate assembly (6) being fixed to a side of the air spring assembly (1) away from the vehicle frame body (5); A cover plate (7) is fixed to a side of the air spring assembly (1) close to the vehicle frame body (5), and the air spring assembly (1) is sandwiched between the cover plate (7) and the pad assembly (6).

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