Light truck four-wheel drive rear air suspension device and vehicle

Abstract

The invention provides a light truck four-wheel drive rear air suspension device and a vehicle, and belongs to the technical field of automobile suspensions. Comprising two guide arms, two multi-cushion-block structures, a shock absorber assembly, an air bag, a drive axle, a stabilizer bar assembly and a thrust rod assembly. One end of each guide arm is connected with the frame, the other end of each guide arm is connected with an air bag, and the upper end of each air bag is connected with the frame; the drive axle is connected with the guide arm through two multi-cushion-block structures. The first end of the shock absorber assembly is connected with the frame, and the second end of the shock absorber assembly is connected with the end, away from the guide arm, of one multi-cushion-block structure. The first end of the stabilizer bar assembly is connected with the frame, and the left end and the right end of the lower end of the stabilizer bar assembly are connected with the ends, deviating from the corresponding guide arms, of the two multi-cushion-block structures in a one-to-one correspondence mode. The problems that an existing suspension is poor in controllability, poor in comfort and the like are solved. The technical effects of being good in controllability, good in comfort and the like are achieved.

Description

Technical Field

[0001] The invention relates to the technical field of automobile suspension, in particular to a rear air suspension device of a light truck four-wheel drive vehicle, and also to a vehicle. Background Art

[0002] Most existing light trucks with four-wheel drive use leaf spring suspension. Automobile leaf springs are traditional elastic elements in automobile suspension systems. They are widely used due to their good reliability, simple structure, short manufacturing process, low cost and greatly simplified structure. Automobile leaf springs are generally composed of several pieces of alloy spring steel of unequal lengths, forming a group of spring beams with similar strength.

[0003] With the improvement of living standards and the refinement of freight transportation needs, people have put forward more requirements for the handling, comfort, height adjustability, unsprung mass and vehicle vibration reduction of light trucks. It can be seen that the traditional leaf spring suspension of light trucks can no longer meet people's needs. There are the following shortcomings: the traditional leaf spring suspension has poor handling, poor comfort, excessive weight, poor vibration reduction, and relatively large damage to automobile parts and goods. Summary of the invention

[0004] The present invention provides a rear air suspension device for a light truck four-wheel drive vehicle, so as to solve the defects of the light truck four-wheel drive vehicle suspension in the prior art, such as poor controllability, poor comfort, excessive weight and poor vibration reduction, and realize a rear air suspension device structure for a light truck four-wheel drive vehicle with good controllability, good comfort, light weight and good vibration reduction performance.

[0005] A first aspect of the present invention provides a light truck four-wheel drive vehicle rear air suspension device, comprising two guide arms, two multi-pad structures, a shock absorber assembly, an air bag, a drive axle, a stabilizer bar assembly and a thrust rod assembly; One end of each guide arm is connected to the vehicle frame, the other end of each guide arm is connected to an air bag, and the upper end of each air bag is connected to the vehicle frame; The drive axle is connected to the guide arm through two multi-pad structures; One end of the thrust rod assembly is connected to one of the guide arms, and the other end of the thrust rod assembly is connected to the vehicle frame; A first end of the shock absorber assembly is connected to the vehicle frame, and a second end of the shock absorber assembly is connected to an end of one of the multi-pad structures away from the guide arm; The first end of the stabilizer bar assembly is connected to the frame, the second end of the stabilizer bar assembly is connected to one end of one of the multi-pad structures away from the corresponding guide arm, and the third end of the stabilizer bar assembly is connected to one end of another multi-pad structure away from the corresponding guide arm.

[0006] According to the rear air suspension device of the present invention, reliable vibration reduction of the suspension can be achieved through the arrangement of the airbag and the shock absorber assembly, thereby reducing vibration during vehicle driving and improving vehicle comfort and ride quality.

[0007] The air suspension is realized by using airbags, which utilizes the compressibility of air and realizes the variable stiffness characteristics of air springs, which can quickly reduce the vibration of the vehicle during driving and improve the ride comfort of the vehicle.

[0008] By connecting the second end of the shock absorber assembly to the end of one of the multi-pad structures away from the guide arm, the second end of the stabilizer bar assembly is connected to the end of one of the multi-pad structures away from the corresponding guide arm, and the third end of the stabilizer bar assembly is connected to the end of another multi-pad structure away from the corresponding guide arm, the multi-pad structure, the shock absorber assembly and the stabilizer bar assembly share the installation point of the multi-pad structure and the guide arm, saving space and realizing a high degree of integration of the suspension structure. At the same time, a more reasonable arrangement of the stabilizer bar assembly, the thrust rod assembly and the shock absorber assembly on the air suspension is realized without the need to add other additional bracket structures, thereby indirectly reducing the weight and achieving lightweight.

[0009] In addition, the light truck four-wheel drive vehicle rear air suspension device according to the present invention may also have the following additional technical features: In some embodiments of the present invention, each multi-pad structure includes a pad group, a leaf spring pressure plate, a riding bolt and a mounting plate. The riding bolt is arranged on the corresponding guide arm, a leaf spring pressure plate is arranged between the riding bolt and the corresponding guide arm, the end of the riding bolt away from the corresponding guide arm is connected to the mounting plate, the pad group is arranged between the mounting plate and the guide arm, and the drive axle is inserted between the pad group and the mounting plate.

[0010] In some embodiments of the present invention, each pad group includes multiple first pads and multiple second pads, and the multiple first pads and multiple second pads are alternately connected from top to bottom, and the multiple first pads and multiple second pads are all located between the drive axle and the corresponding guide arm.

[0011] By adopting the above embodiment, the staggered structure of the first pad and the second pad, combined with the positioning pin-assisted riding bolt clamping method, the posture angle problem caused by the increase in the front suspension height is solved while reducing the unsprung mass.

[0012] In some embodiments of the present invention, each second cushion block is provided with a plurality of weight-reducing holes.

[0013] By adopting the above embodiment, the arrangement of a plurality of weight-reducing holes on each second cushion block can meet the requirement of lightweighting.

[0014] In some embodiments of the present invention, the stabilizer bar assembly includes a stabilizer bar hanger and a lateral stabilizer bar, one end of the stabilizer bar hanger is connected to the frame, the other end of the stabilizer bar hanger is connected to the middle part of the lateral stabilizer bar, one end of the lateral stabilizer bar is connected to the mounting plate of one of the multi-pad structures, and the other end of the lateral stabilizer bar is connected to the riding bolt of another multi-pad structure.

[0015] By adopting the above embodiment, the stabilizer bar hanger and the lateral stabilizer bar are arranged in coordination to ensure the stability of the air suspension device in the front-rear direction.

[0016] In some embodiments of the present invention, the stabilizer bar assembly also includes an upper stabilizer bar bracket and a lower stabilizer bar bracket. The end of the stabilizer bar hanger facing away from the lateral stabilizer bar is connected to the frame via the upper stabilizer bar bracket. The two ends of the lateral stabilizer bar are respectively rotatably connected to a lower stabilizer bar bracket. The two lower stabilizer bar brackets are connected one by one to the riding bolts of two multi-pad structures.

[0017] In some embodiments of the present invention, a shock absorber cross beam and a shock absorber lower bracket are also included. The shock absorber cross beam is installed on the vehicle frame, and the shock absorber lower bracket is connected to one of the mounting plates of the multi-pad structure. One end of the shock absorber assembly is rotatably connected to the shock absorber cross beam, and the other end of the shock absorber assembly is rotatably connected to the shock absorber lower bracket.

[0018] In some embodiments of the present invention, the thrust rod assembly includes a lateral thrust rod, a thrust rod left bracket and a thrust rod right bracket, one end of the lateral thrust rod is connected to one of the guide arms through the thrust rod right bracket, and the other end of the lateral thrust rod is connected to the frame through the thrust rod left bracket.

[0019] By adopting the above embodiment, the coordinated arrangement of the lateral thrust rod, the left thrust rod bracket and the right thrust rod bracket ensures the stability of the air suspension device in the left and right directions.

[0020] In some embodiments of the present invention, there are two shock absorber assemblies, the first ends of the two shock absorber assemblies are connected to the frame, the second end of one of the shock absorber assemblies is connected to an end of one of the multi-pad structures away from the guide arm, and the second end of the other shock absorber assembly is connected to an end of the other multi-pad structure away from the guide arm.

[0021] By adopting the above embodiment, the stability of the air suspension is increased through the coordinated setting of the two shock absorber assemblies. At the same time, the shock absorber assembly cooperates with the setting of the airbag to achieve vibration reduction in all directions of the air suspension, quickly reduce the vibration during vehicle driving, and improve the ride comfort of the vehicle.

[0022] A vehicle according to the second aspect of the present invention uses all the technical features of the rear air suspension device of the light truck four-wheel drive vehicle according to the first aspect of the present invention.

[0023] In summary, the present application includes at least one of the following beneficial technical effects: First, the airbag and the shock absorber assembly can realize reliable vibration reduction of the suspension, thereby reducing the vibration during vehicle driving and improving the comfort and smoothness of the vehicle.

[0024] Second, the air suspension is realized by using the airbag, which utilizes the compressibility of air and realizes the variable stiffness characteristic of the air spring, which can quickly reduce the vibration of the vehicle during driving and improve the ride comfort of the vehicle.

[0025] Third, by connecting the second end of one of the shock absorber assemblies to the end of one of the multi-pad structures away from the guide arm, the second end of the other shock absorber assembly is connected to the end of the other multi-pad structure away from the guide arm, the second end of the stabilizer bar assembly is connected to the end of one of the multi-pad structures away from the corresponding guide arm, and the third end of the stabilizer bar assembly is connected to the end of the other multi-pad structure away from the corresponding guide arm, the multi-pad structure, the shock absorber assembly and the stabilizer bar assembly share the installation point of the multi-pad structure and the guide arm, saving space and realizing a high degree of integration of the suspension structure. At the same time, a more reasonable arrangement of the stabilizer bar assembly, the thrust rod assembly and the shock absorber assembly on the air suspension is realized, without the need to add other additional support structures, thereby indirectly reducing the weight and achieving lightweight.

[0026] Fourth, the stability of the air suspension is increased by the coordinated setting of the two shock absorber assemblies, and the vibration reduction of the air suspension in all directions is achieved by coordinating the setting of the airbag, which quickly reduces the vibration of the vehicle during driving and improves the ride comfort of the vehicle.

[0027] In summary, the air suspension has good handling, good comfort, light weight, good vibration reduction performance, and less damage to automobile parts and cargo. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference numerals are used throughout the accompanying drawings to represent the same components. In the accompanying drawings: Figure 1 A perspective view schematically shows a rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0029] Figure 2 A perspective view schematically shows the connection between a rear air suspension device of a light truck four-wheel drive vehicle and a vehicle frame according to some embodiments of the present invention.

[0030] Figure 3A bottom view of a rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention is schematically shown.

[0031] Figure 4 One of the partial structural diagrams of the rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention is schematically shown.

[0032] Figure 5 The second partial structural diagram of the rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention is schematically shown.

[0033] Figure 6 A perspective view schematically shows a stabilizer bar assembly of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0034] Figure 7 A cross-sectional view schematically shows the connection between a multi-pad structure and a guide arm of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0035] Figure 8 A perspective view schematically shows a stabilizer bar hanger of a rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0036] Fig. 9 A side view schematically shows the installation of a shock absorber assembly of a rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0037] Fig.10 A top view of a second pad of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention is schematically shown.

[0038] Fig.11 A cross-sectional view schematically shows a second pad of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0039] Fig.12 A cross-sectional view schematically shows a first pad of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0040] Fig.13 A perspective view schematically shows an upper bracket of a stabilizer bar of a rear air suspension device of a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0041] Fig.14 A perspective view schematically shows a stabilizer bar lower bracket of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0042] Fig.15A perspective view schematically shows a left support of a thrust rod of a rear air suspension device for a light truck four-wheel drive vehicle according to some embodiments of the present invention.

[0043] Reference numerals: 1. Frame, 2. Guide arm, 3. Guide arm bracket, 4. Riding bolt, 5. Leaf spring pressure plate, 6. Thrust rod left bracket, 61. Bracket plate, 7. Thrust rod left bracket lining plate, 8. Shock absorber assembly, 9. Shock absorber cross beam, 10. Transverse thrust rod, 11. Thrust rod right bracket, 12. Stabilizer bar upper bracket, 121. First connecting part, 122. Second connecting part, 123. Connecting hole, 13. Stabilizer bar suspension rod, 131. Suspension rod body, 132. First suspension rod connecting piece, 133. Second suspension rod connecting piece, 134. Bearing, 14, lateral stabilizer bar, 15, first pad, 151, through hole, 16, second pad, 161, middle plate, 162, connecting ring, 163, connecting hole, 164, weight reduction hole, 17, stabilizer bar lower bracket, 171, middle connecting rod, 172, side connecting part, 173, diagonal bracing part, 174, transition part, 18, drive axle, 19, airbag upper bracket, 20, airbag, 21, shock absorber lower bracket, 22, mounting plate, 23, guide arm pad, 24, connecting ear, 25, connecting piece, 26, support plate. DETAILED DESCRIPTION

[0044] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0045] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive and therefore specify the presence of stated features, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0046] Although the terms first, second, third, etc. can be used in the text to describe multiple elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or section from another region, layer or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply order or sequence when used in the text. Therefore, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section without departing from the teaching of the example embodiments.

[0047] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure is flipped, the element described as "below other elements or features" or "below other elements or features" will then be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both upper and lower orientations. The device can be additionally oriented and rotated 90 degrees or in other directions and the spatial relative descriptors used in the text are interpreted accordingly.

[0048] like Figures 1 to 15 As shown, according to an embodiment of the first aspect of the present invention, a light truck four-wheel drive vehicle rear air suspension device is proposed, comprising two guide arms 2, two multi-pad structures, a shock absorber assembly 8, an air bag 20, a drive axle 18, a stabilizer bar assembly and a thrust rod assembly; One end of each guide arm 2 is connected to the vehicle frame 1, and the other end of each guide arm 2 is connected to an air bag 20, and the upper end of each air bag 20 is connected to the vehicle frame 1; The drive axle 18 is connected to the guide arm 2 through two multi-pad structures; One end of the thrust rod assembly is connected to one of the guide arms 2, and the other end of the thrust rod assembly is connected to the vehicle frame 1; A first end of the shock absorber assembly 8 is connected to the vehicle frame 1, and a second end of the shock absorber assembly 8 is connected to an end of one of the multi-pad structures away from the guide arm 2; The first end of the stabilizer bar assembly is connected to the frame 1, the second end of the stabilizer bar assembly is connected to one end of one of the multi-pad structures away from the corresponding guide arm 2, and the third end of the stabilizer bar assembly is connected to another end of the multi-pad structure away from the corresponding guide arm 2.

[0049] In the above embodiment, it should be noted that it also includes a guide arm bracket 3 and a guide arm pad 23. The guide arm 2 is connected to the frame 1 through the guide arm bracket 3. A guide arm pad 23 is arranged between the guide arm bracket 3 and the frame 1. The shock absorber assembly 8 is a hydraulic limit shock absorber.

[0050] There are two shock absorber assemblies 8, the first ends of the two shock absorber assemblies 8 are connected to the frame 1, the second end of one of the shock absorber assemblies 8 is connected to the end of one of the multi-pad structures away from the guide arm 2, and the second end of the other shock absorber assembly 8 is connected to the end of the other multi-pad structure away from the guide arm 2; in addition, it also includes an airbag upper bracket 19, and the top of the airbag 20 is connected to the frame 1 through the airbag upper bracket 19.

[0051] The first end of the shock absorber assembly 8 is the upper end of the shock absorber assembly 8, the second end of the shock absorber assembly 8 is the lower end of the shock absorber assembly 8, the first end of the stabilizer bar assembly is the upper end of the stabilizer bar assembly, the second end of the stabilizer bar assembly is one of the left end or the right end of the lower end, and the second end of the stabilizer bar assembly is the other of the left end or the right end of the lower end.

[0052] The cross-sectional shape of the combination of the two shock absorber assemblies 8 is an "eight" shape.

[0053] The multi-pad block structure is provided with positioning pins.

[0054] It also includes a leaf spring pressure plate 5 , and a leaf spring pressure plate 5 is arranged between each multi-pad structure and the corresponding guide arm 2 .

[0055] The technical effects achieved by the above embodiments are as follows: First, reliable vibration reduction of the suspension can be achieved by coordinating the airbag 20 with the shock absorber assembly 8, thereby reducing vibration during vehicle driving and improving vehicle comfort and ride smoothness.

[0056] Second, the air suspension implemented by the airbag 20 utilizes the compressibility of air and realizes the variable stiffness characteristic of the air spring, which can quickly reduce the vibration of the vehicle during driving and improve the ride comfort of the vehicle.

[0057] Third, by connecting the second end of one of the shock absorber assemblies 8 to the end of one of the multi-pad structures away from the guide arm 2, the second end of the other shock absorber assembly 8 is connected to the end of the other multi-pad structure away from the guide arm 2, the second end of the stabilizer bar assembly is connected to the end of one of the multi-pad structures away from the corresponding guide arm 2, and the third end of the stabilizer bar assembly is connected to the end of the other multi-pad structure away from the corresponding guide arm 2, the multi-pad structure, the shock absorber assembly 8 and the stabilizer bar assembly share the installation point of the multi-pad structure and the guide arm 2, saving space and realizing a high degree of integration of the suspension structure. At the same time, a more reasonable arrangement of the stabilizer bar assembly, the thrust rod assembly and the shock absorber assembly 8 on the air suspension is realized, without the need to add other additional support structures, which indirectly reduces the weight and achieves lightweight.

[0058] Fourth, through the cooperation of the two shock absorber assemblies 8 and the combined cross-sectional shape of the two shock absorber assemblies 8 being an "eight" shape, the force received can be decomposed, thereby increasing the better shock absorption effect of the air suspension while ensuring the limiting effect and stability; in addition, the shock absorber assembly 8 cooperates with the setting of the airbag 20 to achieve vibration reduction in all directions of the air suspension, quickly reduce the vibration of the vehicle during driving, and improve the ride comfort of the vehicle.

[0059] Fifth, by coordinating the multi-pad structure with the leaf spring pressure plate, when the front suspension height is increased, the leaf spring pressure plate 5 can adjust the height of the multi-pad structure, thereby solving the problem of the attitude angle caused by the increase in the front suspension height.

[0060] In summary, the air suspension has good handling, good comfort, light weight, good vibration reduction performance, and less damage to automobile parts and cargo.

[0061] Optional, such as Figure 2 and Figure 3 As shown, each multi-block structure includes a block group, a riding bolt 4 and a mounting plate 22. The riding bolt 4 is arranged on the corresponding guide arm 2. The end of the riding bolt 4 away from the corresponding guide arm 2 is connected to the mounting plate 22. The block group is arranged between the mounting plate 22 and the guide arm 2, and the drive axle 18 is inserted between the block group and the mounting plate 22.

[0062] Optional, such as Figure 2 and Figure 3 As shown, each pad group includes multiple first pads 15 and multiple second pads 16, and the multiple first pads 15 and multiple second pads 16 are alternately connected from top to bottom, and the multiple first pads 15 and multiple second pads 16 are all located between the drive axle 18 and the corresponding guide arm 2.

[0063] Optional, such as Figure 2 and Figure 3As shown, each second cushion block 16 is provided with a plurality of weight-reducing holes 164 .

[0064] In the above optional embodiments, it should be noted that, specifically, the number of riding bolts 4 is 4, and the four riding bolts 4 are combined in pairs and are respectively hung on the two guide arms 2, and each two riding bolts 4 are provided with a plurality of first pads 15 and a plurality of second pads 16 which are alternately connected from top to bottom, and the leaf spring pressure plate 5 is arranged between the two riding bolts 4 and the corresponding guide arms 2, and the positioning pin passes through the guide arm 2, the leaf spring pressure plate 5, the plurality of first pads 15 and the plurality of second pads 16 in sequence and is connected to the mounting plate 22.

[0065] Specifically, a through hole 151 is provided on the first cushion block 15, and an intermediate plate 161 and a connecting ring 162 are provided inside the first cushion block 15. Multiple intermediate plates 161 are arranged in a circular array on the outer periphery of the connecting ring 162, and a connecting hole 163 is provided in the connecting ring 162. Positioning pins are inserted into the through hole 151 and the connecting hole 162.

[0066] The beneficial effects of the above optional embodiments are as follows: Through the staggered structure of the first cushion block 15 and the second cushion block 16, in combination with the positioning pin-assisted clamping of the riding bolt 4, the posture angle problem caused by the increased front suspension height is solved while reducing the unsprung mass.

[0067] Since each second cushion block 16 is provided with a plurality of weight-reducing holes 164 , the requirement of lightweighting can be met.

[0068] Optional, such as Figure 2 and Figure 3 As shown, the stabilizer bar assembly includes a stabilizer bar hanger 13 and a lateral stabilizer bar 14, one end of the stabilizer bar hanger 13 is connected to the frame 1, the other end of the stabilizer bar hanger 13 is connected to the middle of the lateral stabilizer bar 14, one end of the lateral stabilizer bar 14 is connected to one of the mounting plates 22 of the multi-block structure, and the other end of the lateral stabilizer bar 14 is connected to the riding bolt 4 of another multi-block structure.

[0069] The stabilizer bar assembly also includes an upper stabilizer bar bracket 12 and a lower stabilizer bar bracket 17. The end of the stabilizer bar hanger 13 that faces away from the lateral stabilizer bar 14 is connected to the frame 1 through the upper stabilizer bar bracket 12. The two ends of the lateral stabilizer bar 14 are respectively rotatably connected to a lower stabilizer bar bracket 17. The two lower stabilizer bar brackets 17 are connected to the riding bolts 4 of the two multi-pad structures in a one-to-one manner.

[0070] In the above optional embodiments, it should be noted that there are two stabilizer bar hangers 13, and the upper ends of the two stabilizer bar hangers 13 are rotatably connected to the frame 1. The upper end of each stabilizer bar hanger 13 can be rotatably connected to a stabilizer bar upper bracket 12, and the upper end of each stabilizer bar upper bracket 12 is fixedly connected to the frame 1. Each stabilizer bar upper bracket 12 includes a first connecting portion 121 and a second connecting portion 122. The first connecting portion 121 and the second connecting portion 122 are integrally formed. The side shape of the first connecting portion 121 is an isosceles triangle, the cross-sectional shape of the first connecting portion 121 is a "U" shape, and the shape of the second connecting portion 122 is an isosceles triangle. The upper surface of the first connecting plate 123 is provided with a connecting through hole 123 to achieve a weight reduction effect. Specifically, the second connecting portion 122 of the stabilizer bar upper bracket 12 is connected to the side wall of the frame 1, and the upper surface of the first connecting plate 123 is connected to the bottom wall of the frame 1. Each stabilizer bar hanger 13 is rotatably connected to the first connecting portion 121 of the corresponding stabilizer bar upper bracket 12.

[0071] Each stabilizer bar lower bracket 17 includes an intermediate connecting rod 171, a side connecting portion 172, a diagonal bracing portion 173 and a transition portion 174. One side of the intermediate connecting rod 171 is connected to two side connecting portions 172. A diagonal bracing portion 173 and a transition portion 174 are provided between each side connecting portion 172 and the intermediate connecting rod 171. The diagonal bracing portion 173 is provided on the outside of the side connecting portion 172, and the transition portion 174 is provided on the inside of the side connecting portion 172. The stabilizer bar suspension rod 13 includes a suspension rod body 131, a first hanger rod connecting piece 132, a second hanger rod connecting piece 133 and a bearing 134. One end of the hanger rod body 131 is connected to the first hanger rod connecting piece 132, and the other end of the hanger rod body 131 is connected to the second hanger rod connecting piece 133. A bearing 134 is arranged in the first hanger rod connecting piece 132. The first hanger rod connecting piece 132 is rotatably connected to the first connecting part 121 through a rotating shaft and a bearing 134. The second hanger rod connecting piece 133 is sleeved on the transverse stabilizer bar 14.

[0072] The two stabilizer bar lower brackets 17 are respectively sleeved on the corresponding riding bolts 4 through the corresponding intermediate connecting rods 171 and fixedly connected to the corresponding mounting plates 22 through nuts.

[0073] The beneficial effects of the above optional embodiments are as follows: the first connection portion 121 and the second connection portion 122 of the stabilizer bar upper bracket 12 of the device utilize the stability of the triangle to ensure the stability of the stabilizer bar upper bracket 12, thereby ensuring the reliability and stability of the stabilizer bar upper bracket 12 connecting the stabilizer bar hanger 13 and the frame 1, and the strength and rigidity of the stabilizer bar lower bracket 17 are ensured by the arrangement of the diagonal support portion 173 and the transition portion 174, thereby achieving a reliable and stable connection between the lateral stabilizer bar 14 and the mounting plate 22.

[0074] Optional, such as Figure 2 and Figure 3 As shown, it also includes a shock absorber cross beam 9 and a shock absorber lower bracket 21. The shock absorber cross beam 9 is installed on the frame 1. The shock absorber lower bracket 21 is connected to one of the mounting plates 22 of the multi-pad structure. One end of the shock absorber assembly 8 is rotatably connected to the shock absorber cross beam 9, and the other end of the shock absorber assembly 8 is rotatably connected to the shock absorber lower bracket 21.

[0075] In the above optional embodiment, it should be noted that the first ends of the two shock absorber assemblies 8 are rotatably connected to the shock absorber cross beam 9, and the second ends of the two shock absorber assemblies 8 are respectively connected to the mounting plate 22 through a shock absorber lower bracket 21 and then through a riding bolt 4.

[0076] Optional, such as Figure 2 and Figure 3 As shown, the thrust rod assembly includes a lateral thrust rod 10, a thrust rod left bracket 6 and a thrust rod right bracket 11. One end of the lateral thrust rod 10 is connected to one of the guide arms 2 through the thrust rod right bracket 11, and the other end of the lateral thrust rod 10 is connected to the frame 1 through the thrust rod left bracket 6.

[0077] In the above optional embodiments, it should be noted that the thrust rod left bracket 6 includes a bracket plate 61, a thrust rod left bracket lining plate 7, a connecting ear 24, a connecting piece 25 and a support plate 26. The inner side wall of the bracket plate 61 is connected to the thrust rod left bracket lining plate 7. The shape of the thrust rod left bracket lining plate 7 is "L" shaped. There are two connecting ears 24. The upper end of each connecting ear 24 is connected to the bottom wall of the thrust rod left bracket lining plate 7. A connecting piece 25 is arranged between the two connecting ears 24. The shape of the connecting piece 25 is "L" shaped. The bottom wall of the upper plate of the connecting piece 25 is connected to the upper wall of the lower plate of the thrust rod left bracket lining plate 7. A support plate 26 is arranged between the connecting piece 25 and the thrust rod left bracket lining plate 7. The two connecting ears 24 are rotatably connected through the rotating shaft thrust rod cross bar 10, and the bracket plate 61 is connected to the frame 1.

[0078] The beneficial effects of the above optional embodiments are as follows: through the coordinated arrangement of the bracket plate 61, the thrust rod left bracket lining plate 7, the connecting ear 24, the connecting piece 25 and the support plate 26, the structural strength and rigidity of the thrust rod left bracket 6 are high while the weight is small, thereby achieving a reliable and stable connection between the lateral thrust rod 10 and the frame 1.

[0079] According to an embodiment of the second aspect of the present invention, a vehicle is provided, which uses all the technical features of the rear air suspension device of a light truck four-wheel drive vehicle according to an embodiment of the first aspect of the present invention.

[0080] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A light truck four-wheel drive rear air suspension device, characterized in that: It comprises two guide arms (2), two multi-pad structures, a shock absorber assembly (8), an air bag (20), a drive axle (18), a stabilizer bar assembly and a thrust rod assembly; One end of each guide arm (2) is connected to the vehicle frame (1), the other end of each guide arm (2) is connected to an air bag (20), and the upper end of each air bag (20) is connected to the vehicle frame (1); The drive axle (18) is connected to the guide arm (2) via two of the multi-pad structures; One end of the thrust rod assembly is connected to one of the guide arms (2), and the other end of the thrust rod assembly is connected to the vehicle frame (1); The first end of the shock absorber assembly (8) is connected to the vehicle frame (1), and the second end of the shock absorber assembly (8) is connected to an end of one of the multi-pad structures that is away from the guide arm (2); The first end of the stabilizer bar assembly is connected to the vehicle frame (1), the second end of the stabilizer bar assembly is connected to an end of one of the multi-pad structures away from the corresponding guide arm (2), and the third end of the stabilizer bar assembly is connected to an end of another multi-pad structure away from the corresponding guide arm (2).

2. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 1, characterized in that: Each of the multi-pad structures comprises a pad group, a leaf spring pressure plate (5), a riding bolt (4) and a mounting plate (22); the riding bolt (4) is arranged on the corresponding guide arm (2); a leaf spring pressure plate (5) is arranged between the riding bolt (4) and the corresponding guide arm (2); one end of the riding bolt (4) away from the corresponding guide arm (2) is connected to the mounting plate (22); the pad group is arranged between the mounting plate (22) and the guide arm (2); and the drive axle (18) is inserted between the pad group and the mounting plate (22).

3. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 2, characterized in that: Each of the pad blocks comprises a plurality of first pad blocks (15) and a plurality of second pad blocks (16), wherein the plurality of first pad blocks (15) and the plurality of second pad blocks (16) are alternately connected in sequence from top to bottom, and the plurality of first pad blocks (15) and the plurality of second pad blocks (16) are all located between the drive axle (18) and the corresponding guide arm (2).

4. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 3, characterized in that: Each of the second cushion blocks (16) is provided with a plurality of weight-reducing holes (164).

5. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 2, characterized in that: The stabilizer bar assembly comprises a stabilizer bar hanger (13) and a lateral stabilizer bar (14), one end of the stabilizer bar hanger (13) is connected to the vehicle frame (1), the other end of the stabilizer bar hanger (13) is connected to the middle of the lateral stabilizer bar (14), one end of the lateral stabilizer bar (14) is connected to a mounting plate (22) of one of the multi-block structures, and the other end of the lateral stabilizer bar (14) is connected to the riding bolt (4) of another multi-block structure.

6. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 5, characterized in that: The stabilizer bar assembly further comprises a stabilizer bar upper bracket (12) and a stabilizer bar lower bracket (17); one end of the stabilizer bar suspension rod (13) which faces away from the lateral stabilizer bar (14) is connected to the vehicle frame (1) via the stabilizer bar upper bracket (12); both ends of the lateral stabilizer bar (14) are rotatably connected to a stabilizer bar lower bracket (17), and the two stabilizer bar lower brackets (17) are connected to the riding bolts (4) of the two multi-pad structures in a one-to-one correspondence.

7. The rear air suspension device for a light truck four-wheel drive vehicle according to claim 2, characterized in that: It also includes a shock absorber cross beam (9) and a shock absorber lower bracket (21), wherein the shock absorber cross beam (9) is mounted on the vehicle frame (1), the shock absorber lower bracket (21) is connected to one of the mounting plates (22) of the multi-pad structure, one end of the shock absorber assembly (8) is rotatably connected to the shock absorber cross beam (9), and the other end of the shock absorber assembly (8) is rotatably connected to the shock absorber lower bracket (21).

8. The rear air suspension device for a light truck four-wheel drive vehicle according to any one of claims 1 to 7, characterized in that: The thrust rod assembly comprises a transverse thrust rod (10), a thrust rod left bracket (6) and a thrust rod right bracket (11); one end of the transverse thrust rod (10) is connected to one of the guide arms (2) via the thrust rod right bracket (11), and the other end of the transverse thrust rod (10) is connected to the vehicle frame (1) via the thrust rod left bracket (6).

9. The rear air suspension device for a light truck four-wheel drive vehicle according to any one of claims 1 to 7, characterized in that: The number of the shock absorber assemblies (8) is two, the first ends of the two shock absorber assemblies (8) are connected to the vehicle frame (1), the second end of one of the shock absorber assemblies (8) is connected to an end of one of the multi-pad structures away from the guide arm (2), and the second end of the other shock absorber assembly (8) is connected to an end of another multi-pad structure away from the guide arm (2).

10. A vehicle, characterized in that: A light truck four-wheel drive vehicle rear air suspension device according to any one of claims 1 to 9 is used.

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