Cab front suspension device and vehicle thereof

Abstract

The cab front suspension device comprises a front suspension upper support and a rubber part, and a sleeve used for installing the rubber part is arranged on the front suspension upper support; the rubber part is arranged in the sleeve, the two ends of the rubber part are fixed to the inner wall of the sleeve, in the initial state, a first buffer space is formed between the top end of the rubber part and the inner wall of the sleeve, and a second buffer space is formed between the bottom end of the rubber part and the inner wall of the sleeve. The structure of the rubber part is of a special-shaped structure, and the hollowed-out structure is additionally arranged in the vertical direction, so that a cab jumps up and down in the running process of a vehicle, when the road condition is good, the vertical vibration amplitude of the rubber spring is small, vertical displacement of the cab is absorbed through the hollowed-out structure, collision and limiting are avoided, and the service life of the cab is prolonged. A driver can obtain better comfort; when the road surface condition is poor, the rubber part exceeds the hollow distance when moving upwards or downwards, the sleeve can make contact with the rubber part, and the situation that the vertical amplitude of the cab is too large is avoided.

Description

Technical Field

[0001] The present application relates to the automotive field, and in particular to a cab front suspension device and a vehicle thereof. Background Art

[0002] The existing cab front suspension rubber spring mainly adopts a round solid rubber structure. The rubber spring is assembled on the front suspension upper bracket of the vehicle body, and the front suspension upper bracket and the lower bracket are connected by a hinge structure.

[0003] However, the cross-sectional shape of the rubber spring of the existing structure is circular, the rubber fills the entire circular sleeve, and the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance.

[0004] In order to ensure relatively good vibration reduction performance of the front suspension of the cab, it is necessary to adjust the stiffness parameters of the rubber spring in the front and rear directions and the vertical direction according to the situation of the whole vehicle, so that different stiffness parameters can be used in each direction to achieve the best vibration reduction performance. However, the rubber spring of the existing structure has a circular cross-section and cannot have different stiffness parameters in different directions. Summary of the invention

[0005] The present application provides a cab front suspension device and a vehicle thereof, which can solve the problem in the related art that the circular rubber fills the entire circular sleeve, the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance.

[0006] In a first aspect, an embodiment of the present application provides a cab front suspension device, comprising: a front suspension upper bracket and a rubber member, wherein the front suspension upper bracket is provided with a sleeve for installing the rubber member; the rubber member is arranged inside the sleeve, and both ends of the rubber member are fixed to the inner wall of the sleeve, and in an initial state, a first buffer space is formed between the top end of the rubber member and the inner wall of the sleeve, and a second buffer space is formed between the bottom end of the rubber member and the inner wall of the sleeve.

[0007] In some embodiments, the rubber part includes: an inner core and side rubbers, the inner core is arranged inside the sleeve, and there is a gap between the top and bottom ends of the inner core and the inner wall of the sleeve; the side rubbers are arranged on both sides of the inner core, and the side rubbers are fixed to the inner wall of the sleeve.

[0008] In some embodiments, along the radial direction of the sleeve, the width of the inner core gradually decreases or increases, so that in the axial direction of the sleeve, the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space;

[0009] The angle formed between the bottom surface of the side rubber and the side wall of the inner core, and the angle formed between the top surface of the side rubber and the side wall of the inner core are acute angles or obtuse angles.

[0010] In some embodiments, the rubber member further comprises a limiting rubber, and the top and bottom ends of the inner core and both sides of the inner wall of the sleeve are provided with limiting rubber;

[0011] In the initial state, the limiting rubber at the top end of the inner core and the limiting rubber on the adjacent inner wall of the sleeve form a first buffer space, and the limiting rubber at the bottom end of the inner core and the limiting rubber on the adjacent inner wall of the sleeve form a second buffer space.

[0012] In some embodiments, the side rubbers on both sides of the inner core have different hardnesses;

[0013] An insert is embedded in the side rubber.

[0014] In some embodiments, the rubber member is interference-pressed inside the sleeve;

[0015] A bushing outer frame is fixedly connected between the inner wall of the sleeve and two ends of the rubber piece.

[0016] In some embodiments, outer gaskets are provided at both side ends of the sleeve, and the rubber member is fixedly connected to the outer gaskets.

[0017] In some embodiments, the cab front suspension device further includes: a front suspension lower bracket, and the front suspension lower bracket is connected to the front suspension upper bracket via a connecting assembly.

[0018] In some embodiments, the connecting assembly includes: a flip pin and a fastener, the flip pin is passed through the inside of the rubber part and is rotatably connected to the rubber part, the flip pin is coaxially arranged with the sleeve, and the front suspension upper bracket and the front suspension lower bracket are connected through the flip pin; the fastener is sleeved on the surface of the flip pin and is used to fasten the front suspension lower bracket to the flip pin.

[0019] In a second aspect, an embodiment of the present application provides a vehicle, comprising: a cab front suspension device as described above.

[0020] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0021] The embodiment of the present application provides a cab front suspension device and a vehicle thereof. The structure of the rubber part adopts a special-shaped structure, and a hollow structure design is added in the up and down directions, that is, a first buffer space is formed between the top end of the rubber part and the inner wall of the sleeve, and a second buffer space is formed between the bottom end of the rubber part and the inner wall of the sleeve, so that the cab of the vehicle will jump up and down during driving. When the road conditions are good, the up and down vibration amplitude of the rubber spring is small, and the up and down displacement of the cab is absorbed by the hollow structure without hitting the limit, so that the driver can obtain better comfort; when the road conditions are poor, the cab will be bumpy, and the rubber part will exceed the hollow distance when moving up or down, and the sleeve will contact the rubber part to avoid excessive up and down amplitude of the cab, thereby improving the stability of the cab. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. 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 creative work.

[0023] Figure 1 A schematic diagram of the overall structure provided for an embodiment of the present application (first direction);

[0024] Figure 2 A schematic diagram of the overall structure provided by an embodiment of the present application (second direction);

[0025] Figure 3 The external schematic diagram of the overall structure provided by the embodiment of the present application;

[0026] Figure 4 A schematic diagram of the rubber part flipping over when the cab is flipped up provided in an embodiment of the present application.

[0027] In the figure: 1. inner core; 2. insert; 3. outer rubber; 4. upper limit rubber; 5. inner rubber; 6. lower limit rubber; 7. front suspension lower bracket; 8. bushing outer frame; 9. outer gasket; 10. flip pin; 11. nut; 12. cotter pin; 13. front suspension upper bracket; 14. flat gasket; 15. sleeve. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0029] See also Figures 1 to 4 The embodiment of the present application provides a cab front suspension device and a vehicle thereof, which can solve the problem in the related art that the circular rubber fills the entire circular sleeve, the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance.

[0030] The existing cab front suspension rubber spring mainly adopts a round solid rubber structure. The rubber spring is assembled on the vehicle body front suspension upper bracket 13, and the front suspension upper bracket 13 and the lower bracket are connected by a hinge structure.

[0031] However, the cross-sectional shape of the rubber spring of the existing structure is circular, the rubber fills the entire circular sleeve 15, and the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance.

[0032] In order to ensure relatively good vibration reduction performance of the front suspension of the cab, it is necessary to adjust the stiffness parameters of the rubber spring in the front and rear directions and the vertical direction according to the situation of the whole vehicle, so that different stiffness parameters can be used in each direction to achieve the best vibration reduction performance. However, the rubber spring of the existing structure has a circular cross-section and cannot have different stiffness parameters in different directions.

[0033] In view of the problem in the related art that the circular rubber fills the entire circular sleeve 15, the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance. In the first aspect, the embodiment of the present application provides a cab front suspension device, which includes: a front suspension upper bracket 13 and a rubber member, and a sleeve 15 for mounting the rubber member is provided on the front suspension upper bracket 13; the rubber member is arranged inside the sleeve 15, and the two ends of the rubber member are fixed to the inner wall of the sleeve 15. In the initial state, a first buffer space is formed between the top end of the rubber member and the inner wall of the sleeve 15, and a second buffer space is formed between the bottom end of the rubber member and the inner wall of the sleeve 15.

[0034] In the present application, the structure of the rubber part adopts a special-shaped structure, and a hollow structure design is added in the up and down directions, that is, a first buffer space is formed between the top of the rubber part and the inner wall of the sleeve 15, and a second buffer space is formed between the bottom of the rubber part and the inner wall of the sleeve 15, so that the cab of the vehicle will jump up and down during driving. When the road conditions are good, the up and down vibration amplitude of the rubber spring is small, and the up and down displacement of the cab is absorbed by the hollow structure without hitting the limit, so that the driver can obtain better comfort; when the road conditions are poor, the cab will be bumpy, and the rubber part will exceed the hollow distance when moving up or down, and the sleeve 15 will contact the rubber part to avoid excessive up and down vibration of the cab, thereby improving the stability of the cab.

[0035] The rubber part is press-fitted inside the sleeve 15. Figure 1 As shown, in Figure 1In the description of the present application, it should be noted that the terms "left", "right", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing the present 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 the present application.

[0036] On the basis of the above embodiments, in this embodiment, the rubber part includes: an inner core 1 and side rubbers, the inner core 1 is arranged inside the sleeve 15, and there is a gap between the top and bottom ends of the inner core 1 and the inner wall of the sleeve 15; the side rubbers are arranged on both sides of the inner core 1, and the side rubbers are fixed to the inner wall of the sleeve 15.

[0037] Specifically, in this embodiment, the inner core 1 and the sleeve 15 are coaxially arranged, see Figure 1 As shown, a first buffer space is formed between the top end of the inner core 1 and the inner wall of the sleeve 15 , and a second buffer space is formed between the bottom end of the inner core 1 and the inner wall of the sleeve 15 .

[0038] The side rubbers are fixed on both sides of the inner core 1. When the cab bounces up and down, the inner core 1 will also bounce up and down to reduce shock.

[0039] In some possible embodiments, the inner core 1 may be provided with a structure having a rectangular cross section;

[0040] In some other possible embodiments, the width of the inner core 1 gradually decreases or increases along the radial direction of the sleeve 15 , so that in the axial direction of the sleeve 15 , the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space.

[0041] In this embodiment, see Figure 1 As shown, Figure 1The inner core 1 is a conical structure, and the cross-sectional width of the inner core 1 changes gradually. This structure enables the rubber part to disperse and absorb vibration energy more effectively when subjected to vibration. Specifically, when the stress is perpendicular to the rubber surface, the structural rigidity of the inner core 1 with a rectangular cross section is relatively large. This is because when the rubber part is compressed in the vertical direction, the rubber layers inside it will be tightly combined to form a relatively rigid structure. This high-rigidity design helps to resist vertical vibration and ensure the stability of the equipment; however, in this application, it is necessary to set the rubber part to better absorb vibration energy, so the inner core 1 is set to a conical structure. When the two sides of the conical inner core 1 are tilted at an angle, its rigidity will decrease accordingly. This is because the change in the tilt angle causes the stress distribution inside the rubber part to change, making the bonding between the rubber layers relatively loose. This reduction in rigidity helps to better adapt to different vibration environments, because moderate flexibility can better absorb and disperse vibration energy.

[0042] Therefore, in this embodiment, it is preferred to adopt a setting in which the width of the inner core 1 gradually decreases or increases along the radial direction of the sleeve 15, so that in the axial direction of the sleeve 15, the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space, so that the rubber part can better absorb and disperse the vibration energy.

[0043] Furthermore, when the inner core 1 is set to a conical structure, the angle formed between the side rubber bottom surface and the side wall of the inner core 1, as well as the angle formed at the junction of the top surface and the side wall of the inner core 1, are designed to be acute angles or obtuse angles other than 90 degrees, so that the rubber part forms a "V" shape structure to adapt to specific mechanical requirements and stability considerations.

[0044] When the rubber part is in an initial unstressed state, the horizontal plane position occupied by the top portion of the inner core 1 is higher than the horizontal plane where the top surface of the side rubber is located. At the same time, the horizontal plane where the bottom end of the inner core 1 is located is lower than the horizontal plane where the bottom surface of the side rubber is located. Such a layout not only enhances the stability of the structure, but also ensures that the rubber part provides better support and cushioning effects when subjected to stress.

[0045] On the basis of the above embodiment, in this embodiment, the rubber piece further comprises a limit rubber. The top and bottom ends of the inner core 1 and both sides of the inner wall of the sleeve 15 are provided with limit rubber.

[0046] Among them, in the initial state, the limiting rubber at the top of the inner core 1 and the limiting rubber on the inner wall of the adjacent sleeve 15 form a first buffer space, and the limiting rubber at the bottom of the inner core 1 and the limiting rubber on the inner wall of the adjacent sleeve 15 form a second buffer space.

[0047] Specifically, in the initial stable state without external force, there is a gap between the limiting rubber block at the top of the inner core 1 and the limiting rubber designed and arranged on the inner wall of the adjacent sleeve 15, which together form a first buffer space. The existence of the first buffer space presets a preliminary safety barrier for the smooth operation of the cab. Correspondingly, the limiting rubber at the bottom of the inner core 1 also corresponds to the limiting rubber below the inner wall of the sleeve 15, forming a second buffer space. The two work together to provide preliminary restrictions and buffers for the up and down floating of the cab.

[0048] When a vehicle is traveling on a road with bad and bumpy road conditions, the cab will inevitably experience up and down bumps. At this time, when the inner core 1 of the rubber member moves upward or downward under the action of external force, once it exceeds the preset hollow safety distance, it will come into contact with the limit rubber on the inner wall of the sleeve 15. These limit rubbers can quickly and effectively provide the necessary support force, effectively curbing the further expansion of the up and down amplitude of the cab, thereby significantly improving the stability and riding comfort of the cab, and ensuring the safety and comfort of the driver and passengers.

[0049] On the basis of the above-mentioned embodiment, in this embodiment, a bushing outer frame 8 is fixedly connected between the inner wall of the sleeve 15 and the two ends of the rubber member.

[0050] For details, see Figure 1 As shown, Figure 1 The inner wall of the middle sleeve 15 is fixedly connected with a bushing outer frame 8. The side rubber includes an outer rubber 3 and an inner rubber 5. The outer rubber 3 and the inner rubber 5 on both sides of the inner core 1 are vulcanized on the bushing outer frame 8.

[0051] Furthermore, the insert 2 is embedded inside the side rubber, that is, the insert 2 is arranged inside the outer rubber 3 and the inner rubber 5, which can increase the overall stiffness of the outer rubber 3 and the inner rubber 5. Among them, the insert 2 can be a metal insert 2 with high strength and rigidity. When the insert 2 is embedded inside the outer rubber 3 and the inner rubber 5, it can provide additional structural support for the outer rubber 3 and the inner rubber 5 like a skeleton. This support can effectively resist the deformation caused by the external load, thereby improving the stiffness of the rubber. At the same time, the outer rubber 3 and the inner rubber 5 themselves have a certain elasticity and are easy to deform when subjected to force. The introduction of the insert 2 can limit the deformation of the outer rubber 3 and the inner rubber 5 in the direction of force, reduce the deformation, and thus show higher stiffness. And the close combination between the insert 2 and the outer rubber 3 and the inner rubber 5 can enhance the overall stability of the rubber. During the force process, the insert 2 can effectively disperse and transmit stress, prevent the outer rubber 3 and the inner rubber 5 from being damaged due to local stress concentration, and this improvement in overall stability also helps to improve the stiffness of the rubber.

[0052] Therefore, inserting the insert 2 can improve the stiffness of the rubber by enhancing structural support, limiting rubber deformation, improving overall stability, etc. In practical applications, parameters such as the material, shape, size, and position of the insert 2 need to be selected and designed according to the specific use environment and requirements to achieve the best stiffness improvement effect.

[0053] Furthermore, the side rubbers on both sides of the inner core 1 have different hardnesses, that is, the outer rubber 3 and the inner rubber 5 can be made of rubbers with different hardnesses, so that the stiffness of the outer rubber 3 and the inner rubber 5 can be freely adjusted to achieve the best vibration reduction performance.

[0054] Specifically, the material selection of the outer rubber 3 and the inner rubber 5 is related to the overall performance and vibration reduction effect of the rubber parts. In order to maximize the vibration reduction performance, the outer rubber 3 and the inner rubber 5 can be made of rubber materials with different hardness. In practical applications, the outer rubber 3 often needs to face more severe environmental conditions, such as greater impact force, higher risk of wear, etc. Therefore, the outer rubber 3 can choose a rubber material with higher hardness and stronger wear resistance to enhance its ability to resist external impact and wear; while the inner rubber 5 is more responsible for absorbing and dispersing vibration energy, so a rubber material with slightly lower hardness and better elasticity can be selected to provide a better vibration reduction effect.

[0055] By matching the hardness of the outer rubber 3 and the inner rubber 5, the mechanical properties of the rubber part can be further optimized. This optimization is not only reflected in the free adjustment of the stiffness of the rubber part, but also in the fine regulation of the absorption, dispersion and transmission of vibration energy. Therefore, by setting the outer rubber 3 and the inner rubber 5 to use rubbers of different hardness, not only the adaptability of the rubber part to complex vibration environments is enhanced, but also it is ensured that it can provide a stable and efficient vibration reduction effect under various working conditions.

[0056] When the cab is flipped, the rubber part will rotate with the cab. As the rotation angle of the cab changes, the angle of the core structure inside the rubber part - the inner core 1 - will also be adjusted accordingly. During this process, the outer rubber 3 and the inner rubber 5 will gradually rotate from the initial position to a vertical state. Once the cab is flipped into place, the outer rubber 3 and the inner rubber 5 can provide effective support in the vertical direction to ensure that the flipped cab remains stable. This design avoids the rubber part from being subjected to excessive compression in the vertical direction due to the forward shift of the center of gravity and the increase in weight after the cab is flipped, thereby effectively preventing the risk of the rubber part being crushed or damaged due to excessive compression.

[0057] More specifically, when the cab begins to flip, the rubber parts begin to move with the cab. Due to the excellent elasticity and flexibility of rubber materials, they can easily adapt to this rotational movement without breaking or excessive deformation; as the cab continues to flip, the inner core 1, outer rubber 3 and inner rubber 5 parts of the rubber parts will rotate and deform accordingly. This deformation is elastic, which means that when the external force (i.e., the flipping force of the cab) disappears, the rubber parts can return to their original shape and size. When the cab is flipped into place, the rubber parts will be in a vertical or nearly vertical position. At this time, the inner core 1, outer rubber 3 and inner rubber 5 play a key supporting role to prevent the cab from being unstable due to the forward shift of the center of gravity and the increase in weight. The elasticity and flexibility of the rubber parts enable them to absorb and disperse these additional loads, thereby protecting other mechanical parts from damage; in addition, another important function of the rubber parts is to avoid crushing or damage due to increased compression in the vertical direction. Due to the additional weight and center of gravity changes that may occur after the cab flips, the rubber parts need to be able to withstand greater compression. However, by providing the inner core 1, the outer rubber 3 and the inner rubber 5, the rubber part can resist such compression due to its inherent elasticity and strength characteristics, thereby maintaining its integrity and function. After the cab is flipped over, if it needs to return to the original position, the rubber part will once again undergo a deformation and recovery process opposite to the flipping process. Due to the memory effect and elastic recovery ability of the rubber material, the inner core 1, the outer rubber 3 and the inner rubber 5 can accurately return to their original shape and position, ready for the next flipping operation.

[0058] On the basis of the above-mentioned embodiment, in this embodiment, outer gaskets 9 are provided at both side ends of the sleeve 15 , and the rubber member is fixedly connected to the outer gaskets 9 .

[0059] For details, see Figure 2 As shown, the outer gasket 9 is arranged at the ends of both sides of the sleeve 15, and the outer gasket 9 is connected to the rubber part. In this embodiment, the outer gasket 9 is connected to the limiting rubber on the inner core 1, wherein the limiting rubber located at the top end of the inner core 1 is the upper limiting rubber 4, and the limiting rubber located at the bottom end of the inner core 1 is the lower limiting rubber 6. The lower limiting rubber 6 can be fixed to the outer gasket 9, so that the rubber part can drive the outer gasket 9 to rotate when it rotates.

[0060] Among them, the outer gasket 9 can be a foamed polyurethane gasket, which plays the role of buffering and vibration reduction. The foamed polyurethane gasket has high elasticity and resilience, can effectively absorb and disperse impact energy, reduce vibration transmission, and thus play a significant role in buffering and vibration reduction; compared with other traditional gasket materials, the foamed polyurethane gasket has a lower density, so it is lighter, easy to install and transport, and reduces the weight and cost of the overall equipment; at the same time, the foamed polyurethane gasket has good corrosion resistance, can resist the erosion of various chemical substances, is suitable for a variety of harsh environments, and prolongs the service life of the equipment; in addition, the foamed polyurethane gasket has high wear resistance and anti-aging properties, can maintain stable performance during long-term use, reduces the frequency of replacement and maintenance, and reduces maintenance costs.

[0061] On the basis of the above-mentioned embodiment, in this embodiment, the cab front suspension device further includes: a front suspension lower bracket 7, and the front suspension lower bracket 7 is connected to the front suspension upper bracket 13 through a connecting assembly.

[0062] Among them, the connecting component includes: a flip pin 10 and a fastener, the flip pin 10 is inserted into the rubber part and is rotatably connected to the rubber part, the flip pin 10 is coaxially arranged with the sleeve 15, the front suspension upper bracket 13 and the front suspension lower bracket 7 are connected through the flip pin 10; the fastener is sleeved on the surface of the flip pin 10, and is used to fasten the front suspension lower bracket 7 to the flip pin 10.

[0063] Specifically, the rubber part is integrated on the front upper bracket, and the front suspension upper bracket 13 and the front suspension lower bracket 7 are connected by a flip pin 10 and fastened by fasteners, namely, a nut 11, a flat washer 14 and a cotter pin 12.

[0064] In summary, the cross-sectional shape of the rubber spring of the existing structure is circular, the rubber fills the entire circular sleeve 15, and the rubber deformation space is small, resulting in a large stiffness value of the rubber spring and poor vibration reduction performance. The rubber part of the present application adopts a hollow structure design in the up and down directions, which can effectively reduce the stiffness value of the rubber part in the up and down directions, and provide up and down floating space, which can effectively improve the vibration reduction performance of the rubber spring in the up and down directions.

[0065] The V-shaped rubber part is supported by an outer rubber 3 and an inner rubber 5 in the front-to-back direction. A metal insert 2 is added between the outer rubber 3 and the inner rubber 5 to improve the rigidity of the vulcanized rubber, which can reduce the displacement of the rubber part in the front-to-back direction and ensure the stability of the cab during emergency braking of the vehicle. The vulcanized outer rubber 3 and the inner rubber 5 on the inner and outer sides can be made of rubber formulas with different hardnesses, and different rigidity combination designs can be adopted according to the performance requirements of the vehicle model, with excellent expansion performance.

[0066] The present application can provide lower stiffness and larger travel in the vertical direction with good comfort when the cab is in a normal horizontal position. At the same time, when the cab is flipped up, the position angle of the rubber part changes after the flipping, thereby providing greater rubber part stiffness in the vertical direction, thereby providing good support for the flipped cab.

[0067] In a second aspect, an embodiment of the present application provides a vehicle, which includes the front suspension device of the cab provided by any of the above embodiments of the present application.

[0068] In the present application, the structure of the rubber part adopts a special-shaped structure, and a hollow structure design is added in the up and down directions, that is, a first buffer space is formed between the top of the rubber part and the inner wall of the sleeve 15, and a second buffer space is formed between the bottom of the rubber part and the inner wall of the sleeve 15, so that the cab of the vehicle will jump up and down during driving. When the road conditions are good, the up and down vibration amplitude of the rubber spring is small, and the up and down displacement of the cab is absorbed by the hollow structure without hitting the limit, so that the driver can obtain better comfort; when the road conditions are poor, the cab will be bumpy, and the rubber part will exceed the hollow distance when moving up or down, and the sleeve 15 will contact the rubber part to avoid excessive up and down vibration of the cab, thereby improving the stability of the cab.

[0069] In some embodiments, the front suspension device of the cab includes: a front suspension upper bracket 13 and a rubber part, wherein the front suspension upper bracket 13 is provided with a sleeve 15 for installing the rubber part; the rubber part is arranged inside the sleeve 15, and both ends of the rubber part are fixed to the inner wall of the sleeve 15, and in the initial state, a first buffer space is formed between the top end of the rubber part and the inner wall of the sleeve 15, and a second buffer space is formed between the bottom end of the rubber part and the inner wall of the sleeve 15.

[0070] In some embodiments, the rubber part includes: an inner core 1 and side rubbers, the inner core 1 is arranged inside the sleeve 15, and there is a gap between the top and bottom ends of the inner core 1 and the inner wall of the sleeve 15; the side rubbers are arranged on both sides of the inner core 1, and the side rubbers are fixed to the inner wall of the sleeve 15.

[0071] In some embodiments, along the radial direction of the sleeve 15, the width of the inner core 1 gradually decreases or increases, so that in the axial direction of the sleeve 15, the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space; the angle formed between the side rubber bottom surface and the side wall of the inner core 1, and the angle formed between the side rubber top surface and the side wall of the inner core 1 are acute angles or obtuse angles.

[0072] In some embodiments, the rubber member further comprises a limiting rubber, and the top and bottom ends of the inner core 1 and both sides of the inner wall of the sleeve 15 are provided with limiting rubber;

[0073] In the initial state, the limiting rubber at the top of the inner core 1 and the limiting rubber on the inner wall of the adjacent sleeve 15 form a first buffer space, and the limiting rubber at the bottom of the inner core 1 and the limiting rubber on the inner wall of the adjacent sleeve 15 form a second buffer space.

[0074] In some embodiments, the side rubbers on both sides of the inner core 1 have different hardnesses;

[0075] An insert 2 is embedded inside the side rubber.

[0076] In some embodiments, the rubber member is interference-fitted inside the sleeve 15;

[0077] A bushing outer frame 8 is fixedly connected between the inner wall of the sleeve 15 and the two ends of the rubber member.

[0078] In some embodiments, outer gaskets 9 are provided at both side ends of the sleeve 15 , and the rubber member is fixedly connected to the outer gaskets 9 .

[0079] In some embodiments, the cab front suspension device further includes: a front suspension lower bracket 7, and the front suspension lower bracket 7 is connected to the front suspension upper bracket 13 via a connecting assembly.

[0080] In some embodiments, the connecting assembly includes: a flip pin 10 and a fastener, the flip pin 10 is passed through the inside of the rubber part and is rotatably connected to the rubber part, the flip pin 10 is coaxially arranged with the sleeve 15, and the front suspension upper bracket 13 and the front suspension lower bracket 7 are connected through the flip pin 10; the fastener is sleeved on the surface of the flip pin 10 and is used to fasten the front suspension lower bracket 7 to the flip pin 10.

[0081] In the description of the present application, it should be noted that the terms "upper", "lower", etc. 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 the present application and simplifying the description, rather than indicating or implying 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 the present 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 it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0082] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such 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 including 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, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0083] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A cab front suspension device, characterized in that: It includes: A front suspension upper bracket (13), wherein a sleeve (15) for mounting a rubber member is provided on the front suspension upper bracket (13); A rubber piece, wherein the rubber piece is arranged inside the sleeve (15), and both ends of the rubber piece are fixed to the inner wall of the sleeve (15). In an initial state, a first buffer space is formed between the top end of the rubber piece and the inner wall of the sleeve (15), and a second buffer space is formed between the bottom end of the rubber piece and the inner wall of the sleeve (15).

2. The cab front suspension device according to claim 1, characterized in that: The rubber part comprises: An inner core (1), the inner core (1) being arranged inside the sleeve (15), and a gap being formed between the top and bottom ends of the inner core (1) and the inner wall of the sleeve (15); Side rubbers are arranged on both sides of the inner core (1), and the side rubbers are fixed to the inner wall of the sleeve (15).

3. The cab front suspension device according to claim 2, characterized in that: The width of the inner core (1) gradually decreases or increases along the radial direction of the sleeve (15), so that in the axial direction of the sleeve (15), the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space; The angle formed between the bottom surface of the side rubber and the side wall of the inner core (1), and the angle formed between the top surface of the side rubber and the side wall of the inner core (1) are acute angles or obtuse angles.

4. The cab front suspension device according to claim 2, characterized in that: The rubber part also includes a limiting rubber, and the limiting rubber is arranged at the top and bottom ends of the inner core (1) and both sides of the inner wall of the sleeve (15); In the initial state, the limiting rubber at the top end of the inner core (1) and the limiting rubber on the inner wall of the adjacent sleeve (15) form a first buffer space, and the limiting rubber at the bottom end of the inner core (1) and the limiting rubber on the inner wall of the adjacent sleeve (15) form a second buffer space.

5. The cab front suspension device according to claim 2, characterized in that: The side rubbers on both sides of the inner core (1) have different hardnesses; An insert (2) is embedded inside the side rubber.

6. The cab front suspension device according to claim 1, characterized in that: The rubber piece is press-fitted inside the sleeve (15); A bushing outer frame (8) is fixedly connected between the inner wall of the sleeve (15) and the two ends of the rubber piece.

7. The cab front suspension device according to claim 1, characterized in that: External gaskets (9) are provided at both side ends of the sleeve (15), and the rubber member is fixedly connected to the external gaskets (9).

8. The cab front suspension device according to claim 1, characterized in that: The cab front suspension device also includes: A front suspension lower bracket (7), wherein the front suspension lower bracket (7) is connected to the front suspension upper bracket (13) via a connecting component.

9. The cab front suspension device according to claim 8, characterized in that: The connection component comprises: A flip pin (10), the flip pin (10) is inserted into the rubber part and is rotatably connected to the rubber part, the flip pin (10) is coaxially arranged with the sleeve (15), and the front suspension upper bracket (13) and the front suspension lower bracket (7) are connected via the flip pin (10); A fastener is sleeved on the surface of the flip pin (10) and is used to fasten the front suspension lower bracket (7) to the flip pin (10).

10. A vehicle, characterized in that: It includes: A cab front suspension device as described in any one of claims 1 to 9.

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