A cab front suspension device and vehicle thereof

Abstract

The present application relates to a cab front suspension device and a vehicle thereof, comprising: a front suspension upper bracket and a rubber member, the front suspension upper bracket being provided with a sleeve for mounting the rubber member; the rubber member being disposed within the sleeve, with both ends of the rubber member fixed to the inner wall of the sleeve. 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. The rubber member of the present invention adopts a special-shaped structure with a hollow structure design in the upper and lower directions, so that the cab will bounce up and down during driving. When road conditions are good, the up and down vibration amplitude of the rubber spring is small, and the hollow structure absorbs the up and down displacement of the cab without hitting the limiter, thus providing better driver comfort. When road conditions are poor, the rubber member exceeds the hollow distance when moving up or down, and the sleeve will contact the rubber member, preventing excessive up and down vibration of the cab.

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 circular 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-section of the rubber spring in the existing structure is circular, and the 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.

[0004] To ensure good vibration damping performance for the cab front suspension, the stiffness parameters of the rubber springs in the front-to-rear and vertical directions need to be adjusted according to the vehicle's conditions, so that different stiffness parameters are applied in each direction to achieve optimal vibration damping performance. However, the rubber springs of the existing structure cannot achieve different stiffness parameters in different directions due to their circular cross-section. 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 mounting 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. 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, the width of the inner core gradually decreases or increases along the radial direction of the sleeve, 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 limiting rubbers are provided at the top and bottom ends of the inner core and at both sides of the inner wall of the sleeve;

[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 the two ends of the rubber piece.

[0016] In some embodiments, outer gaskets are provided at both end portions 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: the cab front suspension device as described above.

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

[0021] An 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 upper and lower 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, avoiding excessive up and down vibration of the cab and 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 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.

[0023] Figure 1 A schematic diagram of the overall structure provided by 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 This is a schematic diagram of the overall structure provided by the embodiment of the present application;

[0026] Figure 4 This is a schematic diagram of the rubber part flipping over when the cab is flipped up according to 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. Split 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 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.

[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 circular 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-section of the rubber spring in the existing structure is circular, and the 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.

[0032] To ensure good vibration damping performance for the cab front suspension, the stiffness parameters of the rubber springs in the front-to-rear and vertical directions need to be adjusted according to the vehicle's conditions, so that different stiffness parameters are applied in each direction to achieve optimal vibration damping performance. However, the rubber springs of the existing structure cannot achieve different stiffness parameters in different directions due to their circular cross-section.

[0033] In response to the problem in the related art that the circular rubber fills the entire circular sleeve 15, leaving little room for rubber deformation, resulting in a large stiffness value for the rubber spring and poor vibration damping performance, the present application provides a cab front suspension device, comprising: a front suspension upper bracket 13 and a rubber member, wherein the front suspension upper bracket 13 is provided with a sleeve 15 for mounting the rubber member; the rubber member is disposed within the sleeve 15, with both ends of the rubber member 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 upper and lower directions, that is, 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, 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 the driver can get a 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, avoiding excessive up and down amplitude of the cab, thereby improving the stability of the cab.

[0035] The rubber piece is press-fitted into the sleeve 15. Figure 1 As shown, in Figure 1In the description of this application, it should be noted that the terms "left" and "right" and the like indicate positions or locations based on those shown in the accompanying drawings. These terms are used solely to facilitate the description of this application and simplify the description. They do not indicate or imply that the device or component referred to must have a specific position, be constructed, or operate in a specific position. Therefore, they should not be construed as limitations on this application.

[0036] Based on the above embodiment, 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 configured to have 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 more effectively disperse and absorb vibration energy 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 greater. 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. Therefore, 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 method in which the width of the inner core 1 gradually decreases or increases along the radial direction of the sleeve 15, so that the cross-sectional area of ​​the first buffer space is different from the cross-sectional area of ​​the second buffer space in the axial direction of the sleeve 15, so that the rubber part can better absorb and disperse 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 generated by the connection between the top surface and the side wall of the inner core 1, are both designed to be acute angles or obtuse angles other than 90 degrees, so that the rubber part forms a "V"-shaped 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 part 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. This 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 member further comprises a limit rubber. Limit rubbers are provided at the top and bottom ends of the inner core 1 and at both sides of the inner wall of the sleeve 15.

[0046] Among them, 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.

[0047] Specifically, in an initial stable state, free from external forces, a gap exists between the stopper rubber block at the top of the inner core 1 and the stopper rubber located on the inner wall of the adjacent sleeve 15, creating a primary buffer space. This primary buffer space provides a preliminary safety barrier for the smooth operation of the cab. Correspondingly, the stopper rubber at the bottom of the inner core 1 aligns with the stopper rubber below the inner wall of the sleeve 15, forming a secondary buffer space. These two elements work together to provide preliminary restraint and cushioning against the upward and downward movement of the cab.

[0048] When a vehicle travels on rough, bumpy roads, the cab inevitably experiences some ups and downs. When the inner core 1 of the rubber element, driven upward or downward by an external force, moves beyond the preset hollow safety distance, it comes into contact with the stopper rubbers on the inner wall of the sleeve 15. These stopper rubbers quickly and effectively provide the necessary support, effectively curbing further up-and-down vibrations of the cab, thereby significantly improving cab stability and ride comfort, ensuring the safety and comfort of the driver and passengers.

[0049] On the basis of the above embodiment, in this embodiment, a bushing outer frame 8 is fixedly connected between the inner wall of the sleeve 15 and both 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 to the outer frame 8 of the bushing. 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 outer frame 8 of the bushing.

[0051] Furthermore, inserts 2 are embedded within the side rubbers, specifically within both the outer and inner rubbers 3 and 5, increasing the overall stiffness of the rubbers. Inserts 2 can be made of high-strength and high-rigidity metal. When embedded within the outer and inner rubbers 3 and 5, they act like a skeleton, providing additional structural support. This support effectively resists deformation caused by external loads, thereby increasing the stiffness of the rubber. While the outer and inner rubbers 3 and 5 inherently possess a certain degree of elasticity and are susceptible to deformation when subjected to stress, the introduction of inserts 2 limits deformation in the direction of the force applied, minimizing the amount of deformation and thus exhibiting higher stiffness. Furthermore, the tight bond between inserts 2, the outer and inner rubbers 3 and 5, enhances the overall stability of the rubbers. During stress, inserts 2 effectively disperse and transmit stress, preventing damage to the outer and inner rubbers 3 and 5 due to localized stress concentration. This increased overall stability also contributes to the rubber's stiffness.

[0052] Therefore, inserting the insert 2 can improve the stiffness of the rubber by enhancing structural support, limiting rubber deformation, and improving overall stability. In actual 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 optimal 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 of different hardnesses, so that the stiffness of the outer rubber 3 and the inner rubber 5 can be freely adjusted to achieve optimal vibration reduction performance.

[0054] Specifically, the material selection for the outer rubber 3 and inner rubber 5 is crucial to the overall performance and vibration damping effect of the rubber component. To maximize vibration damping performance, the outer rubber 3 and inner rubber 5 can each be made of rubber materials with different hardnesses. In practical applications, the outer rubber 3 often faces more demanding environmental conditions, such as greater impact forces and increased risk of wear. Therefore, a harder and more wear-resistant rubber material can be selected for the outer rubber 3 to enhance its resistance to external impact and wear. The inner rubber 5, on the other hand, primarily absorbs and disperses vibration energy, so a slightly lower hardness and more elastic rubber material can be selected to provide better vibration damping.

[0055] By matching the hardness of the outer rubber 3 and inner rubber 5, the mechanical properties of the rubber component can be further optimized. This optimization is reflected not only in the flexible adjustment of the rubber component's stiffness, but also in the precise control of multiple aspects such as the absorption, dispersion, and transmission of vibration energy. Therefore, by allowing the outer rubber 3 and inner rubber 5 to use different hardnesses, the rubber component's adaptability to complex vibration environments is enhanced, and it also ensures stable and efficient vibration reduction under various operating conditions.

[0056] When the cab is flipped, the rubber part rotates along with the cab. As the cab's rotation angle changes, the angle of the inner core 1, the core structure inside the rubber part, also adjusts accordingly. During this process, the outer rubber 3 and the inner rubber 5 gradually rotate from their initial position to a vertical state. Once the cab is flipped into place, the outer rubber 3 and the inner rubber 5 provide effective vertical support to ensure the stability of the flipped cab. This design prevents the rubber part from being subjected to excessive vertical compression 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 components begin to move with it. Due to the excellent elasticity and flexibility of rubber materials, they easily adapt to this rotational motion without breaking or excessive deformation. As the cab continues to flip, the inner core 1, outer rubber 3, and inner rubber 5 components of the rubber components rotate and deform accordingly. This deformation is elastic, meaning that when the external force (i.e., the cab's tilting force) disappears, the rubber components return to their original shape and size. Once the cab is fully flipped, the rubber components are in a vertical or near-vertical position. At this point, the inner core 1, outer rubber 3, and inner rubber 5 play a critical supporting role, preventing instability caused by the forward shift in the cab's center of gravity and the increased weight. The elasticity and flexibility of the rubber components enable them to absorb and distribute this additional load, thereby protecting other mechanical components from damage. Furthermore, another important function of the rubber components is to avoid collapse or damage due to increased vertical compression. Due to the additional weight and shift in the center of gravity that may occur after a cab flip, the rubber components need to be able to withstand increased compressive forces. However, by providing the inner core 1, outer rubber 3, and inner rubber 5, the inherent elasticity and strength of the rubber components allow them to resist this compression, thereby maintaining their integrity and functionality. After the cab is flipped over, if it needs to be returned to its original position, the rubber components will undergo a deformation and recovery process that is the opposite of the flipping process. Due to the memory effect and elastic recovery ability of the rubber material, the inner core 1, outer rubber 3, and inner rubber 5 can accurately return to their original shape and position, ready for the next flip operation.

[0058] On the basis of the above embodiment, in this embodiment, outer gaskets 9 are provided at both end portions 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 on 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] The outer gasket 9 can be made of a polyurethane foam gasket, which provides a cushioning and vibration reduction function. Polyurethane foam gaskets have high elasticity and resilience, effectively absorbing and dispersing impact energy, reducing vibration transmission, and thus significantly providing a cushioning and vibration reduction effect. Compared to other traditional gasket materials, polyurethane foam gaskets have a lower density and are therefore lighter, making them easier to install and transport, thus reducing the weight and cost of the overall equipment. Polyurethane foam gaskets also have excellent corrosion resistance, making them resistant to erosion by a variety of chemical substances and suitable for use in a variety of harsh environments, extending the service life of the equipment. Furthermore, polyurethane foam gaskets have high wear resistance and aging resistance, maintaining stable performance over long-term use, reducing the frequency of replacement and maintenance and lowering maintenance costs.

[0061] On the basis of the above 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 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. 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-section of the rubber spring in the existing structure is circular, and the rubber fills the entire circular sleeve 15, leaving little room for rubber deformation. This results in a high stiffness value for the rubber spring and poor vibration damping performance. The rubber component of the present application adopts a hollow structure design in both the vertical directions, which can effectively reduce the vertical stiffness value of the rubber component and provide vertical floating space, effectively improving the vertical vibration damping performance of the rubber spring.

[0065] The V-shaped rubber part is supported by an outer rubber 3 and an inner rubber 5 in the front-to-rear 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, thereby reducing the displacement of the rubber part in the front-to-rear direction and ensuring 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 of different hardness. Different rigidity combination designs can be adopted according to the performance requirements of the vehicle model, and have 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 flipping, 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 comprising the cab front suspension device 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 upper and lower directions, that is, 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, 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 the driver can get a 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, avoiding excessive up and down amplitude 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, and a sleeve 15 for installing the rubber part is provided on the front suspension upper bracket 13; the rubber part is arranged inside the sleeve 15, and the two ends of the rubber part 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 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, 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 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 limiting rubbers are provided at the top and bottom ends of the inner core 1 and both sides of the inner wall of the sleeve 15;

[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 in the side rubber.

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

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

[0078] In some embodiments, outer gaskets 9 are provided at both 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 through 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 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.

[0082] 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.

[0083] 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 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 member, the rubber member is arranged inside the sleeve (15), and both ends of the rubber member 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 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); The rubber part includes: An inner core (1), the inner core (1) being arranged inside the sleeve (15), with a gap between the top and bottom ends of the inner core (1) and the inner wall of the sleeve (15); Side rubbers, the side rubbers being arranged on both sides of the inner core (1), and the side rubbers being fixed to the inner wall of the sleeve (15); 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 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; The side rubbers on both sides of the inner core (1) have different hardness.

2. The cab front suspension device according to claim 1, characterized in that: The rubber part also includes 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; 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.

3. The cab front suspension device according to claim 1, characterized in that: An insert (2) is embedded in the side rubber.

4. The cab front suspension device according to claim 1, characterized in that: The rubber piece is interference-pressed 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.

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

6. 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 assembly.

7. The cab front suspension device according to claim 6, characterized in that: The connection component includes: 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). 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).

8. A vehicle, characterized in that: It includes: The cab front suspension device according to any one of claims 1 to 7.

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