Combined type air suspension system and vehicle

Abstract

The invention relates to the technical field of vehicles, and particularly discloses a combined type air suspension system and a vehicle, the combined type air suspension system comprises a vehicle frame, a plate spring assembly, a connecting shaft, a longitudinal thrust assembly and a gas elastic piece, the plate spring assembly comprises a plate spring body, a front support and a rear support, and the plate spring body is provided with a front spring eye; the front spring eye is rotatably arranged on the front support, a plurality of connecting positions are arranged on the front support, and the plate spring body is provided with a rear spring eye which is rotatably arranged on the rear support. The connecting shaft is arranged on the plate spring body, the longitudinal thrust assembly comprises a longitudinal thrust rod and a base, the base is arranged at the connecting position of the plate spring body and the connecting shaft, one end of the longitudinal thrust rod is rotationally connected with the base, and the other end of the longitudinal thrust rod can be selectively rotationally connected with or separated from any connecting position. The gas elastic piece is arranged between the base and the frame, so that the motion trail of the connecting shaft can be finely adjusted, the guiding characteristic is improved, and the transverse vibration of the whole system is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a composite air suspension system and a vehicle. Background Art

[0002] The suspension systems on commercial vehicles such as trucks are mostly leaf spring suspension systems. As a linear elastic element, the height and frequency of leaf springs vary greatly under different loads. With the development of electric vehicles and the increasing demand for comfort among users, leaf spring suspension systems are gradually being replaced by air suspension systems.

[0003] In the related art, the front air suspension of heavy trucks has two types: composite and full airbag. The composite air suspension has leaf springs as guide and load-bearing elements. To ensure its reliability, the rigidity is generally large, which leads to poor comfort and poor overall motion characteristics such as motion deformation and guidance during braking. The full air suspension has lateral thrust rods, which will cause motion interference during axle bounce, affecting the frame strength and causing lateral vibration. Summary of the invention

[0004] The purpose of the present invention is to provide a composite air suspension system and a vehicle to solve the problems in the related art that the composite air suspension for heavy trucks has poor comfort and guidance characteristics, and that the full air suspension produces lateral vibration.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] In a first aspect, the present invention provides a composite air suspension system, the composite air suspension system comprising:

[0007] Frame;

[0008] The leaf spring assembly comprises a leaf spring body and a front bracket and a rear bracket fixedly arranged on the frame, the leaf spring body is provided with a front ear, the front ear is rotatably arranged on the front bracket, the front bracket is provided with a plurality of connection positions, the leaf spring body is provided with a rear ear, the rear ear is rotatably arranged on the rear bracket;

[0009] A connecting shaft, the connecting shaft is arranged on the leaf spring body and is used to connect with the axle;

[0010] A longitudinal thrust assembly, comprising a longitudinal thrust rod and a base, wherein the base is arranged on the leaf spring body and is located at the connection position between the leaf spring body and the connecting shaft, one end of the longitudinal thrust rod is rotatably connected to the base, and the other end can be selectively rotatably connected to or separated from any of the connection positions;

[0011] The gas elastic member is arranged between the base and the frame.

[0012] In one embodiment, the front bracket includes a connecting plate and a first clamping plate and a second clamping plate arranged on the connecting plate, and the connecting plate can be fixedly arranged on the frame;

[0013] The front rolled ear has a through hole, a bushing is arranged in the through hole, the bushing includes an outer ring, a damping member and an inner ring which are sequentially sleeved from the outside to the inside, the outer ring is fixedly connected to the through hole, the axial length of the inner ring is greater than the axial length of the outer ring, and the inner ring is fixedly clamped between the first clamping plate and the second clamping plate.

[0014] In one embodiment, the connection position is a first connection hole provided on the first clamping plate and the second clamping plate, a first rotation hole is provided on the longitudinal thrust rod, and the first connection hole and the first rotation hole can be detachably connected through a connecting piece.

[0015] In one embodiment, the rear bracket includes a rotatably connected frame body and an elongated lifting ring, the frame body is fixedly disposed on the vehicle frame, the rear coil ear is disposed above the leaf spring body, and the elongated lifting ring is rotatably connected to the rear coil ear.

[0016] In one of the embodiments, the base includes a base body and a support arm fixedly disposed on the base body, the support arm is rotatably connected to the longitudinal thrust rod, and the support arm can obliquely support the longitudinal thrust rod away from the base.

[0017] In one embodiment, a second rotating hole is provided on the longitudinal thrust rod, an inner tube is provided in the second rotating hole, and both ends of the inner tube are fixedly provided on the base;

[0018] An elastic sleeve is arranged between the outer wall of the inner tube and the inner wall of the second rotating hole, the friction force between the elastic sleeve and the inner tube is greater than the friction force between the elastic sleeve and the second rotating hole, and the force applied by the longitudinal thrust rod to the elastic sleeve when rotating can overcome the force applied by the inner tube to the elastic sleeve, so that the elastic sleeve can rotate relative to the inner tube.

[0019] In one embodiment, the leaf spring body is a low-rigidity single-piece leaf spring.

[0020] In one embodiment, the gas elastic member is a double-piston airbag, and the double-piston airbag includes:

[0021] An upper piston, wherein the upper piston is disposed on the frame;

[0022] A lower piston, wherein the lower piston is disposed on the base, the radial dimension of the upper piston is smaller than the radial dimension of the lower piston, and the lower piston can be sleeved on the outer side of the upper piston;

[0023] An elastic ring, one end of which is connected to the upper piston, the other end of which is connected to the lower piston, and the elastic ring can be sandwiched between the upper piston and the lower piston.

[0024] In one of the embodiments, a stabilizing assembly is further included, and the stabilizing assembly includes a stabilizing rod and a stabilizing suspension arm. The stabilizing rod is arranged on the connecting shaft, and both ends of the stabilizing rod are rotatably arranged on the frame through the stabilizing suspension arm.

[0025] In a second aspect, the present invention provides a vehicle, comprising the composite air suspension system of any of the above schemes and a vehicle axle, wherein the vehicle axle is arranged on the composite air suspension system.

[0026] The beneficial effects of the present invention are:

[0027] The present invention provides a composite air suspension system and a vehicle. The composite air suspension system can guide the movement of the connecting shaft through the cooperation of the leaf spring assembly and the longitudinal thrust assembly, and the movement trajectory of the connecting shaft can be determined by the longitudinal thrust assembly and the leaf spring assembly. A longitudinal thrust rod of different lengths can be arranged between the front bracket and the base, and the longitudinal thrust rod can be connected to different connection positions to form different thrust guide angles. The user can compare the movement trajectories of multiple connecting shafts corresponding to different lengths and different angles of the longitudinal thrust rod to select the optimal movement trajectory. The longitudinal thrust rod can select the length and connection position corresponding to the optimal movement trajectory for installation. The movement trajectory of the connecting shaft can be optimized by the length and connection angle of the longitudinal thrust rod, so that the movement trajectory of the connecting shaft can be finely adjusted to improve the guiding characteristics. The composite air suspension system cancels the lateral thrust rod, so that the lateral force is directly borne by the front coil ear and the rear coil ear, which not only reduces the lateral vibration of the whole system, but also avoids the motion interference problem that may be caused by the lateral thrust rod, enhances the reliability and overall stability of the frame, reduces the lateral displacement of the connecting shaft during the jumping process, and reduces the lateral vibration of the composite air suspension system as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic diagram of the overall structure of a composite air suspension system according to an embodiment of the present invention;

[0029] Figure 2 A schematic diagram of a partial structure of a composite air suspension system according to an embodiment of the present invention;

[0030] Figure 3 This is a schematic structural diagram of a front bracket in an embodiment of the present invention;

[0031] Figure 4 Schematic diagram of the connection structure between the front bracket and the front ear in an embodiment of the present invention;

[0032] Figure 5 It is a structural schematic diagram of the leaf spring body in an embodiment of the present invention;

[0033] Figure 6 Schematic diagram of the structure of the longitudinal thrust rod in an embodiment of the present invention;

[0034] Figure 7 Schematic diagram of the structure of a gas elastic member in an embodiment of the present invention;

[0035] Figure 8 Schematic diagram of the position of the stabilizing component in an embodiment of the present invention.

[0036] In the figure:

[0037] 1. Frame;

[0038] 2. Leaf spring assembly;

[0039] 21. Leaf spring body;

[0040] 22, front bracket; 221, connecting plate; 222, first clamping plate; 223, second clamping plate;

[0041] 23. Rear bracket; 231. Frame body; 232. Long lifting ring;

[0042] 24. Front curled ears; 25. Back curled ears; 26. Connection position;

[0043] 27, bushing; 271, outer ring; 272, damping element; 273, inner ring; 28, fixing bolt; 29, fixing nut;

[0044] 3. Connecting shaft;

[0045] 4. Longitudinal thrust assembly;

[0046] 41. longitudinal thrust rod; 411. first rotating hole; 412. second rotating hole; 413. inner tube; 414. elastic sleeve;

[0047] 42. base; 421. seat body; 422. support arm;

[0048] 5. Gas elastic member; 51. Upper piston; 52. Lower piston; 53. Elastic ring;

[0049] 6. Stabilizing assembly; 61. Stabilizing rod; 62. Stabilizing boom;

[0050] 7. shock absorbing assembly; 71. shock absorber; 72. shock absorbing boom. DETAILED DESCRIPTION

[0051] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0052] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" 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, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0053] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0054] In the description of this embodiment, the terms "upper", "lower", "left", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0055] like Figure 1 to Figure 2As shown, an embodiment of the first aspect of the present invention provides a composite air suspension system, which includes a frame 1, a leaf spring assembly 2, a connecting shaft 3, a longitudinal thrust assembly 4 and a gas elastic member 5. The frame 1 is the main skeleton of the vehicle, providing support and protection for the vehicle, and is also the installation base for components such as the suspension system, the engine, and the transmission system. The leaf spring assembly 2 is a part of the suspension system, responsible for bearing the weight of the vehicle and buffering the impact of the road surface. The leaf spring assembly 2 includes a leaf spring body 21 and a front bracket 22 and a rear bracket 23 fixedly arranged on the frame 1. The leaf spring body 21 is provided with a front coil ear 24, which can be rotatably arranged on the front bracket 22, and the front bracket 22 is provided with a plurality of connection positions 26. The leaf spring body 21 is provided with a rear coil ear 25, which can be rotatably arranged on the rear bracket 23. The connecting shaft 3 is arranged on the leaf spring body 21 for connecting with the axle. The connecting shaft 3 refers to a component that connects the leaf spring assembly 2 to the axle, and is used to transmit force and movement to ensure that the wheel can jump up and down with the uneven road.

[0056] The longitudinal thrust assembly 4 includes a longitudinal thrust rod 41 and a base 42. The base 42 is arranged on the leaf spring body 21, and the base 42 is located at the connection position between the leaf spring body 21 and the connecting shaft 3. One end of the longitudinal thrust rod 41 is rotatably connected to the base 42, and the other end can be selectively rotatably connected or separated with any connection position 26. By setting a plurality of connection positions 26 on the front bracket 22, the length and connection angle of the longitudinal thrust rod 41 can be flexibly adjusted according to different road conditions and load conditions, effectively optimizing the movement trajectory of the axle and improving driving comfort. The longitudinal thrust assembly 4 is used to control and guide the movement of the axle along the longitudinal direction of the vehicle to ensure the stability of the vehicle during driving. The gas elastic member 5 is arranged between the base 42 and the frame 1, and absorbs the impact of the vehicle movement through the compression and expansion of the gas to provide elastic support.

[0057] In this way, the gas elastic member 5 is arranged between the base 42 and the frame 1 to bear the vertical load between the leaf spring body 21 and the frame 1, and the leaf spring assembly 2 and the longitudinal thrust assembly 4 can cooperate with each other to guide the movement of the connecting shaft 3, and the movement trajectory of the connecting shaft 3 can be determined by the longitudinal thrust assembly 4 and the leaf spring assembly 2. Longitudinal thrust rods 41 of different lengths can be arranged between the front bracket 22 and the base 42, and the longitudinal thrust rods 41 can be connected to different connection positions 26 to form different thrust guide angles. The user can compare the movement trajectories of the connecting shaft 3 corresponding to the different lengths and different angles of the longitudinal thrust rods 41 to select the optimal movement trajectory. The longitudinal thrust rod 41 can select the length and connection position 26 corresponding to the optimal movement trajectory for installation. The movement trajectory of the connecting shaft 3 can be optimized by the length and connection angle of the longitudinal thrust rod 41, so that the movement trajectory of the connecting shaft 3 can be finely adjusted to improve the guiding characteristics. This embodiment takes into account the compatibility with the traditional leaf spring suspension. When the composite air suspension is not needed, the longitudinal thrust rod 41 can be simply separated from the connection position 26 to achieve rapid switching between the two suspension modes, thereby improving the flexibility and adaptability of the vehicle.

[0058] The longitudinal force is mainly transmitted through the longitudinal thrust rod 41, and the strength and stiffness of the leaf spring body 21 can be reduced. That is, the introduction of the longitudinal thrust rod 41 allows the stiffness and strength of the leaf spring body 21 to be reduced. When the vehicle encounters uneven road conditions, the suspension can respond more flexibly, reducing the vibration transmitted to the car, improving the riding experience, and improving the overall comfort of the composite air suspension system. The front end of the leaf spring body 21 is connected to the front bracket 22 through the front coil ear 24, and the rear end of the leaf spring body 21 is connected to the rear bracket 23 through the rear coil ear 25. The front bracket 22 and the rear bracket 23 are both fixedly connected to the frame 1. By eliminating the lateral thrust rod, the lateral force is directly borne by the front coil ear 24 and the rear coil ear 25, which not only reduces the overall lateral vibration of the system, but also avoids the motion interference problem that may be caused by the lateral thrust rod, enhances the reliability and overall stability of the frame 1, reduces the lateral displacement of the connecting shaft 3 during the bouncing process, and reduces the overall lateral vibration of the composite air suspension system, thereby solving the problems of poor comfort and guidance characteristics of the composite air suspension used in heavy trucks in the related art, and lateral vibration caused by the use of full air suspension.

[0059] In this embodiment, the longitudinal thrust rod 41 can be designed to be telescopic or segmented, allowing the user to adjust its length according to actual needs to optimize the movement trajectory of the axle. This design can better adapt to different loads and road conditions, and improve the dynamic performance and ride comfort of the vehicle. The gas elastic member 5 can adopt a multi-stage air pressure adjustment mechanism to automatically or manually adjust the internal air pressure according to the load and driving status of the vehicle, thereby changing its stiffness and damping characteristics. This design can provide personalized suspension adjustment, which is suitable for driving experience and load management with high requirements. Combined with various sensors and electronic control systems arranged on the vehicle, it is possible to monitor the vehicle status in real time, such as speed, load, road conditions, etc. The air pressure of the gas elastic member 5 and the angle of the longitudinal thrust assembly 4 can be automatically adjusted to achieve optimal stability and comfort, which can significantly improve the safety and driving experience of the vehicle.

[0060] The leaf spring body 21 and the longitudinal thrust assembly 4 can be made of lighter and more fatigue-resistant materials, such as aviation-grade aluminum alloy or carbon fiber composite materials, to reduce the weight of the suspension system and improve its durability and response speed. 3D printing or precision forging can be used to achieve more complex shapes and higher manufacturing accuracy. The gas elastic member 5 can integrate the function of a shock absorber. A damping adjustment structure, such as a damping spring, can be set in the gas elastic member 5. Through the internal damping adjustment mechanism, the vertical impact and lateral vibration can be controlled at the same time, simplifying the structure of the suspension system, reducing assembly complexity and maintenance costs. The front bracket 22 and the rear bracket 23 can be designed to be adjustable. For example, the front bracket 22 and the rear bracket 23 can be connected to the frame 1 in a detachable manner such as bolts or clamping, allowing their position and angle to be adjusted under different load conditions to optimize the stress state and motion characteristics of the leaf spring body 21, which can improve the adaptability of the suspension system to different working conditions.

[0061] The connection position between the longitudinal thrust assembly 4 and the connecting shaft 3 can be designed as a quick disassembly mechanism, such as a quick-release pin or a magnetic locking mechanism, to facilitate quick adjustment of the suspension structure during different vehicle configurations or maintenance. The gas elastic member 5 can be designed with a temperature sensor and an automatic compensating air-filling and air-discharging valve connected to the air source. When the ambient temperature changes, the air pressure is automatically adjusted to maintain the stability of the performance of the suspension system. Noise suppression materials can be integrated or shock-absorbing and sound-insulating structures can be designed at the contact point between the leaf spring assembly 2 and the gas elastic member 5 to reduce noise during vehicle driving and improve ride comfort.

[0062] like Figures 1 to 4As shown, in some embodiments, the front bracket 22 includes a connecting plate 221 and a first clamping plate 222 and a second clamping plate 223 disposed on the connecting plate 221. Optionally, the first clamping plate 222 and the second clamping plate 223 can be integrally formed with the connecting plate 221 or fixedly connected by bolts, and a plurality of holes can be provided on the first clamping plate 222 or the second clamping plate 223 for connecting other components to the front bracket 22. The connecting plate 221 can be fixedly disposed on the vehicle frame 1. Optionally, the connecting plate 221 can be fixedly connected to the vehicle frame 1 by bolts or integrally formed.

[0063] The front ear 24 has a through hole, and a bushing 27 is arranged in the through hole. The bushing 27 includes an outer ring 271, a damping member 272 and an inner ring 273 which are sequentially sleeved from the outside to the inside. The outer ring 271 is fixedly connected to the through hole. The axial length of the inner ring 273 is greater than the axial length of the outer ring 271. The inner ring 273 is fixedly clamped between the first clamping plate 222 and the second clamping plate 223. In this way, the first clamping plate 222 and the second clamping plate 223 can be fixedly clamped to the inner ring 273. The leaf spring body 21 is fixedly clamped to the inner ring 273 by the first clamping plate 222 and the second clamping plate 223. The front ear 24 can be fixedly arranged with the outer ring 271, and the outer ring 271 can rotate relative to the inner ring 273 with damping through the damping member 272. The damping member 272 can increase the friction between the outer ring 271 and the inner ring 273, and reduce the excessive rotation of the outer ring 271 and the inner ring 273, so that the leaf spring body 21 can be rotatably mounted and fixed with the front bracket 22 through the front ear 24 and the bushing 27, thereby increasing the lateral force bearing capacity and avoiding the use of additional clamping components.

[0064] Optionally, the front coil ear 24 is arranged below the leaf spring body 21, and the front bracket 22 is also provided with a threaded fixing bolt 28 and a fixing nut 29, and the tail of the fixing bolt 28 can be threadedly connected with the fixing nut 29 after passing through the first clamping plate 222, the inner ring 273 and the second clamping plate 223, and the fixing nut 29 and the fixing bolt 28 clamp the first clamping plate 222 and the second clamping plate 223, and the first clamping plate 222 and the second clamping plate 223 can be deformed and tightened to clamp and fix the inner ring 273.

[0065] In this embodiment, the connecting plate 221, the first clamping plate 222 and the second clamping plate 223 of the front bracket 22 can be made of high-strength steel or light alloy material through one-piece molding or precision stamping process to ensure the strength and durability of the connection parts. When the fixing bolt 28 is connected, high-strength stainless steel bolts can be used, and anti-loosening and shock-absorbing gaskets can be used to improve the stability of the connection and reduce noise. The outer ring 271 and the inner ring 273 of the bushing 27 can be made of different materials, for example, the outer ring 271 is wear-resistant steel, the inner ring 273 is a low-friction polymer, and the damping member 272 can be a high-elastic rubber to provide good rotation damping characteristics. The axial length of the inner ring 273 is greater than that of the outer ring 271, and can be designed as a structure with an expansion groove. When subjected to the extrusion force of the fixing bolt 28 and the fixing nut 29, the expansion groove enables the inner ring 273 to better fit with the first clamping plate 222 and the second clamping plate 223, thereby improving the fixing strength and reducing vibration transmission. The damping member 272 can be designed as an adjustable damper, and the damping force can be automatically adjusted according to the vehicle speed, load and road conditions through the internal variable pressure chamber or adjustable flow valve, thereby improving the dynamic response and stability of the suspension system. The damping member 272 can also be made of a material with self-lubricating properties to reduce the friction between the outer ring 271 and the inner ring 273 of the bushing 27 and extend the service life of the bushing 27.

[0066] The connection between the connecting plate 221 and the frame 1 can be connected by high-strength welding or mechanical fasteners, such as quick-release bolts, pins, etc., to meet different assembly requirements and maintenance convenience. When welding is used, appropriate welding processes and welding materials should be selected to ensure the strength and fatigue resistance of the connection parts. The bushing 27 is designed as a detachable structure, which is convenient for quick replacement or repair during maintenance and inspection. The connection between the inner ring 273 and the outer ring 271 can be connected by snap or thread, which ensures the reliability and maintenance convenience of the bushing 27. The damping member 272 material has good temperature adaptability and can maintain stable damping characteristics under different temperature environments. For example, special rubber or polymer materials can be used to ensure that the damping member 272 can still work normally under extremely cold or high temperature conditions without hardening or softening. A dust cover or sealing ring should be provided at the connection between the front ear 24 and the bushing 27 to prevent mud, water and impurities from entering and affecting the damping performance and life of the bushing 27. The dust cover can be made of elastic material, such as silicone or polyurethane, to ensure good sealing and durability.

[0067] like Figures 1 to 4As shown, in some embodiments, the connection position 26 is a first connection hole provided on the first clamping plate 222 and the second clamping plate 223, and a first rotation hole 411 is provided on the longitudinal thrust rod 41. The first connection hole and the first rotation hole 411 can be detachably connected through a connecting member, and the connecting member can be, but is not limited to, a bolt or a pin. This embodiment adopts a detachable connection method, allowing the connection position between the longitudinal thrust rod 41 and the front bracket 22 to be adjusted in different embodiments. This means that users or maintenance personnel can select longitudinal thrust rods 41 of different lengths or angles according to the vehicle's load, driving conditions or maintenance requirements, thereby optimizing the dynamic performance and stability of the vehicle and improving driving experience and safety.

[0068] The design of the detachable connector greatly simplifies the maintenance and overhaul of the suspension system. When the longitudinal thrust rod 41 or the connector is worn, damaged or needs to be replaced, there is no need for a complicated disassembly process. The longitudinal thrust rod 41 can be quickly separated or replaced by simply loosening the connector, reducing maintenance costs and downtime. This connection method not only improves the interchangeability of the longitudinal thrust rod 41, but also ensures the interchangeability between the composite air suspension system and the traditional leaf spring suspension. When it is necessary to switch between the composite air suspension and the traditional leaf spring suspension, the longitudinal thrust rod 41 can be easily removed or reinstalled to adapt to different usage scenarios or user preferences.

[0069] Since the first connecting hole can be designed at different positions of the first clamping plate 222 and the second clamping plate 223, the connection between the longitudinal thrust rod 41 and the front bracket 22 can be adjusted by selecting a suitable connecting hole to adapt to different vehicle configurations or suspension design requirements. The use of bolts or pins as connectors can not only ensure a stable connection between the longitudinal thrust rod 41 and the front bracket 22, but also provide additional safety protection when the vehicle is hit or subjected to extreme loads. If the longitudinal thrust rod 41 is subjected to excessive force, the connector can serve as a stress release point to prevent structural damage to the entire suspension system and protect the safety of the vehicle and occupants. Since the design of the connector allows the rapid replacement of the longitudinal thrust rod 41, the need for overhaul or replacement of the entire suspension system is reduced, thereby reducing long-term operating costs. At the same time, the standardization and modularization of this design also facilitates mass production and further controls manufacturing costs.

[0070] like Figure 1 and Figure 5As shown, in some embodiments, the rear bracket 23 includes a rotatably connected frame body 231 and a long strip-shaped lifting ring 232, the frame body 231 is fixedly arranged on the frame 1, the rear coil ear 25 is arranged above the leaf spring body 21, the long strip-shaped lifting ring 232 is rotatably connected to the rear coil ear 25, and the long strip-shaped lifting ring 232 can adaptively change its angle with the movement of the leaf spring body 21. The design of the long strip-shaped lifting ring 232 can effectively reduce the angle change amplitude during the lifting or lowering process. Due to its long length, the large displacement of the leaf spring body 21 can produce a small angle change on the lifting ring, which helps to maintain the stability of the axle during the jumping process and reduce the discomfort and potential safety risks caused by excessive angle changes during vehicle driving.

[0071] The long strip-shaped lifting ring 232 is connected to the rear coil ear 25 by rotation, and can automatically adjust the angle according to the changes in vehicle load and road conditions, ensuring that the wheels maintain optimal contact with the ground while reducing the impact on the frame 1. This design enables the composite air suspension system to better adapt to various complex driving environments, improve driving comfort and vehicle handling. The design of the long strip-shaped lifting ring 232 avoids the need for complex guide devices, simplifies the structure of the rear bracket 23, and reduces manufacturing and maintenance costs. At the same time, due to the adaptability of the lifting ring, the dependence on other guide components can be reduced, further simplifying the overall design of the composite air suspension system and improving assembly efficiency.

[0072] The rotational connection between the long strip-shaped lifting ring 232 and the frame body 231 and the rear coil ear 25 reduces motion interference and component wear, thereby extending the service life of the system. In addition, the long strip-shaped structure of the lifting ring can provide a more uniform force distribution, reduce local stress concentration, and improve the reliability and stability of the entire composite air suspension system. By reducing the angle change of the rear bracket 23, the dynamic response of the vehicle can be more accurately controlled, especially when driving at high speeds and changing lanes suddenly, which can effectively suppress the body roll and improve the dynamic stability and ride comfort of the vehicle. The design of the long strip-shaped lifting ring 232 makes it easy to disassemble and replace. During maintenance, the worn lifting ring can be quickly replaced without the need for complex adjustments or replacements to the entire rear bracket 23 or the composite air suspension system, which not only saves maintenance time but also reduces maintenance costs.

[0073] like Figure 1 to Figure 2As shown, in some embodiments, the base 42 includes a base body 421 and a support arm 422 fixedly arranged on the base body 421, the support arm 422 is rotatably connected to the longitudinal thrust rod 41, the support arm 422 can obliquely support the longitudinal thrust rod 41 from the base 42, the extension direction of the support arm 422 intersects with the extension direction of the longitudinal thrust rod 41, and the extension direction of the support arm 422 intersects with the extension direction of the leaf spring body 21, and the support arm 422, the longitudinal thrust rod 41 and the leaf spring body 21 can be surrounded to form a triangular combination structure, so as to be able to evenly distribute and bear forces in multiple directions. This geometrically stable structure means that no matter whether the vehicle is loaded in the longitudinal, lateral or vertical direction, the forces can be effectively dispersed through the sides of the triangle, thereby improving the overall stability and load-bearing capacity of the composite air suspension system. The design of the support arm 422 obliquely supporting the longitudinal thrust rod 41 from the base 42 enables the longitudinal thrust to be transmitted to the frame 1 more directly and efficiently, reducing the loss and deformation of the force.

[0074] The oblique setting can also help absorb some of the lateral force, allowing the vehicle to maintain better stability when turning or being subjected to lateral force. The triangular structure can significantly enhance the rigidity of the base 42 and the longitudinal thrust rod 41 due to its excellent geometric stability. Even under high loads or extreme road conditions, the structure can remain stable and prevent deformation, extending the service life of the composite air suspension system. The rotational connection between the support arm 422 and the longitudinal thrust rod 41 allows free rotation between the two, reducing interference during movement and ensuring the smoothness of the air suspension when lifting and lowering. This design can also adapt to the dynamic changes of the vehicle under different loads and driving conditions, providing better ride comfort.

[0075] The obliquely arranged support arm 422 and longitudinal thrust rod 41 can more effectively utilize the limited space of the vehicle chassis and avoid conflicts with other chassis components, such as the drive shaft, brake system, etc., which helps to optimize the layout design of the vehicle and improve the flexibility and compactness of the overall design. The stability of the triangular combination structure reduces component wear and maintenance requirements. Due to the stronger structure, the frequency of maintenance and adjustment is reduced, thereby reducing long-term operating costs. At the same time, the maintenance process is simplified, which facilitates rapid on-site maintenance or replacement. By optimizing the force transmission path and improving the structural strength, the triangular combination structure can better cope with sudden road impacts and vehicle collisions, protect the safety of passengers and cargo in the vehicle, and reduce the risk of accidents.

[0076] like Figure 1 and 6As shown, in some embodiments, the longitudinal thrust rod 41 is provided with a second rotating hole 412, and an inner tube 413 is provided in the second rotating hole 412. Both ends of the inner tube 413 are fixedly provided on the base 42, and the connection thereof may be, but is not limited to, welding, clamping or bolting. An elastic sleeve 414 is provided between the outer wall of the inner tube 413 and the inner wall of the second rotating hole 412, and the friction force between the elastic sleeve 414 and the inner tube 413 is greater than the friction force between the elastic sleeve 414 and the second rotating hole 412, and the force applied by the longitudinal thrust rod 41 to the elastic sleeve 414 when rotating can overcome the force applied by the inner tube 413 to the elastic sleeve 414, so that the elastic sleeve 414 can rotate relative to the inner tube 413.

[0077] In this way, the elastic sleeve 414 can be interference-fitted on the outer wall of the inner tube 413, and the friction between the elastic sleeve 414 and the inner tube 413 is greater than the friction between the elastic sleeve 414 and the second rotating hole 412. When the longitudinal thrust rod 41 rotates at a small angle relative to the inner tube 413, for example, when the rotation angle of the longitudinal thrust rod 41 relative to the inner tube 413 is less than or equal to 5°, the elastic sleeve 414 can rotate synchronously with the inner tube 413 under the action of friction. When the rotation angle of the longitudinal thrust rod 41 relative to the inner tube 413 is large, for example, when the rotation angle of the longitudinal thrust rod 41 relative to the inner tube 413 is greater than 5°, the force exerted by the longitudinal thrust rod 41 on the elastic sleeve 414 can overcome the force exerted by the inner tube 413 on the elastic sleeve 414, so that the elastic sleeve 414 can rotate relative to the inner tube 413, thereby improving the reliable stability of the rotation connection between the longitudinal thrust rod 41 and the base 42, and smoothly improving the lifting and lowering stroke of the composite air suspension system.

[0078] This embodiment ensures that the elastic sleeve 414 can keep synchronous rotation with the inner tube 413 when rotating at a small angle through the interference fit between the elastic sleeve 414 and the high friction design between the inner tube 413, avoiding loosening or wear of the connection position 26, and improving the mechanical stability of the connection point. This design can maintain the precise guidance of the longitudinal thrust rod 41 during daily driving, improving driving safety and comfort. When the rotation angle of the longitudinal thrust rod 41 exceeds 5°, the force applied to the elastic sleeve 414 is sufficient to overcome the friction between the inner tube 413 and the elastic sleeve 414, so that the elastic sleeve 414 starts to rotate relative to the inner tube 413. This feature allows the longitudinal thrust rod 41 to rotate freely in a larger range of movement, eliminates the motion interference in the traditional connection method, and significantly increases the lifting and lowering stroke of the composite air suspension system. This is particularly important for vehicles that require high-amplitude suspension movement, such as off-road vehicles or some heavy trucks, because it improves the vehicle's passability and ability to adapt to complex road surfaces.

[0079] The design of the elastic sleeve 414 can adaptively adjust the friction force according to the size of the rotation angle. When the rotation angle is small, the system runs more smoothly and reduces wear. When rotating at a large angle, the elastic sleeve 414 can slide relative to the inner tube 413, avoiding excessive stress on the connection point due to excessive angle, thereby extending the service life of the system and reducing maintenance costs. The inner tube 413 and the base 42 are fixedly connected by welding, clamping or bolting, which can ensure the stable transmission of force. At the same time, the setting of the elastic sleeve 414 can absorb vibration and impact to a certain extent, optimize the force transmission path, and improve the driving stability and ride comfort of the vehicle under different road conditions. Integrating the elastic sleeve 414 and the inner tube 413 into the design of the longitudinal thrust rod 41 not only simplifies the structure of the composite air suspension system, but also effectively utilizes the limited chassis space, reduces interference with other vehicle components, and provides greater flexibility for vehicle design. The connection design uses bolt connections and the like to facilitate separation of the longitudinal thrust rod 41 and the base 42 during maintenance or adjustment, thereby facilitating inspection or replacement of worn parts, such as the elastic sleeve 414, without requiring complicated disassembly of the entire suspension system, thereby improving maintenance efficiency.

[0080] The elastic sleeve 414 may be made of, but is not limited to, rubber or silicone.

[0081] like Figure 1 and Figure 5 As shown, in some embodiments, the leaf spring body 21 is a low-rigidity single-leaf spring. For example, the overall thickness of the leaf spring body 21 is relatively thin, and the thickness of the leaf spring body 21 at the thickest point can be less than or equal to 30 mm. The low-rigidity leaf spring design can significantly improve the flexibility of the composite air suspension system, which means that when the vehicle passes through uneven roads, the suspension can more effectively absorb vibrations and shocks, reduce the bumpy feeling transmitted to the cab and cargo, and thus significantly improve ride comfort and cargo transportation safety. Due to the thinning of the leaf spring body 21, the deadweight of the entire composite air suspension system is also reduced. This not only helps to improve the fuel efficiency of the vehicle, but also increases the cruising range for electric vehicles. Reducing deadweight also means that the vehicle can have better handling and flexibility when unloaded.

[0082] The use of the thin leaf spring body 21 allows for a more compact suspension design, reduces the space occupied by the suspension components under the vehicle chassis, provides more layout freedom for other key components such as electric motors, battery packs, fuel systems, etc., and helps optimize the overall design of the vehicle. The thin leaf spring body 21 is easier to install and maintain due to its light weight and small size. When replacing or inspecting the leaf spring body 21, the operator faces fewer challenges and improves maintenance efficiency, which is particularly important on vehicles such as heavy tractors that require frequent maintenance. The low-rigidity leaf spring body 21 can respond to road changes more quickly and improve the dynamic response performance of the vehicle, which is directly helpful for improving driving safety, reducing braking distance, and improving overall driving stability. The design of the low-rigidity leaf spring enables the composite air suspension system to provide a smoother transition between light and heavy loads, avoiding drastic changes in suspension characteristics due to load changes, thereby providing a more consistent driving experience for the driver and cargo. The low stiffness of the thin leaf spring body 21 also helps to reduce the noise and vibration caused by the movement of the suspension, improve the acoustic environment in the cab, and further enhance the riding comfort. By adopting a low-rigidity single-leaf spring, the composite air suspension system not only significantly improves the driving comfort and economy of the vehicle, but also optimizes the space layout and reduces the difficulty of maintenance.

[0083] like Figure 1 and Figure 7 As shown, in some embodiments, the gas elastic member 5 is a double piston airbag, which includes an upper piston 51, a lower piston 52 and an elastic sleeve 414. The upper piston 51 is arranged on the frame 1, and the lower piston 52 is arranged on the base 42. The radial dimension of the upper piston 51 is smaller than the radial dimension of the lower piston 52, and the lower piston 52 can be sleeved on the outer side of the upper piston 51. One end of the elastic ring 53 is connected to the upper piston 51, and the other end of the elastic ring 53 is connected to the lower piston 52, and the elastic ring 53 can be sandwiched between the upper piston 51 and the lower piston 52.

[0084] With such arrangement, the upper piston 51, the lower piston 52 and the elastic sleeve 414 can be surrounded to form an air cavity, and the air cavity can be inflated or deflated to change the overall elastic force of the double-piston airbag. Through the double-piston airbag design, the radial size of the upper piston 51 is smaller than the lower piston 52, so that the upper piston 51 can enter the lower piston 52 when the airbag is lifted and lowered, which significantly increases the vertical movement stroke of the gas elastic member 5. This enables the composite air suspension system to adapt to greater road undulations and improves the vehicle's passability and stability under complex road conditions. Inflation or deflation in the air cavity can change the elastic force of the double-piston airbag, which means that by adjusting the air pressure, the hardness of the suspension can be dynamically adjusted. This adjustability is particularly important for heavy-duty tractors because it can optimize the suspension characteristics in real time according to the load size and road conditions, improving driving comfort and cargo safety.

[0085] The compact design of the dual-piston airbag reduces the space occupied at the bottom of the vehicle, providing more layout space for other key components such as the engine, transmission system or air tank. This is especially important for heavy vehicles with limited space, and helps optimize the overall structure of the vehicle. The structural design of the dual-piston airbag enables the composite air suspension system to respond faster to load changes or road impacts, which is important for improving vehicle handling and stability, especially in high-speed driving and emergency braking. The relative movement between the upper piston 51 and the lower piston 52 reduces the wear of direct contact with the elastic sleeve 414, extending the service life of the airbag. At the same time, due to the increase in the airbag stroke, the dependence on traditional leaf springs is reduced, further reducing the maintenance frequency and cost of the composite air suspension system.

[0086] The structure of the dual-piston airbag helps to disperse the force more evenly, reduce the concentration points of force, and improve the overall reliability and stability of the composite air suspension system. In particular, when the vehicle is overloaded or encounters extreme impact, the dual-piston airbag can better absorb and disperse these forces and protect the entire chassis structure. The design of the dual-piston airbag can be more closely integrated with other components in the composite air suspension system, such as shock absorbers and stabilizer bars 61, reducing the complexity of installation and adjustment, improving the versatility of the overall design, and facilitating the adaptation and application of different models. In this embodiment, by using a dual-piston airbag as the gas elastic member 5, the composite air suspension system not only significantly improves the vehicle's lifting and lowering travel and the adjustability of the elastic force, but also optimizes force transmission and reduces wear and maintenance costs.

[0087] like Figure 1 and Figure 8 As shown, in some embodiments, the composite air suspension system further includes a stabilizing assembly 6, which includes a stabilizing bar 61 and a stabilizing arm 62. The stabilizing bar 61 is arranged on the connecting shaft 3, and both ends of the stabilizing bar 61 are rotatably arranged on the frame 1 through the stabilizing arm 62. The main function of the stabilizing bar 61 is to resist the roll of the vehicle body when the vehicle turns or is subjected to lateral force. Through direct connection with the connecting shaft 3, the stabilizing bar 61 can respond to the lateral force of the vehicle more directly and quickly, and provide an immediate anti-rolling moment, thereby improving the lateral stability of the vehicle, reducing the roll amplitude of the vehicle body, and improving driving safety and riding comfort.

[0088] As a connecting element between the stabilizer bar 61 and the frame 1, the stabilizer arm 62 can ensure the effective transmission and distribution of force. Since the stabilizer arm 62 is rotatably connected to the frame 1 and the stabilizer bar 61, they can be flexibly adjusted according to the changes in the vehicle posture, ensuring that the force transmission path remains in an optimal state under various driving conditions and avoiding unnecessary loss of force. The design of the stabilizer component 6 helps to reduce the lateral vibration of the vehicle body. When the vehicle encounters uneven roads or travels at high speeds, the combination of the stabilizer bar 61 and the stabilizer arm 62 can absorb and suppress lateral vibrations, provide a smoother driving experience, and reduce discomfort for cargo and passengers.

[0089] The rotatable nature of the stabilizer arm 62 enables the composite air suspension system to better adapt to different road conditions and load changes. When the vehicle is lifted or lowered, the stabilizer arm 62 can automatically adjust its angle to ensure that the stabilizer bar 61 is always in the optimal working position, improving the system's adaptability to complex working conditions and overall performance. When the vehicle makes a sharp turn or changes lanes quickly, the stabilizer component 6 can respond quickly, reduce the lateral displacement of the vehicle body, and improve the vehicle's handling performance. This is especially important for large vehicles such as heavy tractors, because their bodies are larger and have greater inertia. The optimized design of the stabilizer component 6 can significantly improve the dynamic response of the vehicle and reduce the unstable behavior of the vehicle under the action of lateral forces.

[0090] In some embodiments, the composite air suspension system further includes a shock absorbing assembly 7, which includes a shock absorber 71 and a shock absorbing arm 72. The shock absorbing arm 72 is fixedly arranged on the vehicle frame 1. One end of the shock absorber 71 is rotatably connected to the shock absorbing arm 72, and the other end is rotatably connected to the connecting shaft 3. The shock absorber 71 is a key damping element in the composite air suspension system. Its addition can effectively control the energy absorption and release during the movement of the suspension, reduce the vibration amplitude of the vehicle when driving on uneven roads, and provide a smoother driving experience. The design of the rotation connection enables the shock absorber 71 to automatically adjust its angle according to the vehicle's motion state, thereby maintaining the best damping effect under different road conditions.

[0091] The shock-absorbing assembly 7 reduces the vibration transmitted to the vehicle body and cab by absorbing and consuming the excess energy in the suspension movement, thus significantly improving the ride comfort. This is particularly important for heavy-duty tractors, as they usually operate under relatively harsh working conditions, and improved comfort can reduce driver fatigue. The fixed connection between the shock-absorbing arm 72 and the frame 1 ensures that the shock absorber 71 can be stably fixed to the frame 1 under any circumstances, and the rotating connection at both ends of the shock absorber 71 can flexibly transmit force to the connecting shaft 3. This force transmission mechanism can more efficiently convert road impact into damping force, avoid force concentration and loss, optimize force distribution, and improve the overall responsiveness and controllability of the suspension.

[0092] The rotating connection mode of the shock absorbing assembly 7 reduces the hard contact and friction between the components, avoids the wear caused by long-term vibration, and prolongs the service life of the shock absorber 71 and other suspension components. At the same time, the rotating mechanism can better adapt to the dynamic changes of the vehicle, reduce the possibility of system failure, and improve the overall reliability. The shock absorbing assembly 7 can automatically adjust according to the load, ensuring that the composite air suspension system can provide appropriate shock absorption effect under different load conditions, and improve the adaptability and stability of the vehicle under various load conditions.

[0093] An embodiment of the second aspect of the present invention provides a vehicle, comprising the composite air suspension system and a vehicle axle in any of the above embodiments, wherein the vehicle axle is arranged on the composite air suspension system. The composite air suspension system can provide better shock absorption effect and smaller vibration transmission than the traditional leaf spring suspension system, thereby significantly improving the ride comfort and handling stability of the vehicle.

[0094] Since the vehicle of the embodiment of the present invention includes the above-mentioned composite air suspension system, the vehicle has all the advantages and beneficial effects of the above-mentioned embodiments, which will not be described in detail here.

[0095] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A composite air suspension system, characterized in that: include: Frame (1); The leaf spring assembly (2) comprises a leaf spring body (21) and a front bracket (22) and a rear bracket (23) fixedly arranged on the vehicle frame (1); the leaf spring body (21) is provided with a front ear (24), the front ear (24) is rotatably arranged on the front bracket (22), the front bracket (22) is provided with a plurality of connection positions (26); the leaf spring body (21) is provided with a rear ear (25), the rear ear (25) is rotatably arranged on the rear bracket (23); A connecting shaft (3), the connecting shaft (3) being arranged on the leaf spring body (21) and being used for connecting with the axle; A longitudinal thrust assembly (4), comprising a longitudinal thrust rod (41) and a base (42), wherein the base (42) is arranged on the leaf spring body (21), and the base (42) is located at a connection position between the leaf spring body (21) and the connecting shaft (3), and one end of the longitudinal thrust rod (41) is rotatably connected to the base (42), and the other end can be selectively rotatably connected to or separated from any of the connecting positions (26); A gas elastic member (5) is arranged between the base (42) and the vehicle frame (1).

2. The composite air suspension system according to claim 1, characterized in that: The front bracket (22) comprises a connecting plate (221) and a first clamping plate (222) and a second clamping plate (223) arranged on the connecting plate (221); the connecting plate (221) can be fixedly arranged on the vehicle frame (1); The front rolled ear (24) has a through hole, a bushing (27) is arranged in the through hole, the bushing (27) comprises an outer ring (271), a damping member (272) and an inner ring (273) which are sequentially sleeved from the outside to the inside, the outer ring (271) is fixedly connected to the through hole, the axial length of the inner ring (273) is greater than the axial length of the outer ring (271), and the inner ring (273) is fixedly clamped between the first clamping plate (222) and the second clamping plate (223).

3. The composite air suspension system according to claim 2, characterized in that: The connecting position (26) is a first connecting hole provided on the first clamping plate (222) and the second clamping plate (223), and a first rotating hole (411) is provided on the longitudinal thrust rod (41), and the first connecting hole and the first rotating hole (411) can be detachably connected via a connecting piece.

4. The composite air suspension system according to claim 1, characterized in that: The rear bracket (23) comprises a rotatably connected frame body (231) and a long strip-shaped hanging ring (232); the frame body (231) is fixedly arranged on the vehicle frame (1); the rear coiled ear (25) is arranged above the leaf spring body (21); and the long strip-shaped hanging ring (232) is rotatably connected to the rear coiled ear (25).

5. The composite air suspension system according to claim 1, characterized in that: The base (42) comprises a base body (421) and a support arm (422) fixedly arranged on the base body (421); the support arm (422) is rotatably connected to the longitudinal thrust rod (41); and the support arm (422) can obliquely support the longitudinal thrust rod (41) away from the base (42).

6. The composite air suspension system according to claim 1, characterized in that: The longitudinal thrust rod (41) is provided with a second rotation hole (412), an inner tube (413) is provided in the second rotation hole (412), and both ends of the inner tube (413) are fixedly provided on the base (42); An elastic sleeve (414) is provided between the outer wall of the inner tube (413) and the inner wall of the second rotating hole (412); the friction force between the elastic sleeve (414) and the inner tube (413) is greater than the friction force between the elastic sleeve (414) and the second rotating hole (412); and the force applied by the longitudinal thrust rod (41) to the elastic sleeve (414) when rotating can overcome the force applied by the inner tube (413) to the elastic sleeve (414), so that the elastic sleeve (414) can rotate relative to the inner tube (413).

7. The composite air suspension system according to claim 1, characterized in that: The leaf spring body (21) is a low-rigidity single-piece leaf spring.

8. The composite air suspension system according to claim 1, characterized in that: The gas elastic member (5) is a double-piston airbag, and the double-piston airbag comprises: An upper piston (51), wherein the upper piston (51) is arranged on the vehicle frame (1); A lower piston (52), wherein the lower piston (52) is disposed on the base (42), the radial dimension of the upper piston (51) is smaller than the radial dimension of the lower piston (52), and the lower piston (52) can be sleeved on the outer side of the upper piston (51); An elastic ring (53), one end of the elastic ring (53) is connected to the upper piston (51), the other end of the elastic ring (53) is connected to the lower piston (52), and the elastic ring (53) can be sandwiched between the upper piston (51) and the lower piston (52).

9. The composite air suspension system according to claim 1, characterized in that: It also comprises a stabilizing assembly (6), the stabilizing assembly (6) comprising a stabilizing rod (61) and a stabilizing suspension arm (62), the stabilizing rod (61) being arranged on the connecting shaft (3), and the two ends of the stabilizing rod (61) being rotatably arranged on the vehicle frame (1) via the stabilizing suspension arm (62).

10. A vehicle, characterized in that: It comprises the composite air suspension system as claimed in any one of claims 1 to 9 and a vehicle axle, wherein the vehicle axle is arranged on the composite air suspension system.

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