Novel cab front suspension system and using method thereof

Abstract

The invention belongs to the technical field of vehicle suspensions, and particularly relates to a novel cab front suspension system and a using method thereof. A novel cab front suspension system comprises a cab longitudinal beam and a first connecting plate, the first connecting plate is connected to the two ends of an automobile body and connected with a force transmission mechanism, and the force transmission mechanism is connected with a damping mechanism; swing and displacement of the cab in the front-back direction can be limited through the overturning arm, the overturning arm drives the torsion bar to twist, the counter-acting force generated by the torsion bar can effectively buffer and absorb part of vibration energy, and the damping shock absorber can absorb and attenuate a small part of vibration of the cab. The height valve can adjust the inflation and deflation pressure of the airbag shock absorber according to the posture of the cab, and meanwhile, the damping shock absorber is matched to control the height and posture of the cab; the invention further provides a using method of the novel cab front suspension system, and a user can understand and use the system conveniently.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle suspension, and in particular, relates to a novel cab front suspension system and a use method thereof. Background Art

[0002] With the rapid development of the modern logistics industry, commercial vehicles are playing an increasingly critical role in the fields of cargo transportation, engineering construction, etc. As an important part of commercial vehicles, the front suspension system has a profound impact on the overall performance, driving comfort and safety of the vehicle.

[0003] In the daily operation of commercial vehicles, the front suspension system bears the important tasks of supporting the weight of the cab, isolating road vibrations and impacts, and ensuring the stability of the cab under various working conditions. Traditional commercial vehicle front suspension systems mostly adopt a relatively simple structural design. The main function of the commercial vehicle cab front suspension is to connect the cab to the frame, and at the same time improve the comfort and stability of the vehicle by absorbing vibrations, buffering impact forces and suppressing swings. When the vehicle accelerates suddenly, transports heavy loads, brakes, or passes through potholes and turns left and right, the longitudinal, lateral, and vertical impact forces generated by the inertia force of the cab cause the propagation of noise caused by vibration, making the noise inside the vehicle very loud. At the same time, the vehicle is unstable, and the cab will swing excessively in the longitudinal, lateral and vertical directions, causing the relative displacement between the cab and the frame to be too large. Summary of the invention

[0004] The present invention is made to solve the above-mentioned problems, and its purpose is to provide a new cab front suspension system that can reduce impact and improve driving stability and comfort. In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a new cab front suspension system, including a cab longitudinal beam, including a first connecting plate, the first connecting plate is connected to the two ends of the automobile body, the first connecting plate is connected to a force transmission mechanism, and the force transmission mechanism is connected to a shock absorbing mechanism.

[0005] The force transmission mechanism includes a flip arm, one end of which is connected to a first connecting support, the first connecting support is connected to a first connecting plate, the cab longitudinal beam is connected to a second connecting support, the second connecting support is connected to the flip arm, and the flip arm is connected to a torsion bar.

[0006] The shock absorbing mechanism comprises a damping shock absorber, one end of the damping shock absorber is connected to the first connecting support, and the other end of the damping shock absorber is connected to the flip arm.

[0007] One end of the second connecting support is connected to the airbag shock absorber, the other end of the airbag shock absorber is connected to the first mounting bracket, and the first mounting bracket is fixedly connected to the first connecting plate.

[0008] The first connecting support includes a first fixing plate, the first fixing plate is connected to the first connecting plate, the two ends of the first fixing plate are connected to second connecting plates, and the second connecting plate is connected to the flip arm.

[0009] One end of the flip arm is connected to a first bushing, and the other end of the flip arm is connected to a second bushing.

[0010] The first connecting support is connected to a height valve, the height valve is connected to a first connecting rod, the first connecting rod is connected to a second connecting rod, and the second connecting rod is connected to the flip arm.

[0011] The first mounting bracket is provided with a rubber pad, and the first fixing plate is connected with an isolation plate.

[0012] The flip arm includes a third connecting plate, and bending plates are bent at both ends of the third connecting plate. The second connecting support includes a second fixing plate, and the second fixing plate is connected to the third fixing plate. A reinforcing plate is arranged between the second fixing plate and the third fixing plate.

[0013] The first connecting plate is provided with a mounting through hole, the first connecting plate is provided with a first weight-reducing hole, and the flip arm is provided with a second weight-reducing hole.

[0014] A method for using a novel cab front suspension system, specifically:

[0015] When the vehicle is stationary, the height valve adjusts the cab posture by adjusting the air pressure in the airbag shock absorber by inflating and deflating air, and the damping shock absorber provides a certain resistance under static conditions;

[0016] When the vehicle accelerates, the flip arm prevents the cab from detaching from the frame and causing abnormal shaking. The airbag shock absorber and damping shock absorber absorb and attenuate the longitudinal force. The height valve adjusts the pressure inside the airbag shock absorber by filling and releasing air to adjust the height and posture of the cab.

[0017] When the vehicle turns, the torsion bar generates a torsion torque, and at the same time, the height valves on the left and right sides adjust the internal pressure of the airbag shock absorber by filling and deflating air to maintain the height and posture stability of the cab;

[0018] When the vehicle is driving on a bumpy road, the torsion bar plays a protective role under extreme working conditions, absorbing excessive stress through elastic deformation. The height valve increases or decreases the internal pressure of the airbag shock absorber by filling or deflating air, absorbing and attenuating excess vertical force, longitudinal force and lateral force. The flip arm prevents the cab from detaching from the frame or generating abnormal shaking, and the damping shock absorber absorbs and attenuates the vertical force and longitudinal force of the cab.

[0019] The operation of the engine and transmission system will generate certain vibrations. The height valve adjusts the height and posture of the cab by adjusting the air pressure in the airbag shock absorber by inflating and deflating air, and at the same time cooperates with the damping shock absorber to adjust the height and posture of the cab.

[0020] The technical effect of the present invention is as follows: when the vehicle is stationary, the front suspension of the cab is responsible for supporting the weight of the cab, and the height valve is used to adjust the air pressure in the airbag shock absorber by charging and discharging air to adjust the cab posture. The damping shock absorber provides a certain resistance under static conditions to prevent unnecessary shaking or vibration; when the vehicle accelerates, the cab will tilt backward; when braking, the cab will tilt forward. The vibration is transmitted to the front suspension system. At this time, the second connecting support is used to support the cab, the flip arm is used to limit the cab from detaching from the frame or generating abnormal shaking, and the flip arm is limited to the first connecting support. The airbag shock absorber absorbs and attenuates the excess longitudinal force through a small deformation, and the damping shock absorber absorbs and attenuates most of the longitudinal force of the cab, reducing the vibration and impact of the cab. When the impact force disappears, the height valve will adjust the charging and discharging pressure by charging and discharging air, so that the airbag shock absorber returns to the initial state, and the damping shock absorber will also return to the initial position to adjust the height and posture of the cab. During the turning process, the cab will be subjected to the lateral force caused by the vehicle steering system. This force causes the cab to tilt sideways, especially when driving at high speeds. The lateral force will make the driver feel obvious lateral pressure. When there is lateral force, the cab will tilt to the left or right, and the torsion bar will produce a counter-torsion torque, provide a reaction force, reduce the tilt of the cab, and enhance the stability of the vehicle. At the same time, the height valves on the left and right sides will adjust the internal pressure of the airbag shock absorber by inflating and deflating air to maintain the height and posture stability of the cab. When the vehicle is driving on uneven roads or bumpy roads, the cab will be subjected to vertical impact force from the road, causing the cab to shake up and down. The torsion bar plays a protective role under extreme working conditions, absorbing excessive stress through elastic deformation, and reducing the risk of damage to other parts of the suspension system. At this time, the height valve increases or decreases the internal pressure of the airbag shock absorber by charging and deflating, and absorbs and attenuates excess vertical force through large deformation. When the vertical force exceeds the vibration amplitude of the front suspension system beyond the design range, the airbag shock absorber will be compressed until the flip arm contacts the rubber pad. The rubber pad will absorb excess impact force and protect the suspension system from being damaged. When the vertical force exceeds the maximum pressure that the front suspension system can withstand, the airbag shock absorber will be stretched to the maximum stroke and limited. The flip arm is used to limit the cab from detaching from the frame or producing abnormal shaking. The flip arm is limited to the first connecting support. The damping shock absorber will also absorb and attenuate a small part of the vertical force of the cab to reduce the vibration and impact of the cab. When the vertical force disappears, the height valve will adjust the inflation and deflation pressure to restore the airbag shock absorber to its initial state, and the damping shock absorber will also return to its initial position to adjust the height and posture of the cab. When the vehicle turns, the torsional force of the vehicle body may cause the cab to rotate around the longitudinal axis to a certain extent, especially when making sharp turns or driving on uneven roads, the cab may twist or tilt slightly. When there is torsional force, the cab will rotate around the longitudinal axis, and the height valve will adjust the internal pressure of the airbag shock absorber by inflation and deflation to maintain the height and posture of the cab.The operation of the engine and transmission system will generate certain vibrations, which will be transmitted to the cab through the frame, causing irregular vibrations in the cab. At this time, the height valve will adjust the filling and discharging pressure of the airbag shock absorber according to the posture of the cab, and cooperate with the damping shock absorber to control the height and posture of the cab. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] This specification includes the following drawings, which show the following contents:

[0022] Figure 1 It is a schematic diagram of the overall structure of a novel cab front suspension system of the present invention;

[0023] Figure 2 It is a sectional view of a novel cab front suspension system of the present invention.

[0024] Markings in the figure are: 1. first connecting plate; 101. mounting hole; 102. first weight-reducing hole; 2. force transmission mechanism; 201. flip arm; 202. first connecting support; 203. second connecting support; 204. torsion bar; 205. first fixed plate; 206. second connecting plate; 207. third connecting plate; 208. bending plate; 209. second fixed plate; 210. third fixed plate; 211. reinforcement plate; 3. shock absorbing mechanism; 301. damping shock absorber; 302. airbag shock absorber; 303. first mounting bracket; 4. first bushing; 5. second bushing; 6. height valve; 601. first connecting rod; 602. second connecting rod; 7. rubber pad; 8. isolation plate; 9. second weight-reducing hole. DETAILED DESCRIPTION

[0025] The specific implementation methods of the present invention are further explained in detail below by describing the embodiments with reference to the accompanying drawings, with the aim of helping those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention and facilitating their implementation.

[0026] like Figures 1-2 As shown, a novel cab front suspension system includes a cab longitudinal beam and a first connecting plate 1. The first connecting plate 1 is connected to both ends of the vehicle body. The first connecting plate 1 is connected to a force transmission mechanism 2, and the force transmission mechanism 2 is connected to a shock absorbing mechanism 3. The first connecting plate 1 is connected to both ends of the vehicle body, and is used to connect the force transmission mechanism 2 and the shock absorbing mechanism 3. The force transmission mechanism 2 and the shock absorbing mechanism 3 can transmit and convert vibration or other external forces generated during the driving of the vehicle, thereby improving driving stability and comfort.

[0027] The force transmission mechanism 2 includes a flip arm 201, one end of which is connected to a first connection support 202, the first connection support 202 is bolted to the first connection plate 1, the cab longitudinal beam is bolted to a second connection support 203, the second connection support 203 is fixed, the second connection support 203 is connected to the flip arm 201, one end of the flip arm 201 can move along the second connection support 203, and the flip arm 201 is connected to a torsion bar 204. The flip arm 201 can ensure that the cab remains stable during acceleration and braking by limiting the swing and displacement of the cab in the front and rear directions. When the vehicle suddenly accelerates or brakes, the flip arm 201 will provide support force to reduce the longitudinal shaking of the cab; the flip arm 201 also takes into account the flipping of the cab. When vibration or other external forces are generated during the driving of the vehicle, the cab may tilt laterally or longitudinally when turning, accelerating or braking suddenly. The torsion bar 204 is a cylindrical bar. The torsion bar 204 provides a reaction force by counteracting the torsional moment, thereby reducing the tilt of the cab and enhancing the stability of the vehicle. The torsion bar 204 absorbs excessive stress through elastic deformation, thereby reducing the risk of damage to other components of the suspension system.

[0028] The flip arm 201 drives the torsion bar 204 to twist, and the reaction force generated by the torsion bar 204 can effectively buffer and absorb part of the vibration energy, playing a shock-absorbing role. The first connecting support 202 is connected to the first connecting plate 1, and is also connected to the flip arm 201, and is used to connect the flip arm 201. The second connecting support 203 is connected to the cab longitudinal beam for connecting the flip arm 201, and can also limit the swing and displacement of the flip arm 201 through the front and rear directions of the cab, ensuring that the cab remains stable during acceleration and braking. The flip arm 201 can be fixed by the first connecting support 202 and the second connecting support 203. Through the force transmission and conversion of the flip arm 201, and the coordinated work with the torsion bar 204, the force between the vehicle body and the cab is effectively distributed and buffered, reducing the impact of vibration and impact on the cab, and improving the comfort of the driver and passengers. When the vehicle suddenly accelerates or brakes, the first connecting support 202 connects to the flip arm 201, provides support for the flip arm 201, and reduces the longitudinal shaking of the cab.

[0029] The shock absorbing mechanism 3 includes a damping shock absorber 301, one end of which is connected to the first connecting support 202, and the other end of which is connected to the flip arm 201. The damping shock absorber 301 controls the vibration amplitude and speed. When there is a longitudinal force on the cab, the piston rod of the damping shock absorber 301 moves in the internal liquid, and the liquid flows through the small holes or valves on the piston. The resistance generated during the flow process forms a damping force, which quickly attenuates the vibration and stabilizes the cab. The damping shock absorber 301 effectively suppresses the vibration and bumps during the driving of the vehicle, allowing the driver and passengers to experience a smoother driving experience. Through precise damping control, the comfort and stability of the vehicle driving are improved, the fatigue damage to the vehicle parts caused by vibration is reduced, and the service life of the vehicle is extended.

[0030] One end of the second connection support 203 is connected to the airbag shock absorber 302, and the other end of the airbag shock absorber 302 is connected to the first mounting bracket 303, and the first mounting bracket 303 is fixedly connected to the first connection plate 1. The first mounting bracket 303 is a flat plate, and the two ends of the flat plate are bent into 90-degree plates. The airbag shock absorber 302 is fixed to the second connection support 203 and the first mounting bracket 303 by bolts, and the first mounting bracket 303 is fixed to the first connection plate 1. The first mounting bracket 303 is used to fix the airbag shock absorber 302, and the airbag shock absorber 302 absorbs and attenuates excess vertical force, longitudinal force and lateral force through slight deformation; the compressibility and elasticity of the gas in the airbag shock absorber 302 are used to buffer and absorb the vibration and impact from the road surface. When the vehicle is driving on an uneven road surface, the height valve 6 can adjust the air pressure in the airbag shock absorber 302 according to the road surface conditions and the load changes of the vehicle to achieve effective control of the vibration. At the same time, it can also play a certain supporting role to ensure that the height of the cab is relatively stable under different loads. When the impact force disappears, the height valve 6 will adjust the filling and discharging pressure to restore the airbag shock absorber 302 to the initial state, and the damping shock absorber 301 will also return to the initial position to adjust the height and posture of the cab. The coordinated cooperation of the airbag shock absorber 302, the height valve 6 and the damping shock absorber 301 effectively suppresses the vibration and bumps during the driving process of the vehicle, so that the driver and passengers can experience a more stable driving experience and improve the shock absorption performance of the vehicle under various road conditions.

[0031] The first connecting support 202 includes a first fixing plate 205, the first fixing plate 205 is connected to the first connecting plate 1, the second connecting plates 206 are connected to both ends of the first fixing plate 205, and the second connecting plate 206 is connected to the flip arm 201. The first fixing plate 205 is bolted to the first connecting plate 1, one end of the second connecting plate 206 is bolted to the first fixing plate 205, and the first fixing plate 205 is pressed and connected to the flip arm 201 through the bolts and the first bushing 4, so as to better fix the flip arm 201. The flip arm 201 is pressed and connected by the second connecting plate 206, so as to protect the flip arm 201 and reduce the collision and wear of the flip arm 201.

[0032] One end of the flip arm 201 is connected to the first bushing 4, and the other end of the flip arm 201 is connected to the second bushing 5. The first bushing 4 is pressed and fixed by the second connecting plate 206, and the second bushing 5 and the flip arm 201 are bolted to the second connecting support 203. The first bushing 4 and the second bushing 5 have elasticity and damping characteristics, and can absorb the vibration and impact force of the cab through compression and deformation, and convert them into heat energy for release. During the rotation of the flip arm 201, the first bushing 4 and the second bushing 5 can reduce the direct friction between the flip arm 201 and the first connecting support 202 and the second connecting support 203, thereby reducing the degree of wear.

[0033] The first connecting support 202 is connected to a height valve 6, which is connected to a first connecting rod 601, which is connected to a second connecting rod 602, which is connected to the flip arm 201. The height valve 6 is fixedly connected to the first connecting support 202, and the height valve 6 can sense the posture changes of the vehicle in real time, such as the tilt and height changes of the vehicle body. According to the sensed information, the height valve 6 drives the first connecting rod 601 and the second connecting rod 602 to move, and indirectly controls the flip arm 201 through the second connecting rod 602. Then, the airbag shock absorber 302 is adjusted, so as to achieve precise control of the height and posture of the cab.

[0034] A rubber pad 7 is provided on the first mounting bracket 303, and an isolation plate 8 is connected to the first fixing plate 205. The rubber pad 7 is provided on the first mounting bracket 303, and by limiting the maximum displacement range (lower limit) of the cab, the cab is prevented from being damaged by severe vibration or impact. When the vibration amplitude of the cab exceeds the design range, the flip arm 201 contacts the rubber pad 7, and the rubber pad 7 on the first mounting bracket 303 absorbs the excessive impact force to protect other components of the suspension system. The shock absorption performance of the entire suspension system is improved, the wear and fatigue damage between the components are reduced, and the service life of the components is extended. The isolation plate 8 is provided at one end of the flip arm 201, and the isolation plate 8 is connected to the second connecting plate 206, which can protect the flip arm 201 from damage such as impact wear and tear, and extend the service life of the flip arm 201.

[0035] The flip arm 201 includes a third connecting plate 207, and the two ends of the third connecting plate 207 are bent to form a bent plate 208. The second connecting support 203 includes a second fixed plate 209, and the second fixed plate 209 is connected to the third fixed plate 210. A reinforcing plate 211 is arranged between the second fixed plate 209 and the third fixed plate 210. The flip arm 201 is formed by bending the two ends of the third connecting plate 207 to form a bent plate 208. The bent plate 208 increases the structural strength and stability of the flip arm 201, so that it can better withstand the effects of various forces. The second fixed plate 209 and the third fixed plate 210 are arranged vertically, and the second fixed plate 209 and the third fixed plate 210 are an integrally formed structure. By connecting the second fixed plate 209 and the third fixed plate 210 to the vehicle body with bolts, the second connecting support 203 can be firmly fixed to ensure that the second connecting support 203 will not move in the horizontal direction and the vertical direction.

[0036] The first connecting plate 1 is provided with a mounting hole 101, a first weight-reducing hole 102, and a second weight-reducing hole 9 is provided on the flip arm 201. A plurality of mounting holes 101 are provided on the first connecting plate 1, and are distributed at various locations on the first connecting plate 1. Bolts are passed through the mounting holes 101 and matched with nuts to connect with the vehicle body, so that the first connecting plate 1 can be firmly fixed to the vehicle body to ensure the stability of the connection; the first weight-reducing hole 9 reduces the weight of the first connecting plate 1 while ensuring the structural strength, reduces the overall weight of the vehicle, and also saves costs.

[0037] A method for using a novel cab front suspension system, specifically:

[0038] When the vehicle is stationary, the front suspension of the cab is responsible for supporting the weight of the cab, and the height valve 6 is used to adjust the air pressure in the airbag shock absorber 302 by charging and discharging air to adjust the cab posture. The damping shock absorber 301 provides a certain resistance under static conditions to prevent unnecessary shaking or vibration;

[0039] When the vehicle accelerates, the cab will tilt backwards; when braking, the cab will tilt forwards. The vibration is transmitted to the front suspension system. At this time, the second connecting support 203 is used to support the cab, and the flip arm 201 is used to limit the cab from detaching from the frame or producing abnormal shaking. The flip arm 201 is limited to the first connecting support 202. The airbag shock absorber 302 absorbs and attenuates the excess vertical force, longitudinal force and lateral force through a small deformation. The damping shock absorber 301 absorbs and attenuates most of the vertical force and longitudinal force of the cab, reducing the vibration and impact of the cab. When the impact force disappears, the height valve 6 will adjust the filling and discharging pressure to restore the airbag shock absorber 302 to the initial state, and the damping shock absorber 301 will also return to the initial position to adjust the height and posture of the cab.

[0040] When the vehicle turns, the cab will be subjected to lateral force caused by the vehicle steering system. This force causes the cab to tilt laterally, especially when driving at high speeds. The lateral force will make the driver feel obvious lateral pressure. When there is lateral force, the cab will tilt to the left or right, and the torsion bar 204 will produce a torque to counteract the torsional force, provide a reaction force, reduce the tilt amplitude of the cab, and enhance the stability of the vehicle. At the same time, the height valves 6 on the left and right sides will adjust the internal pressure of the airbag shock absorber 302 to maintain the height and posture stability of the cab; when the vehicle turns, the torsional force of the vehicle body may cause the cab to rotate around the longitudinal axis to a certain extent, especially when making sharp turns or driving on uneven roads, the cab may twist or tilt slightly. When there is torsional force, the cab will rotate around the longitudinal axis, and the height valve 6 will adjust the internal pressure of the airbag shock absorber 302 by inflating and deflating air to maintain the height and posture of the cab;

[0041] When the vehicle is driving on a bumpy road, the cab will be subjected to vertical impact force from the road surface, causing the cab to shake up and down. The torsion bar 204 plays a protective role under extreme working conditions, absorbing excessive stress through elastic deformation, and reducing the risk of damage to other parts of the suspension system. At this time, the height valve 6 increases or decreases the internal pressure of the airbag shock absorber 302 by inflating or deflating air, and absorbs and attenuates the excess vertical force through significant deformation. When the vertical force exceeds the vibration amplitude of the front suspension system and exceeds the design range, the airbag shock absorber 302 will be compressed until the flip arm 201 contacts the rubber pad 7, and the rubber pad 7 will absorb the excess impact force to protect the vehicle. The suspension system is not damaged. When the vertical force exceeds the maximum pressure that the front suspension system can withstand, the airbag shock absorber 302 will be stretched to the maximum stroke and limited. The flip arm 201 is used to prevent the cab from detaching from the frame or causing abnormal shaking. The flip arm 201 is limited on the first connecting support 202. The damping shock absorber 301 will also absorb and attenuate a small part of the vertical force of the cab to reduce the vibration and impact of the cab. When the vertical force disappears, the height valve 6 will adjust the filling and discharging pressure to restore the airbag shock absorber 302 to its initial state, and the damping shock absorber 301 will also return to its initial position to adjust the height and posture of the cab.

[0042] The operation of the engine and transmission system will generate certain vibrations, which will be transmitted to the cab through the frame, causing irregular vibrations in the cab. At this time, the height valve 6 will adjust the inflation and deflation pressure of the airbag shock absorber 302 according to the posture of the cab, and cooperate with the damping shock absorber 301 to control the height and posture of the cab.

[0043] Functions and Effects of the Embodiments

[0044] The flip arm 201 can limit the swing and displacement of the cab in the front and rear directions, and the flip arm 201 drives the torsion bar 204 to twist. The reaction force generated by the torsion bar 204 can effectively buffer and absorb part of the vibration energy and play a shock-absorbing role. The damping shock absorber 301 will absorb and attenuate a small part of the vibration of the cab, reduce the vibration and impact of the cab, and the height valve 6 will adjust the filling and discharging pressure of the airbag shock absorber 302 according to the posture of the cab, and cooperate with the damping shock absorber 301 to control the height and posture of the cab, thereby improving driving stability and comfort.

[0045] When the vehicle is stationary, the front suspension of the cab is responsible for supporting the weight of the cab. The height valve 6 is used to adjust the air pressure in the airbag shock absorber 302 by inflating and deflating air to adjust the cab posture. The damping shock absorber 301 provides a certain resistance under static conditions to prevent unnecessary shaking or vibration.

[0046] When the vehicle accelerates, the cab will tilt backward; when braking, the cab will tilt forward. The vibration is transmitted to the front suspension system. At this time, the second connecting support 203 is used to support the cab, and the flip arm 201 is used to limit the cab from detaching from the frame or generating abnormal shaking. The flip arm 201 is limited to the first connecting support 202. The airbag shock absorber 302 absorbs and attenuates the excess longitudinal force through a small deformation, and the damping shock absorber 301 absorbs and attenuates most of the longitudinal force of the cab, reducing the vibration and impact of the cab. When the impact force disappears, the height valve 6 adjusts the inflation and deflation pressure by inflating and deflation, so that the airbag shock absorber 302 returns to the initial state, and the damping shock absorber 301 also returns to the initial position to adjust the height and posture of the cab.

[0047] During the turning process, the cab will be subjected to lateral force caused by the vehicle steering system. This force causes the cab to tilt laterally. Especially when driving at high speed, the lateral force will make the driver feel obvious lateral pressure. When there is lateral force, the cab will tilt to the left or right, and the torsion bar 204 will produce a counter-torsion torque, provide a reaction force, reduce the tilt of the cab, and enhance the stability of the vehicle. At the same time, the height valves 6 on the left and right sides adjust the internal pressure of the airbag shock absorber 302 by filling and discharging air to maintain the height and posture stability of the cab.

[0048] When the vehicle is traveling on an uneven road or a bumpy road section, the cab will be subjected to a vertical impact force from the road surface, causing the cab to shake up and down. The torsion bar 204 plays a protective role under extreme working conditions, absorbing excessive stress through elastic deformation and reducing the risk of damage to other components of the suspension system. At this time, the height valve 6 increases or decreases the internal pressure of the airbag shock absorber 302 by inflating and deflating air, and absorbs and attenuates excess vertical force through large deformation. When the vertical force exceeds the vibration amplitude of the front suspension system beyond the design range, the airbag shock absorber 302 will be compressed until the flip arm 201 contacts the rubber pad 7. The rubber pad 7 will absorb excess impact force and protect the suspension system from being damaged. When the vertical force exceeds the maximum pressure that the front suspension system can withstand, the airbag shock absorber 302 will be stretched to the maximum stroke and limited. The flip arm 201 is used to prevent the cab from detaching from the frame or producing abnormal shaking. The flip arm 201 is limited on the first connecting support 202. The damping shock absorber 301 will also absorb and attenuate a small part of the vertical force of the cab to reduce the vibration and impact of the cab. When the vertical force disappears, the height valve 6 restores the airbag shock absorber 302 to its initial state by adjusting the inflation and deflation pressure. The damping shock absorber 301 will also return to its initial position to adjust the height and posture of the cab.

[0049] When the vehicle turns, the torsional force of the vehicle body may cause the cab to rotate around the longitudinal axis to a certain extent, especially when making sharp turns or driving on uneven roads, the cab may twist or tilt slightly. When there is torsional force, the cab will rotate around the longitudinal axis, and the height valve 6 will adjust the internal pressure of the airbag shock absorber 302 by inflating and deflating air to maintain the height and posture of the cab.

[0050] The operation of the engine and transmission system will generate certain vibrations, which will be transmitted to the cab through the frame, causing irregular vibrations in the cab. At this time, the height valve 6 will adjust the inflation and deflation pressure of the airbag shock absorber 302 according to the posture of the cab, and cooperate with the damping shock absorber 301 to control the height and posture of the cab.

[0051] The present invention is described above by way of example in conjunction with the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention; or the above concept and technical solution of the present invention are directly applied to other occasions without improvement, they are all within the protection scope of the present invention.

Claims

1. A novel cab front suspension system, including a cab longitudinal beam, characterized in that: It comprises a first connecting plate (1), wherein the first connecting plate (1) is connected to two ends of a vehicle body, the first connecting plate (1) is connected to a force transmission mechanism (2), and the force transmission mechanism (2) is connected to a shock absorbing mechanism (3).

2. The novel cab front suspension system according to claim 1 is characterized in that: The force transmission mechanism (2) comprises a flip arm (201), one end of the flip arm (201) is connected to a first connection support (202), the first connection support (202) is connected to a first connection plate (1), the cab longitudinal beam is connected to a second connection support (203), the second connection support (203) is connected to the flip arm (201), and the flip arm (201) is connected to a torsion bar (204).

3. The novel cab front suspension system according to claim 1 is characterized in that: The shock absorbing mechanism (3) comprises a damping shock absorber (301), one end of the damping shock absorber (301) is connected to the first connecting support (202), and the other end of the damping shock absorber (301) is connected to the flip arm (201).

4. The novel cab front suspension system according to claim 2 is characterized in that: One end of the second connection support (203) is connected to an airbag shock absorber (302), and the other end of the airbag shock absorber (302) is connected to a first mounting bracket (303), and the first mounting bracket (303) is fixedly connected to the first connection plate (1).

5. The novel cab front suspension system according to claim 2 is characterized in that: The first connecting support (202) comprises a first fixing plate (205), the first fixing plate (205) is connected to the first connecting plate (1), the two ends of the first fixing plate (205) are connected to second connecting plates (206), and the second connecting plate (206) is connected to the flip arm (201).

6. The novel cab front suspension system according to claim 2 is characterized in that: One end of the flip arm (201) is connected to a first bushing (4), and the other end of the flip arm (201) is connected to a second bushing (5).

7. The novel cab front suspension system according to claim 2 is characterized in that: The first connecting support (202) is connected to a height valve (6), the height valve (6) is connected to a first connecting rod (601), the first connecting rod (601) is connected to a second connecting rod (602), and the second connecting rod (602) is connected to the flip arm (201).

8. The novel cab front suspension system according to claim 4 is characterized in that: A rubber pad (7) is provided on the first mounting bracket (303), and an isolation plate (8) is connected to the first fixing plate (205).

9. The novel cab front suspension system according to claim 2 is characterized in that: The flip arm (201) comprises a third connecting plate (207), and two ends of the third connecting plate (207) are bent to form bending plates (208); the second connecting support (203) comprises a second fixing plate (209), and the second fixing plate (209) is connected to the third fixing plate (210); a reinforcing plate (211) is arranged between the second fixing plate (209) and the third fixing plate (210); the first connecting plate (1) is provided with a mounting hole (101), the first connecting plate (1) is provided with a first weight-reducing hole (102), and the flip arm (201) is provided with a second weight-reducing hole (9).

10. A method for using the novel cab front suspension system according to any one of claims 1 to 9, characterized in that: Specifically: When the vehicle is stationary, the height valve (6) adjusts the air pressure in the airbag shock absorber (302) by inflating and deflating air to adjust the attitude of the cab, and the damping shock absorber (301) provides a certain resistance under static conditions; When the vehicle accelerates, the flip arm (201) limits the cab from detaching from the frame and causing abnormal shaking, the airbag shock absorber (302) and the damping shock absorber (301) absorb and attenuate the longitudinal force, and the height valve (6) adjusts the pressure inside the airbag shock absorber (302) by inflating and deflating air, thereby adjusting the height and posture of the cab; When the vehicle turns, the torsion bar (204) generates a counteracting torque, and at the same time, the height valves (6) on the left and right sides adjust the internal pressure of the airbag shock absorber (302) by inflating and deflating air, thereby maintaining the height and posture stability of the cab; When the vehicle is traveling on a bumpy road, the torsion bar (204) plays a protective role under extreme working conditions and absorbs excessive stress through elastic deformation. The height valve (6) increases or decreases the internal pressure of the airbag shock absorber (302) by filling or releasing air, thereby absorbing and attenuating excess vertical force, longitudinal force and lateral force. The flip arm (201) limits the cab from detaching from the frame or generating abnormal shaking, and the damping shock absorber (301) absorbs and attenuates the vertical force and longitudinal force of the cab. The operation of the engine and the transmission system will generate certain vibrations. The height valve (6) adjusts the height and posture of the cab by adjusting the air pressure in the airbag shock absorber (302) by inflating and deflating air, and at the same time cooperates with the damping shock absorber (301) to adjust the height and posture of the cab.

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