Large-carrying independent suspension structure

Abstract

The invention relates to the technical field of automobile suspension, in particular to a large-carrying independent suspension structure which comprises a frame, a cantilever structure, a connecting structure, a bushing structure, an indicating structure, a mounting structure, a shock absorber and a protective structure, the cantilever structure is used in cooperation with the connecting structure, and the arrangement of the connecting structure facilitates quick disassembly and replacement of a rubber bushing. The problem that surrounding parts are damaged due to the fact that an impact hammer is used in the dismounting process is avoided, the lining structure is matched with the indicating structure, the indicating structure is arranged so that the installation angle of suspension parts can be accurately controlled, the operation efficiency is improved, and the protection structure is arranged so that the spiral spring and the shock absorber can be protected conveniently. Wheels are prevented from carrying stones to smash the spiral spring, and the practicability is high.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive suspension, and specifically to a large-capacity independent suspension structure. Background Art

[0002] Large-capacity usually refers to the ability of a vehicle to carry a relatively large weight of goods or a relatively large number of passengers, and an independent suspension is a vehicle suspension system. Its characteristic is that the suspension device of each wheel can move independently without interference. Therefore, an independent suspension system is usually installed on heavy-duty vehicles.

[0003] When installing the traditional suspension structure, the control arm needs to be connected to the vehicle frame. A rubber bushing is provided at the connection between the control arm and the mounting bracket. The bushing is usually press-fitted into the mounting hole of the control arm. When the vehicle is running, the swing of the control arm is realized by the torsion of the elastomer inside the bushing. However, due to the long-term effects of vibration and wear on the bushing, it is prone to damage phenomena such as aging and deformation. When removing the damaged rubber bushing, a pulling tool or a pneumatic hammer is usually used in cooperation with a chisel to impact the outer edge of the bushing. However, due to the limited size of the mounting hole, it is easy to cause damage to the surrounding components, and the disassembly efficiency is low.

[0004] During the running process of the vehicle, stones will be carried up by the wheels, and then the hard stones will impact the spring at high speed, resulting in damage to the surface of the spring, causing a change in the internal stress distribution. The damaged part will become a stress concentration point, and the force borne by the stress concentration point will be much greater than that of other parts, which is easy to cause premature fatigue damage of the spring and shorten the service life of the spring.

[0005] When installing parts such as the upper and lower swing arms or shock absorbers, bolts are usually used to fix them to the vehicle frame or other parts. When installing, in order to ensure the overall controllability of the vehicle, parameters such as the camber angle and caster angle of the parts need to be accurately adjusted. Usually, the installation angle of the parts is visually observed and judged, and then the bolts are tightened. However, the error is relatively large only through visual observation, and it is difficult to correctly judge the installation angle. When it is found that the angle is deviated, the bolts need to be disassembled again, and the operation process is cumbersome and the flexibility is poor. Summary of the Invention

[0006] In view of the problems in the prior art, the present invention provides a large-capacity independent suspension structure.

[0007] The technical solution adopted by the present invention to solve its technical problems is: a large-capacity independent suspension structure, including a vehicle frame, a cantilever structure provided on both sides of the vehicle frame, a connection structure connected to the cantilever structure, a bushing structure installed on the connection structure, an indication structure cooperating with the bushing structure, an installation structure connected to the cantilever structure, a shock absorber installed on the cantilever structure, and a protection structure connected to the shock absorber.

[0008] The cantilever structure includes a steering knuckle and ball joints fixedly connected to the upper and lower ends of the steering knuckle. A steering knuckle is provided on each side of the vehicle frame. An upper swing arm and a lower swing arm are respectively fixedly connected to the upper and lower two ball joints. Connecting structures are arranged on both the upper swing arm and the lower swing arm;

[0009] The connecting structure includes a docking sleeve and a mounting sleeve fixedly connected to the end of the docking sleeve. Two docking sleeves are provided at the ends of both the upper swing arm and the lower swing arm. Two threaded columns are fixedly connected to the ends of both the upper swing arm and the lower swing arm. The docking sleeve is threadedly connected with the threaded column. An extrusion sleeve is slidably connected inside the mounting sleeve. The extrusion sleeve is slidably connected with the inner wall of the docking sleeve. A driving rod is fixedly connected to one side of the extrusion sleeve close to the docking sleeve. The driving rod is slidably connected with the inner wall of the docking sleeve. The end of the driving rod abuts against the threaded column. A first spring is fixedly connected between the end of the driving rod and the inner wall of the docking sleeve. A bushing structure is arranged inside the mounting sleeve. The extrusion sleeve and the bushing structure cooperate with each other.

[0010] Specifically, a first bolt is fixedly connected between the threaded column and the docking sleeve. A rubber pad is fixedly connected to one side of the extrusion sleeve close to the center of the mounting sleeve.

[0011] Specifically, a mounting seat is fixedly connected to each of the two lower swing arms. A rotating shaft is rotatably connected to the top end of the mounting seat. A connecting rod is rotatably connected to the rotating shaft. Another rotating shaft is rotatably connected to the top end of the connecting rod. A connecting seat is fixedly connected to each side of the vehicle frame. A stabilizer bar is rotatably connected between the two connecting seats. The two ends of the stabilizer bar are respectively rotatably connected to the two rotating shafts above.

[0012] Specifically, the two steering knuckles are symmetrically arranged. Both the upper swing arm and the lower swing arm are in an "A" - shaped structure. Shock absorbers are installed on both of the two lower swing arms.

[0013] Specifically, the bushing structure includes a housing and an elastic body fixedly connected to the inside of the housing. The housing is snap - fitted inside the mounting sleeve. A shaft sleeve is snap - fitted inside the elastic body.

[0014] Specifically, the rubber pad abuts against the housing. An indicating structure is arranged on the side of the housing.

[0015] Specifically, the indicating structure includes a gasket and a rotating ring rotatably connected to the gasket. A gasket is provided on the side of the housing. A second bolt is clamped between two adjacent bushings. A clamping groove is formed on one side of the gasket. The end of the second bolt is clamped with the clamping groove. The other side of the gasket abuts against the bushing. A plurality of scale bars are fixedly connected to one side of the rotating ring close to the clamping groove. A magnetic ring is clamped inside the gasket. The magnetic ring abuts against the bushing.

[0016] Specifically, the mounting structure includes a wheel hub and a brake disc fixedly connected to the outer wall of the wheel hub. The wheel hub is mounted on the steering knuckle. A brake caliper is fixedly connected to the steering knuckle. A tire is fixedly connected to the wheel hub.

[0017] Specifically, the protection structure includes an upper support and two first protective shells clamped on the upper support. The top of the shock absorber is fixedly connected to the upper support. A second protective shell is slidably connected to the inside of the first protective shell. The top of the second protective shell is fixedly connected to an upper connecting block. The upper connecting block is slidably connected to the inner wall of the first protective shell. The bottom of the first protective shell is fixedly connected to a lower connecting block. A guide rod is fixedly connected to the bottom surface of the upper connecting block. The guide rod is slidably connected to the lower connecting block. A second spring is fixedly connected between the upper connecting block and the lower connecting block. The two first protective shells are fixedly connected. The two second protective shells abut against each other. Rubber rings are fixedly connected to the bottom surfaces of the two second protective shells. The rubber rings abut against the outer wall of the shock absorber. A third spring is installed on the shock absorber.

[0018] Specifically, a plurality of heat dissipation holes are formed in the first protective shell. A dust-proof cover is fixedly connected to the position of the first protective shell close to the heat dissipation holes.

[0019] The beneficial effects of the present invention are as follows:

[0020] (1) For the large-capacity independent suspension structure of the present invention, a cantilever structure is provided on the frame. An installation structure is installed on the cantilever structure. The cantilever structure is used in cooperation with the connection structure. The setting of the connection structure facilitates the quick disassembly and replacement of the rubber bushing, avoiding the problem of damage to surrounding components caused by using a hammer during disassembly.

[0021] (2) For the large-capacity independent suspension structure of the present invention, a bushing structure is provided on the connection structure 3. An indicating structure is provided in cooperation with the bushing structure. The setting of the indicating structure facilitates the precise control of the installation angle of the suspension parts and improves the operation efficiency.

[0022] (3) An independent suspension structure for large load carriers according to the present invention, wherein a shock absorber is connected to the cantilever structure, and a protective structure is cooperated with the shock absorber. The setting of the protective structure facilitates the protection of the helical spring and the shock absorber, avoiding the helical spring being damaged by stones thrown up by the wheels, and has strong practicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be further described below in conjunction with the drawings and embodiments.

[0024] Figure 1 FIG. is a schematic diagram of the overall structure of a preferred embodiment of an independent suspension structure for large load carriers provided by the present invention;

[0025] Figure 2 is Figure 1 an enlarged schematic diagram of the structure of part A shown in FIG.;

[0026] Figure 3 is Figure 1 an enlarged schematic diagram of the structure of part B shown in FIG.;

[0027] Figure 4 FIG. is a schematic diagram of the connection structure of the first protective shell and the second protective shell of the present invention;

[0028] Figure 5 FIG. is a schematic diagram of the connection structure of the shock absorber and the third spring of the present invention;

[0029] Figure 6 FIG. is a schematic diagram of the connection structure of the lower swing arm and the mounting seat of the present invention;

[0030] Figure 7 is Figure 6 an enlarged schematic diagram of the structure of part D shown in FIG.;

[0031] Figure 8 FIG. is a schematic diagram of the connection structure of the mounting sleeve and the outer shell of the present invention;

[0032] Figure 9 FIG. is a schematic diagram of the connection structure of the gasket and the swivel ring of the present invention.

[0033] In the figure: 1, vehicle frame; 2, cantilever structure; 201, steering knuckle; 202, ball head; 203, upper swing arm; 204, lower swing arm; 205, mounting seat; 206, rotating shaft; 207, connecting rod; 208, stabilizer bar; 209, connecting seat; 3, connecting structure; 301, docking sleeve; 302, mounting sleeve; 303, threaded column; 304, extrusion sleeve; 305, rubber pad; 306, drive rod; 307, first spring; 308, first bolt; 4, bushing structure; 401, outer shell; 402, elastomer; 403, bushing; 5, indicating structure; 501, gasket; 502, rotating ring; 503, scale bar; 504, magnetic ring; 505, card slot; 506, second bolt; 6, mounting structure; 601, wheel hub; 602, brake disc; 603, brake caliper; 604, tire; 7, shock absorber; 8, protective structure; 801, upper support; 802, first protective shell; 803, second protective shell; 804, upper connecting block; 805, guide rod; 806, second spring; 807, lower connecting block; 808, rubber ring; 809, dust cover; 810, heat dissipation hole; 811, third spring. Detailed implementation manners

[0034] In order to make the technical means, creative features, achieved purposes and effects of the present invention easy to understand, the present invention will be further described below in conjunction with specific implementation manners.

[0035] Such as Figure 1 , Figure 2 , Figure 6 and Figure 7As shown, a large-carrying independent suspension structure described in the present invention comprises a frame 1, a cantilever structure 2 arranged on both sides of the frame 1, a connecting structure 3 connected to the cantilever structure 2, a bushing structure 4 installed on the connecting structure 3, an indicating structure 5 matched with the bushing structure 4, a mounting structure 6 connected to the cantilever structure 2, a shock absorber 7 installed on the cantilever structure 2, and a protective structure 8 connected to the shock absorber 7; the cantilever structure 2 comprises a steering knuckle 201 and a ball head 202 fixedly connected to the upper and lower ends of the steering knuckle 201, and both sides of the frame 1 are provided with a steering knuckle 201. The knuckle 201, the upper and lower ball heads 202 are respectively fixedly connected with an upper swing arm 203 and a lower swing arm 204, the upper swing arm 203 and the lower swing arm 204 are matched with a connecting structure 3, the two lower swing arms 204 are fixedly connected with a mounting seat 205, the top end of the mounting seat 205 is rotatably connected with a rotating shaft 206, the rotating shaft 206 is rotatably connected with a connecting rod 207, the top end of the connecting rod 207 is rotatably connected with another rotating shaft 206, both sides of the frame 1 are fixedly connected with a connecting seat 209, and a stabilizing bar 208 is rotatably connected between the two connecting seats 209. The two ends of the stabilizer bar 208 are rotatably connected to the two upper rotating shafts 206 respectively, the two steering knuckles 201 are symmetrically arranged, and the upper swing arm 203 and the lower swing arm 204 are both in an "A" shape. When the vehicle turns, the pressure on the outer wheel increases, and the pressure on the inner wheel decreases. Through the up and down swing of the upper swing arm 203 and the lower swing arm 204, each independent wheel can move up and down according to the road conditions, so that the wheel is always close to the road surface, providing stable driving power for the vehicle, and because the steering knuckle 201 and the upper swing arm 203 and the lower swing arm 204 are connected through the ball head 202 The setting of the ball head 202 can ensure that the connection between the upper swing arm 203 and the lower swing arm 204 and other components will not be damaged due to the up and down bouncing of the wheel, while maintaining the geometric shape of the suspension system. Since the lower swing arms 204 of the left and right wheels are connected with a stabilizer bar 208 through a mounting seat 205, a rotating shaft 206 and a connecting rod 207, when the vehicle body tilts, the stabilizer bar 208 will generate a torsional force, exerting a reverse force on the lower swing arms 204 on both sides, so that the vehicle body can be kept as horizontal as possible and reduce roll. The stabilizer bar 208 is connected to the frame 1 through two connecting seats 209, thereby improving stability.

[0036] Specifically, Figure 1 and Figure 2As shown, shock absorbers 7 are installed on both of the two lower control arms 204; after the overall assembly of the vehicle body is completed, when the vehicle is driving on an uneven road surface, the wheels will move up and down with the undulation of the road surface. At this time, the shock absorbers 7 and the third springs 811 in the suspension system will play a role first. When the wheels encounter a bump, the wheels move upward, compressing the third springs 811 on the shock absorbers 7. The third springs 811 will store energy and convert the impact force received by the wheels into elastic potential energy, thus preventing the impact force from being directly transmitted to the vehicle body. At the same time, the bouncing of the wheels will cause the third springs 811 to deform, causing the third springs 811 to rebound, resulting in continuous up and down shaking of the vehicle. The setting of the shock absorbers 7 will suppress the rapid rebound of the third springs 811, enabling the vehicle to quickly regain balance and improving the riding comfort.

[0037] Specifically, as Figure 1 、 Figure 2 and Figures 6 - 8As shown, the connection structure 3 includes a docking sleeve 301 and a mounting sleeve 302 fixedly connected to the end of the docking sleeve 301. Two docking sleeves 301 are provided at the ends of the upper swing arm 203 and the lower swing arm 204. Two threaded columns 303 are fixedly connected to the ends of the upper swing arm 203 and the lower swing arm 204. The docking sleeve 301 is threadedly connected to the threaded column 303. An extrusion sleeve 304 is slidably connected inside the mounting sleeve 302. The extrusion sleeve 304 is slidably connected to the inner wall of the docking sleeve 301. A driving rod 306 is fixedly connected to one side of the extrusion sleeve 304 close to the docking sleeve 301. The driving rod 306 is slidably connected to the inner wall of the docking sleeve 301. The end of the driving rod 306 abuts against the threaded column 303. A first spring 307 is fixedly connected between the end of the driving rod 306 and the inner wall of the docking sleeve 301. A bushing structure 4 is provided inside the mounting sleeve 302. The extrusion sleeve 304 cooperates with the bushing structure 4. A first bolt 308 is fixedly connected between the threaded column 303 and the docking sleeve 301. A rubber pad 305 is fixedly connected to one side of the extrusion sleeve 304 close to the center of the mounting sleeve 302; when the bushing needs to be replaced, first remove the mounting sleeve 302 for fixing the bushing from the end of the lower swing arm 204. At this time, the extrusion sleeve 304 inside the mounting sleeve 302 slides into the docking sleeve 301 under the reset action of the first spring 307 until the rubber pad 305 no longer abuts against the outer shell 401 of the bushing. Since the outer shell 401 of the bushing just fits with the inner wall of the mounting sleeve 302, just use your finger to pick out the damaged bushing from the inside of the mounting sleeve 302, then insert the new bushing into the inside of the mounting sleeve 302, align the two ends of the bushing with the mounting sleeve 302, and then install the mounting sleeve 302 together with the bushing at the end of the lower swing arm 204. Just threadedly connect the docking sleeve 301 to the threaded column 303 at the end of the lower swing arm 204 until the docking sleeve 301 cannot be rotated further. At the same time, after rotating the docking sleeve 301, it is necessary to align the mounting hole on the docking sleeve 301 with the mounting hole on the threaded column 303, and then use the first bolt 308 to fix the two at the mounting hole. The firmness is strong. At the same time, during the process of rotating the docking sleeve 301, the threaded column 303 continuously moves into the docking sleeve 301 and abuts against the driving rod 306. Furthermore, the driving rod 306 drives the extrusion sleeve 304 to squeeze the outer shell 401 of the bushing, thereby fixing the outer shell 401. And because the extrusion sleeve 304 is provided with a rubber pad 305, the friction is increased, the firmness is strong, avoiding squeezing the bushing into the inside of the mounting sleeve 302 by a stamping machine, facilitating the replacement of the bushing, the operation is simple, and the operation efficiency is improved.

[0038] Specifically, as Figures 6 - 8As shown, the bushing structure 4 includes a housing 401 and an elastomer 402 fixedly connected to the inner side of the housing 401. The housing 401 is engaged with the inner side of the mounting sleeve 302. A bushing 403 is engaged with the inner side of the elastomer 402. The rubber pad 305 abuts against the housing 401. An indicating structure 5 is provided on the side of the housing 401. When the lower swing arm 204 rotates on the vehicle frame 1, the relative movement between the two is realized by the torsion of the elastomer 402 between the housing 401 and the bushing 403. At the same time, the setting of the elastomer 402 can effectively suppress or isolate vibration noise.

[0039] Specifically, as Figure 2 and Figure 9 shown, the indicating structure 5 includes a gasket 501 and a rotating ring 502 rotatably connected to the gasket 501. The gasket 501 is provided on the side of the housing 401. A second bolt 506 is engaged between two adjacent bushings 403. A groove 505 is formed on one side of the gasket 501. The end of the second bolt 506 is engaged with the groove 505. The other side of the gasket 501 abuts against the bushing 403. A plurality of scale bars 503 are fixedly connected to one side of the rotating ring 502 close to the groove 505. A magnetic ring 504 is engaged with the inside of the gasket 501. The magnetic ring 504 abuts against the bushing 403. When installing the lower swing arm 204, the upper swing arm 203 or the shock absorber 7, in order to ensure the overall controllability of the vehicle, when installing the parts, the wheels are in the no-load state of falling. At this time, it is necessary to accurately adjust the camber angle, caster angle and other parameters of the lower swing arm 203 and the upper swing arm 204. First, install the lower swing arm 204. Only one gasket 501 is used when fixing the second bolt 506. The gasket 501 is sleeved on the second bolt 506, and then the second bolt 506 is passed through the two bushings 403 on the same lower swing arm 204, so that the end of the second bolt 506 is engaged in the groove 505. At the same time, the other side of the gasket 501 abuts against the outer wall of the bushing 403. Since the magnetic ring 504 is engaged with the inside of the gasket 501, the gasket 501 is adsorbed on the metal bushing 403, which is convenient for installation. At the same time, the other end of the second bolt 506 is threadedly connected with a nut. When adjusting the installation angle of the lower swing arm 204, the rotating ring 502 is rotated to the initial position on the gasket 501, and then the installation angle of the lower swing arm 204 is adjusted according to the scale bars 503 on the rotating ring 502. Finally, the nut is tightened. At this time, the installation of the lower swing arm 204 at the specified angle is completed, with strong flexibility. At the same time, the upper swing arm 203 repeats the same operation, which is simple to operate.

[0040] Specifically, as Figure 1 and Figure 2As shown in the figure, the installation structure 6 includes a wheel hub 601 and a brake disc 602 fixedly connected to the outer wall of the wheel hub 601. The wheel hub 601 is installed on the steering knuckle 201, and a brake caliper 603 is fixedly connected to the steering knuckle 201. A tire 604 is fixedly connected to the wheel hub 601. When assembling the vehicle body and installing the tire 604, first fix the brake disc 602 on the wheel hub 601, then install the wheel hub 601 on the steering knuckle 201 through a bearing, then install the brake caliper 603 at a specified position on the steering knuckle 201, adjust the parameters so that the brake caliper 603 cooperates with the brake disc 602, and then install the tire 604 on the wheel hub 601. At this time, the installation of the tire 604 is completed, and the operation is simple.

[0041] Specifically, as Figures 1 - 5As shown in the figure, the protection structure 8 includes an upper support 801 and two first protection shells 802 engaged with the upper support 801. The top end of the shock absorber 7 is fixedly connected to the upper support 801. A second protection shell 803 is slidably connected to the inner side of the first protection shell 802. The top end of the second protection shell 803 is fixedly connected to an upper connection block 804. The upper connection block 804 is slidably connected to the inner wall of the first protection shell 802. The bottom end of the first protection shell 802 is fixedly connected to a lower connection block 807. A guide rod 805 is fixedly connected to the bottom surface of the upper connection block 804. The guide rod 805 is slidably connected to the lower connection block 807. A second spring 806 is fixedly connected between the upper connection block 804 and the lower connection block 807. The two first protection shells 802 are fixedly connected to each other. The two second protection shells 803 are in contact with each other. Rubber rings 808 are fixedly connected to the bottom surfaces of the two second protection shells 803. The rubber rings 808 are in contact with the outer wall of the shock absorber 7. A third spring 811 is installed on the shock absorber 7. A plurality of heat dissipation holes 810 are formed in the first protection shell 802. A dust-proof cover 809 is fixedly connected to the position of the first protection shell 802 near the heat dissipation holes 810. When installing the protective cover of the shock absorber 7 and the third spring 811, only need to engage the two first protection shells 802 together with the second protection shell 803 into the groove on the upper support 801, and then use screws to fix the two first protection shells 802, thus effectively protecting the third spring 811, avoiding the stones brought up by the wheels during the driving of the vehicle from hitting the third spring 811, with good protection effect. And due to the elastic action of the second spring 806, driving the second protection shell 803 to move downward, and at the same time the rubber ring 808 at the bottom presses tightly against the outer wall of the shock absorber 7. And since both the first protection shell 802 and the second protection shell 803 are made of rubber material, it has the effect of dust and water prevention, avoiding the corrosion and damage of the spring, extending the service life. And the heat dissipation holes 810 provided on the first protection shell 802 can dissipate the heat generated by the frequent expansion and contraction of the third spring 811, preventing local overheating from affecting the performance of the spring. And the double-layer dust-proof cover 809 can reduce the dust from entering the inside of the first protection shell 802 through the heat dissipation holes 810. When the vehicle drives on a potholed road surface, the outer wall of the shock absorber 7 drives the second protection shell 803 to move towards the upper support 801. At this time, the upper connection block 804 at the top end of the second protection shell 803 drives the guide rod 805 to move upward. Relative sliding occurs between the guide rod 805 and the lower connection block 807, and at the same time the second spring 806 is stretched. The setting of the guide rod 805 can effectively prevent the second protection shell 803 from being misaligned or offset, with strong stability. At this time, the second protection shell 803 slides into the inside of the first protection shell 802, avoiding affecting the performance of the third spring 811, with strong practicability.

[0042] When the present invention is in use, when assembling the vehicle body and installing the tire 604, first fix the brake disc 602 on the wheel hub 601, then install the wheel hub 601 on the steering knuckle 201 through a bearing, then install the brake caliper 603 at a specified position on the steering knuckle 201, adjust the parameters to make the brake caliper 603 cooperate with the brake disc 602, and then install the tire 604 on the wheel hub 601. At this time, the installation of the tire 604 is completed, and the operation is simple;

[0043] After completing the overall assembly of the vehicle body, when the vehicle is driving on an uneven road surface, the wheels will move up and down with the undulation of the road surface. At this time, the shock absorber 7 and the third spring 811 in the suspension system will play a role first. When the wheel encounters a bump, the wheel moves upward and compresses the third spring 811 on the shock absorber 7. The third spring 811 will store energy and convert the impact force received by the wheel into elastic potential energy, thus preventing the impact force from being directly transmitted to the vehicle body. At the same time, the jumping of the wheel will cause the third spring 811 to deform, causing the third spring 811 to rebound, resulting in continuous up and down shaking of the vehicle. The setting of the shock absorber 7 will suppress the rapid rebound of the third spring 811, allowing the vehicle to quickly return to balance and improving the riding comfort. At the same time, when the vehicle is turning, the pressure on the outer wheel increases and the pressure on the inner wheel decreases. Through the up and down swinging of the upper swing arm 203 and the lower swing arm 204, each independent wheel can move up and down according to the road surface conditions, keeping the wheel always close to the road surface, providing stable driving power for the vehicle. And because the steering knuckle 201 is connected to the upper swing arm 203 and the lower swing arm 204 through the ball joint 202, the setting of the ball joint 202 can ensure that the connection between the upper swing arm 203 and the lower swing arm 204 and other components will not be damaged due to the up and down jumping of the wheel, while maintaining the geometry of the suspension system. And because the lower swing arms 204 of the left and right wheels are connected with a stabilizer bar 208 through the mounting seat 205, the rotating shaft 206 and the connecting rod 207, when the vehicle body tilts, the stabilizer bar 208 will generate a torsional force and apply a reverse acting force to the two lower swing arms 204, making the vehicle body keep horizontal as much as possible and reducing roll. The stabilizer bar 208 is connected to the vehicle frame 1 through two connecting seats 209, improving the stability;

[0044] When the lower swing arm 204 rotates on the vehicle frame 1, the relative movement between the two is achieved by the torsion of the elastic body 402 between the outer shell 401 and the bushing 403. At the same time, the setting of the elastic body 402 can effectively suppress or isolate vibration noise. Since the bushing undergoes long-term torsion and stretching, the internal elastic body 402 is prone to damage. Therefore, when the bushing needs to be replaced, first remove the mounting sleeve 302 for fixing the bushing from the end of the lower swing arm 204. At this time, the extrusion sleeve 304 inside the mounting sleeve 302 slides into the inside of the docking sleeve 301 under the reset action of the first spring 307 until the rubber pad 305 no longer abuts against the outer shell 401 of the bushing. Since the outer shell 401 of the bushing just fits with the inner wall of the mounting sleeve 302, just use your finger to pick out the damaged bushing from the inside of the mounting sleeve 302, then insert the new bushing into the inside of the mounting sleeve 302, align the two ends of the bushing with the mounting sleeve 302, and then install the mounting sleeve 302 together with the bushing at the end of the lower swing arm 204. Just thread the docking sleeve 301 with the threaded post 303 at the end of the lower swing arm 204 until the docking sleeve 301 can no longer rotate. At the same time, after rotating the docking sleeve 301, it is necessary to align the mounting hole on the docking sleeve 301 with the mounting hole on the threaded post 303, and then use the first bolt 308 to fix the two at the mounting hole. The firmness is strong. At the same time, during the process of rotating the docking sleeve 301, the threaded post 303 continuously moves into the inside of the docking sleeve 301 and abuts against the driving rod 306. Then the driving rod 306 drives the extrusion sleeve 304 to squeeze the outer shell 401 of the bushing, thereby fixing the outer shell 401. And because the rubber pad 305 is provided on the extrusion sleeve 304, the friction force is increased and the firmness is strong, avoiding squeezing the bushing into the inside of the mounting sleeve 302 by a stamping machine, facilitating the replacement of the bushing, with simple operation and improved operation efficiency;

[0045] When installing the lower control arm 204, the upper control arm 203 or the shock absorber 7, in order to ensure the overall handling performance of the vehicle, the wheels are in the no-load state of dropping when installing the parts. At this time, it is necessary to accurately adjust parameters such as the camber angle and caster angle of parts such as the lower control arm 203 and the upper control arm 204. First, install the lower control arm 204. Only need to use a gasket 501 when fixing the second bolt 506. Put the gasket 501 on the second bolt 506, and then pass the second bolt 506 through the two bushings 403 on the same lower control arm 204, so that the end of the second bolt 506 is engaged in the card slot 505. At the same time, the other side of the gasket 501 abuts against the outer wall of the bushing 403. Since the magnetic ring 504 is engaged inside the gasket 501, the gasket 501 is adsorbed on the metal bushing 403, which is convenient for installation. At the same time, the other end of the second bolt 506 is connected by a nut in a threaded manner. When adjusting the installation angle of the lower control arm 204, rotate the rotating ring 502 on the gasket 501 to the initial position, and then adjust the installation angle of the lower control arm 204 according to the scale bar 503 on the rotating ring 502. Finally, lock the nut. At this time, the installation of the lower control arm 204 at the specified angle is completed, with strong flexibility. At the same time, the upper control arm 203 can repeat the same operation, and the operation is simple;

[0046] When installing the shock absorber 7 and the protective cover of the third spring 811, only need to snap the two first protective shells 802 together with the second protective shell 803 into the groove on the upper support 801, and then use screws to fix the two first protective shells 802. Thus, it effectively protects the third spring 811, avoiding the stones brought up by the wheels during the driving of the vehicle from hitting the third spring 811, and the protection effect is good. And due to the elastic action of the second spring 806, it drives the second protective shell 803 to move downward. At the same time, the rubber ring 808 at the bottom abuts against the outer wall of the shock absorber 7. And since both the first protective shell 802 and the second protective shell 803 are made of rubber material, it has the effect of dust and water prevention, avoiding the spring from rusting and being damaged, and extending the service life. And the heat dissipation holes 810 provided on the first protective shell 802 can dissipate the heat generated by the frequent expansion and contraction of the third spring 811, preventing local overheating from affecting the performance of the spring. And the double-layer dust cover 809 can reduce the dust from entering the inside of the first protective shell 802 through the heat dissipation holes 810. When the vehicle drives on a potholed road surface, the outer wall of the shock absorber 7 drives the second protective shell 803 to move towards the upper support 801. At this time, the upper connecting block 804 at the top of the second protective shell 803 drives the guide rod 805 to move upward. Relative sliding occurs between the guide rod 805 and the lower connecting block 807, and at the same time, the second spring 806 is stretched. The setting of the guide rod 805 can effectively prevent the second protective shell 803 from being misaligned or offset, with strong stability. At this time, the second protective shell 803 slides into the inside of the first protective shell 802, avoiding affecting the performance of the third spring 811, and has strong practicability.

[0047] For those skilled in the art, it is obvious that the present invention is not limited to the details of the above-described exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, in any aspect, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced within the present invention. Any reference signs in the claims should not be construed as limiting the claims involved.

[0048] In addition, it should be understood that although this specification is described in terms of embodiments, not every embodiment only contains an independent technical solution. This narrative manner of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A large-carrying independent suspension structure, characterized in that: The vehicle comprises a frame (1), a cantilever structure (2) arranged on both sides of the frame (1), a connecting structure (3) connected to the cantilever structure (2), a bushing structure (4) mounted on the connecting structure (3), an indicating structure (5) matched with the bushing structure (4), a mounting structure (6) connected to the cantilever structure (2), a shock absorber (7) mounted on the cantilever structure (2), and a protective structure (8) connected to the shock absorber (7); The cantilever structure (2) comprises a steering knuckle (201) and a ball head (202) fixedly connected to the upper and lower ends of the steering knuckle (201); a steering knuckle (201) is provided on both sides of the vehicle frame (1); an upper swing arm (203) and a lower swing arm (204) are fixedly connected to the upper and lower ball heads (202), respectively; and a connecting structure (3) is provided on both the upper swing arm (203) and the lower swing arm (204); The connection structure (3) comprises a docking sleeve (301) and a mounting sleeve (302) fixedly connected to the end of the docking sleeve (301); the ends of the upper swing arm (203) and the lower swing arm (204) are each provided with two docking sleeves (301); the ends of the upper swing arm (203) and the lower swing arm (204) are each fixedly connected to two threaded columns (303); the docking sleeves (301) and the threaded columns (303) are threadedly connected; the interior of the mounting sleeve (302) is slidably connected to an extrusion sleeve (304); the extrusion sleeve (304) and the interior of the docking sleeve (301) are connected to each other. The walls are slidably connected, a driving rod (306) is fixedly connected to a side of the extrusion sleeve (304) close to the docking sleeve (301), the driving rod (306) and the inner wall of the docking sleeve (301) are slidably connected, the end of the driving rod (306) and the threaded column (303) are in contact with each other, a first spring (307) is fixedly connected between the end of the driving rod (306) and the inner wall of the docking sleeve (301), a bushing structure (4) is provided inside the mounting sleeve (302), and the extrusion sleeve (304) and the bushing structure (4) cooperate with each other.

2. A large-carrying independent suspension structure according to claim 1, characterized in that: A first bolt (308) is fixedly connected between the threaded column (303) and the docking sleeve (301), and a rubber pad (305) is fixedly connected to a surface of the extrusion sleeve (304) close to the center of the installation sleeve (302).

3. A large-carrying independent suspension structure according to claim 1, characterized in that: The two lower swing arms (204) are each fixedly connected to a mounting seat (205), the top end of the mounting seat (205) is rotatably connected to a rotating shaft (206), the rotating shaft (206) is rotatably connected to a connecting rod (207), the top end of the connecting rod (207) is rotatably connected to another rotating shaft (206), both sides of the frame (1) are fixedly connected to a connecting seat (209), a stabilizing rod (208) is rotatably connected between the two connecting seats (209), and the two ends of the stabilizing rod (208) are rotatably connected to the two rotating shafts (206) above.

4. A large-carrying independent suspension structure according to claim 1, characterized in that: The two steering knuckles (201) are symmetrically arranged, the upper swing arm (203) and the lower swing arm (204) are both in an "A"-shaped structure, and shock absorbers (7) are installed on the two lower swing arms (204).

5. The large-carrying independent suspension structure according to claim 1, characterized in that: The bushing structure (4) comprises an outer shell (401) and an elastic body (402) fixedly connected to the inner side of the outer shell (401); the inner side of the mounting sleeve (302) is engaged with the outer shell (401); and the inner side of the elastic body (402) is engaged with the shaft sleeve (403).

6. A large-carrying independent suspension structure according to claim 2, characterized in that: The rubber pad (305) contacts the outer shell (401), and the side surface of the outer shell (401) is matched with an indication structure (5).

7. A large-carrying independent suspension structure according to claim 5, characterized in that: The indicating structure (5) comprises a gasket (501) and a rotating ring (502) rotatably connected to the gasket (501); a gasket (501) is provided on the side of the housing (401); a second bolt (506) is engaged between two adjacent shaft sleeves (403); a slot (505) is provided on one side of the gasket (501); an end of the second bolt (506) and the slot (505) are engaged with each other; the other side of the gasket (501) and the shaft sleeve (403) are in contact with each other; a plurality of scale bars (503) are fixedly connected to a side of the rotating ring (502) close to the slot (505); a magnetic ring (504) is engaged inside the gasket (501); and the magnetic ring (504) and the shaft sleeve (403) are in contact with each other.

8. A large-carrying independent suspension structure according to claim 4, characterized in that: The mounting structure (6) comprises a wheel hub (601) and a brake disc (602) fixedly connected to the outer wall of the wheel hub (601); the wheel hub (601) is mounted on the steering knuckle (201); a brake caliper (603) is fixedly connected to the steering knuckle (201); and a tire (604) is fixedly connected to the wheel hub (601).

9. A large-carrying independent suspension structure according to claim 4, characterized in that: The protective structure (8) comprises an upper support (801) and two first protective shells (802) engaged with the upper support (801); the top end of the shock absorber (7) is fixedly connected to the upper support (801); the inner side of the first protective shell (802) is slidably connected to the second protective shell (803); the top end of the second protective shell (803) is fixedly connected to an upper connecting block (804); the upper connecting block (804) is slidably connected to the inner wall of the first protective shell (802); the bottom end of the first protective shell (802) is fixedly connected to a lower connecting block (807); the upper connecting block (804) is A guide rod (805) is fixedly connected to the bottom surface, the guide rod (805) is slidably connected to the lower connecting block (807), a second spring (806) is fixedly connected between the upper connecting block (804) and the lower connecting block (807), the two first protective shells (802) are fixedly connected, the two second protective shells (803) are in contact with each other, the bottom surfaces of the two second protective shells (803) are fixedly connected to rubber rings (808), the rubber rings (808) are in contact with the outer wall of the shock absorber (7), and a third spring (811) is installed on the shock absorber (7).

10. A large-carrying independent suspension structure according to claim 9, characterized in that: The first protective shell (802) is provided with a plurality of heat dissipation holes (810), and a dust cover (809) is fixedly connected to a position of the first protective shell (802) close to the heat dissipation holes (810).

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