An over-the-cab suspension system

Abstract

The application discloses an upper-mounted cab suspension system, which comprises a suspension support, a suspension system and a hanging support; the suspension support is vertically arranged on a vehicle frame and fixedly connected with the vehicle frame, and comprises a first portal support which is horizontally arranged on the vehicle frame and a second portal support which is fixedly connected with the middle part of the first portal support; the projection of the first portal support and the second portal support on a horizontal plane is in a T shape; the suspension system comprises a bearing plate and a spring damping element; wherein the lower side of the first portal support is provided with a pair of bearing plates, and the pair of bearing plates are separately arranged on the two sides of the second portal support; the lower side of the second portal support is provided with a bearing plate; the bearing plate is in a U shape, and a through hole is formed between the bearing plate and the suspension support; the lower end of the spring damping element is arranged on the bearing plate; the hanging support is fixedly connected with the top of the cab and is configured to pass through the through hole and support the upper end of the spring damping element, so that the cab is hung below the suspension support. The upper-mounted cab suspension system of the application moves the suspension system upward, makes the cab hung on the suspension system, and makes the gravity center of the cab below the suspension system, so that the stability is improved in structure.

Description

Technical Field

[0001] This invention relates to the field of automotive shock absorption technology, specifically to an overhead cab suspension system. Background Technology

[0002] During truck operation, cab vibration significantly impacts the driving experience, making the cab suspension system a crucial component of vehicle design. Currently, the most common suspension systems used in the industry are for fully floating or semi-floating cabs, whose core structure places the cab on top of the suspension system connected to the chassis. In this structure, vibration excitation is transmitted from bottom to top, following the path of chassis → suspension system → cab. The cab can be viewed as "sitting" on the suspension system, resulting in the cab's center of gravity being located above the suspension system.

[0003] This traditional suspension system structure has certain limitations. Due to the high center of gravity of the cab, its stability is poor when the vehicle is traveling on bumpy roads. When the chassis vibrates due to road bumps, the high center of gravity makes the cab more prone to swaying and tilting, which not only reduces the comfort of the driver and passengers but may also affect the normal operation of the equipment inside the cab in the long run, increasing the risk of equipment damage. Moreover, the high center of gravity may also place greater stress on the components of the suspension system, accelerating component wear, shortening the service life of the suspension system, and thus increasing vehicle maintenance costs. Summary of the Invention

[0004] This invention addresses the shortcomings of traditional suspension systems by proposing a novel overhead cab suspension system. By moving the suspension system upwards, the cab is "hung" on the suspension system, placing the cab's center of gravity below the suspension system, thus structurally improving stability.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0006] This invention provides an overhead cab suspension system, including a suspension bracket, a suspension system, and a mounting bracket;

[0007] The suspension bracket is erected on the vehicle frame and fixedly connected to the vehicle frame; the suspension bracket includes at least a first gantry bracket spanning the vehicle frame and a second gantry bracket fixed to the middle of the first gantry bracket, the projections of the first gantry bracket and the second gantry bracket on the horizontal plane are "T" shaped.

[0008] The suspension system includes a support plate and a spring damping element; wherein, a pair of support plates are installed on the lower side of the first gantry bracket, and the pair of support plates are respectively disposed on both sides of the second gantry bracket; a support plate is installed on the lower side of the second gantry bracket; the support plate is U-shaped, and it forms a through opening with the suspension bracket; the lower end of the spring damping element is installed on the support plate;

[0009] The mounting bracket is fixed to the top of the cab, configured to pass through the through-hole, and connected to the upper end of the spring damping element so that the cab is suspended below the mounting bracket.

[0010] In some preferred embodiments of the present invention, the suspension bracket is rigidly connected to the vehicle frame.

[0011] In some preferred embodiments of the present invention, the spring damping element is at least one of a helical spring, a leaf spring, and an air spring.

[0012] In some preferred embodiments of the present invention, the mounting bracket and the cab are rigidly connected.

[0013] In some preferred embodiments of the present invention, the overhead cab suspension system further includes a stabilization system, which includes a first elastic damper and a second elastic damper; wherein the first elastic damper is respectively installed on the two legs of the first gantry bracket and connected to the left and right sides of the cab; the second elastic damper is installed on the legs of the second gantry bracket and connected to the rear side of the cab.

[0014] In some preferred embodiments of the present invention, the first elastic damper and the second elastic damper are at least one of a helical spring, a leaf spring, and an air spring.

[0015] In some preferred embodiments of the present invention, the installation positions of the first pair of elastic dampers are flush, and the installation position of the second elastic damper is 80-120 mm lower than the installation position of the first elastic damper.

[0016] In some preferred embodiments of the present invention, the installation height difference between a pair of first elastic dampers is controlled within ±5mm.

[0017] In some preferred embodiments of the present invention, the first elastic damper has a linear damping coefficient, and the second elastic damper is a nonlinear damper.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0019] 1. In traditional suspension systems, the cab's center of gravity is located above the suspension system, resulting in poor vehicle stability. This invention moves the suspension system upwards, placing the cab "suspended" below it, thus lowering the center of gravity. Secondly, the cab is suspended from the suspension brackets, forming an "inverted pendulum" structure. When the cab experiences lateral disturbances, the restoring torque generated by the shift in its center of gravity dynamically balances the constraint force provided by the suspension system, thereby reducing cab vibration and improving stability. Thirdly, the vibration of the chassis is first transmitted to the suspension brackets, and then transmitted to different locations in the cab through the spring damping elements of the suspension system and the damping elements of the stabilization system. This segmented structure allows for filtering within different frequency ranges, thus enabling a breakthrough in constructing a vibration energy diversion topology using rigidly connected suspension brackets. Finally, the suspension system and the stabilization system form a stiffness-complementary structure. The main spring of the upper suspension system provides vertical stiffness, while the obliquely mounted dampers of the lower stabilization system create a lateral stiffness gradient. This asymmetric stiffness distribution produces differentiated responses in the XYZ axes, and the optimal vibration damping envelope can be achieved by setting a preset stiffness ratio. Through these combined effects, cab vibration can be significantly reduced. When the vehicle is traveling on bumpy roads or turning, the cab is less likely to sway or tilt, greatly improving the stability of the cab during vehicle operation, reducing the risk of driving errors caused by swaying, and enhancing driving safety.

[0020] 2. When a vehicle is in motion, vibrations caused by road bumps are transmitted to the cab through the suspension system. The suspension system of this invention includes spring damping elements, such as coil springs, leaf springs, and air springs, which can effectively buffer and absorb vibration energy. The stabilization system connects the left, right, and rear sides of the cab to the suspension brackets through spring damping elements, further suppressing cab sway. Through the combined effect of these multiple aspects, the vibrations transmitted to the cab are significantly reduced, creating a smoother and more comfortable environment for the driver and passengers, and alleviating fatigue during long-distance driving.

[0021] 3. In traditional suspension systems, a high cab center of gravity causes greater stress on the suspension system components. This invention lowers the cab center of gravity, reducing stress on the components. Simultaneously, the stability system effectively reduces cab sway and minimizes friction and collisions between components. These two factors work together to reduce wear and tear on components, extend the service life of the suspension system and related parts, and decrease vehicle maintenance frequency and repair costs.

[0022] 4. The overhead cab suspension system of this invention not only prevents cab swaying but also allows for functional expansion according to actual needs. For example, sensors can be integrated into the elastic damper of the stabilization system to monitor parameters such as cab vibration and displacement in real time. This data can be fed back to the vehicle control system, providing information support for the vehicle's active safety system, optimizing overall vehicle performance, and enabling the suspension system to evolve from a simple vibration damping device towards intelligence and multi-functionality. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of the overhead cab suspension system in one embodiment of the present invention;

[0024] Figure 2 for Figure 1 A partial structural diagram of the overhead cab suspension system in the image;

[0025] Figure 3 This is a diagram showing the connection structure between the vehicle frame and the suspension bracket.

[0026] Figure 4 This is a schematic diagram showing the installation of spring damping elements in the suspension system and damping devices in the stabilization system.

[0027] Figure 5 This is a schematic diagram of the mounting bracket installation;

[0028] Figure 6 This is a schematic diagram of the cab installation.

[0029] The following are the labels in the diagram: 100, chassis; 200, suspension bracket; 210, first gantry bracket; 220, second gantry bracket; 310, load-bearing plate; 320, spring damping element; 400, elastic damper; 410, first elastic damper; 420, second elastic damper; 500, mounting bracket; 600, cab. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0031] In the accompanying drawings, components with the same structure are indicated by the same numerical designation, and components with similar structures or functions are indicated by similar numerical designations. The directional terms used in this invention, such as upper, lower, front, rear, left, right, inner, outer, upper surface, lower surface, side, top surface, bottom, front end, rear end, and end, are merely directions in the accompanying drawings and are used only to explain and illustrate this invention, not to limit the scope of protection of this invention.

[0032] In the accompanying drawings, components with identical structures are indicated by the same numerical designation. When some components are described as being "on" another component, the component may be directly placed on the other component; alternatively, an intermediate component may exist, on which the component is placed, and the intermediate component is placed on the other component. When a component is described as being "mounted to" or "connected to" another component, both can be understood as being directly "mounted" or "connected," or as one component being indirectly "mounted to" or "connected to" another component via an intermediate component.

[0033] As described in the background section, currently, the most common suspension systems in the industry are used in fully floating or semi-floating cabs. Their core structure involves placing the cab on top of the suspension system connected to the vehicle frame. In this structure, vibration excitation is transmitted from bottom to top, following the path of vehicle frame → suspension system → cab. The cab can be viewed as "sitting" on the suspension system, resulting in the cab's center of gravity being above the suspension system. This traditional suspension system structure has certain limitations. Due to the high center of gravity, the cab's stability is poor when the vehicle is traveling on bumpy roads. When the vehicle frame vibrates due to road bumps, the high center of gravity makes the cab more prone to swaying and tilting, reducing passenger comfort and, in the long run, potentially affecting the normal operation of the equipment inside the cab and increasing the risk of equipment damage. Furthermore, the high center of gravity may also exert greater stress on the suspension system components, accelerating component wear, shortening the suspension system's lifespan, and thus increasing vehicle maintenance costs.

[0034] To address the aforementioned technical problems, this invention provides an innovative overhead cab suspension system. By moving the suspension system upwards and "hanging" the cab on it, the cab's center of gravity is located below the suspension system. Compared to traditional suspension system structures, its stability is improved.

[0035] Please see Figure 1 The present invention provides an overhead cab suspension system, including a suspension bracket 200, a suspension system and a mounting bracket 500.

[0036] The suspension bracket 200 is erected on the vehicle frame 100 and fixedly connected to the vehicle frame 100. Specifically, the suspension bracket 200 includes at least a first gantry bracket 210 spanning the vehicle frame 100 and a second gantry bracket 220 fixedly connected to the middle of the first gantry bracket 210, wherein the projections of the first gantry bracket 210 and the second gantry bracket 220 on the horizontal plane form a "T" shape. The first gantry bracket 210 and the second gantry bracket 220 need to have a relatively high height to provide space for suspending the cab 600. Preferably, the second gantry bracket 220 is integrally formed with the first gantry bracket 210 or welded to the first gantry bracket 210.

[0037] The suspension system includes a load-bearing plate 310 and a spring-damping element 320. See also... Figure 1 The support plate 310 is U-shaped, with its open end fixedly installed on the lower side of the suspension bracket 200, thereby forming a through opening between the support plate 310 and the suspension bracket 200 to allow the mounting bracket 500 to pass through. In this invention, there are at least three support plates 310: a pair of support plates 310 are installed on the lower side of the first gantry bracket 210, and the pair of support plates 310 are respectively located on both sides of the second gantry bracket 220; a support plate 310 is installed on the lower side of the second gantry bracket 220. The lower end of the spring damping element 320 is fixedly installed on the support plate 310, which includes, but is not limited to, coil springs, leaf springs, air springs, and other elastic elements commonly used in automobiles.

[0038] In this invention, the projections of the first gantry support 210 and the second gantry support 220 on the horizontal plane form a "T" shape, and correspondingly, three support plates 310 are installed on the lower surfaces of the first gantry support 210 and the second gantry support 220. These three support plates 310 are distributed in a triangle, thus forming a triangular stable structure. When the cab 600 is suspended on the suspension bracket 200, this triangular stable structure helps to reduce the swaying of the cab 600 and improve the stability of the cab 600.

[0039] The mounting bracket 500 is fixed to the top of the cab 600 and includes multiple mounting bars connected end to end. These mounting bars are configured to pass through a through-hole between the support plate 310 and the suspension bracket 200, and are supported and connected to the upper end of the spring damping element 320, so that the cab 600 is suspended below the suspension bracket 200.

[0040] The chassis 100 is the primary source of vibration. When the vehicle enters a bumpy road, vibration excitation is transmitted to the chassis 100 through the vehicle chassis system. In this invention, the bottom of the suspension bracket 200 is preferably rigidly connected to the chassis 100. The purpose is to transmit the vibration to different locations in the cab 600 via the spring damping element 320 of the suspension system and the elastic damper 400 of the stabilization system. This segmented structure allows for filtering within different frequency ranges; for example, the suspension system handles high frequencies, and the stabilization system handles low frequencies. Therefore, a breakthrough can be achieved by constructing a vibration energy diversion topology through the rigidly connected suspension bracket 200, ensuring that the excitation from the chassis 100 is filtered twice by the suspension system and the stabilization system before being transmitted to the cab 600, thereby reducing the vibration transmitted to the cab 600.

[0041] In this invention, the mounting bracket 500 is supported and connected to the upper end of the spring damping element 320, rather than suspended from the lower end of the spring damping element 320. The advantage of this is that if a suspension method were used, the spring's tension performance would be utilized as a buffer. Since automotive springs need to continuously bear the weight of the vehicle body and dynamic loads (such as inertial forces during acceleration and braking), if a tension spring were used to support the vehicle weight, it would require a reverse tension force to offset the load, resulting in a complex structural design and poor stability. Furthermore, if a tension spring were used for support, additional fixing points and anti-torsion structures would be required, increasing manufacturing costs and the risk of failure. In contrast, a compression spring can disperse pressure through vertical compression deformation, preventing the vehicle body from sinking excessively due to gravity. Moreover, the support direction of the compression spring is consistent with the vehicle load direction, maintaining stability without the need for complex guiding mechanisms. Therefore, in this invention, the mounting bracket 500 is fixed to the upper end of the spring damping element 320 using a support connection method.

[0042] Because the center of gravity of the cab 600 is located below the suspension system, it may experience forward, backward, left, and right swaying. In some embodiments of the present invention, the overhead cab suspension system further includes a stabilization system. Specifically, the stabilization system includes multiple elastic dampers 400, which are further divided into a first elastic damper 410 and a second elastic damper 420. Please refer to [link to relevant documentation]. Figure 2 The first elastic damper 410 is installed on the two legs of the first gantry support 210 and connected to the left and right sides of the cab 600; the second elastic damper 420 is installed on the legs of the second gantry support 220 and connected to the rear side of the cab 600.

[0043] In this invention, the first elastic damper 410 and the second elastic damper 420 are both including but not limited to elastic elements such as coil springs, leaf springs, and air springs, which can alleviate the problem of the cab 600 swaying back and forth and left and right, and further improve the stability of the cab 600.

[0044] In this invention, the height difference between the first elastic dampers 410 on the left and right sides of the cab 600 should preferably be controlled within ±5mm to ensure symmetrical lateral lever arms. The second elastic damper 420 on the rear side of the cab 600 is arranged in a stepped height configuration, and its installation position is preferably 80-120mm lower than that of the first elastic damper 410. For example, it can be 80, 90, 100, 110, or 120mm. The lower installation height of the second elastic damper 420 compared to the first elastic damper 410 creates a spatial torque structure, which helps prevent excessive swaying or rotation of the cab and maintains its stable posture.

[0045] In some preferred embodiments, the first elastic damper 410 employs a linear damping coefficient, while the second elastic damper 420 employs a nonlinear damper. This allows the phase difference between the cab 600 and the rear subsystems to be maintained within the range of 30° to 45°, preventing the superposition of multi-directional vibrations and thus helping to reduce the vibration of the cab 600.

[0046] The implementation process of the overhead cab suspension system provided by this invention is as follows:

[0047] S1. Connect the suspension bracket 200 to the frame 100. Figure 3 );

[0048] S2. Install the spring damping element 320 and the elastic damper 400 onto the suspension bracket 200 respectively. Figure 4 );

[0049] S3. Connect and install the mounting bracket 500 to the spring damping element 320 on the suspension bracket 200. Figure 5 );

[0050] S4. Connect the cab 600 to the mounting bracket 500, and simultaneously connect the elastic damper 400 on the suspension bracket 200 to the cab 600. Figure 6 ), meaning the installation is complete.

[0051] Furthermore, after installation, sufficient clearance space needs to be reserved on the upper, lower, and left and right sides of the cab 600.

[0052] In summary, compared to the traditional structure that places the cab above the suspension system, the cab suspension system of the present invention places the cab below the suspension system, which has significant technical advantages, mainly in the following aspects:

[0053] 1. Lowered center of gravity: By mounting the cab under the suspension system via a mounting bracket, the center of gravity of the cab is lowered, thus improving the stability of the cab;

[0054] 2. Inverted pendulum effect and torque balance: By suspending the cab below the suspension system, an "inverted pendulum" structural system is formed. When the cab is subjected to lateral disturbances, the restoring torque generated by the displacement of its center of mass is dynamically balanced with the constraint force provided by the suspension system, thereby reducing cab vibration and improving stability;

[0055] 3. Vibration Path Decoupling Optimization: The vibration of the chassis is first transmitted to the suspension brackets, and then transmitted to different positions in the cab through the spring damping elements of the suspension system and the damping elements of the stabilization system. This segmented structure may allow filtering in different frequency ranges; for example, the suspension system handles high frequencies, and the stabilization system handles low frequencies. Therefore, a breakthrough can be achieved by constructing a vibration energy splitting topology through rigidly connected suspension brackets. After the chassis vibration is transmitted through the brackets, high-frequency energy is blocked by the air springs of the suspension system, while mid- and low-frequency vibrations are dissipated by the multi-stage hydraulic damping of the stabilization system. Combined with the inertial delay effect of the pendulum structure, a composite attenuation mechanism of "frequency splitting - phase cancellation - energy conversion" is formed.

[0056] 4. Stiffness Gradient Distribution Control: The suspension system and the stabilization system form a complementary stiffness structure. The main spring of the upper suspension system provides vertical stiffness, while the inclined damper of the lower stabilization system forms a lateral stiffness gradient. This asymmetric stiffness distribution enables the system to produce differentiated responses in the XYZ axes. The optimal vibration damping envelope can be achieved by using a preset stiffness ratio.

[0057] The above-described embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention. The scope of protection of the present invention is defined by the claims.

Claims

1. A top-mounted cab suspension system, characterized in that, This includes suspension brackets, suspension systems, and mounting brackets; The suspension bracket is erected on the vehicle frame and fixedly connected to the vehicle frame; the suspension bracket includes at least a first gantry bracket spanning the vehicle frame and a second gantry bracket fixed to the middle of the first gantry bracket, the projections of the first gantry bracket and the second gantry bracket on the horizontal plane are "T" shaped; The suspension system includes a support plate and a spring damping element; wherein, a pair of support plates are installed on the lower side of the first gantry bracket, and the pair of support plates are respectively disposed on both sides of the second gantry bracket; a support plate is installed on the lower side of the second gantry bracket; the support plate is U-shaped, and it forms a through opening with the suspension bracket; the lower end of the spring damping element is installed on the support plate; The mounting bracket is fixed to the top of the cab, configured to pass through the through-hole, and connected to the upper end of the spring damping element so that the cab is suspended below the mounting bracket.

2. The overhead cab suspension system according to claim 1, characterized in that, The suspension bracket is rigidly connected to the vehicle frame.

3. The overhead cab suspension system according to claim 1, characterized in that, The spring damping element is at least one of a helical spring, a leaf spring, and an air spring.

4. The overhead cab suspension system according to claim 1, characterized in that, The mounting bracket is rigidly connected to the cab.

5. The overhead cab suspension system according to claim 1, characterized in that, The mounting bracket includes multiple mounting rods connected end to end. The multiple mounting rods pass through the through-hole and are supported and connected to the upper end of the spring damping element.

6. The overhead cab suspension system according to claim 1, characterized in that, The overhead cab suspension system also includes a stabilization system; the stabilization system includes a first elastic damper and a second elastic damper; wherein, the first elastic damper is respectively installed on the two legs of the first gantry support and connected to the left and right sides of the cab; the second elastic damper is installed on the legs of the second gantry support and connected to the rear side of the cab.

7. The overhead cab suspension system according to claim 6, characterized in that, Both the first elastic damper and the second elastic damper are at least one of a helical spring, a leaf spring, and an air spring.

8. The overhead cab suspension system according to claim 6, characterized in that, The first elastic damper is installed at the same position as the first elastic damper, and the second elastic damper is installed at a position 80-120mm lower than the first elastic damper.

9. The overhead cab suspension system according to claim 8, characterized in that, The installation height difference between a pair of first elastic dampers is controlled within ±5mm.

10. A top-mounted cab suspension system according to claim 6, characterized in that, The first elastic damper has a linear damping coefficient, and the second elastic damper is a nonlinear damper.

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