Vehicle balanced suspension device based on heavy truck

Abstract

The invention discloses a vehicle balanced suspension device based on a heavy truck, which relates to the technical field of vehicle suspensions and comprises suspension brackets positioned at the bottom of a vehicle body, a suspension beam arranged between the suspension brackets and elastic elements mounted on the outer sides of the suspension brackets. The sides, close to the bottom wall of the frame, of the tops of the suspension supports are installation areas, the suspension supports and the frame are connected in the installation areas, the installation areas and the suspension supports are of an integrated framework, the suspension supports are arranged on the two sides, the suspension beam is located between the suspension supports and connected with the suspension supports, and under the connection effect of the suspension beam, the suspension beam is connected with the suspension supports. And the suspension brackets on the two sides form an integral frame body. By combining the advantages of the overall frame body scheme and the independent suspension unit scheme, the balanced suspension correspondingly generates the effects of the overall frame body scheme and the independent suspension unit scheme according to different driving states in the vehicle driving process.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle suspensions, and particularly to a vehicle balance suspension device based on heavy trucks. Background Art

[0002] In a heavy truck balance suspension system, both ends of a leaf spring are generally fixed to a vehicle frame, while a wheel (or axle) is mostly hung in the middle area of the leaf spring. This design method can enable the leaf spring to exert its advantage of uniform bending along the entire length, ensure the balanced distribution of elastic force, thereby better absorbing road surface impacts and maintaining vehicle body stability. By using the middle part of the spring to bear the main load, the suspension can achieve the expected bending curve and recovery characteristics, which is beneficial to extending the system life and realizing balance adjustment.

[0003] Publication No. CN111907285A discloses a balance suspension device, a vehicle frame mechanism, and an engineering vehicle. Among them, the balance suspension device can be installed on the vehicle frame. The balance suspension device includes: a balance suspension bracket, on which an installation position is provided, and the installation position can be connected to the vehicle frame; a balance shaft, integrally arranged on the balance suspension bracket and having an integral structure with the balance suspension bracket; a first mounting support, integrally arranged on the balance suspension bracket and having an integral structure with the balance suspension bracket; a first thrust rod assembly, arranged on the first mounting support, located below the vehicle frame, and capable of avoiding the upper space of the vehicle frame. The balance suspension device proposed in this case can effectively avoid the upper and middle spaces of the balance suspension device, as well as effectively avoid the spaces on both sides of the vehicle frame backrest beam, ensuring that there is sufficient layout space for other components above the balance suspension bracket, and at the same time meeting the space requirements of diverse vehicle frame settings.

[0004] Generally speaking, there are two design schemes for vehicle suspensions:

[0005] One is the overall frame scheme. In this scheme, the leaf spring suspension units on the left and right sides are not independently dispersed, but are jointly installed on an overall suspension frame that spans the left and right of the vehicle. This frame is usually directly connected to the vehicle frame or a specially reinforced suspension chassis.

[0006] One is the independent suspension unit scheme. In this scheme, the suspension units on the left and right sides are independent of each other, directly connected to the vehicle body through dedicated installation points, and there is no forced overall connection between them in terms of structure. They rely on auxiliary structures such as the chassis, cross beam, or anti-roll bar to participate in the overall vehicle stability together.

[0007] In most heavy vehicle designs, the overall frame scheme is usually adopted to ensure overall rigidity and stability, and the load can be evenly distributed. The independent suspension unit scheme can be independently adjusted and follow road surface changes, and has a better vibration isolation effect. When there are small changes, the overall frame requires common movement, resulting in lower comfort compared to the independent suspension unit method. Summary of the Invention

[0008] One of the objectives of the present invention is to provide a vehicle balance suspension device based on a heavy-duty truck, which changes the state of the elastic elements on both sides of the balance suspension after absorbing road shocks and vibrations, so that both sides have a certain stiffness.

[0009] To achieve the above objectives, the present invention is realized through the following technical solutions: A vehicle balance suspension device based on a heavy-duty truck includes: a suspension bracket located at the bottom of the vehicle body, a suspension beam arranged between the suspension brackets, and elastic elements installed outside the suspension brackets.

[0010] In the above technical solution, one side of the top of the suspension bracket close to the bottom wall of the vehicle frame is an installation area, where the suspension bracket is connected to the vehicle frame. The installation area and the suspension bracket are of an integral structure. The suspension bracket is provided on both sides, and the suspension beam is located between the suspension brackets and connected to the suspension brackets. Under the connection of the suspension beam, the suspension brackets on both sides form an integral frame body.

[0011] In addition, the connection area between the suspension bracket and the suspension beam is symmetrically L-shaped, enabling the suspension bracket and the suspension beam to be connected in both the horizontal and vertical directions.

[0012] In the above technical solution, a shock-absorbing sheet is added at the connection between the suspension bracket and the vehicle frame. The shock-absorbing sheet covers the installation area to buffer the direct impact between the vehicle frame and the suspension bracket and reduce vibration transmission. Both the side of the shock-absorbing sheet that fits the vehicle frame and the side that fits the suspension bracket are configured with counterbores for placing gaskets. When connecting the vehicle frame and the suspension bracket with bolts, the gaskets are placed in the counterbores.

[0013] In the above technical solution, a bottom mounting seat is provided on the top of the suspension bracket. The bottom mounting seat and the suspension bracket are of an integral structure. In the embodiment of the present application, the bottom mounting seat is connected to the suspension bracket by welding to form a solid overall structure. When adapting to different vehicle frames, the bottom mounting seat can be customized and adjusted according to the vehicle frame size.

[0014] In the above technical solution, the elastic elements at least include leaf springs, U-bolts, and leaf spring seats. The U-bolts are used to limit the middle part of the leaf springs to the leaf spring seats. The leaf spring seats are directly or indirectly driven by the axle, and the leaf springs are of a multi-piece stacked structure.

[0015] In addition, nuts are configured at the ends of the U-bolts. The nuts are tightly fitted with the threaded parts of the U-bolts, and the pre-tightening force of the leaf springs is adjusted by rotating the nuts.

[0016] In the above technical solution, buffer springs are arranged between the elastic elements and the suspension brackets. The buffer springs are arranged at the upper and lower ends where the elastic elements extend to the inside of the suspension brackets, that is, the elastic elements are double-supported by the upper buffer spring and the lower buffer spring.

[0017] In addition, the elastic element further includes a positioning seat installed between the buffer springs. The positioning seat passes through the middle of the buffer spring and inserts into the inside of the suspension bracket, ensuring that the buffer spring can still maintain a stable position when compressed, avoiding excessive deflection of the elastic element, and using the suspension bracket to form a limiting effect on the positioning seat.

[0018] In the above technical solution, bushings are arranged on the outer sides of both ends of the positioning seat inserted into the inside of the suspension bracket, and the bushings are embedded in the inner side of the suspension bracket.

[0019] In the above technical solution, a guide rod is arranged between the positioning seat and the leaf spring seat. Both ends of the guide rod are configured as spherical shapes and extend into the inside of the positioning seat and the leaf spring seat respectively, enabling the positioning seat and the leaf spring seat to have a certain ability to move in multiple directions. The spherical ends of the guide rod are matched with the grooves in the seat to reduce friction and improve flexibility.

[0020] In addition, an elastic member is arranged between the leaf spring seat and the suspension to restrict the state of the leaf spring seat after movement, that is, to restrict the movement range of the leaf spring seat.

[0021] In the above technical solution, a cushion block is arranged at the bent part of the U-bolt. The cushion block contacts the surface of the leaf spring, and the material is selected as a highly wear-resistant material. An arc groove that cooperates with the U-bolt is arranged on the outer side of the cushion block.

[0022] In addition, a buckle plate is also arranged on one side of the nut. The buckle plate is connected to the leaf spring seat or the axle. By tightly fixing the buckle plate and the nut, the stability of the leaf spring is increased, and further, the leaf spring is prevented from generating lateral displacement.

[0023] In the above technical solution, a thrust rod assembly is arranged on the outer side of the suspension bracket or the leaf spring seat:

[0024] When the thrust rod assembly is arranged on the outer side of the suspension bracket, the thrust rod assembly is a fixed thrust rod assembly, and its function is to provide additional supporting force;

[0025] When the thrust rod assembly is arranged on the outer side of the leaf spring seat, it is a telescopic thrust rod assembly, which can automatically adjust the length according to the position change of the leaf spring seat, and the inclined setting of the thrust rod assembly restricts the lateral displacement range of the leaf spring seat.

[0026] In the above technical solution, damping blocks are arranged at both ends of the leaf spring to slow down the vibration impact and enhance the driving smoothness.

[0027] In another technical solution, the suspension bracket and the suspension beam are movably connected. The suspension beam can move vertically. A thrust rod assembly is arranged on the outer side of the suspension beam, and the thrust rod assembly arranged at this place is a telescopic thrust rod assembly.

[0028] In the above technical solution, the two ends of the suspension beam extend outward to form reinforcing arms. The reinforcing arms extend to the outside of the elastic member, and the thickness of the end of the reinforcing arm extending to the outside of the elastic member is consistent with the distance between the leaf spring seat and the suspension bracket, and a ramp structure is provided at the end.

[0029] In any of the above technical solutions, a side mounting seat is further provided on the side of the suspension bracket. The side mounting seat is inserted into the inner side of the bottom mounting seat, and the side mounting seat cooperates with the bottom mounting seat.

[0030] In any of the above technical solutions, in order to adapt to the change of its working stroke, the telescopic thrust rod assembly is controlled by a hydraulic, pneumatic or electric mechanism.

[0031] Through the above technical solutions, the present invention has the following beneficial effects:

[0032] 1. By combining the advantages of the overall frame body solution and the independent suspension unit solution, the balance suspension, during the vehicle driving process, according to different driving states, correspondingly produces the effects of the overall frame body solution and the independent suspension unit solution. When the vehicle speed is slow and the road surface potholes are small, etc., the elastic element can not generate vibration transmission to the overall frame body within a certain range. When the vehicle speed is fast and the road surface potholes are large, etc., the overall frame body is used to ensure the vehicle stability.

[0033] 2. By enabling the elastic element to move up and down under the buffering action of the buffer spring, it can more flexibly follow the undulation changes of the local road surface, localize and isolate high-frequency vibrations and small-amplitude impacts, and reduce the vibration transmission to the vehicle body.

[0034] 3. By enabling the elastic element to evenly disperse the load to the vehicle frame after a certain degree of loading, thereby ensuring the vehicle stability.

[0035] Other features and advantages of the present invention will be described in the following specification, and part of them will become obvious from the specification, or be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures specifically pointed out in the written specification and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 is a perspective view of the present invention;

[0037] Figure 2 is a schematic diagram of the present invention with the thrust rod assembly removed;

[0038] Figure 3 is an exploded view of the suspension beam of the present invention;

[0039] Figure 4 is a schematic diagram of the suspension bracket of the present invention;

[0040] Figure 5 Explosion diagram of the suspension bracket of the present invention;

[0041] Figure 6 Schematic diagram of the elastic element of the present invention;

[0042] Figure 7 Schematic diagram of the U-bolt of the present invention;

[0043] Figure 8 Schematic diagram of the structure of the leaf spring seat of the present invention;

[0044] Figure 9 Schematic diagram of the structure of the guide rod of the present invention;

[0045] Figure 10 Schematic diagram of the elastic member of the present invention;

[0046] Figure 11 Schematic diagram of the structure of the positioning seat of the present invention;

[0047] Figure 12 Schematic diagram of the structure of the positioning seat and the bushing of the present invention;

[0048] Figure 13 Disassembly diagram of the bushing of the present invention.

[0049] In the figure: 1 suspension bracket, 2 suspension beam, 3 elastic element:

[0050] 11 shock-absorbing plates, 12 counterbore, 13 bottom mounting seat, 14 side mounting seat;

[0051] 31 leaf spring, 32 U-bolt, 33 leaf spring seat, 34 nut, 35 spacer, 36 buckle plate, 37 buffer spring, 38 positioning seat, 39 bushing, 310 guide rod, 311 elastic member;

[0052] 21 thrust rod assembly, 22 damping block, 23 strengthening arm. Detailed implementation manners

[0053] The following will disclose multiple implementation manners of the present invention with the accompanying drawings. For the sake of clarity, many practical details will be described together in the following narration. However, it should be understood that these practical details are not used to limit the present invention. That is to say, in some implementation manners of the present invention, these practical details are not necessary. And if possible in implementation, the features of different embodiments can be applied interactively.

[0054] Unless otherwise defined, all terms (including technical and scientific terms) used herein have their ordinary meanings, which can be understood by those skilled in the art. Further, the definitions of the above terms in commonly used dictionaries should be interpreted as consistent with the relevant fields of the present invention in the context of this specification. Unless specifically defined otherwise, these terms will not be construed in an idealized or overly formal sense.

[0055] The following explains the relationships and terms used in this application:

[0056] Parallel: The parallel defined in this application is not limited to absolute parallelism. This definition of parallel can be understood as substantially parallel, allowing for non - absolute parallelism due to factors such as assembly tolerances, design tolerances, and the influence of structural flatness. Small - angle range errors are allowed. For example, within an assembly error range of less than 10 degrees, it can be understood as a parallel relationship.

[0057] Perpendicular: The perpendicular defined in this application is not limited to an absolute perpendicular intersection (with an included angle of 90 degrees). Non - absolute perpendicular intersection relationships due to factors such as assembly tolerances, design tolerances, and the influence of structural flatness are allowed. Small - angle range errors are allowed. For example, within an assembly error range of 80 degrees to 100 degrees, it can be understood as a perpendicular relationship.

[0058] Ground: The ground defined in this application is not limited to the ground of a certain material or region. It is only a platform for carrying this application, and stacking, tilting, and flatness changes are allowed. For example, a cement floor, a tile floor, a working platform, etc. can all be interpreted as the ground.

[0059] The above explanations do not fully cover the relationship definitions given in this application and only represent a part of this application.

[0060] The present invention provides a vehicle balance suspension device based on a heavy - duty truck, which is installed at the bottom of the vehicle frame. During vehicle operation, it absorbs road surface impacts and vibrations, stores mechanical energy as elastic potential energy, and provides a restoring force when the load decreases.

[0061] First Embodiment:

[0062] Refer to Figures 1-7 As shown, the balance suspension device proposed by the present invention in the first embodiment includes: a suspension bracket 1 located at the bottom of the vehicle body, a suspension beam 2 arranged between the suspension brackets 1, and an elastic element 3 installed outside the suspension brackets 1.

[0063] Among them, one side of the top of the suspension bracket 1 close to the bottom wall of the vehicle frame is the installation area. At the installation area, the suspension bracket 1 is connected to the vehicle frame. The installation area and the suspension bracket 1 are composed of an integrated structure. The suspension bracket 1 is arranged on both sides. The suspension beam 2 is located between the suspension brackets 1 and is connected to the suspension brackets 1. Under the connection action of the suspension beam 2, the suspension brackets 1 on both sides form an integral frame body. The connection area between the suspension bracket 1 and the suspension beam 2 is symmetrically L-shaped, enabling the suspension bracket 1 and the suspension beam 2 to be connected in two directions, namely horizontally and vertically.

[0064] Under the connection action of the suspension bracket 1 and the suspension beam 2, the independent suspension brackets 1 on both sides of the suspension beam 2 are connected into an integral frame body, thereby enhancing the stability and load-bearing capacity of the vehicle body, effectively dispersing road surface impacts, and improving driving smoothness.

[0065] Refer to Figure 5 As shown, in a further implementation of the first embodiment, a shock-absorbing sheet 11 is added at the connection between the suspension bracket 1 and the vehicle frame. The shock-absorbing sheet 11 covers the installation area to buffer the direct impact between the vehicle frame and the suspension bracket 1, reduce vibration transmission. Both the side of the shock-absorbing sheet 11 that fits the vehicle frame and the side that fits the suspension bracket 1 are provided with counterbores 12 capable of placing gaskets. When connecting the vehicle frame and the suspension bracket 1 with bolts, the gaskets are placed in the counterbores 12 to adjust the installation gap, ensure firm connection, and at the same time absorb additional vibrations, further enhancing the buffering effect and durability of the suspension system.

[0066] In addition, refer to Figures 4-5 As shown, a bottom mounting seat 13 is provided at the top of the suspension bracket 1. The bottom mounting seat 13 and the suspension bracket 1 are of an integrated structure. In the embodiment of the present application, the bottom mounting seat 13 is connected to the suspension bracket 1 by welding to form a solid overall structure. When adapting to different vehicle frames, the bottom mounting seat 13 can be customized and adjusted according to the vehicle frame size, improving the adaptability of the suspension bracket 1. When connecting to different vehicle frames, it is not necessary to adjust the overall structure of the suspension bracket 1.

[0067] Refer to Figures 6-7 As shown, in a further implementation of the first embodiment, the elastic element 3 at least includes a leaf spring 31, a U-bolt 32, and a leaf spring seat 33. The U-bolt 32 is used to restrict the middle part of the leaf spring 31 to the leaf spring seat 33. The leaf spring seat 33 is directly or indirectly driven by the axle. The leaf spring 31 is a multi-piece stacked structure.

[0068] Among them, the end of the U-bolt 32 is provided with a nut 34. The nut 34 is closely fitted with the threaded part of the U-bolt 32. By rotating the nut 34, the pre-tightening force of the leaf spring 31 is adjusted to ensure that the leaf spring 31 maintains an appropriate elastic deformation during vehicle driving, thereby effectively absorbing road surface impacts.

[0069] Utilize the elastic characteristics of the leaf spring 31 and the synergistic effect of the U-bolt 32 and the leaf spring seat 33 to further optimize the dynamic response of the suspension system and enhance the stability and comfort of the vehicle under different road conditions. The initial pre-tightening force of the leaf spring 31 is determined by adjusting the tightness of the adjusting nut 34.

[0070] As an elastic element 3 of the suspension, the leaf spring will bend and compress to a certain extent when bearing the vehicle weight and various dynamic loads (such as road unevenness, acceleration and deceleration, steering). The elastic restoring force generated is transmitted to the vehicle frame in an orderly manner to keep the whole vehicle stable. The state of the initial pre-tightening force directly corresponds to the dynamic balance of the vehicle under different driving conditions.

[0071] Second Embodiment:

[0072] Refer to Figures 1-13 As shown, the balance suspension device proposed in the second embodiment of the present invention includes: a suspension bracket 1 at the bottom of the vehicle body, a suspension beam 2 disposed between the suspension brackets 1, and an elastic element 3 installed outside the suspension brackets 1.

[0073] Among them, one side of the top of the suspension bracket 1 close to the bottom wall of the vehicle frame is the installation area. At the installation area, the suspension bracket 1 is connected to the vehicle frame. The installation area and the suspension bracket 1 are of an integrated structure. The suspension bracket 1 is provided on both sides. The suspension beam 2 is located between the suspension brackets 1 and is connected to the suspension brackets 1. Under the connection of the suspension beam 2, the suspension brackets 1 on both sides form an integral frame body. The connection area between the suspension bracket 1 and the suspension beam 2 is symmetrically L-shaped, enabling the suspension bracket 1 and the suspension beam 2 to be connected in both the horizontal and vertical directions. Since its structure and the functions it performs are the same as those in the first embodiment, the effects are not elaborated too much in this embodiment.

[0074] In addition, refer to Figures 11-13 As shown, a buffer spring 37 is provided between the elastic element 3 and the suspension bracket 1. The buffer spring 37 is disposed at the upper and lower ends where the elastic element 3 extends to the inner side of the suspension bracket 1, that is, the elastic element 3 is doubly supported by the upper buffer spring 37 and the lower buffer spring 37. Under the action of the buffer spring 37, the elastic element 3 has certain characteristics of independent suspension. Each side of the suspension can follow local road surface fluctuations more independently, thereby providing finer adjustment for small bumps and enhancing ride comfort.

[0075] Targetedly respond to scenarios such as small unevenness on the road surface, variable speed braking under light load, and slow steering, and increase the comfort provided by the balance suspension.

[0076] Refer to Figures 6-7As shown, in a further embodiment of the second embodiment: The elastic element 3 at least includes a leaf spring 31, a U-bolt 32, and a leaf spring seat 33. The U-bolt 32 is used to limit the middle part of the leaf spring 31 to the leaf spring seat 33. The leaf spring seat 33 is directly or indirectly driven by the axle. A nut 34 is arranged at the end of the U-bolt 32, and the nut 34 is tightly fitted with the threaded part of the U-bolt 32. Since its structure and the functions it performs are the same as those in the first embodiment, the effects thereof will not be elaborated in detail in this embodiment.

[0077] Among them, referring to Figures 11-13 As shown, the elastic element 3 further includes a positioning seat 38 installed between the buffer springs 37. The positioning seat 38 passes through the middle of the buffer spring 37 and is inserted into the suspension bracket 1 to ensure that the buffer spring 37 can still maintain a stable position when compressed, avoid excessive offset of the elastic element 3, and utilize the suspension bracket 1 to form a limiting effect on the positioning seat 38, effectively preventing structural deformation caused by bumps, and further enhancing the stability and durability of the suspension system.

[0078] In addition, bushings 39 are arranged on the outer sides of both ends of the positioning seat 38 inserted into the suspension bracket 1. The bushings 39 are embedded in the inner side of the suspension bracket 1 and are used to avoid wear caused by direct contact between the positioning seat 38 and the suspension bracket 1. The material of the bushings 39 is selected as a high-strength wear-resistant material to ensure reliability under long-term use.

[0079] At the same time, the bushing 39 is designed as a detachable structure for easy maintenance and replacement. Two technical solutions for disassembling and assembling the bushing 39 are given in combination with this embodiment (not shown in the figure). The first one requires disassembling the positioning seat 38. A partition is arranged on the inner side of the suspension bracket 1 and fixed to the suspension bracket 1 through a mounting member. The partition plays a role in restricting the bushing 39. When disassembling, the positioning seat 38 is removed, and then the partition is removed, and the bushing 39 can be taken out for replacement; the second solution does not require disassembling the positioning seat 38. An opening extending towards the position of the bushing 39 is directly designed on the outer side of the suspension bracket 1. A partition is arranged at the opening and the partition is connected to the suspension bracket 1 through a mounting member. The bushing 39 can be conveniently replaced by opening and closing the partition, but the integrity of the suspension bracket 1 will be reduced.

[0080] Referring to Figures 9-10 As shown, in a further embodiment of the second embodiment, a guide rod 310 is arranged between the positioning seat 38 and the leaf spring seat 33. Both ends of the guide rod 310 are configured as spherical and extend into the positioning seat 38 and the leaf spring seat 33 respectively, enabling the positioning seat 38 and the leaf spring seat 33 to have a certain ability to move in multiple directions. The spherical ends of the guide rod 310 are matched with the grooves in the seats to reduce friction and improve flexibility.

[0081] In addition, an elastic member 311 is provided between the leaf spring seat 33 and the suspension to restrict the state of the leaf spring seat 33 after movement, that is, to limit the movement range of the leaf spring seat 33 and prevent excessive displacement. When driving on bumpy roads, accelerating, braking under heavy loads, or making high-speed turns or sharp turns, the synergistic effect of the overall frame of the suspension bracket 1 and the suspension beam 2 can be utilized to effectively absorb vibrations, maintain vehicle body stability, and further improve driving safety.

[0082] Among them, the elastic member 311 is any one of an annular rubber ring, a compression spring, or a leaf spring. Its material and structure are selected according to specific application scenarios to ensure the best buffering and limiting effects under different working conditions.

[0083] Refer to Figures 6-7 As shown, in a further embodiment of the second embodiment, since the contact position between the U-bolt 32 and the leaf spring 31 will cause wear when the leaf spring 31 bends, a cushion block 35 is arranged at the bending part of the U-bolt 32. The cushion block 35 contacts the surface of the leaf spring 31, and a high-wear-resistant material is selected for the material. An arc-shaped groove that cooperates with the U-bolt 32 is arranged outside the cushion block 35 to ensure the cooperation stability between the U-bolt 32 and the cushion block 35. The cushion block 35 is designed as a replaceable structure, which is convenient for replacement after wear and prolongs the service life.

[0084] In addition, a buckle plate 36 is also arranged on one side of the nut 34. The buckle plate 36 is connected to the leaf spring seat 33 or the axle. By tightly fixing the buckle plate 36 and the nut 34, the stability of the leaf spring 31 is increased, and further lateral displacement of the leaf spring 31 is prevented.

[0085] Third Embodiment:

[0086] Refer to Figures 1-13 As shown, the balanced suspension device proposed in the third embodiment of the present invention includes: a suspension bracket 1 located at the bottom of the vehicle body, a suspension beam 2 arranged between the suspension brackets 1, and an elastic element 3 installed outside the suspension brackets 1.

[0087] Among them, one side of the top of the suspension bracket 1 close to the bottom wall of the vehicle frame is an installation area. The suspension bracket 1 is connected to the vehicle frame at the installation area. The installation area and the suspension bracket 1 are composed of an integral structure. The suspension bracket 1 is arranged on both sides. The suspension beam 2 is located between the suspension brackets 1 and is connected to the suspension brackets 1. Under the connection action of the suspension beam 2, the two suspension brackets 1 form an integral frame. The connection area between the suspension bracket 1 and the suspension beam 2 is symmetrically L-shaped, enabling the suspension bracket 1 and the suspension beam 2 to be connected in both the horizontal and vertical directions. A buffer spring 37 is arranged between the elastic element 3 and the suspension bracket 1. The buffer spring 37 is arranged at the upper and lower ends of the elastic element 3 extending to the inner side of the suspension bracket 1. Since its structure and the function it plays are the same as those in the second embodiment, the effects are not elaborated too much in this embodiment.

[0088] In addition, referring to Figure 1 as shown, a thrust rod assembly 21 is provided outside the suspension bracket 1 or the leaf spring seat 33.

[0089] Wherein, when the thrust rod assembly 21 is provided outside the suspension bracket 1, the thrust rod assembly 21 is a fixed thrust rod assembly 21, and its function is to provide additional supporting force to ensure stable and accurate transmission of load under the stressed state, maintain the overall rigidity of the suspension system, and prevent loosening and error caused by telescoping;

[0090] When the thrust rod assembly 21 is provided outside the leaf spring seat 33, it is a telescopic thrust rod assembly 21, which can automatically adjust the length according to the position change of the leaf spring seat 33, and the inclined setting of the thrust rod assembly 21 limits the lateral displacement range of the leaf spring seat 33, that is, when the leaf spring seat 33 is longitudinally inclined, the thrust rod assembly 21 restricts it to prevent the leaf spring seat 33 from shifting, and plays the comfort of an independent suspension in small-amplitude vibrations.

[0091] Referring to Figures 6-7 as shown, in a further embodiment of the third embodiment, the elastic element 3 at least includes a leaf spring 31, a U-bolt 32, a leaf spring seat 33 and a positioning seat 38. The U-bolt 32 is used to limit the middle part of the leaf spring 31 on the leaf spring seat 33. The leaf spring seat 33 is directly or indirectly driven by the axle. A nut 34 is arranged at the end of the U-bolt 32, and the nut 34 is in close fit with the threaded part of the U-bolt 32. The positioning seat 38 passes through the middle of the buffer spring 37 and is inserted into the inside of the suspension bracket 1. The elastic element 3 also includes: a bushing 39, an elastic member 311, a cushion block 35 and a lining plate. Since its structure and the function it plays are the same as those in the second embodiment, the effects thereof will not be elaborated too much in this embodiment.

[0092] In addition, damping blocks 22 are arranged at both ends of the leaf spring 31 to slow down the vibration impact and enhance the driving smoothness. The close fit of the U-bolt 32 and the nut 34 ensures the stability of the leaf spring 31, prevents displacement, and improves the reliability and durability of the overall suspension system.

[0093] Fourth Embodiment:

[0094] Referring to Figures 1-13 as shown, the balanced suspension device proposed by the present invention in the fourth embodiment includes: a suspension bracket 1 located at the bottom of the vehicle body, a suspension beam 2 arranged between the suspension brackets 1, and an elastic element 3 installed outside the suspension brackets 1.

[0095] Among them, one side of the top of the suspension bracket 1 close to the bottom wall of the vehicle frame is the installation area. At the installation area, the suspension bracket 1 is connected to the vehicle frame. The installation area and the suspension bracket 1 are composed of an integral structure. The suspension bracket 1 is arranged on both sides. The suspension beam 2 is located between the suspension brackets 1 and is connected to the suspension brackets 1. Under the connection action of the suspension beam 2, the suspension brackets 1 on both sides form an integral frame body. The connection area between the suspension bracket 1 and the suspension beam 2 is symmetrically L-shaped, enabling the suspension bracket 1 and the suspension beam 2 to be connected in two directions, namely horizontally and vertically. A buffer spring 37 is arranged between the elastic element 3 and the suspension bracket 1. The buffer spring 37 is arranged at the upper and lower ends where the elastic element 3 extends to the inner side of the suspension bracket 1. Since its structure and the functions it performs are the same as those in Embodiment 2, the effects thereof will not be elaborated too much in this embodiment.

[0096] Among them, referring to Figures 1-3 As shown, the connection between the suspension bracket 1 and the suspension beam 2 is a movable connection. The suspension beam 2 can move vertically. A thrust rod assembly 21 is arranged on the outer side of the suspension beam 2. The thrust rod assembly 21 arranged at this position is a telescopic thrust rod assembly 21. Under the action of the telescopic thrust rod assembly 21, the adjustment of the height of the suspension beam 2 is realized.

[0097] In a further implementation scheme of the fourth embodiment, the elastic element 3 at least includes a leaf spring 31, a U-bolt 32, a leaf spring seat 33, and a positioning seat 38. The U-bolt 32 is used to limit the middle part of the leaf spring 31 on the leaf spring seat 33. The leaf spring seat 33 is directly or indirectly driven by the axle. A nut 34 is configured at the end of the U-bolt 32. The nut 34 is tightly fitted with the threaded part of the U-bolt 32. The positioning seat 38 passes through the middle part of the buffer spring 37 and is inserted into the interior of the suspension bracket 1. The elastic element 3 further includes: a bushing 39, an elastic member 311, a spacer 35, and a lining plate. Since its structure and the functions it performs are the same as those in Embodiment 2, the effects thereof will not be elaborated too much in this embodiment.

[0098] In addition, referring to Figure 4 As shown, reinforcing arms 23 extend outward from both ends of the suspension beam 2. The reinforcing arms 23 extend to the outside of the elastic member 311. And the thickness of the end of the reinforcing arm 23 extending to the outside of the elastic member 311 is the same as the distance between the leaf spring seat 33 and the suspension bracket 1. A ramp structure is arranged at the end to facilitate inserting the reinforcing arm 23 between the leaf spring seat 33 and the suspension bracket 1 to form a stable support structure.

[0099] When the leaf spring seat 33 is supported by the reinforcing arm 23, the leaf spring seat 33 is restricted so that the leaf spring seat 33 cannot move up and down. At this time, the leaf spring seat 33, the suspension bracket 1, and the suspension beam 2 are an integral whole. When the vehicle is driving at high speed, braking suddenly, or turning sharply, the integral structure can effectively disperse the impact force, reduce vibration, and improve safety.

[0100] When the leaf spring seat 33 is disengaged from the support of the reinforcing arm 23, the leaf spring seat 33 resumes its up-and-down movement, enhancing the flexibility of the suspension system to adapt to complex road conditions. The buffer spring 37 absorbs vibrations to ensure a smooth ride.

[0101] Refer to Figures 4-5 As shown, in any of the above embodiments, in order to strengthen the connection between the suspension bracket 1 and the vehicle frame, a side mounting seat 14 is further provided on the side of the suspension bracket 1. The side mounting seat 14 is inserted into the inner side of the bottom mounting seat 13. The side mounting seat 14 cooperates with the bottom mounting seat 13 to connect two surfaces of the suspension bracket 1 and the vehicle frame, further ensuring the stability of the connection between the suspension bracket 1 and the vehicle frame.

[0102] In the above third and fourth embodiments, in order to adapt to the change of its working stroke, the telescopic thrust rod assembly 21 adopts a hydraulic, pneumatic or electric mechanism to control. According to the vehicle driving speed and attitude change, the length of the thrust rod is dynamically adjusted to change the state of the suspension beam 2. The dynamic adjustment of the thrust rod length optimizes the suspension response and improves the controllability.

[0103] Although the present invention is disclosed in combination with the above embodiments, it is not intended to limit the present invention. Any person skilled in this art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the protection scope of the present invention should be defined by the appended claims.

Claims

1. A vehicle balance suspension device based on a heavy truck, installed at the bottom of the vehicle frame, characterized in that, Comprising: A suspension bracket (1), arranged at the bottom of the vehicle frame. The side of the suspension bracket (1) in contact with the vehicle frame is configured as a bottom mounting seat (13), and is connected to the vehicle frame through the bottom mounting seat (13); A suspension beam (2), located between the two suspension brackets (1) on both sides and connecting the two suspension brackets (1); An elastic element (3), including a leaf spring seat (33) arranged on one side of the suspension bracket (1) and a leaf spring (31) mounted on the leaf spring seat (33). The leaf spring seat (33) extends to one end of the suspension bracket (1) to set a positioning seat (38). The positioning seat (38) is inserted into the interior of the suspension bracket (1), and the leaf spring seat (33) is movably connected to the positioning seat (38).

2. The a heavy truck vehicle balance suspension device according to claim 1, wherein A buffer spring (37) is arranged outside the positioning seat (38). The buffer spring (37) is located between the positioning seat (38) and the suspension bracket and supports the positioning seat (38).

3. The heavy truck vehicle balance suspension device according to claim 1, characterized in that, A guide rod (310) is arranged between the positioning seat (38) and the leaf spring seat (33). Both ends of the guide rod (310) are spherical. The positioning seat (38) and the leaf spring seat (33) are both provided with grooves to cooperate with the guide rod (310). An elastic member (311) for supporting the leaf spring seat (33) is arranged between the leaf spring seat (33) and the suspension bracket (1).

4. A heavy truck vehicle balance suspension device according to claim 1, characterized in that, A thrust rod assembly (21) is arranged between the suspension device and the vehicle body: When the thrust rod assembly (21) connects the vehicle body and the suspension bracket (1), it is a fixed thrust rod assembly (21); When the thrust rod assembly (21) connects the vehicle body and the suspension beam (2), it is a telescopic thrust rod assembly (21); When the thrust rod assembly (21) connects the vehicle body and the leaf spring seat (33), it is a telescopic thrust rod assembly (21).

5. The heavy truck vehicle balance suspension device according to claim 4, characterized in that, Reinforcing arms (23) are formed by the lateral extension of both ends of the suspension beam (2). The reinforcing arms (23) extend between the leaf spring seat (33) and the suspension bracket (1). When the thrust rod assembly (21) drives the suspension beam (2) to move upward, the reinforcing arms (23) are inserted between the leaf spring seat (33) and the suspension bracket (1). When the thrust rod assembly (21) drives the suspension beam (2) to move downward, the reinforcing arms (23) are separated from between the leaf spring seat (33) and the suspension bracket (1).

6. The heavy truck vehicle balance suspension device according to claim 1, characterized in that, Damping blocks (22) are arranged between both sides of the leaf spring (31) and the vehicle frame.

7. A heavy truck vehicle balance suspension device according to claim 1, characterized in that, The elastic element (3) further includes: A U-bolt (32) and a nut (34). The U-bolt (32) and the nut (34) cooperate to fix the leaf spring (31), and the leaf spring (31) is a multi-piece stack; A buckle plate (36), located at the bottom of the U-bolt (32) and in contact with the nut (34); A spacer block (35), located at the bent part of the U-bolt (32) to make the U-bolt (32) indirectly contact the leaf spring (31).

8. A heavy truck vehicle balance suspension device according to claim 1, characterized in that, A bushing (39) is arranged at one end of the positioning seat (38) inserted into the suspension bracket (1). The bushing (39) is installed in the suspension bracket (1), and the positioning seat (38) contacts the inner wall of the bushing (39).

9. The one kind of heavy truck vehicle balance suspension device according to claim 1, characterized in that, A side mounting seat (14) is arranged on the side of the suspension bracket (1). The side mounting seat (14) is inserted into the suspension bracket (1). The side mounting seat (14) and the bottom mounting seat (13) form two mounting surfaces of the suspension device and the vehicle frame.

10. The a heavy truck vehicle balance suspension device according to claim 1, characterized in that, A shock absorber sheet (11) is provided between the suspension bracket (1) and the vehicle frame, and the corresponding installation position of the shock absorber sheet (11) is a counterbore (12).

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