Novel suspension fork arm thrust rod assembly

Abstract

The invention provides a novel suspension fork arm thrust rod assembly which comprises a suspension fork arm thrust rod, the suspension fork arm thrust rod is of an X-shaped structure, one end of the suspension fork arm thrust rod is connected with a frame tubular beam, the other end of the suspension fork arm thrust rod is connected with a suspension center cross beam, the lower end of the suspension center cross beam is connected with a balance shaft, and the lower end of the balance shaft is connected with a sheet torsion spring; the suspension fork arm thrust rod is of an X-shaped structure, the strength is guaranteed, meanwhile, stress distribution is optimized, and stress concentration in the single direction is reduced. The suspension connecting end is in butt joint with the suspension center cross beam, the tubular beam connecting end is in butt joint with the frame tubular beam, the suspension connecting end is movably connected with the suspension center cross beam through the knuckle bearing spherical pin, and rotation of a certain angle is allowed according to the characteristics of the knuckle bearing spherical pin to adapt to dynamic displacement of the suspension. The connecting end of the tubular beam is movably connected with the frame tubular beam through the spherical pin of the knuckle bearing, the flexible rotating capacity is achieved, and vibration transmission caused by hard connection is reduced.

Description

Technical Field

[0001] This invention relates to a novel suspension arm thrust rod assembly, and pertains to the field of vehicle suspension technology. Background Technology

[0002] In vehicle suspension system design, axle displacement control directly affects driving stability, handling safety, and ride comfort. This is especially true for heavy-duty vehicles such as tractors, where the dynamic performance of the rear axle under complex conditions has a more significant impact on overall vehicle performance. When a vehicle is braking, turning, or driving on rough roads, the axle is subjected to forces in multiple directions: during braking, braking torque is converted into longitudinal thrust, which may cause the axle to move forward or backward; during turning, centrifugal force generates lateral force, which can easily cause lateral axle offset; and under heavy load, road bumps can exacerbate irregular axle displacement. If these forces cannot be effectively restrained, they will not only compromise the stability of the suspension structure but may also lead to abnormal tire wear, sluggish steering response, and even safety hazards. Summary of the Invention

[0003] To address the aforementioned problems arising from actual generation, this invention provides a novel cantilever thrust rod assembly. The specific technical solution is as follows:

[0004] A novel cantilever thrust rod assembly includes:

[0005] The suspension fork arm thrust rod has an X-shaped structure. One end of the suspension fork arm thrust rod is connected to the frame tube beam, and the other end is connected to the suspension center crossbeam. The lower end of the suspension center crossbeam is connected to the balance shaft, and the lower end of the balance shaft is connected to the leaf torsion spring.

[0006] Preferably, the cantilever arm thrust rod is integrally cast from QT900-10 ductile iron material with a tensile strength ≥900MPa.

[0007] Preferably, the suspension fork arm thrust rod includes a rod body with an X-shaped structure. The rod body includes a suspension connection end and a tube beam connection end. Both the suspension connection end and the tube beam connection end are provided with spherical bearing pins. The suspension connection end is connected to the suspension center crossbeam through the spherical bearing pins, and the tube beam connection end is connected to the vehicle frame tube beam through the spherical bearing pins.

[0008] Preferably, the opening angle of the suspension connection end is smaller than the opening angle of the tube beam connection end.

[0009] Preferably, the rod body is provided with reinforcing ribs.

[0010] Preferably, the rod body is provided with weight-reducing holes.

[0011] Preferably, the leaf torsion springs are symmetrically arranged on the left and right sides of the lower end of the frame tube beam, including a front leaf spring and a rear leaf spring. The inner ends of the front leaf spring and the rear leaf spring arranged on the same side are connected by a balance shaft, and the outer ends of the front leaf springs arranged on the left and right sides and the outer ends of the rear leaf springs arranged on the left and right sides are connected by a crossbeam.

[0012] Preferably, a torsion spring hanger is provided at the connection between the front leaf spring and the rear leaf spring and the crossbeam, and the torsion spring hanger is connected to the vehicle frame.

[0013] The beneficial effects of this invention compared to the prior art are as follows:

[0014] The cantilever thrust rod has an X-shaped structure, which optimizes the force distribution and reduces stress concentration in one direction while ensuring strength.

[0015] The suspension connection end connects to the suspension center crossbeam, and the tube beam connection end connects to the vehicle frame tube beam. The suspension connection end forms a movable connection with the suspension center crossbeam through a spherical bearing. Based on the characteristics of the spherical bearing, it allows a certain angle of rotation to adapt to the dynamic displacement of the suspension. The tube beam connection end also forms a movable connection with the vehicle frame tube beam through a spherical bearing, which also has flexible rotation capability, reducing the vibration transmission caused by rigid connections.

[0016] The opening angle of the tube beam connection end is larger than that of the suspension connection end to adapt to the installation space of the frame tube beam and meet the angle compensation requirements during the dynamic movement of the suspension. The space of the suspension connection end is relatively compact and the force direction is more concentrated, so a smaller opening angle is adopted to ensure connection strength and structural stability.

[0017] The leaf torsion spring hanger further fixes the leaf torsion spring-balance shaft-suspension center crossbeam-suspension fork arm thrust rod-vehicle frame tube beam connection node to the vehicle frame, forming a multi-path force transmission system. Working in conjunction with the suspension fork arm thrust rod, it further enhances the axle displacement control effect, ensuring that the main load-bearing direction of the suspension fork arm thrust rod is always distributed along the tension and compression axis, effectively resisting key working condition loads such as braking thrust and cornering lateral force, providing stable and reliable constraints for the axle, and ensuring the vehicle's driving performance under various working conditions. Attached Figure Description

[0018] Figure 1 A schematic diagram of the structure of this invention;

[0019] Figure 2 This is a schematic diagram of the structure of the cantilever thrust rod in this invention.

[0020] Attached image captions:

[0021] 1. Suspension fork arm thrust rod; 11. Rod body; 12. Suspension connection end; 13. Tube beam connection end; 14. Spherical pin of spherical bearing; 15. Reinforcing rib; 16. Weight reduction hole; 2. Frame tube beam; 3. Suspension center crossbeam; 4. Balance shaft; 5. Leaf torsion spring; 51. Front leaf spring; 52. Rear leaf spring; 53. Crossbeam; 54. Torsion spring hanger. Detailed Implementation

[0022] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] A novel cantilever thrust rod assembly includes:

[0024] The suspension arm thrust rod 1 has an X-shaped structure. One end of the suspension arm thrust rod 1 is connected to the frame tube beam 2, and the other end of the suspension arm thrust rod 1 is connected to the suspension center crossbeam 3. The lower end of the suspension center crossbeam 3 is connected to the balance shaft 4, and the lower end of the balance shaft 4 is connected to the leaf torsion spring 5.

[0025] The cantilever thrust rod 1 has an X-shaped structure, which optimizes the force distribution and reduces stress concentration in one direction while ensuring strength.

[0026] The cantilever thrust rod 1 is integrally cast from QT900-10 ductile iron material with a tensile strength ≥900MPa.

[0027] The suspension fork arm thrust rod 1 includes a rod body 11, which has an X-shaped structure. The rod body 11 includes a suspension connection end 12 and a tube beam connection end 13. Both the suspension connection end 12 and the tube beam connection end 13 are provided with spherical bearing pins 14. The suspension connection end 12 is connected to the suspension center crossbeam 3 through the spherical bearing pins 14, and the tube beam connection end 13 is connected to the frame tube beam 2 through the spherical bearing pins 14.

[0028] The suspension connection end 12 is connected to the suspension center crossbeam 3, and the tube beam connection end 13 is connected to the frame tube beam 2. The suspension connection end 12 is movably connected to the suspension center crossbeam 3 through the spherical bearing pin 14. According to the characteristics of the spherical bearing pin 14, it allows rotation at a certain angle to adapt to the dynamic displacement of the suspension. The tube beam connection end 13 is movably connected to the frame tube beam 2 through the spherical bearing pin 14, which also has flexible rotation capability and reduces the vibration transmission caused by rigid connection.

[0029] The opening angle of the suspension connection end 12 is smaller than the opening angle of the tube beam connection end 13.

[0030] The opening angle of the tube beam connection end 13 is greater than that of the suspension connection end 12 to adapt to the installation space of the frame tube beam 2 and meet the angle compensation requirements during the dynamic movement of the suspension. The space of the suspension connection end 12 is relatively compact and the force direction is more concentrated, so a smaller opening angle is adopted to ensure connection strength and structural stability.

[0031] The rod 11 is provided with reinforcing ribs 15.

[0032] The reinforcing ribs 15 enhance the stability of the rod 11. They help resist lateral instability and improve the overall stability of the rod 11 under compression, preventing bending or torsional deformation of the rod 11 under stress. By increasing the moment of inertia of the cross section of the rod 11, the reinforcing ribs 15 can reduce the deflection and deformation of the rod 11 under stress, enabling it to better maintain its original shape and reduce performance degradation caused by deformation. Furthermore, the reinforcing ribs can change the stress distribution of the rod 11, thereby improving its load-bearing capacity and enabling it to withstand greater loads.

[0033] The rod 11 is provided with a weight reduction hole 16.

[0034] Leaf torsion springs 5 ​​are symmetrically arranged on the left and right sides of the lower end of the frame tube beam 2, including front leaf spring 51 and rear leaf spring 52. The inner ends of the front leaf spring 51 and rear leaf spring 52 arranged on the same side are connected by balance shaft 4. The outer ends of the front leaf spring 51 arranged on the left and right sides and the outer ends of the rear leaf spring 52 arranged on the left and right sides are connected by crossbeam 53.

[0035] The front leaf spring 51 and the rear leaf spring 52 are connected to the crossbeam 53 by a leaf torsion spring hanger 54, which is connected to the frame.

[0036] The leaf torsion spring hanger 54 further fixes the leaf torsion spring 5-balance shaft 4-suspension center crossbeam 3-suspension fork arm thrust rod 1-vehicle frame tube beam 2 connection node to the vehicle frame, forming a multi-path force transmission system. It works in conjunction with the suspension fork arm thrust rod 1 to further enhance the axle displacement control effect, ensuring that the main load direction of the suspension fork arm thrust rod 1 is always distributed along the tension and compression axis, effectively resisting key working condition loads such as braking thrust and cornering lateral force, providing stable and reliable constraints for the axle, and ensuring the driving performance of the whole vehicle under various working conditions.

Claims

1. A novel cantilever thrust rod assembly, characterized in that, include: The suspension arm thrust rod (1) has an X-shaped structure. One end of the suspension arm thrust rod (1) is connected to the frame tube beam (2), and the other end of the suspension arm thrust rod (1) is connected to the suspension center crossbeam (3). The lower end of the suspension center crossbeam (3) is connected to the balance shaft (4), and the lower end of the balance shaft (4) is connected to the leaf torsion spring (5).

2. The novel cantilever thrust rod assembly according to claim 1, characterized in that, The cantilever thrust rod (1) is integrally cast from QT900-10 ductile iron material with a tensile strength ≥900MPa.

3. The novel cantilever thrust rod assembly according to claim 1, characterized in that, The suspension fork arm thrust rod (1) includes a rod body (11), which has an X-shaped structure. The rod body (11) includes a suspension connection end (12) and a tube beam connection end (13). Both the suspension connection end (12) and the tube beam connection end (13) are provided with spherical bearing pins (14). The suspension connection end (12) is connected to the suspension center crossbeam (3) through the spherical bearing pins (14), and the tube beam connection end (13) is connected to the frame tube beam (2) through the spherical bearing pins (14).

4. The novel cantilever thrust rod assembly according to claim 3, characterized in that, The opening angle of the suspension connection end (12) is smaller than the opening angle of the tube beam connection end (13).

5. The novel cantilever thrust rod assembly according to claim 3, characterized in that, The rod (11) is provided with reinforcing ribs (15).

6. The novel cantilever thrust rod assembly according to claim 5, characterized in that, The rod (11) is provided with a weight reduction hole (16).

7. The novel cantilever thrust rod assembly according to claim 1, characterized in that, The leaf torsion springs (5) are symmetrically arranged on the left and right sides of the lower end of the frame tube beam (2), including a front leaf spring (51) and a rear leaf spring (52). The inner ends of the front leaf spring (51) and the rear leaf spring (52) arranged on the same side are connected by a balance shaft (4). The outer ends of the front leaf spring (51) arranged on the left and right sides and the outer ends of the rear leaf spring (52) arranged on the left and right sides are connected by a crossbeam (53).

8. The novel cantilever thrust rod assembly according to claim 7, characterized in that, The front leaf spring (51) and the rear leaf spring (52) are connected to the crossbeam (53) and a leaf torsion spring hanger (54) is provided. The leaf torsion spring hanger (54) is connected to the vehicle frame.

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