Suspension system and vehicle

Abstract

The invention provides a suspension system and a vehicle. The suspension system includes: a first airbag; the first air bag and the second air bag are oppositely arranged in the length direction of the middle axle; the frame assembly comprises a first frame and a second frame which are oppositely arranged; the top end of the first airbag is connected with the outer side of the first frame, the bottom end of the first airbag is connected with the middle axle, the top end of the second airbag is connected with the outer side of the second frame, and the bottom end of the second airbag is connected with the middle axle; the middle axle can move in the height direction of the vehicle by adjusting the volume of the target gas in the first air bag and the second air bag. The technical problem that in the prior art, an air suspension system is large in occupied space and small in lifting stroke is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle suspension technology, and more specifically, to a suspension system and a vehicle. Background Technology

[0002] In existing technologies, automotive chassis suspension systems, especially fifth-axle lift suspension systems for heavy-duty vehicles, typically use air springs as the elastic element to achieve the lifting and lowering functions of the suspension. The design of such systems requires consideration of the air spring's travel, placement space, guiding mechanism, limiting mechanism, and compatibility with other chassis components.

[0003] In order to achieve sufficient airbag travel, the current air suspension system design requires a large amount of chassis space for the suspension components, which affects the layout of other key chassis components.

[0004] No effective solution has yet been proposed to address the above issues. Summary of the Invention

[0005] The main objective of this invention is to provide a suspension system and vehicle to solve the technical problems of existing air suspension systems, which have large space requirements and small lifting stroke.

[0006] To achieve the above objectives, according to one aspect of the present invention, a suspension system is provided, comprising: a first airbag; a second airbag, the first airbag and the second airbag being disposed opposite to each other along the length direction of a central axle; a frame assembly, the frame assembly including a first frame and a second frame disposed opposite to each other; the top end of the first airbag being connected to the outer side of the first frame, the bottom end of the first airbag being connected to the central axle, the top end of the second airbag being connected to the outer side of the second frame, and the bottom end of the second airbag being connected to the central axle; wherein, by adjusting the volume of target gas in the first airbag and the second airbag, the central axle can be moved along the height direction of the vehicle.

[0007] Specifically, the line connecting the geometric center of the first airbag and the geometric center of the second airbag is set at a preset distance from the midpoint of the geometric center line in the length direction of the vehicle.

[0008] Specifically, at least one of the first airbag and the second airbag includes: an airbag body; an upper support structure located above the airbag body, the top of which is connected to the first frame or the second frame; and a lower support structure located below the airbag body, which is connected to the middle axle.

[0009] Specifically, the upper support structure includes: a shell, with a receiving cavity formed inside the shell, and a portion of the airbag body located inside the receiving cavity; the inner wall surface of the shell is provided with a first reinforcing rib and a second reinforcing rib, the first reinforcing rib and the second reinforcing rib extending along the inner wall surface of the shell, and the outer surfaces of the first reinforcing rib and the second reinforcing rib corresponding to the outer surface of the airbag body; and a first limiting block, the first limiting block being located at the top of the shell, and the first limiting block having a gap with the top of the airbag body.

[0010] Specifically, the suspension system also includes: a balance suspension assembly, which is located on one side of the first airbag and the second airbag; the balance suspension assembly includes: a suspension crossbeam, the extension line of which is parallel to the center axle, and both ends of which are connected to the first frame and the second frame respectively; two suspension brackets, one end of each bracket connected to the suspension crossbeam, and the other end of each bracket extending downwards in a vertical direction; and a stabilizer bar assembly, located on the side of the center axle away from the balance suspension assembly. Part of the stabilizer bar assembly is connected to the center axle, and another part of the stabilizer bar assembly is connected to the first frame and the second frame; the reaction axle assembly is located between the first airbag and the second airbag, the top of the reaction axle assembly is connected to the first frame and the second frame, and the bottom of the reaction axle assembly is connected to the center axle; the lift airbag assembly is located on the side of the reaction axle assembly away from the balance suspension assembly, and the lift airbag assembly is opposite to the balance suspension assembly, and the lift airbag assembly is connected to the first frame and the second frame.

[0011] Specifically, the stabilizer bar assembly includes: a stabilizer bar body, one end of which is connected to one end of the center axle via a connecting bracket, and the other end of which extends and is connected to the other end of the center axle via a connecting bracket, with the stabilizer bar body forming a receiving space between the connecting bracket and the center axle; a stabilizer bar boom, one end of which is located above the stabilizer bar body, and the other end of which extends vertically upward and is connected to a first frame or a second frame via a boom bracket; and a stabilizer bar end cap, located below the stabilizer bar body, detachably connected to the stabilizer bar boom, with a receiving cavity formed between the stabilizer bar end cap and the stabilizer bar boom, a portion of the stabilizer bar body located within the receiving cavity, and the outer surface of the stabilizer bar body contacting the inner wall of the cavity.

[0012] Specifically, the reaction axle assembly includes: a reaction axle body; two first reaction rods, each with its first end connected to the reaction axle body and its other ends extending toward both ends of the suspension crossbeam, forming a first angle between their extension lines; two second reaction rods, each located between the suspension bracket and the middle axle, each with one end connected to the suspension bracket and its other end connected to the middle axle via a connecting bracket; a first reaction axle bracket mounted on the reaction axle body; and second reaction axle brackets located on both sides of the first reaction axle bracket, each with its first end connected to the first reaction axle bracket and its second end extending downwards and connected to the middle axle. The projections of the first reaction rod and the two second reaction rods onto the height-length plane of the vehicle form a parallelogram.

[0013] Specifically, the suspension system also includes two second limiting blocks, which are located above the middle axle and on both sides of the reaction axle body. The two second limiting blocks are connected to the first frame and the second frame, respectively.

[0014] Specifically, the lift airbag assembly includes: a lift airbag located on the side of the reaction axle body away from the balance suspension assembly; an upper cover plate located above the lift airbag, with a first lift airbag bracket on the upper cover plate, the first lift airbag bracket being connected to the first reaction axle bracket; a second lift airbag bracket located outside the lift airbag, with both ends of the second lift airbag bracket being connected to the first vehicle frame and the second vehicle frame; and a transition bracket located below the lift airbag, with one end of the transition bracket connected to the bottom of the second lift airbag bracket and the other end of the transition bracket connected to the lift airbag.

[0015] According to another aspect of the present invention, a vehicle is provided, including a suspension system, the suspension system being the one described above.

[0016] By applying the technical solution of this invention, the offset design of the first and second airbags allows the suspension system to provide a center axle lift while reducing the demand on the vehicle's interior space, especially in the width direction. This helps improve vehicle passability and handling agility. The airbags are connected to the outer side of the frame and offset relative to the vehicle's longitudinal center plane, making the entire suspension system more compact, reducing unnecessary interference between components, and improving the overall system efficiency. This invention resolves the contradiction between large lift travel and large space occupation in traditional suspension systems. By arranging the airbags on the outer side of the frame and positioning them opposite each other along the length of the center axle, it achieves the goal of providing a large lift travel within a limited space. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of an embodiment of the suspension system according to the present invention is shown;

[0019] Figure 2 A schematic diagram of an embodiment of the suspension system according to the present invention is shown;

[0020] Figure 3 A schematic diagram of an embodiment of the suspension system according to the present invention is shown;

[0021] Figure 4 The diagram illustrates a limiting assembly schematic based on an embodiment of the first limiting block according to the present invention;

[0022] Figure 5 A schematic diagram of an embodiment of the upper support structure according to the present invention is shown;

[0023] Figure 6 A schematic diagram of an embodiment of the upper support structure according to the present invention is shown;

[0024] Figure 7 A schematic diagram of an embodiment of a stabilizer bar boom according to the present invention is shown;

[0025] Figure 8 A schematic diagram of an embodiment of the stabilizer bar end cap according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 1. First airbag; 100. First limiting block;

[0028] 2. Second airbag;

[0029] 3. Upper support structure; 301. First reinforcing rib; 302. Second reinforcing rib; 303. Receiving cavity;

[0030] 5. First frame; 6. Second frame; 7. Lower support structure; 9. Middle axle; 10. Second limit block; 12. Shock absorber; 14. First reaction rod; 15. Second reaction rod; 17. Stabilizer bar body; 18. Lift airbag; 19. Active steering hydraulic cylinder; 20. Steering tie rod; 21. Stabilizer bar boom; 211. First connecting surface; 22. Stabilizer bar end cap; 221. Second connecting surface; 23. Connecting bracket; 25. Suspension bracket; 27. Suspension crossbeam; 28. First support for reaction axle; 29. ​​First support for lift airbag; 30. Upper cover plate; 31. First transition bracket; 33. Second support for lift airbag; 34. Second transition bracket; 35. Second support for reaction axle; 36. Boom bracket; 37. First bracket; 38. Second bracket. Detailed Implementation

[0031] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0032] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0034] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0035] Combination Figures 1 to 8 As shown, according to a specific embodiment of this application, a suspension system is provided.

[0036] Specifically, such as Figure 1 As shown, the suspension system includes: a first airbag 1; a second airbag 2, the first airbag 1 and the second airbag 2 being arranged opposite each other along the length direction of the middle axle 9; a frame assembly, the frame assembly including a first frame 5 and a second frame 6 arranged opposite each other; the top end of the first airbag 1 is connected to the outer side of the first frame 5, the bottom end of the first airbag 1 is connected to the middle axle 9, the top end of the second airbag 2 is connected to the outer side of the second frame 6, and the bottom end of the second airbag 2 is connected to the middle axle 9; wherein, by adjusting the volume of the target gas in the first airbag 1 and the second airbag 2, the middle axle 9 can be moved along the height direction of the vehicle.

[0037] The suspension system of this invention mainly consists of a first airbag 1, a second airbag 2, and a frame assembly. The frame assembly includes a first frame 5 and a second frame 6 arranged opposite to each other. These two parts of the frame are responsible for bearing the weight of the vehicle and supporting the airbags. The first airbag 1 and the second airbag 2 are both located above the vehicle's center axle 9, but they are arranged opposite to each other along the longitudinal direction of the center axle (i.e., the length direction of the vehicle). This means that they are located on both sides of the center axle. This arrangement helps to balance the lifting force of the airbags on the center axle, ensuring stability and balance during the lifting process.

[0038] The top of the first airbag 1 is connected to the outside of the first frame 5, while the bottom is connected to the middle axle 9. Similarly, the top of the second airbag 2 is connected to the outside of the second frame 6, and the bottom is also connected to the middle axle 9. This external connection method between the airbag and the frame allows the airbag to directly generate a vertical upward thrust on the middle axle when it inflates, without force decomposition due to angle issues, thus ensuring the efficiency and stability of the middle axle lifting. At the same time, this external airbag design also reduces the space occupied by the airbag in the vehicle's interior, optimizing the vehicle's spatial layout.

[0039] The inflation and deflation of the airbags are achieved through an integrated air control system, which includes, but is not limited to, an air compressor, an ECAS valve, pressure sensors, and a vehicle controller. When the system receives a command to raise the middle axle, the air compressor starts working, generating high-pressure air. The ECAS valve opens, sending the high-pressure air into the airbag, causing it to inflate and push the middle axle upward. When it is necessary to lower the middle axle, the ECAS valve controls the airbag to deflate, causing it to contract and the middle axle to descend. The entire process is intelligently controlled by the vehicle controller based on parameters such as driving conditions, road conditions, and vehicle load, ensuring that the inflation and deflation of the airbags are both rapid and accurate.

[0040] By applying the technical solution of this invention, the offset design of the first and second airbags allows the suspension system to provide a center axle lift while reducing the demand on the vehicle's interior space, especially in the width direction. This helps improve vehicle passability and handling agility. The airbags are connected to the outer side of the frame and offset relative to the vehicle's longitudinal center plane, making the entire suspension system more compact, reducing unnecessary interference between components, and improving the overall system efficiency. This invention resolves the contradiction between large lift travel and large space occupation in traditional suspension systems. By arranging the airbags on the outer side of the frame and positioning them opposite each other along the length of the center axle, it achieves the goal of providing a large lift travel within a limited space.

[0041] Specifically, the line connecting the geometric center of the first airbag 1 and the geometric center of the second airbag 2 is set at a preset distance from the midpoint of the geometric center line in the length direction of the vehicle.

[0042] In this embodiment, the line connecting the geometric centers of the first airbag 1 and the second airbag 2 is offset from the geometric center line along the length of the vehicle. Specifically, the midpoint of this line is at a predetermined distance from the midpoint of the geometric center line along the length of the vehicle, and this predetermined distance is limited to less than 80mm.

[0043] The offset design of the airbag relative to the center axle in the YZ direction (width-height direction) facing the X direction (length direction) (i.e., the front of the vehicle) is key to improving the vehicle's wheel steering angle. When the airbag inflates and exerts a lifting force on the center axle, the offset position of the airbag causes the center axle to have a certain tendency to rotate around its axis during the lifting process. This rotational tendency helps the tires achieve a larger steering angle. In practical applications, this means that when the vehicle is on a narrow road or needs to make an emergency turn, the tires can rotate more freely, greatly improving the vehicle's handling agility and passability.

[0044] The offset design of the airbag position also directly affects the responsiveness of the suspension system. When the airbag inflates or deflates to adjust the height of the center axle, the offset airbag can respond more quickly to dynamic changes in the vehicle, such as acceleration, braking, or load transfer during cornering. This is because the connection point between the airbag and the center axle is far from the vehicle's center of gravity, allowing for a more effective conversion of the airbag's thrust or pull into the dynamic lifting and lowering motion of the center axle, thereby improving the overall efficiency and responsiveness of the suspension system. Furthermore, the forward offset design of the airbag optimizes the spatial layout of the vehicle chassis. By placing the airbag in front of the center axle, interference between the airbag and other vehicle systems (such as the engine, driveshaft, and tires) is reduced. This allows designers to more flexibly arrange the positions of other key components while ensuring suspension performance, thus improving the effective utilization of interior space. This is particularly important for commercial vehicles that require greater passenger or cargo capacity.

[0045] Specifically, at least one of the first airbag 1 and the second airbag 2 includes: an airbag body; an upper support structure 3 located above the airbag body, the top of the upper support structure 3 being connected to the first frame 5 or the second frame 6; and a lower support structure 7 located below the airbag body, the lower support structure 7 being connected to the middle axle 9.

[0046] As the core of the suspension system, the airbag body is an inflatable and deflated elastic element made of high-strength rubber material. When inflated, it provides the necessary vertical support force to raise the middle axle 9; when deflated, it lowers the middle axle 9 to adapt to different road conditions and load requirements.

[0047] The upper support structure 3 is located above the airbag body, and its top end is tightly connected to the first frame 5 or the second frame 6. The design of the upper support structure 3 takes into account the expansion characteristics of the airbag during inflation. It adopts a shell-shaped structure that fits the shape of the airbag, which not only provides a stable connection point, but also reduces the space required in the width direction of the vehicle through the hollow design, further improving the maximum turning angle of the tires and increasing the vehicle's road adaptability and passability.

[0048] The lower support structure 7 is located below the airbag body and is directly connected to the middle axle 9. The strength and stability design of the lower support structure 7 is crucial, as it directly determines the effective transmission of lifting force to the middle axle 9 during airbag inflation and deflation. In addition, the lower support structure 7 also needs to have sufficient toughness to withstand vibrations and impacts generated during vehicle operation.

[0049] The airbag is connected to the frame via the upper support structure 3 and to the center axle via the lower support structure 7, ensuring the stability of the airbag during inflation and deflation. Even under extreme conditions, the airbag maintains a firm connection to the frame and center axle, preventing displacement or detachment, thus ensuring the reliability and safety of the suspension system.

[0050] Specifically, such as Figure 5 , Figure 6 As shown, the upper support structure 3 includes: a shell, in which a receiving cavity 303 is formed, and a portion of the airbag body is located within the receiving cavity 303; the inner wall of the shell is provided with a first reinforcing rib 301 and a second reinforcing rib 302, which extend along the inner wall of the shell, and the outer surfaces of the first reinforcing rib 301 and the second reinforcing rib 302 correspond to the outer surface of the airbag body; and a first limiting block 100, which is located at the top of the shell, and has a gap with the top of the airbag body.

[0051] The upper support structure 3 has an internal receiving cavity 303. The main function of this cavity is to accommodate a portion of the airbag body, especially the top area of ​​the airbag body during inflation. The design of the receiving cavity not only helps protect the airbag body from damage caused by external environmental factors, such as friction and cutting, but also guides the expansion and contraction direction of the airbag during inflation and deflation, maintaining the stability of the airbag's shape and preventing over-inflation or deformation, thereby increasing the overall stability and reliability of the suspension system.

[0052] The first reinforcing rib 301 and the second reinforcing rib 302 are located on the inner wall of the shell, extending along the axial direction of the shell (i.e., the length direction of the vehicle). The outer surfaces of the first reinforcing rib 301 and the second reinforcing rib 302 correspond to the outer surface of the airbag body. This correspondence ensures that the expansion force of the airbag during inflation and deflation is evenly distributed, reducing local stress concentration on the airbag and improving its service life. At the same time, the reinforcing ribs also strengthen the shell structure, increasing its compressive strength and rigidity, and ensuring the stability of the upper support structure when subjected to the airbag inflation force.

[0053] like Figure 4 As shown, the first limiting block 100 is disposed on the top of the housing, leaving a certain gap with the top of the airbag body. The function of the first limiting block 100 is to limit the further expansion of the airbag when it reaches its maximum inflation stroke, preventing the airbag from rupturing due to overload. It also avoids hard collisions between the airbag and the housing or other components, reducing mechanical wear and noise within the system. The presence of the first limiting block improves the safety of the system and extends the service life of the airbag and other components.

[0054] Specifically, the suspension system further includes: a balance suspension assembly, which is located on one side of the first airbag 1 and the second airbag 2; the balance suspension assembly includes: a suspension crossbeam 27, the extension line of which is parallel to the middle axle 9, and both ends of the suspension crossbeam 27 are connected to the first frame 5 and the second frame 6 respectively; two suspension brackets 25, one end of each suspension bracket 25 is connected to the suspension crossbeam 27, and the other end of each suspension bracket 25 extends downward in a vertical direction; and a stabilizer bar assembly, which is located on the middle axle 9 away from the balance suspension. On one side of the assembly, part of the stabilizer bar assembly is connected to the center axle, and the other part of the stabilizer bar assembly is connected to the first frame 5 and the second frame 6; the reaction axle assembly is located between the first airbag 1 and the second airbag 2, the top of the reaction axle assembly is connected to the first frame 5 and the second frame 6, and the bottom of the reaction axle assembly is connected to the center axle 9; the lift airbag assembly is located on the side of the reaction axle assembly away from the balance suspension assembly, and the lift airbag assembly is arranged opposite to the balance suspension assembly, and the lift airbag assembly is connected to the first frame 5 and the second frame 6.

[0055] The extension line of the suspension crossbeam 27 is parallel to the center axle 9. This design ensures that the suspension crossbeam can evenly distribute the forces from the first frame 5 and the second frame 6, improving the overall stability of the suspension system. The two ends of the crossbeam are connected to the frame respectively, forming a rigid support structure spanning the width of the vehicle, which effectively reduces the lateral tilt of the vehicle when turning or encountering uneven road surfaces, improving driving comfort and safety.

[0056] One end of each of the two suspension brackets is fixedly connected to the suspension crossbeam 27, while the other end extends vertically downwards and connects to the center axle 9. This bracket layout ensures vertical force transmission, reduces lateral force interference, and allows the airbag's lifting force to act directly on the center axle, improving the suspension system's response speed and efficiency. Simultaneously, the suspension bracket design also considers a balance between strength and toughness to cope with the vehicle's dynamic changes under different road conditions.

[0057] The stabilizer bar assembly is located on the side of the center axle 9 furthest from the balance suspension assembly, and is positioned opposite to the balance suspension assembly. This layout is designed to further enhance the vehicle's lateral stability, especially during high-speed driving or cornering. Through its connection to the center axle and frame, the stabilizer bar assembly effectively resists vehicle deformation under lateral forces, reduces body roll, and maintains vehicle stability during dynamic processes.

[0058] The reaction axle assembly is located between the first airbag 1 and the second airbag 2. Its top is connected to the first frame 5 and the second frame 6, and its bottom is connected to the center axle 9. This component works on the principle of reaction force. When the airbag inflates or deflates, the vertical movement of the center axle is transmitted to the frame through the reaction axle, forming a feedback mechanism that ensures smooth movement of the airbag, reduces the swaying of the center axle during lifting and lowering, and improves the overall performance of the suspension system.

[0059] The lift-up airbag assembly is located on the side of the reaction axle assembly furthest from the balance suspension components, and is positioned opposite to the balance suspension components. Connected to the first frame 5 and the second frame 6, the lift-up airbag assembly is responsible for providing additional vertical support in specific situations, such as when traversing higher obstacles or increasing ground clearance to cope with complex road conditions. The layout of the lift-up airbag assembly takes into account the balance of the vehicle's center of gravity and space optimization, ensuring effective airbag lifting without encroaching on excessive interior space, thereby enhancing the vehicle's off-road capability.

[0060] By combining the balance suspension assembly and the stabilizer bar assembly, the vehicle's lateral stability during cornering or high-speed driving is significantly improved. The effective force transmission of the balance suspension assembly and the lateral force resistance of the stabilizer bar assembly work together to reduce vehicle roll, thereby improving driving safety and handling smoothness.

[0061] Specifically, such as Figure 2 As shown, the stabilizer bar assembly includes: a stabilizer bar body 17, one end of which is connected to one end of the middle axle 9 via a connecting bracket 23, and the other end of which extends and is connected to the other end of the middle axle 9 via the connecting bracket 23, forming a receiving space between the stabilizer bar body 17 and the middle axle 9 via the connecting bracket 23; a stabilizer bar boom 21, one end of which is located above the stabilizer bar body 17, and the other end of which extends vertically upward and is connected to the first frame 5 or the second frame 6 via a boom bracket 36; and a stabilizer bar end cap 22, located below the stabilizer bar body 17, detachably connected to the stabilizer bar boom 21, forming a receiving cavity between the stabilizer bar end cap 22 and the stabilizer bar boom 21, with a portion of the stabilizer bar body 17 located within the receiving cavity, and the outer surface of the stabilizer bar body 17 contacting the inner wall of the cavity.

[0062] The stabilizer bar body 17, as the core component of the stabilizer bar assembly, is a curved metal rod connected to the center axle 9 at both ends via connecting brackets 23. This connection method forms a stable triangular structure, improving overall rigidity. The stabilizer bar body is designed to resist the unbalanced forces exerted on the tires on both sides during cornering, reducing body roll and maintaining the vehicle's lateral stability.

[0063] The stabilizer bar boom 21 is located above the stabilizer bar body 17. One end is connected to the stabilizer bar body, and the other end extends vertically upward and is connected to the first frame 5 or the second frame 6 via the boom bracket 36. The boom is designed to convert the force on the stabilizer bar body into the force on the frame, ensuring smooth force transmission. It also facilitates the installation and removal of the stabilizer bar assembly, simplifying the vehicle maintenance process.

[0064] The stabilizer bar end cap 22 is located below the stabilizer bar body 17 and is detachably connected to the stabilizer bar boom 21, forming a closed receiving cavity. A portion of the stabilizer bar body is embedded within this cavity, with its outer surface in close contact with the inner wall of the cavity. This design protects the stabilizer bar body from damage by the external environment while ensuring the structural integrity and force transmission accuracy of the stabilizer bar assembly during operation.

[0065] The stabilizer bar body 17, connected to the center axle 9 at both ends, can generate lateral torsion when the vehicle turns, effectively resisting body roll caused by lateral forces. This structure enables the vehicle to maintain stability when cornering, reducing discomfort caused by body roll and increasing driver confidence in vehicle handling, especially at high speeds, where handling stability and safety are significantly enhanced.

[0066] The detachable connection between the stabilizer bar end cap 22 and the stabilizer bar arm 21 greatly facilitates the inspection and maintenance of the stabilizer bar assembly. During vehicle use, if the stabilizer bar body or connecting bracket shows wear or damage, it can be easily replaced by removing the end cap without disassembling the entire suspension system, significantly saving maintenance time and costs. At the same time, this design also ensures the reliability of the stabilizer bar assembly after long-term use, extending its service life.

[0067] Optionally, such as Figure 7 , Figure 8 As shown, the connection surfaces of the stabilizer bar boom 21 and the stabilizer bar end cap 22 are designed as inclined surfaces. The first connection surface 211 of the stabilizer bar boom 21 and the stabilizer bar end cap 22, and the second connection surface 221 of the stabilizer bar end cap 22 and the stabilizer bar boom 21 match to form an inclined contact interface. This inclined surface design, on the one hand, can improve the vehicle's departure angle, that is, the angle at which the rear of the vehicle leaves the ground, thereby reducing the possibility of bottoming out when the vehicle passes over slopes or uneven road surfaces, and improving the vehicle's passability; on the other hand, the inclined surface helps to disperse forces, reduce stress concentration at the connection points, and extend the service life of the boom and end cap.

[0068] Specifically, such as Figure 2 , Figure 3As shown, the reaction axle assembly includes: a reaction axle body; two first reaction rods 14, each with its first end connected to the reaction axle body and its other ends extending toward both ends of the suspension crossbeam 27, forming a first angle between their extension lines; and two second reaction rods 15, each located between the suspension bracket 25 and the middle axle 9. The first end of each second reaction rod 14 is connected to the suspension bracket 25, and the other end of each second reaction rod 15 is connected to the middle axle 9 via a connecting bracket 23. A first reaction axle bracket 28 is mounted on the reaction axle body. A second reaction axle bracket 35 is located on both sides of the first reaction axle bracket 28. The first end of the second reaction axle bracket 35 is connected to the first reaction axle bracket 28, and the second end of the second reaction axle bracket 35 extends downward and is connected to the middle axle 9. The projections of the first reaction rod 14 and the two second reaction rods 15 onto the height-length plane of the vehicle form a parallelogram.

[0069] The reaction axle body serves as the basic framework of the reaction axle assembly. It is a robust structure that extends along the length of the vehicle and works in conjunction with two first reaction rods 14 and two second reaction rods 15 to control the vertical movement of the middle axle.

[0070] There are two first reaction rods 14, one on each side of the middle axle 9. One end of each first reaction rod 14 is connected to the reaction axle body, and the other end extends toward both ends of the suspension crossbeam 27, forming a first angle between the extension lines of the two first reaction rods. This arrangement helps to maintain the relative parallelism between the middle axle and the frame when the vehicle load changes, reducing the tilt of the middle axle in the vertical direction.

[0071] Two second reaction rods 15 are also provided, located between the suspension bracket 25 and the center axle 9. One end of each second reaction rod 15 is connected to the suspension bracket, and the other end is connected to the center axle through its respective connecting bracket 23. This design allows the second reaction rods to effectively transfer the force from the suspension bracket to the center axle, while limiting the lateral movement of the center axle, ensuring that the airbag can accurately apply vertical force when it is deployed.

[0072] The first support 28 of the reaction axle is located on the reaction axle body. It not only provides the mounting point, but also connects the reaction axle body to the frame, ensuring the continuity of force transmission.

[0073] The second support brackets 35 of the reaction bridge are located on both sides of the first support bracket of the reaction bridge. One end of each bracket is connected to the first support bracket 28 of the reaction bridge, while the other end extends downward and eventually connects to the middle bridge 9. This layout design ensures that the force transmission between the middle bridge and the reaction bridge body is more direct and stable.

[0074] The projections of the first reaction rod 14 and the second reaction rod 15 onto the vehicle's height-length plane form a parallelogram. This design follows the mechanical principle of a parallelogram, where the force applied in a quadrilateral with two pairs of parallel sides is evenly distributed along the diagonals. In this layout, the vertical force of the airbag is guided by the first and second reaction rods and converted into a force along the diagonals of the parallelogram, effectively controlling the vertical movement of the middle axle 9 while maintaining its stability in the vehicle's lateral and longitudinal directions. The parallelogram structure formed by the first and second reaction rods 14 and 15 ensures that the force generated by the airbag is evenly transmitted to the middle axle 9, preventing tilting or twisting of the middle axle due to uneven force distribution. This even force transmission helps maintain vehicle stability under dynamic conditions, especially during acceleration, deceleration, or cornering, reducing body sway and providing a smoother ride.

[0075] Specifically, the suspension system also includes a second limiting block 10. There are two second limiting blocks 10, which are located above the middle axle 9 and on both sides of the reaction axle body. The two second limiting blocks 10 are connected to the first frame 5 and the second frame 6 respectively.

[0076] The second limit block 10 plays a crucial safety role in the suspension system. For example... Figure 1 As shown, there are two second limiting blocks, located above the middle axle 9, on both sides of the reaction axle body. The top of each second limiting block 10 is connected to the first frame 5 and the second frame 6, forming a safety barrier to prevent excessive movement of the middle axle under extreme conditions. This layout design creates a symmetrical limiting structure on both sides above the middle axle. Even in abnormal suspension system conditions, such as sudden changes in airbag pressure or failure of the reaction rod system, the second limiting blocks can intervene in time to limit the vertical displacement of the middle axle, preventing hard impacts between the middle axle and the frame or other chassis components, and protecting the suspension system and other critical vehicle components from damage.

[0077] Specifically, the lift airbag assembly includes: a lift airbag 18, located on the side of the reaction axle body away from the balance suspension assembly; an upper cover plate 30, located above the lift airbag 18, with a first lift airbag bracket 29 on the upper cover plate 30, the first lift airbag bracket 29 being connected to the first reaction axle bracket 28; a second lift airbag bracket 33, located outside the lift airbag 18, with both ends of the second lift airbag bracket 33 being connected to the first frame 5 and the second frame 6; and a first transition bracket 31, located below the lift airbag 18, with one end of the first transition bracket 31 connected to the bottom of the second lift airbag bracket 33, and the other end of the first transition bracket 31 connected to the lift airbag 18.

[0078] The lift airbag 18 is located on the side of the reaction axle body away from the balance suspension components. Its position is chosen so that when the lift airbag inflates, it can directly push the middle axle 9, increasing the vehicle's ground clearance without interfering with the normal operation of other suspension components.

[0079] The top cover 30 covers the airbag 18, protecting it from damage during inflation and deflation. A first support 29 for the airbag is mounted on the top cover, securely connected to the first support 28 of the reaction bridge, ensuring the stability of the airbag during operation. A second support 33 is located outside the airbag 18, with both ends connected to the first frame 5 and the second frame 6, forming a stable support structure. The second support guides the airbag's thrust to the frame during inflation and limits its descent range during deflation to prevent over-compression.

[0080] The first transition bracket 31 is located below the lifting airbag 18. One end of the first transition bracket 31 is connected to the bottom of the second support bracket 33 of the lifting airbag, and the other end is connected to the lifting airbag 18. This design ensures a smoother force transmission path between the lifting airbag and the vehicle frame, and also provides a stable foundation for the airbag during inflation and deflation, avoiding possible swaying or tilting of the airbag during operation.

[0081] By incorporating a second support bracket 33 and a first transition bracket 31 to elevate the airbag, the stability and safety of the airbag during inflation and deflation are ensured, avoiding the risk of damage to the airbag due to external impact or excessive compression. This design not only improves the reliability of the airbag itself but also enhances the stability of the entire suspension system, reducing driving safety hazards caused by airbag malfunctions.

[0082] The use of the top cover 30 and the first airbag support 29 not only protects the airbag from external damage but also optimizes the spatial layout of the vehicle chassis. At the same time, the connection of these supports makes the maintenance and inspection of the airbag assembly more convenient, allowing necessary repairs to be performed without complex disassembly, thus reducing maintenance costs and time consumption.

[0083] Optionally, a second transition bracket 34 is provided on the outer side of the second support of the airbag, and the top of the second transition bracket 34 is connected to the first frame 5 and the second frame 6.

[0084] It should be further explained that a shock absorber 12 is provided between the first airbag 1 or the second airbag 2 and the lifting airbag assembly. The top of the shock absorber 12 is connected to the first frame 5 or the second frame 6 through the first bracket 37, and the bottom of the shock absorber 12 is connected to the middle axle 9 through the second bracket 38.

[0085] The shock absorber 12 plays a crucial role in the air suspension system. Located between the first airbag 1, the second airbag 2, and the lift airbag assembly, it absorbs and dampens vibrations and impacts caused by the road surface. The top of the shock absorber is tightly connected to the first frame 5 or the second frame 6 via the first bracket 37, while the bottom is connected to the center axle 9 via the second bracket 38. This layout design ensures that the shock absorber can effectively transfer force and energy between the frame and the center axle, stabilizing the suspension system and improving ride comfort.

[0086] The shock absorber 12 operates based on its internal piston-hydraulic mechanism. When a vehicle travels on uneven roads, the bumps cause the axle 9 to vibrate up and down. These vibrations cause the airbag to compress and expand, resulting in a change in force. At this time, the piston inside the shock absorber moves rapidly under the resistance of the hydraulic oil, dissipating the energy generated by the compression and expansion of the airbag.

[0087] Specifically, when the suspension system is subjected to road impact, the movement of the central axle is transmitted to the bottom end of the shock absorber 12 through the second bracket 38, causing the piston inside the shock absorber to move rapidly. The movement of the piston compresses the hydraulic oil, generating damping force, thereby effectively absorbing and attenuating vibration energy. At the same time, the first bracket 37 connects the top of the shock absorber to the vehicle frame, ensuring the stability of the shock absorber in the process of transmitting force and energy, and maintaining the overall coordination and safety of the suspension system.

[0088] Shock absorbers significantly reduce the impact of uneven road surfaces on passengers by absorbing and dissipating vibration energy, thus improving ride comfort and stability. Even in adverse road conditions, passengers can experience a relatively smooth ride, which is one of the main effects of shock absorbers in air suspension systems.

[0089] By damping vibrations and impacts, the instantaneous load on airbags and other suspension components is reduced, minimizing fatigue and potential damage caused by frequent high-load operation. This not only extends the service life of the suspension system but also reduces subsequent maintenance and replacement costs, improving the system's economic efficiency.

[0090] Optionally, a mounting space is formed between the middle axle 9 and the two second reaction rods 15 for mounting the steering assembly. The steering assembly includes an active steering hydraulic cylinder 19 and a steering tie rod 20.

[0091] An active steering cylinder is an actuator typically used in four-wheel or rear-wheel steering systems. It generates force through pressure changes in hydraulic fluid, pushing or pulling the steering mechanism of the wheels to achieve active steering. The piston rod of the cylinder is connected to the steering tie rod or other steering linkage. When the hydraulic system supplies fluid to the cylinder, the piston rod extends or retracts, causing the wheels to turn left or right. The operation of the cylinder is usually controlled by the electronic control unit (ECU) based on vehicle speed, steering wheel angle, and other sensor data. By analyzing this information, the ECU determines the cylinder's operating mode to precisely control the wheel steering angle, achieving both low-speed agility and high-speed stability.

[0092] The steering tie rod 20 serves as a connector, with one end connected to the piston rod of the active steering hydraulic cylinder and the other end connected to the steering knuckle or tie rod of the wheel. When the hydraulic cylinder actuates, the steering tie rod transmits force to the steering system, enabling the wheel to turn in a predetermined direction. The design of the steering tie rod needs to consider strength, stiffness, and its movement path to ensure smooth force transmission during complex steering processes, while avoiding interference with other parts of the vehicle. The length and position of the tie rod also affect the steering ratio and the vehicle's dynamic response.

[0093] The combination of active steering cylinders and steering tie rods enables rear-wheel steering, a feature particularly common in large trucks, buses, and high-performance sedans. In a 10×4 fifth-axle lift suspension system, this combination significantly improves vehicle maneuverability and handling stability: at low speeds, depending on the vehicle's configuration and driving conditions, the rear wheels may turn in the opposite direction to the front wheels, helping to reduce the turning radius and making the vehicle more agile on narrow roads. At high speeds, the rear wheels typically steer in the same direction as the front wheels to improve straight-line stability and reduce the risk of skidding, especially in strong crosswinds or during rapid lane changes.

[0094] In this embodiment, by arranging the stabilizer bar assembly and lift airbag assembly on the rear side of the middle axle, ample space is provided for the active steering hydraulic cylinder and steering tie rod in the steering system. This layout avoids interference between critical steering components and other components of the suspension system, while also optimizing the vehicle's structural layout and improving vehicle performance.

[0095] It should be further explained that the connecting bracket 23 is responsible for connecting the second reaction rod 15 to the middle axle 9. At the same time, they also integrate the connection point between the stabilizer bar and the middle axle 9. The stabilizer bar connection point, which originally needed to be installed independently, is integrated into the connection system of the lower reaction rod. This design reduces the number of individual parts required, simplifies the structure of the entire suspension system, and makes it more compact.

[0096] According to another aspect of the present invention, a vehicle is provided, including a suspension system, the suspension system being the one described above.

[0097] By applying the technical solution of this invention, the offset design of the first and second airbags allows the suspension system to provide a center axle lift while reducing the demand on the vehicle's interior space, especially in the width direction. This helps improve vehicle passability and handling agility. The airbags are connected to the outer side of the frame and offset relative to the vehicle's longitudinal center plane, making the entire suspension system more compact, reducing unnecessary interference between components, and improving the overall system efficiency. This invention resolves the contradiction between large lift travel and large space occupation in traditional suspension systems. By arranging the airbags on the outer side of the frame and positioning them opposite each other along the length of the center axle, it achieves the goal of providing a large lift travel within a limited space.

[0098] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0099] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0100] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0101] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A suspension system, characterized in that, include: First airbag (1); The second airbag (2) is arranged opposite to the first airbag (1) and the second airbag (2) along the length direction of the middle bridge (9); A frame assembly, the frame assembly including a first frame (5) and a second frame (6) disposed opposite to each other. The top of the first airbag (1) is connected to the outside of the first frame (5), the bottom of the first airbag (1) is connected to the middle axle (9), the top of the second airbag (2) is connected to the outside of the second frame (6), and the bottom of the second airbag (2) is connected to the middle axle (9). The middle bridge (9) can be moved along the height direction of the vehicle by adjusting the volume of the target gas in the first airbag (1) and the second airbag (2).

2. The suspension system according to claim 1, characterized in that, The line connecting the geometric center of the first airbag (1) and the geometric center of the second airbag (2) is set at a predetermined distance from the midpoint of the geometric center line in the length direction of the vehicle.

3. The suspension system according to claim 1 or 2, characterized in that, At least one of the first airbag (1) and the second airbag (2) includes: Airbag body; The upper support structure (3) is located above the airbag body, and the top of the upper support structure (3) is connected to the first frame (5) or the second frame (6). The lower support structure (7) is located below the airbag body and is connected to the middle bridge (9).

4. The suspension system according to claim 3, characterized in that, The upper support structure (3) includes: A housing having a receiving cavity (303) formed therein, a portion of the airbag body being located within the receiving cavity (303); The inner wall of the housing is provided with a first reinforcing rib (301) and a second reinforcing rib (302). The first reinforcing rib (301) and the second reinforcing rib (302) extend along the inner wall of the housing, and the outer surfaces of the first reinforcing rib (301) and the second reinforcing rib (302) are corresponding to the outer surface of the airbag body. A first limiting block (100) is located at the top of the housing, and the first limiting block (100) is provided with a gap between it and the top of the airbag body.

5. The suspension system according to claim 3, characterized in that, The suspension system also includes: A balance suspension assembly is disposed on one side of the first airbag (1) and the second airbag (2); The balance suspension assembly includes: a suspension crossbeam (27), the extension line of which is parallel to the middle axle (9), and the two ends of which are respectively connected to the first frame (5) and the second frame (6); and two suspension brackets (25), one end of which is connected to the suspension crossbeam (27), and the other end of which extends downward in the vertical direction. A stabilizer bar assembly is located on the side of the middle axle (9) away from the balance suspension assembly. Part of the stabilizer bar assembly is connected to the middle axle, and another part of the stabilizer bar assembly is connected to the first frame (5) and the second frame (6). The reaction axle assembly is located between the first airbag (1) and the second airbag (2), the top of the reaction axle assembly is connected to the first frame (5) and the second frame (6), and the bottom of the reaction axle assembly is connected to the middle axle (9). The lift airbag assembly is located on the side of the reaction axle assembly away from the balance suspension assembly, and the lift airbag assembly is disposed opposite to the balance suspension assembly. The lift airbag assembly is connected to the first frame (5) and the second frame (6).

6. The suspension system according to claim 5, characterized in that, The stabilizer bar assembly includes: The stabilizer bar body (17) has one end connected to one end of the middle bridge (9) via a connecting bracket (23), and the other end of the stabilizer bar body (17) extends and is connected to the other end of the middle bridge (9) via the connecting bracket (23). The stabilizer bar body (17) forms an accommodating space between the middle bridge (9) and the connecting bracket (23). Stabilizer boom (21), one end of which is located above the stabilizer body (17), and the other end of which extends vertically upward and is connected to the first frame (5) or the second frame (6) via boom bracket (36); Stabilizer end cap (22) is located below the stabilizer body (17). The stabilizer end cap (22) is detachably connected to the stabilizer arm (21). A receiving cavity is formed between the stabilizer end cap (22) and the stabilizer arm (21). Part of the stabilizer body (17) is located in the receiving cavity, and the outer surface of the stabilizer body (17) is in contact with the inner wall of the receiving cavity.

7. The suspension system according to claim 5, characterized in that, The reaction bridge assembly includes: Reaction bridge body; First reaction rod (14), there are two first reaction rods (14), the first end of each of the two first reaction rods (14) is connected to the reaction bridge body, the other end of each of the two first reaction rods (14) extends toward both ends of the suspension beam (27), and the extension lines of the two first reaction rods (14) form a first angle. The second reaction rod (15) is provided in two. Each second reaction rod (15) is located between the suspension bracket (25) and the middle axle (9). One end of each second reaction rod (15) is connected to the suspension bracket (25), and the other end of each second reaction rod (15) is connected to the middle axle (9) through the connecting bracket (23). The first support (28) of the reaction bridge is provided on the reaction bridge body; The reaction bridge second support (35) is located on both sides of the reaction bridge first support (28). The first end of the reaction bridge second support (35) is connected to the reaction bridge first support (28), and the second end of the reaction bridge second support (35) extends downward and is connected to the middle bridge (9). The projections of the first reaction rod (14) and the two second reaction rods (15) onto the height-length plane of the vehicle are parallelograms.

8. The suspension system according to claim 7, characterized in that, The suspension system also includes a second limiting block (10), there are two second limiting blocks (10), the two second limiting blocks are located above the middle axle (9), and the two second limiting blocks (10) are located on both sides of the reaction axle body, and the two second limiting blocks (10) are respectively connected to the first frame (5) and the second frame (6).

9. The suspension system according to claim 7, characterized in that, The airbag assembly includes: A lift airbag (18) is located on the side of the reaction axle body away from the balance suspension assembly; The upper cover plate (30) is located above the lifting airbag (18). The upper cover plate (30) is provided with a first support (29) for the lifting airbag, which is connected to the first support (28) of the reaction bridge. The second support bracket (33) for the airbag is located on the outside of the airbag (18), and both ends of the second support bracket (33) are connected to the first frame (5) and the second frame (6). The first transition bracket (31) is located below the lifting airbag (18). One end of the first transition bracket (31) is connected to the bottom of the second support bracket (33) of the lifting airbag, and the other end of the first transition bracket (31) is connected to the lifting airbag (18).

10. A vehicle, comprising a suspension system, characterized in that, The suspension system is the suspension system according to any one of claims 1 to 9.

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