Modular combined type air suspension system for commercial vehicle

Abstract

The utility model relates to a modular combined type air suspension system for a commercial vehicle. The modular combined type air suspension system comprises a supporting frame fixed to a vehicle frame, a suspension upper arm, a suspension lower arm and an encircling locking device for encircling, clamping and fixing an axle body. The upper end of the suspension upper arm is connected to the supporting frame, one end of the suspension lower arm is provided with an air bag installation face used for installing an air bag, and the top end of an air bag fixing frame of the air bag is fixedly connected with a vehicle frame. The suspension lower arm is quickly taken down from the suspension upper arm, so that the suspension lower arms with different heights can be quickly taken down under the condition that the frame is not scattered, and the requirements of vehicles with different installation heights can be met.

Description

[Technical field]

[0002] This patent relates to automotive parts, and in particular to a modular combined air suspension system used in commercial vehicles. [Background technology]

[0004] The automotive air suspension is a commonly used buffer device for fixing the axle of the automobile chassis. The traditional air suspension generally adopts an air spring beam guide arm structure, which is connected to the axle body through accessories such as steel plate brackets and leaf spring seats. It has a heavy weight and can only be adapted to different vehicle installation heights by replacing the guide arm assembly. It has a complicated structure, heavy weight and high cost.

[0005] For example, the air spring suspension system with publication number CN206012256U includes a frame 10, a rear axle 20, a guide arm 30 and an air spring 40. The guide arm 30 is an integrally formed single plate arm extending from the front side to the rear side of the axle. It includes a horizontally arranged first connecting section 31, an inclined second connecting section 32 and a horizontally arranged third connecting section 33. The height of the first connecting section 31 is higher than that of the second horizontal connecting section 33. The first connecting section 31 is connected to the frame 10, and an air spring 40 is installed between the third connecting section 33 and the frame 10. Due to structural limitations, the patented air suspension is difficult to match the installation heights of different vehicles. If it is necessary to match, the entire guide arm 30 must be replaced. Since the guide arm 30 bears the weight of the entire frame 10, the front end of the guide arm 30 needs to be connected to the fixed frame between the guide arm 30 and the frame, and then the air spring connected between the guide arm 30 and the frame 10 at the rear end of the guide arm 30 is removed. Not only is it very difficult to disassemble, but once disassembled, the entire frame will fall apart, and it is not suitable for quickly matching different vehicle installation heights.

[0006] The hub motor drive axle device with publication number 211592227U includes a drive axle 1 and an air suspension beam frame 2. The air suspension beam frame 2 is in a horizontally arranged U-shape as a whole, and a motor 3 is installed in a groove 9 in the middle thereof. Horizontal U-shaped arms are provided on the front and rear sides of the air suspension beam frame 2, and air springs 4 are installed on the U-shaped arms. Since the air suspension beam frame 2 is in an integrated arrangement, it is not only very difficult to disassemble, but once the air suspension beam frame 2 is disassembled, the entire vehicle frame will fall apart, and it is not suitable for quickly matching different vehicle installation heights.

[0007] Publication No. CN116872664A discloses an automobile air spring suspension assembly, which comprises

[0008] Frame 9, guide frame 12, guide arm 4, air spring 11, axle 14, vertical U-bolt 15, one end of guide arm 4 is connected to guide frame 12, axle component 13 is provided on guide arm 4, U-bolt 15 is inserted into axle 14 from top to bottom, the lower end of U-bolt 15 is fixed to axle component 13, guide arm 4 is connected to axle by vertical U-bolt, and air spring 11 is connected between the other end of guide arm 4 and frame 9. Since the patent adopts an air suspension beam frame structure of a single-arm guide arm structure, it is generally not possible to disassemble to adapt to the installation height of different vehicles. If disassembly is desired, the two ends of guide arm 4 need to be separated from guide frame 12 and air spring 11 respectively, and then the guide arm needs to be removed and replaced with a guide arm of different height, so that the whole frame falls apart, and since the guide arm bears the weight of the whole frame, it is generally not disassembled in actual use to match vehicles of different heights.

[0009] The air suspension technology of heavy-duty commercial vehicles is widely used in dangerous goods transport vehicles and warehouse semi-trailers. At present, the spring beam air suspension system introduced from the European market is widely used. It uses high-strength spring beams produced by rolling spring flat steel and treated by quenching and tempering process as elastic elements. The axle shaft must be welded with steel plate supports, leaf spring seats and other accessories to undertake the installation of spring beams and bear the vertical load and torsional load. For vehicles with different installation height requirements, the spring beams are often replaced as a whole to achieve the purpose of changing the installation height. It is necessary to develop a variety of spring beams, and the replacement process is very complicated, which brings great difficulties to vehicle design and production management. Since the spring beam must be supported and protected by accessories such as steel plate supports and leaf spring seats, the entire structure is more bloated and heavier. With the increasing application of air suspension technology in heavy-duty commercial vehicles, the traditional spring beam structure can no longer meet the market demand for lightweight, quick assembly and disassembly, and lower cost products. In short, traditional air suspensions cannot meet the requirements of different installation heights. [Summary of the invention]

[0011] In order to solve the above problems, the present invention discloses a modular combined air suspension system for commercial vehicles. The system adopts a modular quick-installation double-arm structure. The upper and lower arms of the suspension are buckled on the shaft body to achieve a combined installation method, which can embrace the axle and eliminate the steel plate support, leaf spring seat and other receiving accessories. By quickly removing the lower arm of the suspension from the upper arm of the suspension, the lower arm of the suspension with different heights can be quickly installed without the frame falling off, so as to meet the requirements of vehicles with different installation heights.

[0012] The present invention adopts the following technical solution:

[0013] A modular combined air suspension system for commercial vehicles, comprising a support frame 1 fixed on a vehicle frame, the air suspension system further comprising a suspension upper arm 2 and a suspension lower arm 3 and an embracing locking device 5 for embracing, clamping and fixing an axle body 4; the upper end of the suspension upper arm 2 is connected to the support frame 1, one end of the suspension lower arm 3 is provided with an airbag mounting surface 30 for mounting an airbag 6, and the top end of an airbag fixing frame 61 of the airbag 6 is fixedly connected to the vehicle frame;

[0014] The lower end of the suspension upper arm 2 and the other end of the suspension lower arm 3 are provided with the embracing locking device 5, and the embracing locking device 5 includes an upper arc-shaped clamping portion 21, a lower arc-shaped clamping portion 31, an upper buckle 22, a lower buckle 23, an upper transverse U-shaped bolt 7 and a lower transverse U-shaped bolt 8;

[0015] The upper arc-shaped clamping portion 21 is obliquely arranged at the lower end of the upper arm 2 of the suspension, and the upper and lower side edges of the upper arc-shaped clamping portion 21 are respectively extended to form the upper buckle 22 and the lower buckle 23, and the bayonet direction of the upper buckle 22 and the lower buckle 23 is arranged opposite to the opening direction of the upper arc-shaped clamping portion 21; the lower arc-shaped clamping portion 31 is obliquely arranged at the other end of the lower arm 3 of the suspension, and the upper connecting plate 32 and the lower connecting plate 33 are respectively arranged at the upper and lower edges of the lower arm 3 of the suspension, and the upper connecting plate 32 and the lower connecting plate 33 are both provided with a left connecting hole 301 and a right connecting hole 302 for installing the upper transverse U-shaped bolt 7 and the lower transverse U-shaped bolt 8;

[0016] The upper buckle 22 is engaged with the upper transverse U-shaped bolt 7 , and the lower buckle 23 is engaged with the lower transverse U-shaped bolt 8 , so that the lower arc-shaped clamping portion 31 is aligned with the upper arc-shaped clamping portion 21 to form a clamping ring that can surround and clamp the axle body 4 .

[0017] A further preferred embodiment of the present invention is as follows: a first transverse step 201 and a second transverse step 202 are provided on the surface of the upper arc-shaped clamping portion 21, an upper arc-shaped clamping surface 211 and a lower arc-shaped clamping surface 212 are formed on the upper and lower sides of the two transverse steps respectively, a square slot 213 is formed between the two transverse steps, the bottom of the square slot 213 is arc-shaped, a square protrusion 41 which can be inserted into the square slot 213 to limit the rotation of the axle body 4 is provided on the outer wall of the axle body 4, the top surface of the square protrusion 41 is provided with an arc matching the bottom of the square slot 213, an upper clamping edge 411 and a lower clamping edge 412 which are respectively engaged with the first transverse step 201 and the second transverse step 202 are provided on the upper and lower sides of the square protrusion 41, and the upper arc-shaped clamping surface 211 is in contact with the axle body 4 on both sides of the square protrusion 41.

[0018] A further preferred embodiment of the present invention is that the suspension upper arm 2 is integrally formed into an upwardly protruding arch, and the suspension upper arm 2 is provided with an upper arc plate 24 and a lower arc plate 25, both of which are arranged to be arched upward, and a vertical support plate 26 connecting the two is provided between the middle of the upper arc plate 24 and the middle of the lower arc plate 25, and one side of the vertical support plate 26 is integrally connected to the upper arc plate 24 and the lower arc plate 25 on this side with a first vertical reinforcing rib 27 that is staggered, and the other side of the vertical support plate 26 is integrally connected to the upper arc plate 24 and the lower arc plate 25 on this side with a second vertical reinforcing rib 28 that is staggered.

[0019] A further preferred solution of the present invention is that the widths of the upper arc-shaped clamping surface 211 and the lower arc-shaped clamping surface 212 on both sides are wider than the width of the suspension upper arm 2 to form a left wing plate 2111 and a right wing plate 2112 .

[0020] A further preferred embodiment of the present invention is that an upper connecting head 200 is provided between the upper arc plate 24 and the lower arc plate 25, the upper arc clamping portion 21 is provided at the end of the upper connecting head 200, the upper arc clamping surface 211 is connected to the upper arc plate 24, and the lower arc clamping surface 212 is connected to the lower arc plate 25.

[0021] A further preferred embodiment of the present invention is: a connecting ring 203 connected to the support frame 1 is provided at the upper end of the suspension upper arm 2, an upper arm adjustment hole 210 is provided at the lower end of the suspension upper arm 2, a buffer cylinder 9 is hinged on the frame, a transverse rotating shaft 91 is fixed to the end of the telescopic rod of the buffer cylinder 9, and the transverse rotating shaft 91 is inserted into the upper arm adjustment hole 210 for rotational cooperation.

[0022] A further preferred solution of the present invention is that the outer diameter of the connecting ring 203 is greater than the distance between the upper arc plate 24 and the lower arc plate 25 , and the height of the upper arc clamping portion 21 is greater than the distance between the upper arc plate 24 and the lower arc plate 25 .

[0023] A further preferred solution of the present invention is that a detachable circular fixing disk 10 is fixed inside the support frame 1, and the connecting ring 203 is sleeved outside the circular fixing disk 10 and can rotate relative to the circular fixing disk 10.

[0024] A further preferred embodiment of the present invention is: the suspension lower arm 3 includes a horizontal straight arm 311, one end of the horizontal straight arm 311 is connected to a horizontal mounting plate 312, the airbag mounting surface 30 is arranged on the horizontal mounting plate 312, and the other end of the horizontal straight arm 311 is provided with a lower connecting head 300 whose width is greater than the horizontal straight arm 311, the lower connecting head 300 is arched upward relative to the horizontal straight arm 311, and the lower arc-shaped clamping portion 31 is arranged on the lower connecting head 300.

[0025] A further preferred solution of the present invention is that the suspension upper arm 2 and the suspension lower arm 3 are connected by an embracing locking device 5 and then spliced ​​into an S shape.

[0026] Compared with the prior art, the present invention has the following outstanding beneficial effects:

[0027] 1. The modular combined air suspension system designed by this patent directly buckles the upper and lower arms of the suspension to the shaft body, and is installed by fastening with U-bolts to form an integral guide arm structure, eliminating the steel plate support and leaf spring seat components of the shaft body connection part. Different installation height designs can be achieved only by replacing lower arms of different heights, realizing modular functions and effects, greatly simplifying the structural form of the air suspension system, and meeting the requirements of various vehicles for the installation height of the air suspension. Moreover, the modular combined air suspension has obvious advantages over the traditional spring beam air suspension in terms of structural design flexibility, reduced dead weight, reduced production costs, and later maintenance and repair.

[0028] 2. The upper and lower arc plates of the upper arm of the suspension are both arched upward, making the entire upper arm of the suspension arched, which can effectively offset the vertical load, make the load stress distribution uniform, and avoid stress concentration. It can effectively decompose the vertical load generated by the airbag on the lower arm, and evenly distribute the load stress to avoid stress concentration and fracture.

[0029] It is produced by one-piece casting or forging process. The special arch structure offsets the vertical load and torsional load and forms a fixed structure with the shaft body.

[0030] 3. The upper arm and the lower arm of the suspension are buckled to "embrace" the axle body. The axle body is made of φ146 seamless steel tube. A rectangular protrusion of 100mm×50mm×10mm is welded on the surface of the axle body. The diameter of the circumferential processed part of the upper arm and the lower arm of the suspension is also an arc of φ146. Both arms can "embrace" and contact the axle tube. There is a square groove corresponding to the rectangular protrusion at the inner ring of the upper arm of the suspension, which can buckle the upper and lower arms to the axle body to prevent axial rotation after the upper and lower arms of the suspension "embrace" the axle body, thereby limiting the axial freedom of the upper and lower arms of the suspension.

Brief Description of the Drawings

[0032] Figure 1 It is a three-dimensional diagram of the overall structure of the air suspension system;

[0033] Figure 2 This is a three-dimensional diagram of the air suspension system without the shaft;

[0034] Figure 3 This is a three-dimensional view of the air suspension system with the lower U-bolt removed;

[0035] Figure 4It is a three-dimensional diagram of the air suspension system looking from the bottom up;

[0036] Figure 5 It is an exploded view of the air suspension system;

[0037] Figure 6 It is a front view of the air suspension system;

[0038] Figure 7 It is a top view of the air suspension system;

[0039] Figure 8 yes Figure 7 AA section view;

[0040] Fig. 9 yes Figure 7 BB cross-section diagram;

[0041] Fig.10 It is a three-dimensional diagram of the upper suspension arm and the lower suspension arm connected together;

[0042] Fig.11 It is one of the three-dimensional images of the upper arm of the suspension;

[0043] Fig.12 This is the second stereogram of the upper arm of the suspension;

[0044] Fig.13 It is a front view of the upper arm of the suspension;

[0045] Fig.14 yes Fig.13 CC profile of ;

[0046] Fig.15 It is a top view of the upper arm of the suspension;

[0047] Fig.16 yes Fig.15 DD cross-sectional view;

[0048] Fig.17 It is a three-dimensional diagram of the upper arm and support frame of the suspension;

[0049] Fig.18 It is a three-dimensional picture of the lower arm of the suspension;

[0050] Fig.19 It is a front view of the suspension lower arm;

[0051] Fig. 20 It is a top view of the lower arm of the suspension;

[0052] Fig.21 yes Fig. 20 A view from right looking to left;

[0053] Fig. 22 yes Fig. 20View from left looking to right. [Specific implementation method]

[0055] In order to more thoroughly understand the technical content of the modular combined air suspension system disclosed in the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods. The accompanying drawings are only for reference.

[0056] See also Figure 1-10 The present invention discloses a modular combined air suspension system for commercial vehicles, comprising a support frame 1 fixed on a vehicle frame, a suspension upper arm 2 and a suspension lower arm 3, and an embracing locking device 5, wherein the embracing locking device 5 can embracing, clamping and fixing the axle body 4. The upper end of the suspension upper arm 2 is connected to the support frame 1, and one end of the suspension lower arm 3 is provided with an airbag mounting surface 30 for mounting an airbag 6, and the top of an airbag fixing frame 61 of the airbag 6 is fixedly connected to the vehicle frame; the height from the airbag mounting surface 30 of the suspension lower arm 3 to the center of the axle body 4 is the installation height of the air suspension system, and the suspension lower arm 3 of different heights is designed and combined with the whole formed by the suspension upper arm 2 and the axle body 4 to form an air suspension system with different installation heights, thereby realizing a modular design to adapt to vehicles with frames of different heights.

[0057] By matching lower arms of different height specifications, a stepped height is achieved, which can be adapted to vehicles with different installation height requirements and cover various application scenarios, realizing the modular design concept, which is greatly beneficial to the overall design of the vehicle and greatly simplifies production management, while saving dead weight and costs.

[0058] The lower end of the suspension upper arm 2 and the other end of the suspension lower arm 3 are provided with the embracing locking device 5, and the embracing locking device 5 includes an upper arc-shaped clamping portion 21, a lower arc-shaped clamping portion 31, an upper buckle 22, a lower buckle 23, an upper transverse U-shaped bolt 7 and a lower transverse U-shaped bolt 8;.

[0059] The upper arc-shaped clamping portion 21 is obliquely arranged at the lower end of the upper arm 2 of the suspension, and the upper and lower side edges of the upper arc-shaped clamping portion 21 are respectively extended to form the upper buckle 22 and the lower buckle 23, and the bayonet direction of the upper buckle 22 and the lower buckle 23 is arranged opposite to the opening direction of the upper arc-shaped clamping portion 21; the lower arc-shaped clamping portion 31 is obliquely arranged at the other end of the lower arm 3 of the suspension, and the upper connecting plate 32 and the lower connecting plate 33 are respectively arranged at the upper and lower edges of the lower arm 3 of the suspension, and the upper connecting plate 32 and the lower connecting plate 33 are both provided with a left connecting hole 301 and a right connecting hole 302 for installing the upper transverse U-shaped bolt 7 and the lower transverse U-shaped bolt 8;

[0060] The upper buckle 22 is engaged with the upper transverse U-shaped bolt 7, and the lower buckle 23 is engaged with the lower transverse U-shaped bolt 8, so that the lower arc-shaped clamping portion 31 is aligned with the upper arc-shaped clamping portion 21 to form a clamping ring that can embrace and clamp the axle body 4. The upper suspension arm 2 and the lower suspension arm 3 are connected by the embracing locking device 5 and then spliced ​​into an S shape.

[0061] The whole formed by the upper suspension arm 2 and the axle body 4 is fixed. When it is necessary to install vehicles of different heights, it is only necessary to replace the lower suspension arm 3 of different installation heights to realize air suspension systems of different heights, covering the design requirements of vehicles with different height requirements, and realizing a modular design. When it is necessary to assemble the lower suspension arm 3, place the lower arc-shaped clamping portion 31 of the lower suspension arm 3 against the axle 4 and align it with the upper arc-shaped clamping portion 21 of the upper suspension arm 2, and then clamp it on the upper buckle 22 through the upper transverse U-shaped bolt 7. The two connecting screws at the other end of the upper transverse U-shaped bolt 7 are locked in the left connecting hole 301 and the right connecting hole 302 of the upper connecting plate 32. Clamp it on the lower buckle 23 through the lower transverse U-shaped bolt 8. The lower transverse U-shaped bolt 8 The two connecting screws at the other end are locked in the left connecting hole 301 and the right connecting hole 302 of the lower connecting plate 33, so that the suspension lower arm 3 is quickly fixed to the suspension upper arm 2 and the axle body 4 is encircled and fixed by the upper arc-shaped clamping part 21, the lower arc-shaped clamping part 31, the upper buckle 22, the lower buckle 23, the upper connecting plate 32, the lower connecting plate 33, the upper transverse U-shaped bolt 7 and the lower transverse U-shaped bolt 8 of the embracing locking device 5. When it is necessary to replace the suspension lower arm of different heights, it is only necessary to remove the upper transverse U-shaped bolt 7 and the lower transverse U-shaped bolt 8, and move the lower arc-shaped clamping part 31 away from the upper arc-shaped clamping part 21 to realize the disassembly of the suspension lower arm 3, and then replace the suspension lower arm of appropriate height.

[0062] See also Figure 5In order to further strengthen the restriction of the possible rotation of the axle body 4 relative to the upper arm 2 of the suspension, an anti-rotation structure is added between the upper arm 2 of the suspension and the axle body 4. The specific structure is: a first transverse step 201 and a second transverse step 202 are provided on the surface of the upper arc-shaped clamping portion 21, an upper arc-shaped clamping surface 211 and a lower arc-shaped clamping surface 212 are formed on the upper and lower sides of the two transverse steps respectively, a square clamping groove 213 is formed between the two transverse steps, the bottom of the square clamping groove 213 is an arc, a square protrusion 41 that can be inserted into the square clamping groove 213 to restrict the rotation of the axle body 4 is provided on the outer wall of the axle body 4, an arc is provided on the top surface of the square protrusion 41 that matches the bottom of the square clamping groove 213, an upper clamping edge 411 and a lower clamping edge 412 that are respectively engaged with the first transverse step 201 and the second transverse step 202 are provided on the upper and lower sides of the square protrusion 41, and the upper arc-shaped clamping surface 211 is in contact with the axle body 4 on both sides of the square protrusion 41. By setting the above structure, axial rotation between the suspension upper arm and the axle body can be further prevented, and the circumferential freedom of the suspension upper arm and the suspension lower arm is limited.

[0063] See also Figure 1-2 , Figure 6-15 The upper arm of the air suspension of the present invention shows the structural characteristics of the "arch" structural design of the upper arm. The upper arm 2 of the suspension is integrally formed into an upwardly protruding arch. The upper arm 2 of the suspension is provided with an upper arc plate 24 and a lower arc plate 25. Both the upper arc plate 24 and the lower arc plate 25 are arranged to be arched upward. The upper arc plate 24 and the lower arc plate 25 are arranged to be arched upward so that the entire upper arm of the suspension is arched, which can effectively offset the vertical load, make the stress distribution of the load uniform, and avoid stress concentration. The vertical load generated by the airbag on the lower arm can be effectively decomposed, and the load stress can be evenly distributed to avoid stress concentration and fracture.

[0064] A vertical support plate 26 is provided between the middle of the upper arc plate 24 and the middle of the lower arc plate 25 to connect the two. A first vertical reinforcing rib 27 arranged in a staggered manner is integrally connected between one side of the vertical support plate 26 and the upper arc plate 24 and the lower arc plate 25 on the side. A second vertical reinforcing rib 28 arranged in a staggered manner is integrally connected between the other side of the vertical support plate 26 and the upper arc plate 24 and the lower arc plate 25 on the side. By connecting the vertical support plate 26 between the upper arc plate 24 and the lower arc plate 25 and the arrangement of the first vertical reinforcing ribs and the second vertical reinforcing ribs 28 on the left and right sides thereof, the vertical load borne by the upper arm and the torque generated by the lateral load of the vehicle can be effectively decomposed, thereby improving the vertical bearing capacity of the upper arm. The suspension upper arm can be formed by casting or forging.

[0065] See also Figure 11-12In order to further strengthen the connection tightness of the upper arc-shaped clamping surface 211 and the lower arc-shaped clamping surface 212, the widths on the left and right sides of the upper arc-shaped clamping surface 211 and the lower arc-shaped clamping surface 212 are wider than the width of the suspension upper arm 2 to form a left wing plate 2111 and a right wing plate 2112. By setting the left wing plate 2111 and the right wing plate 2112, the contact area between the suspension upper arm and the axle body 4 is increased, and the installation stability of the axle body is improved.

[0066] See also Figure 1 and Figure 2 In order to improve the end connection strength of the upper arm of the suspension, an upper connecting head 200 is provided between the upper arc plate 24 and the lower arc plate 25, and the upper arc clamping portion 21 is arranged at the end of the upper connecting head 200, the upper arc clamping surface 211 is connected to the upper arc plate 24, and the lower arc clamping surface 212 is connected to the lower arc plate 25. The width of the upper connecting head 200 is greater than the end of the upper arm of the suspension, and the vertical and lateral tensile resistance and bearing capacity of the upper arm of the suspension are improved.

[0067] See also Figure 1-Figure 22 The upper end of the upper arm 2 of the suspension is provided with a connecting ring 203 connected to the support frame 1, and the lower end of the upper arm 2 of the suspension is provided with an upper arm adjustment hole 210. A buffer cylinder 9 is hinged on the frame, and a transverse rotating shaft 91 is fixed to the end of the telescopic rod of the buffer cylinder 9. The transverse rotating shaft 91 penetrates into the upper arm adjustment hole 210 for rotational cooperation. The outer diameter of the connecting ring 203 is greater than the distance between the upper arc plate 24 and the lower arc plate 25, and the height of the upper arc clamping part 21 is greater than the distance between the upper arc plate 24 and the lower arc plate 25. A detachable circular fixing plate 10 is fixed in the support frame 1, and the connecting ring 203 is sleeved outside the circular fixing plate 10 and can rotate relative to it.

[0068] See also Figure 1-Figure 5 as well as Figure 18-Figure 22 The suspension lower arm 3 can be integrally formed by casting or forging. The suspension lower arm 3 includes a horizontal straight arm 311, one end of which is connected to a horizontal mounting plate 312, the airbag mounting surface 30 is arranged on the horizontal mounting plate 312, a plurality of vertical mounting holes are arranged on the horizontal mounting plate 312, the airbag 6 is arranged on the airbag mounting surface 30 of the horizontal mounting plate 312 through a plurality of bolts and the vertical mounting holes, the other end of the horizontal straight arm 311 is provided with a lower connector 300 having a width greater than the horizontal straight arm 311, the lower connector 300 is arched upward relative to the horizontal straight arm 311, and the lower arc-shaped clamping portion 31 is arranged on the lower connector 300. The distance between the suspension lower arm 3 and the center of the axle body 4 is the installation height of the entire air suspension system. By selecting the suspension lower arm 3 with different airbag 6 mounting surface heights, the installation height of the entire air suspension system can be achieved, and the combined configuration of the modules can be achieved.

[0069] The embodiments described above are only preferred embodiments of the present invention and are not intended to limit the present invention in any form. Any person skilled in the art can make more possible changes to the present invention or modify it into an equivalent embodiment by using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. Therefore, all equivalent and equivalent changes made according to the ideas of the present invention without departing from the content of the technical solution of the present invention should be included in the protection scope of the present invention.

Claims

1. A modular combined air suspension system for a commercial vehicle, comprising a support frame (1) fixed to a vehicle frame, characterized in that The air suspension system further comprises a suspension upper arm (2), a suspension lower arm (3) and an embracing locking device (5) for embracing, clamping and fixing the axle body (4); the upper end of the suspension upper arm (2) is connected to the support frame (1), one end of the suspension lower arm (3) is provided with an airbag mounting surface (30) for mounting an airbag (6), and the top end of an airbag fixing frame (61) of the airbag (6) is fixedly connected to the vehicle frame; The lower end of the suspension upper arm (2) and the other end of the suspension lower arm (3) are provided with the embracing locking device (5), and the embracing locking device (5) comprises an upper arc-shaped clamping portion (21), a lower arc-shaped clamping portion (31), an upper buckle (22), a lower buckle (23), an upper transverse U-shaped bolt (7), and a lower transverse U-shaped bolt (8); The upper arc-shaped clamping portion (21) is obliquely arranged at the lower end of the upper arm (2) of the suspension, and the upper and lower side edges of the upper arc-shaped clamping portion (21) are respectively extended in opposite directions to form the upper buckle (22) and the lower buckle (23), and the snap-in orientation of the upper buckle (22) and the lower buckle (23) is arranged opposite to the opening orientation of the upper arc-shaped clamping portion (21); the lower arc-shaped clamping portion (31) is obliquely arranged at the other end of the lower arm (3) of the suspension, and the upper connecting plate (32) and the lower connecting plate (33) are respectively arranged at the upper and lower edges of the lower arm (3), and the upper connecting plate (32) and the lower connecting plate (33) are both provided with a left connecting hole (301) and a right connecting hole (302) for installing the upper transverse U-shaped bolt (7) and the lower transverse U-shaped bolt (8); The upper buckle (22) is engaged with the upper transverse U-shaped bolt (7), and the lower buckle (23) is engaged with the lower transverse U-shaped bolt (8), so that the lower arc-shaped clamping portion (31) is aligned with the upper arc-shaped clamping portion (21) to form a clamping ring capable of encircling and clamping the axle body (4).

2. A modular combined air suspension system for commercial vehicles according to claim 1, characterized in that A first transverse step (201) and a second transverse step (202) are provided on the surface of the upper arc-shaped clamping portion (21), an upper arc-shaped clamping surface (211) and a lower arc-shaped clamping surface (212) are formed on the upper and lower sides of the two transverse steps respectively, a square clamping groove (213) is formed between the two transverse steps, the bottom of the square clamping groove (213) is arc-shaped, a square protrusion (41) that can be inserted into the square clamping groove (213) to limit the rotation of the axle body (4) is provided on the outer wall of the axle body (4), an arc-shaped protrusion (41) that matches the bottom of the square clamping groove (213) is provided on the top surface of the square protrusion (41), an upper clamping edge (411) and a lower clamping edge (412) that respectively engage with the first transverse step (201) and the second transverse step (202) are provided on the upper and lower sides of the square protrusion (41), and the upper arc-shaped clamping surface (211) is in contact with the axle body (4) on both sides of the square protrusion (41).

3. A modular combined air suspension system for commercial vehicles according to claim 2, characterized in that The suspension upper arm (2) is integrally formed into an upwardly protruding arch, and the suspension upper arm (2) is provided with an upper arc plate (24) and a lower arc plate (25), both of which are arranged to be arched upward, and a vertical support plate (26) is provided between the middle of the upper arc plate (24) and the middle of the lower arc plate (25) to connect the two, and one side of the vertical support plate (26) is integrally connected to the upper arc plate (24) and the lower arc plate (25) on the side with a first vertical reinforcing rib (27) arranged in a staggered manner, and the other side of the vertical support plate (26) is integrally connected to the upper arc plate (24) and the lower arc plate (25) on the side with a second vertical reinforcing rib (28) arranged in a staggered manner.

4. A modular combined air suspension system for commercial vehicles according to claim 2, characterized in that The widths of the upper arc-shaped clamping surface (211) and the lower arc-shaped clamping surface (212) on both sides are wider than the width of the suspension upper arm (2) to form a left wing plate (2111) and a right wing plate (2112).

5. A modular combined air suspension system for commercial vehicles according to claim 3, characterized in that An upper connecting head (200) is provided between the upper arc plate (24) and the lower arc plate (25); the upper arc clamping portion (21) is provided at the end of the upper connecting head (200); the upper arc clamping surface (211) is connected to the upper arc plate (24); and the lower arc clamping surface (212) is connected to the lower arc plate (25).

6. A modular combined air suspension system for commercial vehicles according to claim 3, characterized in that The upper end of the suspension upper arm (2) is provided with a connecting ring (203) connected to the support frame (1); the lower end of the suspension upper arm (2) is provided with an upper arm adjustment hole (210); a buffer cylinder (9) is hinged on the frame; a transverse rotating shaft (91) is fixed to the end of the telescopic rod of the buffer cylinder (9); the transverse rotating shaft (91) penetrates into the upper arm adjustment hole (210) for rotational cooperation.

7. A modular combined air suspension system for commercial vehicles according to claim 6, characterized in that The outer diameter of the connecting ring (203) is greater than the distance between the upper arc plate (24) and the lower arc plate (25), and the height of the upper arc clamping portion (21) is greater than the distance between the upper arc plate (24) and the lower arc plate (25).

8. A modular combined air suspension system for commercial vehicles according to claim 6, characterized in that A detachable circular fixing disk (10) is fixed inside the support frame (1), and the connecting ring (203) is sleeved outside the circular fixing disk (10) and can rotate relative to the circular fixing disk (10).

9. A modular combined air suspension system for commercial vehicles according to claim 6, characterized in that The suspension lower arm (3) comprises a horizontal straight arm (311), one end of the horizontal straight arm (311) is connected to a horizontal mounting plate (312), the airbag mounting surface (30) is arranged on the horizontal mounting plate (312), the other end of the horizontal straight arm (311) is provided with a lower connecting head (300) having a width greater than that of the horizontal straight arm (311), the lower connecting head (300) is arranged to be arched upward relative to the horizontal straight arm (311), and the lower arc-shaped clamping portion (31) is arranged on the lower connecting head (300).

10. A modular combined air suspension system for commercial vehicles according to claim 9, characterized in that The upper suspension arm (2) and the lower suspension arm (3) are connected via an embracing locking device (5) and then spliced ​​into an S shape.

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