Cab front suspension support structure and suspension system

Abstract

The utility model relates to the technical field of commercial vehicle cab suspension systems, in particular to a cab front suspension support structure and a suspension system, which comprise a floating type front suspension assembly and a turnover unit. The overturning unit comprises a torsion bar overturning mechanism fixedly connected to the frame and two first overturning arms arranged in a bilateral symmetry mode, and the first ends of the two first overturning arms abut against the lower side faces of two front suspension upper supports of the floating type front suspension assembly respectively. The second end part of the first turnover arm is mounted at the output end of the torsion bar turnover mechanism; the torsion bar turnover mechanism is used for driving the two first turnover arms to push the two front suspension upper supports to rotate so as to push the cab to turn over, matched use between the torsion bar turnover mechanism and the floating type front suspension assembly is achieved, and the technical problem that in the prior art, a torsion bar turnover mechanism cannot be matched with the floating type front suspension assembly is solved.

Description

Technical Field

[0001] The utility model relates to the technical field of commercial vehicle cab suspension systems, in particular to a cab front suspension bracket structure and a suspension system. Background Art

[0002] The front suspension assembly of the cab front suspension bracket structure is a device that supports the front side of the cab and isolates vibrations, and the flipping mechanism of the cab front suspension bracket structure is a device used to flip the cab when the truck is repaired.

[0003] Currently, the front suspension assembly and the tilting mechanism of the truck cab on the market basically adopt a non-floating front suspension assembly and a torsion bar tilting mechanism, or adopt a floating front suspension assembly and a hydraulic tilting mechanism.

[0004] Among them, trucks using a torsion bar flipping mechanism usually arrange the torsion bar in the stabilizer bar of the front suspension assembly of the cab, one end of the torsion bar is fixed to the truck chassis, and the other end is connected to the truck cab through a flip bracket; the torsion bar flipping mechanism has the advantages of simple structure, good reliability and low cost. The principle of the torsion bar flipping mechanism is to pre-twist the torsion bar to store deformation energy. When the cab flips, the elastic force generated by the deformation of the torsion bar is used to overcome the weight of the cab and flip the cab. However, since the torsion bar is a rigid rod, the torsion bar cannot withstand the bending deformation caused by the large displacement difference at both ends. In order to avoid bending and fracture of the two ends of the torsion bar due to the large displacement difference, the torsion bar flipping mechanism in the existing cab front suspension bracket structure can only match the non-floating front suspension assembly.

[0005] However, the non-floating front suspension assembly can usually only use rubber bushings as shock-absorbing elements to reduce the vibration displacement between the cab and the chassis during the driving of the vehicle. Therefore, the cab suspension system using the non-floating front suspension assembly and the torsion bar flip mechanism usually has the problem of unclear shock absorption effect and poor comfort during the driving of the truck. The floating front suspension assembly uses shock absorbers as shock absorption elements, which can effectively improve the shock absorption effect of the cab suspension system and improve comfort. However, since the torsion bar flip mechanism in the prior art cannot match the floating front suspension assembly, the floating front suspension assembly in the existing cab front suspension bracket structure is usually used in combination with a hydraulic flip mechanism (since the floating front suspension assembly and the hydraulic flip mechanism can be arranged separately and independently, the two can be used in combination). However, compared with the torsion bar flip mechanism, the hydraulic flip mechanism also has the problems of high cost, complex structure, higher failure rate than the torsion bar flip mechanism, and higher requirements for repair and maintenance. Utility Model Content

[0006] In order to solve the defects of the prior art mentioned above, the utility model provides a cab front suspension bracket structure and a suspension system to solve the technical problem in the prior art that the torsion bar flip mechanism cannot match the floating front suspension assembly.

[0007] In order to achieve the above object, the technical solution of the utility model is as follows:

[0008] A cab front suspension support structure comprises a floating front suspension assembly and a flip unit; the flip unit comprises a torsion bar flip mechanism fixedly connected to a vehicle frame and two first flip arms symmetrically arranged on the left and right, the first ends of the two first flip arms respectively abut against the lower side surfaces of the two front suspension upper supports of the floating front suspension assembly; the second end of the first flip arm is mounted on the output end of the torsion bar flip mechanism; the torsion bar flip mechanism is used to drive the two first flip arms to push the two front suspension upper supports to rotate, so as to push the cab to flip.

[0009] By setting the two first flip arms, the torsion bar flipping mechanism can push the two front suspension upper brackets to rotate through the two first flip arms to push the cab to flip; when the floating heights of the two front suspension upper brackets of the floating front suspension assembly change, it will only cause the rotation angles of the two first flip arms to be different, so that the torsion angle of the torsion bar of the torsion bar flipping mechanism changes, and will not cause the torsion bar of the torsion bar flipping mechanism to bend and deform, which is enough to effectively avoid bending and fracture of the torsion bar of the torsion bar flipping mechanism due to the large displacement difference, thereby realizing the matching use of the torsion bar flipping mechanism and the floating front suspension assembly, and solving the technical problem that the torsion bar flipping mechanism in the prior art cannot be matched with the floating front suspension assembly.

[0010] Furthermore, the floating front suspension assembly includes a stabilizer bar, and two front suspension bracket assemblies and two first spring shock absorbers that are symmetrically arranged on the stabilizer bar;

[0011] The front suspension bracket assembly is connected to the vehicle frame via the first spring shock absorber on the same side;

[0012] The front suspension bracket assembly includes a second flip arm and the front suspension upper bracket hingedly connected to the second flip arm; the third end of the second flip arm is welded and fixed to the stabilizer bar, and the fourth end of the second flip arm is used for hinged connection with the frame; the front suspension upper bracket is used for fixed connection with the bottom end of the front side of the cab.

[0013] Furthermore, the front suspension bracket assembly also includes a front suspension lower bracket, which is fixedly connected to the vehicle frame, and the fourth end of the second flip arm is hingedly connected to the front suspension lower bracket on the same side.

[0014] Furthermore, the cab front suspension support structure further comprises two shock absorber supports which are symmetrically arranged on the left and right sides, the upper hanging ear of the first spring shock absorber is hingedly connected to the stabilizer bar, and the lower hanging ear of the first spring shock absorber is hingedly connected to the shock absorber support on the same side;

[0015] The two shock absorber supports are both used for fixed connection with the vehicle frame.

[0016] Furthermore, the torsion bar flipping mechanism includes a fixed support and two supporting supports fixedly connected to the frame, and two torsion bar springs with opposite rotation directions; the two supporting supports are respectively arranged on the left and right sides of the fixed support, the two torsion bar springs are arranged symmetrically on the left and right, and the supporting supports are provided with mounting holes;

[0017] The fixed ends of the two torsion bar springs are fixedly connected to the fixed support, the torsion bar spring passes through the mounting through hole on the support support on the same side, and the rotating end of the torsion bar spring is fixedly connected to the second end of the first flip arm on the same side.

[0018] Furthermore, a guide roller for abutting against the lower side surface of the front suspension upper bracket is installed on the first end portion of the first flip arm.

[0019] By installing the guide roller on the first end of the first flip arm, the floating height of the two front suspension upper brackets can be changed, or the first flip arm pushes the two front suspension upper brackets to rotate to push the cab to flip, thereby avoiding sliding friction between the first end of the first flip arm and the lower side of the front suspension upper bracket, thereby avoiding wear on the lower side of the front suspension upper bracket and the first end of the first flip arm due to sliding friction, and eliminating abnormal friction noise.

[0020] The utility model also provides a suspension system, comprising two rear suspension bracket structures that are symmetrically arranged on the left and right and a cab front suspension bracket structure provided by the utility model.

[0021] Furthermore, the rear suspension bracket structure includes a rear suspension lower bracket, a swing arm bracket, a second spring shock absorber and a rear suspension upper bracket;

[0022] The rear suspension lower bracket is used to be fixedly connected to the vehicle frame, the lower end of the rear suspension lower bracket is hingedly connected to the lower hanging ear of the second spring shock absorber, the fifth end of the swing arm bracket is hingedly connected to the upper end of the rear suspension lower bracket, the swing arm bracket is hingedly connected to the upper hanging ear of the second spring shock absorber, the rear suspension upper bracket is installed on the sixth end of the swing arm bracket, and the rear suspension upper bracket is used to be fixedly connected to the bottom end of the rear side of the cab.

[0023] Furthermore, the rear suspension upper bracket includes a bonding plate and a lock, the lower side of the bonding plate is mounted on the sixth end of the swing arm bracket, and the upper side of the bonding plate is used to bond with the bottom end surface of the rear side of the cab;

[0024] The bottom end of the lock buckle is fixedly connected to the upper side surface of the bonding plate, and the top end of the lock buckle is used to pass through the bottom end surface of the rear side of the cab and be locked and connected with the rear locking mechanism of the cab.

[0025] Furthermore, the rear suspension upper bracket also includes a screw rod, a nut, a first annular rubber pad, a second annular rubber pad and two rubber buffer blocks;

[0026] The two rubber buffer blocks are both arranged on the upper side of the bonding plate, the lock buckle is arranged in the middle of the upper side of the bonding plate, the two rubber buffer blocks are respectively arranged on both sides of the lock buckle, the bottom end of the rubber buffer block is fixedly connected to the upper side of the bonding plate, and the top end of the rubber buffer block is used to fit with the bottom end surface of the rear side of the cab;

[0027] The screw is arranged at the bottom end of the lock buckle, and the bottom end of the screw passes through the first annular rubber pad, the bonding plate and the second annular rubber pad in sequence. The nut is screwed in from the bottom end of the screw to clamp the first annular rubber pad between the lower side of the bonding plate and the sixth end of the swing arm bracket, and to clamp the second annular rubber pad between the nut and the sixth end of the swing arm bracket.

[0028] The first annular rubber pad and the second annular rubber pad can absorb the deformation displacement caused by the up and down vibration and roll of the cab, protect the swing arm bracket and the bonding plate, avoid structural damage to the swing arm bracket and the bonding plate due to large deformation displacement, and improve structural reliability.

[0029] Furthermore, a safety ring is fixedly connected to one of the rear suspension lower brackets, and the safety ring is used to lock and engage with a safety hook on the rear side of the cab. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for use in the implementation mode. Obviously, the drawings described below are only some implementation modes of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor.

[0031] Figure 1 is a schematic diagram of the three-dimensional structure of the front suspension bracket structure of the cab in the first state in Example 1;

[0032] Figure 2 is a side cross-sectional schematic diagram of the cab front suspension support structure in the first state in Example 1;

[0033] Figure 3 is a schematic diagram of the three-dimensional structure of the cab front suspension bracket structure in the second state in Example 1;

[0034] Figure 4 is a side cross-sectional schematic diagram of the cab front suspension support structure in Embodiment 1 in a second state;

[0035] Figure 5 is a schematic diagram of the three-dimensional structure of the floating front suspension assembly in Example 1;

[0036] Figure 6 is a schematic diagram of the three-dimensional structure of the flip unit in Example 1;

[0037] Figure 7 is a schematic diagram of the three-dimensional structure of the suspension system in Example 2;

[0038] Figure 8 is a schematic diagram of the three-dimensional structure of the left rear suspension bracket structure in Example 2;

[0039] Fig. 9 is a schematic diagram of the three-dimensional structure of the right rear suspension bracket structure in Example 2;

[0040] Fig.10 is a schematic diagram of the three-dimensional structure of the suspension system in Example 3;

[0041] 1—Floating front suspension assembly, 2—Tip unit, 3—Rear suspension bracket structure;

[0042] 11—front suspension upper bracket, 12—stabilizer bar, 13—first spring shock absorber, 14—second flip arm, 15—front suspension lower bracket, 16—shock absorber support;

[0043] 131 — first air spring;

[0044] 21—first turning arm, 22—torsion bar turning mechanism;

[0045] 211—guide roller;

[0046] 221 - fixed support, 222 - supporting support, 223 - torsion bar spring;

[0047] 31—rear suspension lower bracket, 32—swing arm bracket, 33—second spring shock absorber, 34—rear suspension upper bracket, 35—safety hanging ring;

[0048] 331 — second air spring;

[0049] 341 - laminating plate, 342 - locking buckle, 343 - screw rod, 344 - nut, 345 - first annular rubber pad, 346 - second annular rubber pad, 347 - rubber buffer block. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

[0051] Embodiment 1:

[0052] like Figures 1 to 6 As shown, this embodiment 1 provides a cab front suspension bracket structure, including a floating front suspension assembly 1 and a flip unit 2; the flip unit 2 includes a torsion bar flip mechanism 22 fixedly connected to the frame and two first flip arms 21 symmetrically arranged on the left and right, the first ends of the two first flip arms 21 respectively abut against the lower side surfaces of the two front suspension upper brackets 11 of the floating front suspension assembly 1; the second ends of the first flip arms 21 are installed on the output end of the torsion bar flip mechanism 22; the torsion bar flip mechanism 22 is used to drive the two first flip arms 21 to push the two front suspension upper brackets 11 to rotate, so as to push the cab to flip.

[0053] By setting two first flip arms 21, the torsion bar flipping mechanism 22 can push the two front suspension upper brackets 11 to rotate through the two first flip arms 21 to push the cab to flip; when the floating heights of the two front suspension upper brackets 11 of the floating front suspension assembly 1 change, it will only cause the two first flip arms 21 to rotate at different angles, so that the torsion angle of the torsion bar of the torsion bar flipping mechanism 22 changes, and the torsion bar of the torsion bar flipping mechanism 22 will not bend or deformed, which is enough to effectively avoid bending and fracture of the torsion bar of the torsion bar flipping mechanism 22 due to the large displacement difference, thereby realizing the matching use of the torsion bar flipping mechanism 22 and the floating front suspension assembly, and solving the technical problem that the torsion bar flipping mechanism 22 in the prior art cannot be matched with the floating front suspension assembly.

[0054] In one embodiment, if Figure 5 As shown, the floating front suspension assembly 1 includes a stabilizer bar 12, and two front suspension bracket assemblies and two first spring shock absorbers 13 that are symmetrically arranged on the stabilizer bar 12;

[0055] The front suspension bracket assembly is connected to the vehicle frame via the first spring shock absorber 13 on the same side;

[0056] The front suspension bracket assembly includes a second flip arm 14 and a front suspension upper bracket 11 hingedly connected to the second flip arm 14; the third end of the second flip arm 14 is welded and fixed to the stabilizer bar 12, and the fourth end of the second flip arm 14 is used for hinged connection with the frame; the front suspension upper bracket 11 is used for fixed connection with the bottom end of the front side of the cab.

[0057] In one embodiment, if Figure 5 As shown, the front suspension bracket assembly also includes a front suspension lower bracket 15, which is fixedly connected to the vehicle frame, and the fourth end of the second flip arm 14 is hingedly connected to the front suspension lower bracket 15 on the same side.

[0058] In one embodiment, if Figure 5 As shown, the cab front suspension support structure also includes two shock absorber supports 16 that are symmetrically arranged on the left and right. The upper hanging ear of the first spring shock absorber 13 is hingedly connected to the stabilizer bar 12, and the lower hanging ear of the first spring shock absorber 13 is hingedly connected to the shock absorber support 16 on the same side.

[0059] The two shock absorber supports 16 are both used for fixed connection with the vehicle frame.

[0060] In one embodiment, if Figure 6 As shown, the torsion bar flipping mechanism 22 includes a fixed support 221 and two supporting supports 222 fixedly connected to the frame, and two torsion bar springs 223 with opposite rotation directions; the two supporting supports 222 are respectively arranged on the left and right sides of the fixed support 221, the two torsion bar springs 223 are symmetrically arranged on the left and right sides, and the supporting supports 222 are provided with mounting holes;

[0061] The fixed ends of the two torsion bar springs 223 are fixedly connected to the fixed support 221, the torsion bar springs 223 pass through the mounting holes on the support support 222 on the same side, and the rotating ends of the torsion bar springs 223 are fixedly connected to the second end of the first flip arm 21 on the same side.

[0062] Preferably, Figure 6 As shown, a guide roller 211 for abutting against the lower side surface of the front suspension upper bracket 11 is installed on the first end portion of the first flip arm 21 .

[0063] By installing a guide roller 211 on the first end of the first flip arm 21, the floating height of the two front suspension upper brackets 11 can be changed, or the first flip arm 21 pushes the two front suspension upper brackets 11 to rotate to push the cab to flip, thereby avoiding sliding friction between the first end of the first flip arm 21 and the lower side of the front suspension upper bracket 11, thereby avoiding wear on the lower side of the front suspension upper bracket 11 and the first end of the first flip arm 21 due to sliding friction, and eliminating abnormal friction noise.

[0064] Among them, Figure 1 and Figure 2 As shown, the cab front suspension bracket structure is in the first state (the cab is in the locked state, that is, before the cab flips over), after the first flip arm 21 is pre-torqued by the torsion bar spring 223 on the same side, the guide roller 211 contacts the front suspension upper bracket 11. Since the first flip arm 21 has been pre-torqued by the torsion bar spring 223 on the same side, when the cab floats up and down during the driving of the whole vehicle, it can be ensured that the guide roller 211 on the first flip arm 21 and the front suspension upper bracket 11 are always in a sliding contact state, and the guide roller 211 on the first flip arm 21 converts the up and down vertical movement of the front suspension upper bracket 11 into the rotational movement of the first flip arm 21 and the torsion bar spring 223 on the same side, thereby realizing the follow-up function of the flip unit 2 during the driving of the whole vehicle, avoiding the collision noise and dry friction noise between the first flip arm 21 and the front suspension upper bracket 11 during the driving of the whole vehicle.

[0065] Among them, Figure 3 and Figure 4 As shown, when the cab front suspension bracket structure is in the second state (i.e. after the cab is flipped over), the two torsion bar springs 223 release the pre-torque, and the two first flip arms 21 rotate around the torsion bar, driving the front suspension upper bracket 11 to rotate around the hinge point between it and the second flip arm 14 on the same side, thereby realizing the flipping of the cab.

[0066] Embodiment 2:

[0067] like Figure 7 As shown, Embodiment 2 provides a suspension system, including two rear suspension support structures 3 symmetrically arranged on the left and right and the cab front suspension support structure provided in Embodiment 1.

[0068] In this embodiment 2, the two rear suspension bracket structures 3 include a left rear suspension bracket structure and a right rear suspension bracket structure.

[0069] In one embodiment, if Figures 7 to 9 As shown, the rear suspension support structure 3 includes (that is, both the left rear suspension support structure and the right rear suspension support structure include) a rear suspension lower support 31, a swing arm support 32, a second spring shock absorber 33 and a rear suspension upper support 34;

[0070] The rear suspension lower bracket 31 is used to be fixedly connected to the vehicle frame, the lower end of the rear suspension lower bracket 31 is hingedly connected to the lower hanging ear of the second spring shock absorber 33, the fifth end of the swing arm bracket 32 ​​is hingedly connected to the upper end of the rear suspension lower bracket 31, the swing arm bracket 32 ​​is hingedly connected to the upper hanging ear of the second spring shock absorber 33, the rear suspension upper bracket 34 is installed on the sixth end of the swing arm bracket 32, and the rear suspension upper bracket 34 is used to be fixedly connected to the bottom end of the rear side of the cab.

[0071] In one embodiment, if Figures 7 to 9As shown, the rear suspension upper bracket 34 includes a bonding plate 341 and a lock 342, the lower side of the bonding plate 341 is installed on the sixth end of the swing arm bracket 32, and the upper side of the bonding plate 341 is used to bond with the bottom end surface of the rear side of the cab;

[0072] The bottom end of the lock buckle 342 is fixedly connected to the upper side surface of the fitting plate 341, and the top end of the lock buckle 342 is used to pass through the bottom end surface of the rear side of the cab and be locked with the rear locking mechanism of the cab.

[0073] In one embodiment, if Figures 7 to 9 As shown, the rear suspension upper bracket 34 also includes a screw rod 343, a nut 344, a first annular rubber pad 345, a second annular rubber pad 346 and two rubber buffer blocks 347;

[0074] The two rubber buffer blocks 347 are both arranged on the upper side of the bonding plate 341, the lock buckle 342 is arranged in the middle of the upper side of the bonding plate 341, the two rubber buffer blocks 347 are respectively arranged on both sides of the lock buckle 342, the bottom end of the rubber buffer block 347 is fixedly connected to the upper side of the bonding plate 341, and the top end of the rubber buffer block 347 is used to fit with the bottom end surface of the rear side of the cab;

[0075] The screw 343 is arranged at the bottom end of the lock buckle 342, and the bottom end of the screw 343 passes through the first annular rubber pad 345, the fitting plate 341 and the second annular rubber pad 346 in sequence. The nut 344 is screwed in from the bottom end of the screw 343 to clamp the first annular rubber pad 345 between the lower side of the fitting plate 341 and the sixth end of the swing arm bracket 32, and to clamp the second annular rubber pad 346 between the nut 344 and the sixth end of the swing arm bracket 32.

[0076] The first annular rubber pad 345 and the second annular rubber pad 346 can absorb the deformation displacement caused by the up and down vibration and roll of the cab, protect the swing arm bracket 32 ​​and the bonding plate 341, avoid structural damage to the swing arm bracket 32 ​​and the bonding plate 341 due to large deformation displacement, and improve structural reliability.

[0077] In one embodiment, if Figure 7 and Figure 8 As shown, a safety ring 35 is fixedly connected to one of the rear suspension lower brackets 31, and the safety ring 35 is used to lock and engage with a safety hook at the rear side of the cab.

[0078] Preferably, in the present embodiment 2, since the left rear side of the cab of a light truck is usually equipped with a safety hook which needs to be fixedly locked with the chassis, a safety ring 35 is also fixedly connected to the left rear suspension bracket structure, and the safety ring 35 is used to lock and engage with the safety hook on the left rear side of the cab.

[0079] Embodiment 3:

[0080] like Fig.10 As shown, Example 3 provides a suspension system, which is basically consistent with the structure of the suspension system provided in Example 2, except that there is a difference in the specific selection of the two first spring dampers 13 and the two second spring dampers 33. In Example 3, the two first spring dampers 13 are two first air springs 131, and the two second spring dampers 33 are two second air springs 331.

[0081] The cab front suspension bracket structure and suspension system provided by the utility model have at least the following technical effects or advantages:

[0082] 1. By setting two first flip arms 21, the torsion bar flip mechanism 22 can push the two front suspension upper brackets 11 to rotate through the two first flip arms 21 to push the cab to flip; when the floating heights of the two front suspension upper brackets 11 of the floating front suspension assembly 1 change, it will only cause the two first flip arms 21 to rotate at different angles, so that the torsion angle of the torsion bar of the torsion bar flip mechanism 22 changes, and will not cause the torsion bar of the torsion bar flip mechanism 22 to bend and deform, which is enough to effectively avoid the bending and fracture of the torsion bar of the torsion bar flip mechanism 22 due to the large displacement difference, realize the matching use between the torsion bar flip mechanism 22 and the floating front suspension assembly, and solve the technical problem that the torsion bar flip mechanism 22 in the prior art cannot be matched with the floating front suspension assembly.

[0083] 2. By installing a guide roller 211 on the first end of the first flip arm 21, the floating height of the two front suspension upper brackets 11 can be changed, or the first flip arm 21 pushes the two front suspension upper brackets 11 to rotate to push the cab to flip, thereby avoiding sliding friction between the first end of the first flip arm 21 and the lower side of the front suspension upper bracket 11, thereby avoiding wear on the lower side of the front suspension upper bracket 11 and the first end of the first flip arm 21 due to sliding friction, and eliminating abnormal friction noise.

[0084] 3. The first annular rubber pad 345 and the second annular rubber pad 346 can absorb the deformation displacement caused by the up and down vibration and roll of the cab, protect the swing arm bracket 32 ​​and the bonding plate 341, avoid structural damage to the swing arm bracket 32 ​​and the bonding plate 341 due to large deformation displacement, and improve structural reliability.

[0085] The above are only specific application examples of the utility model and do not constitute any limitation to the protection scope of the utility model. Any technical solutions formed by equivalent transformation or equivalent replacement shall fall within the protection scope of the utility model.

Claims

1. A cab front suspension bracket structure, characterized in that: It comprises a floating front suspension assembly and a flip unit; the flip unit comprises a torsion bar flip mechanism fixedly connected to a vehicle frame and two first flip arms symmetrically arranged on the left and right, the first ends of the two first flip arms respectively abut against the lower side surfaces of the two front suspension upper brackets of the floating front suspension assembly; the second end of the first flip arm is mounted on the output end of the torsion bar flip mechanism; the torsion bar flip mechanism is used to drive the two first flip arms to push the two front suspension upper brackets to rotate, so as to push the cab to flip.

2. The cab front suspension bracket structure according to claim 1, characterized in that: The floating front suspension assembly includes a stabilizer bar, and two front suspension bracket assemblies and two first spring shock absorbers that are symmetrically arranged on the stabilizer bar. The front suspension bracket assembly is connected to the vehicle frame via the first spring shock absorber on the same side; The front suspension bracket assembly includes a second flip arm and the front suspension upper bracket hingedly connected to the second flip arm; the third end of the second flip arm is welded and fixed to the stabilizer bar, and the fourth end of the second flip arm is used for hinged connection with the frame; the front suspension upper bracket is used for fixed connection with the bottom end of the front side of the cab.

3. The cab front suspension support structure according to claim 2, characterized in that: The front suspension bracket assembly also includes a front suspension lower bracket, which is fixedly connected to the vehicle frame, and the fourth end of the second flip arm is hingedly connected to the front suspension lower bracket on the same side.

4. The cab front suspension support structure according to claim 2, characterized in that: It also includes two shock absorber supports that are symmetrically arranged on the left and right sides, wherein the upper hanging ear of the first spring shock absorber is hingedly connected to the stabilizer bar, and the lower hanging ear of the first spring shock absorber is hingedly connected to the shock absorber support on the same side; The two shock absorber supports are both used for fixed connection with the vehicle frame.

5. The cab front suspension support structure according to claim 1, characterized in that: The torsion bar flipping mechanism comprises a fixed support and two supporting supports fixedly connected to the frame, and two torsion bar springs with opposite rotation directions; the two supporting supports are respectively arranged on the left and right sides of the fixed support, the two torsion bar springs are arranged symmetrically on the left and right, and the supporting supports are provided with mounting holes; The fixed ends of the two torsion bar springs are fixedly connected to the fixed support, the torsion bar spring passes through the mounting through hole on the support support on the same side, and the rotating end of the torsion bar spring is fixedly connected to the second end of the first flip arm on the same side.

6. The cab front suspension bracket structure according to claim 1, characterized in that: A guide roller for abutting against the lower side surface of the front suspension upper bracket is installed on the first end portion of the first flip arm.

7. A suspension system, characterized in that: It comprises a cab front suspension support structure as described in any one of claims 1 to 6, and two rear suspension support structures arranged symmetrically on the left and right.

8. The suspension system according to claim 7, characterized in that: The rear suspension bracket structure includes a rear suspension lower bracket, a swing arm bracket, a second spring shock absorber and a rear suspension upper bracket; The rear suspension lower bracket is used to be fixedly connected to the vehicle frame, the lower end of the rear suspension lower bracket is hingedly connected to the lower hanging ear of the second spring shock absorber, the fifth end of the swing arm bracket is hingedly connected to the upper end of the rear suspension lower bracket, the swing arm bracket is hingedly connected to the upper hanging ear of the second spring shock absorber, the rear suspension upper bracket is installed on the sixth end of the swing arm bracket, and the rear suspension upper bracket is used to be fixedly connected to the bottom end of the rear side of the cab.

9. The suspension system according to claim 8, characterized in that: The rear suspension upper bracket includes a bonding plate and a lock buckle, the lower side of the bonding plate is installed on the sixth end of the swing arm bracket, and the upper side of the bonding plate is used to bond with the bottom end surface of the rear side of the cab; The bottom end of the lock buckle is fixedly connected to the upper side surface of the bonding plate, and the top end of the lock buckle is used to pass through the bottom end surface of the rear side of the cab and be locked and connected with the rear locking mechanism of the cab.

10. The suspension system according to claim 9, characterized in that: The rear suspension upper bracket also includes a screw rod, a nut, a first annular rubber pad, a second annular rubber pad and two rubber buffer blocks; The two rubber buffer blocks are both arranged on the upper side of the bonding plate, the lock buckle is arranged in the middle of the upper side of the bonding plate, the two rubber buffer blocks are respectively arranged on both sides of the lock buckle, the bottom end of the rubber buffer block is fixedly connected to the upper side of the bonding plate, and the top end of the rubber buffer block is used to fit with the bottom end surface of the rear side of the cab; The screw is arranged at the bottom end of the lock buckle, and the bottom end of the screw passes through the first annular rubber pad, the bonding plate and the second annular rubber pad in sequence. The nut is screwed in from the bottom end of the screw to clamp the first annular rubber pad between the lower side of the bonding plate and the sixth end of the swing arm bracket, and the second annular rubber pad is clamped between the nut and the sixth end of the swing arm bracket; A safety hanging ring is also fixedly connected to one of the rear suspension lower brackets, and the safety hanging ring is used to lock and buckle with a safety hook on the rear side of the cab.

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