Composite suspension frame of heavy-load off-road vehicle

Abstract

The utility model relates to a combined type suspension frame of a heavy-load off-road vehicle, and belongs to the technical field of automobiles. Comprising a main frame and an auxiliary frame, and one end of the auxiliary frame is in rigid connection with the main frame through bolts; a suspension rubber mat made of a flexible material is arranged between the other end of the auxiliary frame and the main frame, and then a bolt penetrates through the suspension rubber mat for connection; the axial center position of the auxiliary frame is hinged with the main frame; the central position of the axial connecting cross beam of the auxiliary frame is connected with the connecting cross beam of the main frame, and a rocker arm rubber sleeve is arranged at the connecting position. The utility model relates to a combined type suspension frame used for a heavy-load off-road vehicle. A main frame and an auxiliary vehicle support are connected in a suspension mode. A suspension rubber mat is arranged at the connecting point of one end of the main frame and one end of the auxiliary frame, so that the main frame and the auxiliary frame are in non-rigid connection. In the turning process, the auxiliary frame can generate a slight twisting distance relative to the main frame, and the main frame and the auxiliary frame are both protected to a certain degree.

Description

Technical Field

[0001] The utility model relates to a composite suspension frame of a heavy-load off-road vehicle, belonging to the technical field of automobiles. Background Art

[0002] At present, the frame of a heavy-duty off-road vehicle includes a main frame and a subframe. At present, the conventional technology is to use multiple sets of bolts to directly fasten the subframe to the main frame, which is a hard connection method. The traditional connection method is a structure in which all connection points are hard-connected. In the traditional hard-connected structure, when the vehicle turns, the force on the connection point will be very large. If this continues for a long time, the wear and tear of the bolts at the connection point will be very large, and there will be safety hazards after long-term use. Utility Model Content

[0003] The utility model aims to provide a composite suspension frame of a heavy-load off-road vehicle, and makes the force of the connection point between the auxiliary frame and the main frame more reasonable by improving the suspension structure.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0005] A composite suspension frame of a heavy-duty off-road vehicle comprises a main frame and a sub-frame, wherein one end of the sub-frame is rigidly connected to the main frame by bolts; a suspension rubber pad made of a flexible material is arranged between the other end of the sub-frame and the main frame, and then bolts are passed through the suspension rubber pad to connect the sub-frame; the axial center position of the sub-frame is hingedly connected to the main frame.

[0006] A further improvement of the technical solution is that after the through hole of the connecting beam of the auxiliary frame is butted with the through hole of the connecting beam of the main frame, a rocker arm rubber sleeve is arranged, and then bolts and nuts are used to pass through the rocker arm rubber sleeve to tighten it.

[0007] A further improvement of the technical solution is as follows: the core of the rocker arm rubber sleeve is a rubber sleeve made of a flexible material, and the outer side is a hard protective cover; hard protective covers grow out of both ends of the rubber sleeve.

[0008] A further improvement of the technical solution is as follows: the rocker arm rubber sleeve comprises a rubber sleeve one and a rubber sleeve two made of flexible material; a hard pipe fitting is fixedly arranged at the axis of the rubber sleeve one and one end of the hard pipe fitting protrudes; during installation, the rubber sleeve one and the rubber sleeve two are respectively located on both sides of the connecting beam at the hinged connection of the main frame, and the bolts are passed through the rubber sleeve one and the rubber sleeve two and then fastened with nuts.

[0009] A further improvement of the technical solution is that the rubber sleeve 1 and the rubber sleeve 2 are made of rubber material.

[0010] A further improvement of the technical solution is that there are four groups of connection points between the main frame and the auxiliary frame; the two groups of connection points close to the front of the vehicle are suspended connection points for setting suspension rubber pads, and the two groups of connection points close to the rear of the vehicle are rigid connection points.

[0011] Due to the adoption of the above technical solution, the technical effects achieved by the utility model are:

[0012] The utility model is a composite suspension frame used for a heavy-load off-road vehicle. The composite frame comprises a main frame and an auxiliary frame. The connection point at one end of the main frame and the auxiliary frame is set in a rigid connection mode, and the connection point at the other end is a suspension connection mode with a movable gap. When turning, the auxiliary frame can generate a slight twisting distance relative to the main frame, so that the main frame and the auxiliary frame can be protected.

[0013] The utility model arranges a suspension rubber pad at a position where the main frame and the auxiliary frame are suspended and connected, and a rubber sleeve one and a rubber sleeve two of the suspension rubber pad are respectively installed on the end face and the lower end face of the seat plate at the installation point, and then the main frame and the auxiliary frame are connected by bolts and nuts. The suspension rubber pad is made of a flexible material, and a flexible and variable gap is provided between the main frame and the auxiliary frame, thereby realizing a suspended connection structure.

[0014] The utility model adopts an articulated connection method with the main frame at the position of the axial center line of the sub-frame, and a plurality of rocker arm rubber sleeves are arranged at the articulated connection position of the sub-frame and the main frame as hinge points to ensure the stability of the articulated connection. When the sub-frame swings slightly relative to the main frame, the hinge points can provide the function of a rotating shaft, and the swing of the sub-frame relative to the main frame is based on the straight line where the hinge points are located as the axis. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the structure of the utility model;

[0016] Figure 2 It is a connection diagram of the suspension connection point between the main frame and the auxiliary frame of the utility model;

[0017] Figure 3 This is a schematic diagram of the rocker arm rubber sleeve of the utility model;

[0018] Figure 4 This is a schematic diagram of the rocker arm rubber sleeve of the utility model;

[0019] Among them, 1. main frame, 2. subframe, 3. suspension rubber pad, 3-1. rubber sleeve one, 5-2. rubber sleeve two, 4. seat plate, 5. rocker arm rubber sleeve, 5-1. rubber sleeve, 5-2. hard shield. DETAILED DESCRIPTION

[0020] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the present invention is further described below in conjunction with specific implementation methods.

[0021] In the description of the present invention, it should be noted that the terms "upper", "lower", "inside", "outside", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0022] The utility model relates to a composite suspension frame for a heavy-load off-road vehicle, which is a composite frame used on a heavy-load off-road vehicle and a recreational vehicle.

[0023] like Figure 1 , Figure 2 As shown, the composite frame mainly includes a main frame 1 and a sub-frame 2. The sub-frame 2 is installed on the upper end surface of the main frame 1.

[0024] The sub-frame 2 and the main frame 1 are connected in a fixed manner at one end and suspended at the other end. Specifically, one end of the sub-frame 2 is directly connected to the main frame 1 with bolts to form a rigid connection, and a suspension rubber pad 3 is set between the other end of the sub-frame 2 and the main frame 1, and then bolts are used to pass through the suspension rubber pad 3 to connect. There is a suspension rubber pad 3 between the main frame 1 and the sub-frame 2, and the suspension rubber pad 3 is made of a flexible material. In this way, there is a flexible and variable gap between the main frame 1 and the sub-frame 2. Usually, the suspension rubber pad 3 is made of a flexible rubber material.

[0025] At the same time, a connection point is also set between the axial center line of the sub-frame 2 and the main frame 1, and a rocker arm rubber sleeve 5 is set at the connection point, so that a specific displacement buffer is also provided between the sub-frame and the main frame at the connection point. Along the length direction of the frame, the sub-frame 2 and the main frame 1 both have a plurality of connecting beams. The center position of the axial connecting beam of the sub-frame 2 is connected to the connecting beam of the main frame 1, and a rocker arm rubber sleeve 5 is set at the connection. When the main frame 1 is twisted and deformed, the rocker arm rubber sleeve 5 here plays a role in buffering the twisting force, preventing the twisting force from affecting the car body on the sub-frame 2.

[0026] In this technical solution, the connection point of the suspension rubber pad 3 is set as a suspension connection point, such as Figure 2 , Figure 3As shown, in a specific implementation, the structure of the suspension rubber pad 3 is as follows, and the suspension rubber pad 3 includes a rubber sleeve 1 3-1 and a rubber sleeve 2 3-2. Among them, a hard pipe is fixedly arranged at the axis of the rubber sleeve 1 3-1, and one end of the hard pipe is protruded. A through hole is arranged at the axis of the rubber sleeve 2 3-2. During installation, the rubber sleeve 1 3-1 and the rubber sleeve 2 3-2 are respectively located on the upper end face and the lower end face of the seat plate 4 at the installation point, so that the rubber sleeve 1 3-1 and the rubber sleeve 2 3-2 are docked, and the bolts are passed through the rubber sleeve 1 3-1 and the rubber sleeve 2 3-2, and then tightened with nuts. In this way, at the suspension connection point of the sub-frame 2, whether it is the downward pressure or the upward tension of the sub-frame 2 relative to the main frame 1, it can be buffered by the rocker arm rubber sleeve 3 to achieve a comprehensive suspension connection. Here, the rubber sleeve 1 3-1 and the rubber sleeve 2 3-2 are both made of rubber, which are flexible and can provide a small gap for the sub-frame 2 to achieve a suspension connection. When the vehicle turns and generates lateral force, the suspension rubber pad provides buffering support.

[0027] In this technical solution, the rocker arm rubber sleeve is installed at the connection point of the central axis, and a through hole is set in the middle position of the connecting beam of the sub-frame 2, and a through hole is also set in the middle position of the connecting beam of the main frame 1; after the through hole of the connecting beam of the sub-frame 2 is connected with the through hole of the connecting beam of the main frame 1, the rocker arm rubber sleeve 5 is set, and then the bolts and nuts are used to pass through the rocker arm rubber sleeve 5 to tighten. Figure 4 As shown, the core of the rocker arm rubber sleeve 5 is a rubber sleeve 5-1 made of a flexible material, and the outer side of the rubber sleeve 5-1 is a hard shield 5-2; the hard shields 5-2 grow out of both ends of the rubber sleeve 5-1. The rocker arm rubber sleeve 5 is set through the through hole, and the rubber sleeve 5-1 is made of rubber and is flexible. Under this setting, when the chassis main frame is twisted and deformed, the amount of its twisting deformation will not cause the body on the sub-frame 2 to generate twisting force, ensuring that the body is protected from damage caused by the twisting force.

[0028] The suspension frame of the utility model generally has four groups of connection points between the main frame 1 and the auxiliary frame 2. Among them, the two groups of connection points near the front of the vehicle are suspension connection points for setting the suspension rubber pads 3, and the two groups of connection points near the rear of the vehicle are rigid connection points.

[0029] The utility model is a composite suspension frame used for a heavy-duty off-road vehicle, wherein the main frame and the auxiliary frame are connected in a suspended manner. A suspension rubber pad is arranged at the connection point of the main frame and one end of the auxiliary frame, so that the main frame and the auxiliary frame are connected in a non-rigid manner. When turning, the auxiliary frame can produce a slight twisting distance relative to the main frame, which has a certain protective effect on both the main frame and the auxiliary frame.

[0030] The above shows and describes the basic principle and main features of the utility model and the advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments. The above embodiments and descriptions are only for explaining the principle of the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, which fall within the scope of the utility model to be protected. The scope of protection claimed by the utility model is defined by the attached claims and their equivalents.

Claims

1. A composite suspension frame for a heavy-duty off-road vehicle, comprising a main frame (1) and a sub-frame (2), characterized in that: One end of the sub-frame (2) is rigidly connected to the main frame (1) by bolts; a suspension rubber pad (3) made of a flexible material is arranged between the other end of the sub-frame (2) and the main frame (1), and then bolts are passed through the suspension rubber pad (3) to connect; the center position of the axial connecting crossbeam of the sub-frame (2) is connected to the connecting crossbeam of the main frame (1), and a rocker arm rubber sleeve (5) is arranged at the connection.

2. The composite suspension frame of a heavy-duty off-road vehicle according to claim 1, characterized in that: After the through hole of the connecting crossbeam of the auxiliary frame (2) is butted against the through hole of the connecting crossbeam of the main frame (1), a rocker arm rubber sleeve (5) is provided, and then bolts and nuts are passed through the rocker arm rubber sleeve to tighten.

3. The composite suspension frame of a heavy-duty off-road vehicle according to claim 1, characterized in that: The core of the rocker arm rubber sleeve (5) is a rubber sleeve (5-1) made of a flexible material, and the outer side is a hard protective cover (5-2); the hard protective covers (5-2) extend from both ends of the rubber sleeve (5-1).

4. The composite suspension frame of a heavy-duty off-road vehicle according to claim 2, characterized in that: The suspension rubber pad (3) comprises a rubber sleeve 1 (3-1) and a rubber sleeve 2 (3-2); a hard pipe is fixedly arranged at the axis of the rubber sleeve 1 (3-1) and one end of the hard pipe is protruding; when installed, the rubber sleeve 1 (3-1) and the rubber sleeve 2 (3-2) are respectively located at the upper end surface and the lower end surface of the seat plate (4) at the installation point; and the bolts are passed through the rubber sleeve 1 (3-1) and the rubber sleeve 2 (3-2) and then fastened with nuts.

5. The composite suspension frame of a heavy-duty off-road vehicle according to claim 4, characterized in that: Rubber sleeve 1 (3-1) and rubber sleeve 2 (3-2) are made of rubber.

6. The composite suspension frame of a heavy-duty off-road vehicle according to any one of claims 1 to 5, characterized in that: There are four groups of connection points between the main frame (1) and the auxiliary frame (2); two groups of connection points close to the front of the vehicle are suspended connection points for setting suspension rubber pads (3), and two groups of connection points close to the rear of the vehicle are rigid connection points.

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