Multi-connecting-rod front air suspension system and automobile

Abstract

The multi-connecting-rod front air suspension system comprises two parallel thrust rod assemblies, one ends of the thrust rod assemblies are connected with a front suspension large support at the front end of a vehicle frame, the other ends of the thrust rod assemblies are connected with an axle, the axle is connected with the vehicle frame through a damping mechanism, the two thrust rod assemblies are connected through a transverse rod, and the transverse rod is connected with the front suspension large support. The thrust rod assembly comprises a first thrust rod and a second thrust rod, the first thrust rod is located above the second thrust rod, the first thrust rod is parallel to the second thrust rod, the first thrust rod and the second thrust rod are obliquely arranged, the length of the first thrust rod is larger than that of the second thrust rod, and the damping mechanism comprises an air bag assembly. The first thrust rod and the second thrust rod adopt a parallel four-connecting-rod design, so that excellent Kamp of the vehicle is realized; and C, the nodding problem of the suspension during braking can be effectively prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of front air suspensions, in particular to a multi-link front air suspension system and a car. Background Art

[0002] The automobile suspension system is a general term for the force-transmitting connection device between the frame and the axle or wheel. Its function is to transmit the force and torque acting between the wheel and the frame, cushion the impact force transmitted to the frame or body by the uneven road surface, and attenuate the vibration caused thereby to ensure that the car can run smoothly. The air suspension uses air springs as elastic elements and has been recognized by the market for its superior stiffness characteristics. It plays a vital role in improving the comfort of the vehicle.

[0003] The air suspension usually includes a front air suspension and a rear air suspension, wherein the structure of the rear air suspension is already very mature. As for the front air suspension, the Chinese utility model patent with publication number CN219115178U discloses a commercial vehicle front air suspension assembly structure, which adopts a multi-link design to form a parallelogram structure to stabilize the entire air suspension.

[0004] However, the existing multi-link parallelogram structure generally adopts a design of nearly equal-length links. During braking, the axle moves completely along the parallelogram, the inclination angle remains unchanged, the axle and the link bracket have no obstruction, and cannot prevent the forward tilt of the cab. The K&C characteristics are poor and the braking nodding phenomenon is prone to occur. In addition, the connection between the composite link and the front suspension casting is horizontally connected. The force of the link is along the rod body, and the longitudinal force is only transmitted to the connecting bolts between the bearing cover and the front suspension casting, which poses a risk of insufficient strength. Utility Model Content

[0005] In order to solve the technical problems existing in the above background technology that the existing front air suspension system multi-link adopts an equal-length link structure, has poor K&C characteristics, and is prone to brake nodding, the utility model provides a multi-link front air suspension system and a car.

[0006] The technical solution of this utility model is as follows:

[0007] The utility model provides a multi-link front air suspension system, comprising: two parallel thrust rod assemblies, one end of the thrust rod assembly is connected to a front suspension large bracket at the front end of a vehicle frame, the other end of the thrust rod assembly is connected to a vehicle axle, the vehicle axle is connected to the vehicle frame through a shock absorbing mechanism, the two thrust rod assemblies are connected through a cross bar, the thrust rod assembly comprises a first thrust rod and a second thrust rod, the first thrust rod is located above the second thrust rod, the first thrust rod is parallel to the second thrust rod, and the first thrust rod and the second thrust rod are both inclinedly arranged, the length of the first thrust rod is greater than that of the second thrust rod, and while achieving excellent K&C characteristics of the vehicle, the nodding problem during suspension braking can be effectively prevented, and the shock absorbing mechanism comprises an airbag assembly.

[0008] Preferably, both ends of the first thrust rod are connected to the front suspension bracket and the axle through rubber hinge joints, the front end of the second thrust rod is connected to the front end bracket through a bearing cover, and the rear end of the second thrust rod is connected to the axle through a fixed clamp block.

[0009] Preferably, the connection position between the bearing cover and the front suspension bracket has an angle relative to the vehicle frame, which optimizes the force of the front suspension bracket and reduces the stress concentration of the front suspension bracket.

[0010] Preferably, the first thrust rod and the second thrust rod both form an angle of 3° with the horizontal plane.

[0011] Preferably, the airbag assembly is fixedly mounted on the vehicle axle via an airbag support, and the upper portion of the airbag assembly is fixedly connected to the vehicle frame via an airbag bracket.

[0012] Preferably, the shock absorbing mechanism further includes a shock absorber, the upper end of the shock absorber is fixedly connected to the vehicle frame via a shock absorber bracket, and the lower end of the shock absorber is fixedly mounted on the airbag support.

[0013] Preferably, the airbag bracket is connected to the vehicle frame by a plurality of bolts, which can increase the number of connecting bolts between the vehicle frame and the airbag bracket and greatly reduce stress concentration on the vehicle frame.

[0014] Preferably, the airbag support is connected to the vehicle frame via a third thrust rod that is laterally arranged.

[0015] Preferably, a rear bracket is fixedly installed on both sides of the frame, and the two rear brackets are connected by a sheet-like cross beam. One end of the third thrust rod is connected to the airbag support on one side of the frame, and the other end of the third thrust rod is connected to the rear bracket on the other side of the frame.

[0016] The utility model provides a car, which adopts the multi-link front air suspension system.

[0017] It can be seen from the above technical solutions that the advantages of the utility model are:

[0018] 1. The first thrust rod and the second thrust rod adopt an inclined unequal length link design (parallelogram linkage). The parallelogram linkage design makes the angle change of the axle very small when it jumps up and down, and the motion interference is small. While achieving the excellent K&C characteristics of the vehicle, the thrust rod is set with unequal length and tilt. When the vehicle brakes, the thrust rod can provide an inclined upward force to the front suspension casting to prevent the forward tilt of the cab.

[0019] 2. The connection position between the bearing cover and the front suspension bracket is designed with a 45° angle relative to the frame, which optimizes the force of the front suspension bracket. The longitudinal force can be transmitted to the front suspension bracket through the second thrust rod, reducing the stress concentration of the front suspension bracket.

[0020] 3. The airbag bracket is connected to the airbag assembly and the frame by bolts. The suspension height can be adjusted by the compression and extension of the airbag. The cast airbag bracket structure is connected to the frame, which can increase the number of connecting bolts between the frame and the airbag bracket, greatly reducing the stress concentration of the frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solution of the utility model, the drawings required for use in the description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 It is a schematic diagram of the overall structure of a multi-link front air suspension system according to one or more embodiments of the present utility model;

[0023] Figure 2 It is a front view structural schematic diagram of a multi-link front air suspension system according to one or more embodiments of the utility model;

[0024] Figure 3 It is a side structural schematic diagram of a multi-link front air suspension system according to one or more embodiments of the present utility model;

[0025] Figure 4 It is a schematic diagram of a top view of a multi-link front air suspension system according to one or more embodiments of the present invention;

[0026] The components represented by the reference numerals in the figure are:

[0027] 1. First thrust rod; 2. Second thrust rod; 3. Airbag support; 4. Airbag assembly; 5. Fixed clamp; 6. Third thrust rod; 7. First rear bracket; 8. Second rear bracket; 9. Sheet crossbeam; 10. Airbag bracket; 11. Shock absorber bracket; 12. Shock absorber; 13. Bearing cover; 14. Front suspension bracket; 15. Axle; 16. Frame. DETAILED DESCRIPTION

[0028] In order to make the purpose, features and advantages of the utility model more obvious and easy to understand, the technical scheme of the utility model will be clearly and completely described below in combination with the drawings in the specific embodiment. Obviously, the embodiments described below are only part of the embodiments of the utility model, not all of them. Based on the embodiments in this patent, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this patent.

[0029] Example 1

[0030] In a typical implementation of the present invention, Figure 1-Figure 4 As shown, a multi-link front air suspension system is proposed, including: two thrust rod assemblies arranged in parallel, one end of the thrust rod assembly is connected to the front suspension large bracket 14, the front suspension large bracket 14 is installed at the front end of the frame 16, the other end of the thrust rod assembly is connected to the axle 15, the axle 15 is connected to the frame 16 through a shock absorbing mechanism, and the two thrust rod assemblies are connected by a cross bar.

[0031] Specifically, the thrust rod assembly includes a first thrust rod 1 and a second thrust rod 2. The length of the first thrust rod 1 is greater than that of the second thrust rod 2. The first thrust rod 1 is located above the second thrust rod 2, and the axes of the first thrust rod 1 and the second thrust rod 2 are parallel. The first thrust rod 1 is a forged thrust rod, which is used to provide longitudinal force for vehicle driving and braking. The front end of the first thrust rod 1 is connected to the front suspension bracket 14 through a rubber hinge assembly, and the rear end of the first thrust rod 1 is connected to the axle 15 through a rubber hinge assembly.

[0032] The second thrust rod 2 is a composite structure sheet thrust rod, which is used to provide longitudinal force and anti-roll capability. The front end of the second thrust rod 2 is connected to the front suspension large bracket 14 through a bearing cover 13, and the two bearing covers 13 are connected by a cross bar. The rear end of the second thrust rod 2 is connected to the axle 15 through a fixed clamp block 5.

[0033] The first thrust rod 1 and the second thrust rod 2 are both tilted, and the connection position between the bearing cover 13 and the front suspension bracket 14 has an angle, such as Figure 2As shown, in this embodiment, the first thrust rod 1 and the second thrust rod 2 are both at an angle of 3° with the horizontal plane. When the vehicle brakes, the cab tilts forward, and the non-equal-length thrust rods change the jumping inclination angle of the bridge, which has an inhibitory effect on the jumping of the bridge. The design of the 3° inclination angle enables the thrust rod to provide an inclined upward force to the front suspension casting when the vehicle brakes, thereby hindering the forward tilting of the cab. The connection position of the bearing cover 13 and the front suspension large bracket 14 has an angle of 45° relative to the frame 16. The first thrust rod 1 and the second thrust rod 2 adopt an inclined non-equal-length connecting rod design (parallel four-link). The design of the parallel connecting rod changes the angle of the bridge when it jumps up and down. The change is very small, and the motion interference generated is small. While achieving the excellent K&C characteristics of the vehicle, the unequal length and tilted setting of the thrust rods can effectively prevent the nodding problem during suspension braking; the connection position between the bearing cover 13 and the front suspension large bracket 14 is designed with a 45° angle relative to the frame 16, which optimizes the force of the front suspension large bracket 14. The longitudinal force can be transmitted to the front suspension large bracket 14 through the second thrust rod 2, reducing the stress concentration of the front suspension large bracket 14 (when the horizontal connection is adopted, the longitudinal force is only transmitted to the connecting bolts between the bearing cover 13 and the front suspension large bracket 14, and there is a risk of insufficient strength).

[0034] The shock absorbing mechanism includes an airbag assembly 4 and a shock absorber 12, wherein an airbag support 3 is fixedly installed above the axle 15, the airbag assembly 4 is fixedly installed on the airbag support 3, the top of the airbag assembly 4 is fixedly connected to the frame 16 through the airbag bracket 10, the airbag bracket 10, the airbag assembly 4 and the frame 16 are all bolted, and the suspension height can be adjusted by the compression and extension of the airbag; the upper end of the shock absorber 12 is connected to the frame 16 through the shock absorber bracket 11, the shock absorber bracket 11 and the frame 16 are bolted, and the lower end of the shock absorber 12 is connected to the airbag support 3 by bolts.

[0035] Since the top of the airbag assembly 4 is a weak stress point of the frame 16 and there is a risk of cracking, the use of a cast airbag bracket 10 structure connected to the frame 16 can increase the number of connecting bolts between the frame 16 and the airbag bracket 10, greatly reducing the stress concentration of the frame.

[0036] The vehicle body also includes a third thrust rod 6, which is arranged transversely and parallel to the cross bar. The third thrust rod 6 is used to connect the airbag support 3 and the frame 16 to provide the anti-rolling ability required by the vehicle. Specifically, a first rear bracket 7 is fixedly installed on one side of the frame 16, and a second rear bracket 8 is fixedly installed on the other side of the frame 16. The first rear bracket 7 and the second rear bracket 8 are connected to the frame 16 by bolts. The first rear bracket 7 and the second rear bracket 8 are connected by a sheet-shaped cross beam 9. The sheet-shaped cross beam 9 Both ends are fixedly connected to the adjacent rear bracket by bolts; the third thrust rod 6 is parallel to the sheet-like cross beam 9, one end of the third thrust rod 6 is connected to the airbag support 3 on one side of the frame 16, and the other end of the third thrust rod 6 is connected to the rear bracket at the other side of the frame 16. In this embodiment, one end of the third thrust rod 6 is connected to the airbag support 3 on the same side of the first rear bracket 7, and the other end of the third thrust rod 6 is connected to the second rear bracket 8. The third thrust rod 6 is connected to the airbag support 3 and the second rear bracket 8 through a rubber hinge assembly.

[0037] Example 2

[0038] In another typical embodiment of the utility model, an automobile is proposed, comprising: the multi-link front air suspension system described in Example 1, the first thrust rod 1 and the second thrust rod 2 both form an angle of 3° with the horizontal plane, and the connection position of the bearing cover 13 and the front suspension bracket 14 has an angle of 45° relative to the frame 16, the first thrust rod 1 and the second thrust rod 2 adopt an inclined non-equal length link design (parallel four-link), which can effectively prevent the nodding problem during suspension braking while achieving excellent K&C characteristics of the vehicle; the design of the connection position of the bearing cover 13 and the front suspension bracket 14 having an angle of 45° relative to the frame 16 optimizes the force of the front suspension bracket 14 and reduces the stress concentration of the front suspension bracket 14.

[0039] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A multi-link front air suspension system, comprising: Two parallel thrust rod assemblies are characterized in that one end of the thrust rod assembly is connected to a front suspension bracket (14) at the front end of a vehicle frame (16), the other end of the thrust rod assembly is connected to an axle (15), the axle (15) is connected to the vehicle frame (16) via a shock absorbing mechanism, the two thrust rod assemblies are connected via a cross bar, the thrust rod assembly comprises a first thrust rod (1) and a second thrust rod (2), the first thrust rod (1) is located above the second thrust rod (2), the first thrust rod (1) is parallel to the second thrust rod (2), and the first thrust rod (1) and the second thrust rod (2) are both inclined, the length of the first thrust rod (1) is greater than that of the second thrust rod (2), and the shock absorbing mechanism comprises an airbag assembly (4).

2. The multi-link front air suspension system according to claim 1, characterized in that: The two ends of the first thrust rod (1) are connected to the front suspension bracket (14) and the axle (15) respectively through rubber hinge joints, the front end of the second thrust rod (2) is connected to the front end bracket through a bearing cover (13), and the rear end of the second thrust rod (2) is connected to the axle (15) through a fixed clamp block (5).

3. The multi-link front air suspension system according to claim 2, characterized in that: The connection position between the bearing cover (13) and the front suspension large bracket (14) has an angle relative to the vehicle frame (16).

4. The multi-link front air suspension system according to claim 2, characterized in that: The first thrust rod (1) and the second thrust rod (2) both form an angle of 3° with the horizontal plane.

5. The multi-link front air suspension system according to claim 1, characterized in that: The airbag assembly (4) is fixedly mounted on the vehicle axle (15) via an airbag support (3), and the upper portion of the airbag assembly (4) is fixedly connected to the vehicle frame (16) via an airbag bracket (10).

6. The multi-link front air suspension system according to claim 5, characterized in that: The shock absorbing mechanism also includes a shock absorber (12), the upper end of the shock absorber (12) being fixedly connected to the vehicle frame (16) via a shock absorber bracket (11), and the lower end of the shock absorber (12) being fixedly mounted on the airbag support (3).

7. The multi-link front air suspension system according to claim 5, characterized in that: The airbag bracket (10) and the vehicle frame (16) are connected via a plurality of bolts.

8. The multi-link front air suspension system according to claim 5, characterized in that: An airbag support (3) is also connected to the vehicle frame (16) via a third thrust rod (6) arranged transversely.

9. The multi-link front air suspension system according to claim 8, characterized in that: A rear bracket is fixedly mounted on each side of the vehicle frame (16), and the two rear brackets are connected via a sheet-shaped crossbeam (9). One end of the third thrust rod (6) is connected to an airbag support (3) on one side of the vehicle frame (16), and the other end of the third thrust rod (6) is connected to the rear bracket on the other side of the vehicle frame (16).

10. An automobile, characterized in that: A multi-link front air suspension system as described in any one of claims 1 to 9 is adopted.

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