Truck axle suspension assembly

Abstract

The utility model provides a truck axle suspension assembly, which relates to the technical field of truck suspensions and comprises a first connecting frame, a first square groove is arranged at the top of the first connecting frame, and a vibration sensor is fixedly mounted on the inner surface wall of the first square groove. According to the utility model, firstly, the vibration sensor, the truck height sensor and the acceleration sensor are connected with the control system of the cockpit, and the vibration sensor can monitor the vibration condition caused by factors such as uneven road surface, vehicle speed change, uneven load distribution and the like in the driving process of the truck in real time; the vehicle height sensor has the advantages of improving the driving safety, improving the driving comfort, optimizing the vehicle controllability, enhancing the intellectualization and self-adaptive ability of the suspension system and the like, and the acceleration sensor can monitor the acceleration change of the vehicle in real time, including acceleration increase and decrease and direction change; potential problems can be found in time and early warning or adjustment can be carried out.

Description

Technical Field

[0001] The utility model relates to the technical field of truck suspensions, in particular to a truck axle suspension assembly. Background Art

[0002] The truck axle suspension assembly is an important part of the truck chassis system. It is responsible for elastically connecting the frame (or body) to the axle (or wheels) and transmitting all forces and torques acting between the wheels and the frame (or body).

[0003] The existing truck axle suspension assembly is mainly responsible for connecting the frame to the axle during use. However, when the truck is running, the suspension cannot be detected and monitored, so the current state of the suspension cannot be obtained in real time, and problems in the suspension system cannot be discovered in time, increasing the safety hazards during vehicle driving. Content of the Utility Model

[0004] The purpose of the utility model is to solve the problem that when the above-mentioned equipment is in use, since the existing truck axle suspension cannot detect and monitor the suspension, it is easy to cause untimely discovery of problems and increase safety hazards, and a truck axle suspension assembly is proposed.

[0005] In order to achieve the above purpose, the utility model adopts the following technical scheme: a truck axle suspension assembly, including a first connecting frame. A first square groove is formed in the top of the first connecting frame, and a vibration sensor is fixedly installed on the inner surface of the first square groove. A second square groove is formed in the top of the first connecting frame, and a vehicle height sensor is fixedly installed on the inner surface of the second square groove. An acceleration sensor is fixedly installed on one side of the outer wall of the first connecting frame.

[0006] Preferably, two rotating shafts are movably inserted into the inner surface of the first connecting frame, and wheels are fixedly sleeved on the outer surfaces of the two rotating shafts.

[0007] Preferably, two second connecting frames are fixedly installed on the top of the first connecting frame, and a first fixing rod is fixedly installed on the inner surface of each of the two second connecting frames.

[0008] Preferably, a first connecting ring is movably sleeved on the outer surface of each of the two first fixing rods, and a shock absorber is fixedly installed on the outer surface of each of the two first connecting rings.

[0009] Preferably, a spiral spring is arranged on the outer surface of each of the two shock absorbers, and two steering knuckles are arranged on the top of the first connecting frame.

[0010] Preferably, an upper arm is arranged on the outer surface of each of the two steering knuckles, and a third connecting frame is fixedly installed on the top of the first connecting frame, and a second fixing rod is fixedly installed on the inner surface of each of the two third connecting frames.

[0011] Preferably, connection rings II are movably sleeved on the outer walls of the two fixing rods II, lower arms are fixedly installed on the outer walls of the two connection rings II, and a stabilizing rod is arranged between the outer walls of the two lower arms.

[0012] Compared with the prior art, the advantages and positive effects of the present utility model are that

[0013] In the present utility model, first, the vibration sensor, the vehicle height sensor, and the acceleration sensor are all connected to the control system of the cockpit. The vibration sensor can monitor in real time the vibration of the truck caused by factors such as uneven road surfaces, speed changes, and uneven load distributions during driving. The vehicle height sensor has many advantages such as improving driving safety, enhancing driving comfort, optimizing vehicle controllability, and enhancing the intelligence and adaptability of the suspension system. Moreover, the acceleration sensor can monitor the acceleration changes of the vehicle in real time, including the increase and decrease of acceleration and the change of direction, and can timely detect potential problems and give early warnings or make adjustments.

[0014] In the present utility model, through the mutual cooperation of the shock absorber and the coil spring, the shock absorber, through its damping effect, effectively reduces the vibration and bumps of the vehicle caused by factors such as uneven road surfaces and speed changes during driving, and can also absorb and dissipate the vibration energy generated during vehicle driving, thereby reducing the noise caused by vibration. The coil spring can effectively absorb and disperse the impact force and vibration from the road surface, reducing the vibration and bumping feeling of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a three-dimensional view of the front view structure in a truck axle suspension assembly proposed by the present utility model;

[0016] Figure 2 is a disassembled three-dimensional view of the front view structure in a truck axle suspension assembly proposed by the present utility model;

[0017] Figure 3 is a disassembled schematic diagram of the front view structure in a truck axle suspension assembly proposed by the present utility model;

[0018] Figure 4 is a disassembled three-dimensional view of the front view structure in a truck axle suspension assembly proposed by the present utility model.

[0019] Legend Explanation:

[0020] 1. Connection frame I; 2. Square groove I; 3. Vibration sensor; 4. Square groove II; 5. Vehicle height sensor; 6. Acceleration sensor; 7. Rotating shaft; 8. Wheel; 9. Connection frame II; 10. Fixing rod I; 11. Connection ring I; 12. Shock absorber; 13. Coil spring; 14. Steering knuckle; 15. Upper arm; 16. Connection frame III; 17. Fixing rod II; 18. Connection ring II; 19. Lower arm; 20. Stabilizing rod. Detailed implementation mode

[0021] In order to more clearly understand the above-mentioned objects, features and advantages of the present utility model, the following further describes the present utility model in conjunction with the accompanying drawings and embodiments. It should be noted that, without conflict, the embodiments of the present application and the features in the embodiments can be combined with each other.

[0022] In the following description, many specific details are set forth in order to fully understand the present utility model. However, the present utility model can also be implemented in other ways different from those described herein. Therefore, the present utility model is not limited by the specific embodiments disclosed in the following specification.

[0023] Embodiment 1, as Figures 1 - 3 shown, the present utility model provides a truck axle suspension assembly, including a first connecting frame 1. A first square groove 2 is opened at the top of the first connecting frame 1. A vibration sensor 3 is fixedly installed on the inner surface wall of the first square groove 2. A second square groove 4 is opened at the top of the first connecting frame 1. A vehicle height sensor 5 is fixedly installed on the inner surface wall of the second square groove 4. An acceleration sensor 6 is fixedly installed on one side of the outer wall of the first connecting frame 1. Two rotating shafts 7 are movably inserted into the inner surface wall of the first connecting frame 1. Wheels 8 are fixedly sleeved on the outer surface walls of the two rotating shafts 7.

[0024] The overall effect achieved by the entire Embodiment 1 is that first, the vibration sensor 3 is installed inside the first square groove, the vehicle height sensor 5 is installed in the second square groove 4, and the acceleration sensor 6 is installed on one side of the first connecting frame. By the vibration sensor 3 monitoring the vibration situation of the vehicle in real time, it can provide accurate feedback for the vehicle's suspension system, enabling it to make rapid adjustments according to road conditions and driving requirements. At the same time, the vehicle height sensor 5 adjusts the suspension system by monitoring the vehicle body height in real time. The vehicle height sensor 5 can effectively reduce the bumping and vibration feeling during vehicle driving. And the acceleration sensor 6 helps the suspension system to adjust in time to adapt to different driving conditions by sensing the acceleration change of the vehicle. The vibration sensor 3, the vehicle height sensor 5 and the acceleration sensor 6 are all connected to the control system in the cockpit, and can transmit signals to the control system in time when the data is abnormal.

[0025] Embodiment 2, as Figures 1 - 4As shown in the figure, two connecting brackets II 9 are fixedly installed at the top of the connecting bracket I 1. Fixed rods I 10 are fixedly installed on the inner walls of the two connecting brackets II 9. Connecting rings I 11 are movably sleeved on the outer walls of the two fixed rods I 10. Shock absorbers 12 are fixedly installed on the outer walls of the two connecting rings I 11. Two steering knuckles 14 are arranged on the top of the connecting bracket I 1. Upper arms 15 are arranged on the outer walls of the two steering knuckles 14. A connecting bracket III 16 is fixedly installed at the top of the connecting bracket I 1. Fixed rods II 17 are fixedly installed on the inner walls of the two connecting brackets III 16. Connecting rings II 18 are movably sleeved on the outer walls of the two fixed rods II 17. Lower arms 19 are fixedly installed on the outer walls of the two connecting rings II 18. A stabilizer bar 20 is arranged between the outer walls of the two lower arms 19.

[0026] The overall effect achieved by the entire Embodiment 2 is that when the device is in normal use, first, the two fixed rods I 10 are connected to the two shock absorbers 12. The two shock absorbers 12 control the vibration of the vehicle body, enabling the vehicle to maintain a more stable posture during driving, which helps to reduce roll and sway when the vehicle turns, accelerates or brakes, and improves driving stability. Secondly, spiral springs 13 are arranged on the outer walls of the two shock absorbers 12. Under high-speed driving or complex road conditions, the spiral springs 13 can maintain the stable posture of the vehicle body, reduce the risk of loss of control caused by vibration and bump, and ensure the safe driving of the vehicle. Secondly, a stabilizer bar 20 is arranged between the two lower arms 19. The stabilizer bar 20 indirectly improves the safety of the vehicle by reducing roll and improving handling performance.

[0027] Among them, the vibration sensor 3, vehicle height sensor 5, acceleration sensor 6 and shock absorber 12 are all prior arts. Their components and working principles are all publicly known technologies and will not be explained in detail here.

[0028] Working principle: First, when the device is in normal use, two rotating shafts 7 are movably inserted into the inner wall of the first connecting frame 1. The outer walls of the two rotating shafts 7 are fixedly sleeved with wheels 8. At the same time, a first square groove 2 and a second square groove 4 are opened at the top of the first connecting frame 1. A vibration sensor 3 is fixedly installed on the inner wall of the first square groove 2, and a vehicle height sensor 5 is fixedly installed on the inner wall of the second square groove 4. And an acceleration sensor 6 is fixedly installed on one side of the outer wall of the first connecting frame 1. The vibration sensor 3 can also help monitor the health status of the suspension system. When the sensor detects abnormal vibration, it means that a certain component of the suspension system has been damaged or needs to be replaced. At this time, a signal is sent to the control system in the cockpit through the sensor in time to improve driving safety. The vehicle height sensor 5 can quickly sense the change in the vehicle body height and transmit the information to the suspension system control unit, so as to realize the rapid adjustment of the suspension system. This rapid response ability helps to improve the controllability of the vehicle, enabling the driver to more accurately control the direction and attitude of the vehicle. Secondly, the acceleration sensor 6 can sense the vibration and impact conditions of the vehicle during driving and transmit this information to the control unit of the suspension system, making the vehicle safer to use. Secondly, the outer walls of the two first fixing rods 10 are movably sleeved with first connecting rings 11. The outer walls of the two first connecting rings 11 are fixedly installed with shock absorbers 12. And spiral springs 13 are arranged on the outer walls of the two shock absorbers 12. When the vehicle is running, through the cooperation of the shock absorbers 12 and the spiral springs 13, the shock absorbers 12 usually have a dynamic adjustment function and can be automatically adjusted according to the actual driving state of the vehicle and the road conditions. The spiral springs 13 have a unique linear change characteristic and can effectively absorb and disperse the impact force and vibration from the road surface, reducing the vibration and bumping feeling of the vehicle body. Secondly, the two second connecting rings 18 are movably sleeved on the outer walls of the two second fixing rods 17. The outer walls of the two second connecting rings 18 are fixedly installed with lower arms 19. A stabilizer bar 20 is arranged between the outer walls of the two lower arms 19. When the vehicle turns, the stabilizer bar 20 generates a reverse moment to balance the force on both sides of the suspension, reducing the excessive deformation and stress concentration of the suspension system, thereby extending the service life of the suspension system.

[0029] The above is only a preferred embodiment of the present invention, and it is not a limitation to the present invention in other forms. Any person skilled in the art may use the disclosed technical content to make changes or modifications into equivalent embodiments with equivalent changes and apply them to other fields. However, as long as it does not depart from the technical solution content of the present invention, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention still belong to the protection scope of the technical solution of the present invention.

Claims

1. A truck axle suspension assembly, characterized in that: It includes a first connecting frame (1). A first square groove (2) is formed at the top of the first connecting frame (1). A vibration sensor (3) is fixedly installed on the inner surface wall of the first square groove (2). A second square groove (4) is formed at the top of the first connecting frame (1). A vehicle height sensor (5) is fixedly installed on the inner surface wall of the second square groove (4). An acceleration sensor (6) is fixedly installed on one side of the outer wall of the first connecting frame (1).

2. The truck axle suspension assembly according to claim 1, characterized in that: Two rotating shafts (7) are movably inserted into the inner surface wall of the first connecting frame (1). Wheels (8) are fixedly sleeved on the outer surface walls of the two rotating shafts (7).

3. The truck axle suspension assembly according to claim 2, characterized in that: Two second connecting frames (9) are fixedly installed at the top of the first connecting frame (1). A first fixing rod (10) is fixedly installed on the inner surface wall of each of the two second connecting frames (9).

4. The truck axle suspension assembly according to claim 3, characterized in that: Connecting rings (11) are movably sleeved on the outer surface walls of the two first fixing rods (10). Shock absorbers (12) are fixedly installed on the outer surface walls of the two connecting rings (11).

5. A truck axle suspension assembly according to claim 4, characterized in that: Helical springs (13) are arranged on the outer surface walls of the two shock absorbers (12). Two steering knuckles (14) are arranged at the top of the first connecting frame (1).

6. The truck axle suspension assembly according to claim 5, characterized in that: Upper arms (15) are arranged on the outer surface walls of the two steering knuckles (14). A third connecting frame (16) is fixedly installed at the top of the first connecting frame (1). A second fixing rod (17) is fixedly installed on the inner surface wall of each of the two third connecting frames (16).

7. A truck axle suspension assembly according to claim 6, characterized in that: Connecting rings (18) are movably sleeved on the outer surface walls of the two second fixing rods (17). Lower arms (19) are fixedly installed on the outer surface walls of the two connecting rings (18). A stabilizer bar (20) is arranged between the outer surface walls of the two lower arms (19).

Images