Gearbox auxiliary suspension structure for heavy truck

Abstract

The utility model belongs to the technical field of heavy truck suspension systems, and relates to a gearbox auxiliary suspension structure for a heavy truck. Comprising a suspension bracket (1) and a suspension support (2), a first flexible pad (3) is arranged between the suspension bracket (1) and the suspension support (2), a second flexible pad (4) is arranged on the upper portion of the suspension support (2), a connecting screw (5) sequentially penetrates through the second flexible pad (4), the suspension support (2), the first flexible pad (3) and the suspension bracket (1) from top to bottom, and a locking nut (6) is screwed at the end of the connecting screw (5). The gearbox auxiliary suspension structure for the heavy truck is simple in structure, convenient to manufacture, reliable in performance, convenient to install and beneficial to overall arrangement of the whole truck, and the overall performance of the truck is improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of heavy truck suspension systems, and more specifically, it relates to an auxiliary suspension structure for a heavy truck transmission. Background Technique

[0002] The suspension system of a heavy truck is an important item that cannot be ignored in the development of the whole vehicle. The main function of the suspension is to support the power assembly, connect the power assembly and the vehicle frame through connecting parts and vibration isolation parts; at the same time, it attenuates the vibration of the power assembly or the secondary vibration caused by the ground bumps of the vehicle frame to the power assembly. Due to the relatively harsh operating conditions of some vehicle models or the relatively large weight of the transmission and retarder, the center of gravity of the engine and transmission is shifted backward, or the force on the rear engine mount is too large. Therefore, on the basis of the existing suspension, an auxiliary suspension is newly developed in the middle or at the tail of the transmission to share the force generated by the engine's downward jump on the rear suspension, and reduce the failure risk of the connection surface between the engine and the transmission and the connection surface of the rear suspension. The existing auxiliary suspensions in the form of torsion bar beams and leaf spring beams for heavy trucks span across the vehicle frame, occupying the space above the transmission, affecting the layout of the retarder and pipeline bundles, and having a heavy weight and high cost.

[0003] There is a technology in the prior art with the name of "an auxiliary suspension for a heavy truck transmission", and the publication (announcement) number is "CN201800538U". This technology discloses an auxiliary suspension for a heavy truck transmission, including a "Z"-shaped pipe beam. The two ends of the "Z"-shaped pipe beam are fastened to the vehicle frame through casting pipe clamps and bolts, and the middle part is fixed to the transmission through a fixing device. The fixing device includes an upper fixing clamp block and a lower fixing clamp block that cooperates with it. The upper fixing clamp block and the lower fixing clamp block fix the cross beam between the two, and a shock absorption device is also provided between the upper fixing clamp block and the lower fixing clamp block. The shock absorption device includes an inner lining sleeve that is in direct contact with the cross beam and an outer rubber lining sleeve located outside the inner lining sleeve. The outer rubber lining sleeve is in direct contact with the upper fixing clamp block and the lower fixing clamp block. This kind of auxiliary suspension for a heavy truck transmission can not only reduce the bending moment at the rear end face of the engine block, prevent the transmission from jumping too much, but also isolate the influence of road bumps on the power assembly and the influence of engine vibration on the vehicle frame. At the same time, this suspension has good general interchangeability, high reliability, less occupied space, and is convenient for maintenance and disassembly.

[0004] However, this technology does not involve the technical problems and technical solutions of this application. Content of the Utility Model

[0005] The technical problem to be solved by the utility model is: aiming at the deficiencies of the prior art, to provide an auxiliary suspension structure for a heavy truck transmission with a simple structure, which can effectively solve the problems of limited layout space, high weight and cost, and complex assembly of the auxiliary suspension of a longitudinally-mounted engine in a heavy truck.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the utility model is:

[0007] The utility model relates to an auxiliary suspension structure for a heavy truck gearbox, which comprises a suspension bracket and a suspension support. A first flexible pad is arranged between the suspension bracket and the suspension support, and a second flexible pad is arranged on the upper part of the suspension support. A connecting screw sequentially passes through the second flexible pad, the suspension support, the first flexible pad and the suspension bracket from top to bottom, and a locking nut is screwed at the end of the connecting screw.

[0008] The auxiliary suspension structure for the heavy truck gearbox comprises a left auxiliary suspension and a right auxiliary suspension. The left auxiliary suspension comprises a left suspension bracket and a left suspension support, and the right auxiliary suspension comprises a right suspension bracket and a right suspension support.

[0009] A first flexible pad is arranged between the left suspension bracket and the left suspension support of the left auxiliary suspension, and a second flexible pad is arranged on the upper part of the left suspension support. A connecting screw sequentially passes through the second flexible pad, the left suspension support, the first flexible pad and the left suspension bracket from top to bottom, and connecting nuts are respectively screwed at the upper end and the lower end of the connecting screw.

[0010] A first flexible pad is arranged between the right suspension bracket and the right suspension support of the right auxiliary suspension, and a second flexible pad is arranged on the upper part of the right suspension support. A connecting screw sequentially passes through the second flexible pad, the right suspension support, the first flexible pad and the right suspension bracket from top to bottom, and connecting nuts are respectively screwed at the upper end and the lower end of the connecting screw.

[0011] The left suspension bracket of the left auxiliary suspension is connected to the vehicle frame, and the left suspension support is connected to the gearbox.

[0012] The right suspension bracket of the right auxiliary suspension is connected to the vehicle frame, and the right suspension support is connected to the gearbox.

[0013] The left suspension bracket is in an inverted L-shaped structure, and the left suspension support comprises a horizontal part, a vertical part and a connecting part.

[0014] The right suspension bracket is in an inverted L-shaped structure, and the right suspension support comprises a horizontal part, a vertical part and a connecting part.

[0015] The left suspension bracket and the left suspension support of the left auxiliary suspension are structures made of metal materials, and the right suspension bracket and the right suspension support of the right auxiliary suspension are structures made of metal materials.

[0016] Adopting the technical solution of the utility model, the working principle and the beneficial effects are as follows:

[0017] For the auxiliary suspension structure of the gearbox used in heavy trucks described in the present utility model, when it is necessary to connect the vehicle frame and the gearbox, one side of the gearbox and the vehicle frame is connected through an auxiliary suspension, and the other side of the gearbox and the vehicle frame is connected through another auxiliary suspension. Each auxiliary suspension respectively includes a suspension bracket and a suspension support. When the components of the auxiliary suspension are connected, a first flexible pad is arranged between the suspension bracket and the suspension support, and a second flexible pad is arranged on the upper part of the suspension support. The connecting screw sequentially passes through the second flexible pad, the suspension support 2, the first flexible pad, and the suspension bracket from top to bottom, and a locking nut is screwed at the end of the connecting screw. In this way, on the one hand, the components of the entire auxiliary suspension are reliably connected, and a flexible connection between the vehicle frame and the gearbox is realized, effectively achieving the purpose of attenuating the vibration of the power assembly or the secondary vibration caused by the vehicle frame being jolted by the ground to the power assembly. On the other hand, by adopting the structure of respectively arranging auxiliary suspensions on each side of the gearbox, it is no longer necessary to use auxiliary suspensions in the form of torsion bar beams and leaf spring beams that span the entire vehicle frame, reducing the weight of the auxiliary suspensions installed on the gearbox and saving the space above the gearbox and on both sides of the vehicle frame. In the structure of the present utility model, the suspension support of each auxiliary suspension is connected to the gearbox through bolts, and the suspension bracket of each auxiliary suspension is connected to the vehicle frame through bolts. Then, the suspension support, the suspension bracket, and the two flexible pads are connected through connecting bolts, and the locking nut is tightened onto the connecting bolts to realize reliable connection of the components of the auxiliary suspension. In the static state, the described auxiliary suspension structure is not stressed. When the power assembly (engine + gearbox) jitters up and down due to inertia, the force is absorbed by the flexible pads of the auxiliary suspension, effectively attenuating the influence of the jitter. Moreover, the structure setting of the two auxiliary suspensions reduces the space occupied by the auxiliary suspensions on the vehicle, and at the same time takes into account the factors of light self-weight and cost saving, which is beneficial to the lightweight of the vehicle. Brief Description of the Drawings

[0018] The following briefly describes the content expressed by each drawing in this specification and the marks in the drawings:

[0019] Figure 1 It is a schematic structural diagram of the left auxiliary suspension of the auxiliary suspension structure of the gearbox for heavy trucks described in the present utility model;

[0020] Figure 2 It is a schematic structural diagram of the right auxiliary suspension of the auxiliary suspension structure of the gearbox for heavy trucks described in the present utility model;

[0021] Figure 3 It is a schematic structural diagram of the suspension bracket of the auxiliary suspension structure of the gearbox for heavy trucks described in the present utility model;

[0022] Figure 4 It is a schematic structural diagram of the suspension support of the auxiliary suspension structure of the gearbox for heavy trucks described in the present utility model;

[0023] Figure 5 Schematic diagram of the connection structure between the flexible pad and the connecting screw of the auxiliary suspension structure for a heavy truck transmission of the present utility model;

[0024] Figure 6 Schematic diagram of the structure of the auxiliary suspension structure for a heavy truck transmission of the present utility model when arranged on the vehicle frame;

[0025] The labels in the drawings are respectively: 1, suspension bracket; 2, suspension support; 3, first flexible pad; 4, second flexible pad; 5, connecting screw; 6, locking nut; 7, left auxiliary suspension; 8, right auxiliary suspension; 9, left suspension bracket; 10, left suspension support; 11, right suspension bracket; 12, right suspension support; 13, vehicle frame; 14, transmission; 15, horizontal part; 16, vertical part; 17, connecting part. Specific embodiments

[0026] The following is a further detailed description of the specific embodiments of the present utility model, such as the shapes, structures of the various components involved, the mutual positions and connection relationships between the various parts, the functions and working principles of the various parts, etc., with reference to the drawings:

[0027] As shown in the attached Figure 1 - attached Figure 6As shown in the figure, the utility model relates to an auxiliary suspension structure for a heavy truck transmission, which includes a suspension bracket 1 and a suspension support 2. A first flexible pad 3 is arranged between the suspension bracket 1 and the suspension support 2, and a second flexible pad 4 is arranged on the upper part of the suspension support 2. A connecting screw 5 sequentially passes through the second flexible pad 4, the suspension support 2, the first flexible pad 3, and the suspension bracket 1 from top to bottom, and a locking nut 6 is screwed at the end of the connecting screw 5. For the deficiencies in the prior art, the above structure proposes an improved technical solution. When setting up the structure, when it is necessary to connect the vehicle frame and the transmission, one side of the transmission and the vehicle frame is connected through an auxiliary suspension, and the other side of the transmission and the vehicle frame is connected through another auxiliary suspension. Each auxiliary suspension respectively includes a suspension bracket 1 and a suspension support 2. When connecting the components of the auxiliary suspension, a first flexible pad 3 is arranged between the suspension bracket 1 and the suspension support 2, a second flexible pad 4 is arranged on the upper part of the suspension support 2, a connecting screw 5 sequentially passes through the second flexible pad 4, the suspension support 2, the first flexible pad 3, and the suspension bracket 1 from top to bottom, and a locking nut 6 is screwed at the end of the connecting screw 5. In this way, on the one hand, the components of the entire auxiliary suspension are reliably connected, and the flexible connection between the vehicle frame and the transmission is realized, effectively achieving the purpose of attenuating the vibration of the power assembly or the secondary vibration caused by the vehicle frame being jolted by the ground to the power assembly. On the other hand, by adopting the structure of arranging auxiliary suspensions on each side of the transmission 14 respectively, it is no longer necessary to use auxiliary suspensions in the form of torsion beam and leaf spring beam that span the entire vehicle frame, reducing the weight of the auxiliary suspensions installed on the transmission 14 and saving the space above the transmission and on both sides of the vehicle frame. In the structure of the utility model, the suspension support 2 of each auxiliary suspension is connected to the transmission 14 through bolts, and the suspension bracket 1 of each auxiliary suspension is connected to the vehicle frame 13 through bolts. Then, the suspension support 2, the suspension bracket 1, and the two flexible pads are connected through the connecting bolt 5, and the locking nut 6 is tightened onto the connecting bolt 5 to realize the reliable connection of each component of the auxiliary suspension. In the static state, the auxiliary suspension structure is not stressed. When the power assembly (engine + transmission) jitters up and down under the influence of inertia, the force is absorbed by the flexible pads of the auxiliary suspension, effectively attenuating the influence of the jitter. Moreover, the structure of the two auxiliary suspensions reduces the space occupied by the auxiliary suspensions on the whole vehicle, and at the same time takes into account the factors of light self-weight and cost saving, which is beneficial to improving the lightweight of the whole vehicle. The auxiliary suspension structure for a heavy truck transmission described in the utility model has a simple structure, is convenient to manufacture, has reliable performance, is easy to install, is beneficial to the overall layout of the whole vehicle, and improves the overall performance of the vehicle.

[0028] The described auxiliary suspension structure for a heavy truck transmission includes a left auxiliary suspension 7 and a right auxiliary suspension 8. The left auxiliary suspension 7 includes a left suspension bracket 9 and a left suspension support 10. The right auxiliary suspension 8 includes a right suspension bracket 11 and a right suspension support 12. In the above structure, the left auxiliary suspension 7 is arranged on one side of the transmission to achieve a reliable connection between one side of the transmission and one side of the vehicle frame. The right auxiliary suspension 8 is arranged on the other side of the transmission to achieve a reliable connection between the other side of the transmission and the other side of the vehicle frame. On the one hand, the connection reliability is ensured. On the other hand, reliable vibration attenuation is ensured.

[0029] A first flexible pad 3 is arranged between the left suspension bracket 9 and the left suspension support 10 of the left auxiliary suspension 7. A second flexible pad 4 is arranged on the upper part of the left suspension support 10. The connecting screw 5 sequentially passes through the second flexible pad 4, the left suspension support 10, the first flexible pad 3, and the left suspension bracket 9 from top to bottom. Connecting nuts 6 are screwed on the upper end and the lower end of the connecting screw 5 respectively. In the above structure, the left auxiliary suspension simultaneously has the functions of structural connection and vibration attenuation. A first flexible pad 3 is arranged between the right suspension bracket 11 and the right suspension support 12 of the right auxiliary suspension 8. A second flexible pad 4 is arranged on the upper part of the right suspension support 12. The connecting screw 5 sequentially passes through the second flexible pad 4, the right suspension support 12, the first flexible pad 3, and the right suspension bracket 11 from top to bottom. Connecting nuts 6 are screwed on the upper end and the lower end of the connecting screw 5 respectively. In the above structure, the right auxiliary suspension simultaneously has the functions of structural connection and vibration attenuation. The setting of the left auxiliary suspension and the right auxiliary suspension no longer requires an auxiliary suspension in the form of a torsion bar beam or a leaf spring beam to span the vehicle frame. The suspension occupies the space above the transmission and no longer affects the direction of the retarder and the pipeline bundle, and the weight is reduced and the cost is lowered.

[0030] The left suspension bracket 9 of the left auxiliary suspension 7 is connected to the vehicle frame 13, and the left suspension support 10 is connected to the transmission 14. The right suspension bracket 11 of the right auxiliary suspension 8 is connected to the vehicle frame 13, and the right suspension support 12 is connected to the transmission 14. The left suspension bracket 9 has an inverted L-shaped structure. The left suspension support 10 includes a horizontal part 15, a vertical part 16, and a connecting part 17. The right suspension bracket 11 has an inverted L-shaped structure. The right suspension support 12 includes a horizontal part 15, a vertical part 16, and a connecting part 17. In the above structure, the horizontal parts 15 and the vertical parts 16 of the left auxiliary suspension 7 and the right auxiliary suspension 8 are formed by bending an integral material. The connecting part 17 on the side of the vertical part 16 is bent and then welded to connect the horizontal part 15, effectively ensuring the overall strength of the suspension support.

[0031] The left suspension bracket 9 and the left suspension support 10 of the left auxiliary suspension 7 are structures made of metal materials. The right suspension bracket 11 and the right suspension support 12 of the right auxiliary suspension 8 are structures made of metal materials. In the above structure, the metal materials have good strength, effectively improving the strength of the left auxiliary suspension and the right auxiliary suspension, extending the service life of the suspension, and ensuring the driving safety of the vehicle.

[0032] For the auxiliary suspension structure of the heavy truck gearbox described in the present utility model, when it is necessary to connect the vehicle frame and the gearbox, one side of the gearbox and the vehicle frame is connected by an auxiliary suspension, and the other side of the gearbox and the vehicle frame is connected by another auxiliary suspension. Each auxiliary suspension respectively includes a suspension bracket 1 and a suspension support 2. When the components of the auxiliary suspension are connected, a first flexible pad 3 is arranged between the suspension bracket 1 and the suspension support 2, and a second flexible pad 4 is arranged on the upper part of the suspension support 2. The connecting screw 5 sequentially passes through the second flexible pad 4, the suspension support 2, the first flexible pad 3, and the suspension bracket 1 from top to bottom, and a locking nut 6 is screwed at the end of the connecting screw 5. In this way, on the one hand, the components of the entire auxiliary suspension are reliably connected, and a flexible connection between the vehicle frame and the gearbox is realized, effectively achieving the purpose of attenuating the vibration of the power assembly or the secondary vibration caused by the vehicle frame being jolted by the ground to the power assembly. On the other hand, the structure of arranging auxiliary suspensions on each side of the gearbox 14 is adopted, and there is no need for the auxiliary suspensions in the form of torsion beam and leaf spring beam to span the entire vehicle frame, reducing the weight of the auxiliary suspensions installed on the gearbox 14 and saving the space above the gearbox and on both sides of the vehicle frame. In the structure of the present utility model, the suspension support 2 of each auxiliary suspension is connected to the gearbox 14 by bolts, and the suspension bracket 1 of each auxiliary suspension is connected to the vehicle frame 13 by bolts. Then, the suspension support 2, the suspension bracket 1, and the two flexible pads are connected by the connecting bolt 5, and the locking nut 6 is tightened onto the connecting bolt 5 to realize reliable connection of the components of the auxiliary suspension. In the static state, the described auxiliary suspension structure is not stressed. When the power assembly (engine + gearbox) jitters up and down under the influence of inertia, the force is absorbed by the flexible pads of the auxiliary suspension, effectively attenuating the influence of the jitter. Moreover, the structure setting of the two auxiliary suspensions reduces the space occupied by the auxiliary suspensions on the whole vehicle, and at the same time takes into account the factors of light self-weight and cost saving, which is beneficial to improving the lightweight of the whole vehicle.

[0033] The above has made an exemplary description of the present utility model in conjunction with the accompanying drawings. Obviously, the specific implementation of the present utility model is not limited by the above methods. As long as various improvements are made by adopting the method concept and technical solution of the present utility model, or the concept and technical solution of the present utility model are directly applied to other occasions without improvement, they are all within the protection scope of the present utility model.

Claims

1. A transmission auxiliary suspension structure for a heavy truck, characterized in that: It includes a suspension bracket (1) and a suspension support (2). A first flexible pad (3) is arranged between the suspension bracket (1) and the suspension support (2). A second flexible pad (4) is arranged on the upper part of the suspension support (2). A connecting screw (5) sequentially passes through the second flexible pad (4), the suspension support (2), the first flexible pad (3), and the suspension bracket (1) from top to bottom, and a locking nut (6) is screwed onto the end of the connecting screw (5).

2. The auxiliary suspension structure for a heavy truck transmission according to claim 1, wherein: The auxiliary suspension structure for a heavy truck gearbox includes a left auxiliary suspension (7) and a right auxiliary suspension (8). The left auxiliary suspension (7) includes a left suspension bracket (9) and a left suspension support (10), and the right auxiliary suspension (8) includes a right suspension bracket (11) and a right suspension support (12).

3. The auxiliary suspension structure for the heavy truck gearbox according to claim 2, characterized in that: A first flexible pad (3) is arranged between the left suspension bracket (9) and the left suspension support (10) of the left auxiliary suspension (7). A second flexible pad (4) is arranged on the upper part of the left suspension support (10). A connecting screw (5) sequentially passes through the second flexible pad (4), the left suspension support (10), the first flexible pad (3), and the left suspension bracket (9) from top to bottom, and locking nuts (6) are respectively screwed onto the upper end and the lower end of the connecting screw (5).

4. The auxiliary suspension structure for a heavy truck gearbox according to claim 3, characterized in that: A first flexible pad (3) is arranged between the right suspension bracket (11) and the right suspension support (12) of the right auxiliary suspension (8). A second flexible pad (4) is arranged on the upper part of the right suspension support (12). A connecting screw (5) sequentially passes through the second flexible pad (4), the right suspension support (12), the first flexible pad (3), and the right suspension bracket (11) from top to bottom, and locking nuts (6) are respectively screwed onto the upper end and the lower end of the connecting screw (5).

5. The auxiliary suspension structure for a heavy truck transmission according to claim 3, characterized in that: The left suspension bracket (9) of the left auxiliary suspension (7) is connected to the vehicle frame (13), and the left suspension support (10) is connected to the gearbox (14).

6. The auxiliary suspension structure of the gearbox for heavy trucks according to claim 4, characterized in that: The right suspension bracket (11) of the right auxiliary suspension (8) is connected to the vehicle frame (13), and the right suspension support (12) is connected to the gearbox (14).

7. The auxiliary suspension structure for a heavy truck transmission according to claim 5, wherein: The left suspension bracket (9) has an inverted L-shaped structure, and the left suspension support (10) includes a horizontal part (15), a vertical part (16), and a connecting part (17).

8. The auxiliary suspension structure for a heavy truck transmission according to claim 6, characterized in that: The right suspension bracket (11) has an inverted L-shaped structure, and the right suspension support (12) includes a horizontal part (15), a vertical part (16), and a connecting part (17).

9. The auxiliary suspension structure for the gearbox of a heavy truck according to claim 3, characterized in that: The left suspension bracket (9) and the left suspension support (10) of the left auxiliary suspension (7) are structures made of metal materials.

10. The auxiliary suspension structure for a heavy truck transmission according to claim 4, characterized in that: The right suspension bracket (11) and the right suspension support (12) of the right auxiliary suspension (8) are structures made of metal materials.

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