Lightweight air suspension integrated beam

Abstract

The utility model discloses a light-weight air suspension integrated beam which comprises a beam body arranged on the inner side of a hub, an air bag and a shock absorber which are connected with a vehicle body are arranged at the two ends of the beam body, and the root of the beam body is connected with an axle. The reinforced lining is attached to the upper wing face of the beam body and extends towards the two ends without crossing the middle area of the beam body. On one hand, the reinforced lining is only arranged at the position, close to the upper wing surface, of the root of the beam body, so that the part structure is optimized, and the weight of the beam body is reduced; on the other hand, the stable pushing seat and the air reducing seat are designed into an integrated structure, the part number is reduced, and the integrity is improved.

Description

Technical Field

[0001] The utility model relates to the field of commercial vehicle chassis suspension, in particular to a lightweight air-suspension integrated beam. Background Art

[0002] In order to ensure the overall strength of the existing air-suspended integrated beam, a long lining 111 and a short lining 112 are usually provided inside the beam body. Figure 1 ), the short liner 112 is arranged in the lower half of the beam 100, mainly used to strengthen the root of the lower wing surface, while the long liner 111 is located in the upper half of the beam 100, almost completely covering the inside of the beam 100. Although this reinforcement structure can enhance the fatigue strength of the integrated beam, it greatly increases the unsprung mass of the suspension. Utility Model Content

[0003] In order to overcome the above-mentioned defects of the prior art, the purpose of the present invention is to provide a lightweight air-suspended integrated beam, which can achieve the purpose of reducing weight and improving integration without changing the structural strength.

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

[0005] A lightweight air-suspended integrated beam comprises a beam body arranged on the inner side of a wheel hub, airbags and shock absorbers connected to the vehicle body are arranged at both ends of the beam body, the root of the beam body is connected to the axle, and a reinforcing lining is arranged on the inner side of the beam body near the root position, the reinforcing lining is in contact with the upper wing surface of the beam body and extends toward both ends without crossing the middle area of the beam body.

[0006] Furthermore, the reinforced lining is connected to the inner side wall of the belly surface of the beam body through the long side.

[0007] Furthermore, an intermittent weld is provided between the long side and the inner side wall to weld the two together.

[0008] Furthermore, the cross-section of the reinforced liner is U-shaped with the opening facing downward.

[0009] Furthermore, the beam body is formed by splicing together a pair of halves whose horizontal longitudinal sections are C-shaped and which are mirror images of each other.

[0010] Furthermore, it also includes air-reducing seats arranged at both ends of the beam body for the lower fixing points of the airbag and the shock absorber, and the air-reducing seats are integrally formed.

[0011] Furthermore, it also includes a stabilizing seat arranged at the root position, and the stabilizing seat is integrally formed.

[0012] The beneficial effects of the present invention are:

[0013] The utility model provides a lightweight air-suspended integrated beam. On the one hand, the component structure is optimized and the weight of the beam is reduced by arranging the reinforcing lining only at the root of the beam body close to the upper wing surface. On the other hand, the stabilizing seat and the air reduction seat are designed as an integrated structure, which also reduces the number of parts and improves the integrity. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art.

[0015] Figure 1 It is a schematic diagram of the prior art.

[0016] Figure 2 It is a structural diagram of the present utility model.

[0017] Figure 3 yes Figure 2 perspective drawing.

[0018] Figure 4 yes Figure 2 Schematic diagram from another perspective. DETAILED DESCRIPTION

[0019] In the description of the present invention, it should be noted that the terms "up", "down", "left", "right", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. The above description is simplified for the convenience of describing the present invention, and does not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, it cannot be understood as a limitation on the present invention.

[0020] As used in this specification, the singular forms "a," "an," "said," and "the" include the plural forms unless otherwise expressly stated. The terms "include," "comprise," and "contain" as used in this specification indicate the presence of the claimed features, but do not exclude the presence of one or more additional features. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0021] In the specification, when an element is referred to as being “on,” “fixed” to, “connected to,” or “engaged to,” etc., another element, the element may be directly on, fixed to, connected to, engaged to, or in contact with the other element, or intervening elements may be present. In the specification, when a feature is arranged “adjacent” to another feature, it may mean that the feature has a portion overlapping with the adjacent feature or a portion located above or below the adjacent feature.

[0022] The following describes exemplary embodiments of the present application with reference to the accompanying drawings. However, it should be understood that the present application can be presented in many different ways and is not limited to the embodiments described below. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide many additional embodiments. In all figures, the same reference numerals represent the same elements or elements with the same function.

[0023] refer to Figure 2 and Figure 3 As can be seen, the beam body 100 of this integrated beam is composed of a pair of mirror-image halves 100a welded together. Each half 100a has a C-shaped horizontal longitudinal cross-section, hence this integrated beam is also called a C-beam. A reinforcing lining 113 with a U-shaped cross-section is positioned inside the beam body 100. This lining 113 is positioned within the vertically upper half 100a, essentially aligning the U-shaped concavity of the reinforcing lining 113 with the C-shaped concavity of the half 100.

[0024] The beam body 100 is also provided with a positioning plate 141 for connecting the axle. The positioning plate 141 is connected to the bottom plate 142 ( Figure 4 ) and is fixed at the root 103 of the beam body 100. A stabilizing seat 120 for arranging the suspension linkage mechanism is provided on the side of the positioning plate 141. The stabilizing seat 120 is an integrated structure and can preferably be formed by casting. The split parts on both sides of this integrated stabilizing seat 120 are changed to an integrated structure connected to each other, so the contact area with the beam body 100 is also increased. By distributing the welds on the outer edge of the adjacent surface of the stabilizing seat 120 and the beam body 100 and on the adjacent surface of the base 142, its fixing strength can be further increased. An air reducing seat 133 is provided at each end of the beam body 100. The preferred air reducing seat 133 can be formed by casting. This integrated air reducing seat 133 combines the original air bag and the lower fixing point of the shock absorber, reducing the number of parts.

[0025] The stress points on the beam 100 are primarily concentrated at the root 103, where the stabilizer 120 and positioning plate 141 are located. The stress on this moment beam gradually increases from the ends 104 toward the root 103. The central region 105 is not a fatigue weak point. Due to the stresses exerted on both ends at the root 103, the upper airfoil 101 and the ventral surface 102, especially those near the upper airfoil 101, are highly susceptible to fracture. Therefore, a reinforcing lining 113 is positioned inside the root 103 of the beam 100, closely adhering to the inner wall of the upper airfoil 101 and extending toward both ends 104 without extending beyond the central region 105, to enhance the fatigue strength of the beam 100. Furthermore, the reinforcing lining 113 is secured to the beam 100 by welding. Specifically, the weld bead (not shown in the figure) is only arranged between the long side of the reinforced liner 113 and the inner side wall of the belly surface 102, and is not directly welded to the root 103 of the upper wing surface 101. In addition, this weld bead structure is discontinuous to prevent structural stress changes in the part after welding due to excessively long or thick weld beads, avoid strength reduction caused by the welding heat affected zone, and thus improve fatigue strength.

Claims

1. A lightweight air suspension integrated beam, comprising a beam body arranged inside a wheel hub, air bags and shock absorbers connected to the vehicle body being arranged at both ends of the beam body, and the root of the beam body being connected to the axle, characterized in that: A reinforcing lining is provided on the inner side of the beam body near the root position. The reinforcing lining is in contact with the upper wing surface of the beam body and extends toward both ends without crossing the middle area of the beam body.

2. The lightweight air-suspension integrated beam according to claim 1, characterized in that: The reinforced lining is connected to the inner side wall of the belly surface of the beam body through the long sides.

3. The lightweight air-suspension integrated beam according to claim 2, characterized in that: An intermittent weld is provided between the long side and the inner side wall to weld the two together.

4. A lightweight air-suspension integrated beam according to claim 2 or 3, characterized in that: The cross section of the reinforced liner is U-shaped with the opening facing downward.

5. The lightweight air-suspension integrated beam according to claim 4, characterized in that: The beam body is formed by splicing together a pair of halves whose horizontal longitudinal sections are C-shaped and which are mirror images of each other.

6. The lightweight air-suspension integrated beam according to claim 5, characterized in that: It also includes air-reducing seats arranged at both ends of the beam body for fixing points below the airbag and the shock absorber, and the air-reducing seats are integrally formed.

7. The lightweight air-suspension integrated beam according to claim 5, characterized in that: It also includes a stabilizing seat arranged at the root position, and the stabilizing seat is integrally formed.

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