4*4 high-maneuverability cross-country chassis suspension system

Abstract

The utility model relates to a 4 * 4 high-maneuvering cross-country chassis suspension system which solves the problems that a suspension control arm support is poor in stress and poor in driving comfort in the driving process of a 4 * 4 high-maneuvering cross-country chassis. The spiral spring is a variable-stiffness spiral spring; the spiral spring upper bracket is arranged outside the frame, and the rubber auxiliary spring is arranged outside the upper bracket; the upper cross arm and the lower cross arm adopt the structural design of short top and long bottom to form a guide framework of the double-cross-arm independent suspension, the cross arm support is installed on the inner side of a frame, the upper portion of the cross arm support is connected with the frame, the lower portion of the cross arm support is connected with the main reducer and the upper cross arm, the lower cross arm is connected with the main reducer, and the spiral spring is installed between the spiral spring upper support and the lower support. A disc is arranged at the upper end of the spiral spring and connected to the spiral spring upper support, and the spiral spring lower support is connected to the middle of the lower cross arm through a pin shaft. According to the utility model, the coordination of the suspension is improved when the vehicle runs, so that the vehicle has good driving comfort and driving safety.

Description

Technical Field

[0001] The utility model relates to a suspension system, in particular to a 4×4 high-mobility off-road chassis suspension system. Background Art

[0002] The coil springs used on third-generation high-mobility off-road vehicles are typically of constant stiffness, resulting in poor suspension comfort and a reduced sense of comfort in off-road conditions. The external control arm brackets connected to the main reducer have long moment arms, resulting in poor overall suspension force distribution. The 5-ton off-road vehicle chassis suffers from poor suspension coordination during driving. Utility Model Content

[0003] The utility model provides a solution for optimizing the design of the suspension system of a 5-ton 4×4 high-mobility off-road chassis, which solves the problem of poor force on the suspension control arm bracket and poor driving comfort during the driving of the 5-ton 4×4 high-mobility off-road chassis.

[0004] The utility model is realized by the following technical solutions:

[0005] A 4×4 high-mobility off-road chassis suspension system includes a lower wishbone, an upper wishbone, a shock absorber, a coil spring, an upper coil spring bracket, a lower coil spring support, a wishbone bracket, and a rubber auxiliary spring. The coil spring is a variable-rigidity coil spring. The left and right upper coil spring brackets are respectively mounted on the outside of the vehicle frame. A mounting seat for the rubber auxiliary spring is welded on the outside of the upper coil spring bracket at an angle where the upper wishbone contacts the rubber auxiliary spring until it is compressed to the limit. The rubber auxiliary spring is mounted on the mounting seat. The upper and lower wishbones are designed with a short upper and long lower structure to form a double wishbone. The guiding structure of the independent suspension, the upper and lower wishbones can bear lateral forces at the same time, the wishbone bracket is installed on the inner side of the frame, the upper part is connected to the frame, the lower part is connected to the main reducer and the upper wishbone, the lower wishbone is connected to the main reducer, the coil spring is installed between the upper coil spring bracket and the lower coil spring support, a double-tube hydraulic shock absorber is arranged inside, a disc is provided at the upper end of the coil spring, the disc bolt is connected to the upper coil spring bracket, the upper end of the shock absorber is connected to the disc, and the lower end is connected to the lower coil spring support, and the lower coil spring support is connected to the middle of the lower wishbone with a pin.

[0006] The utility model improves the coordination of the suspension when the vehicle is driving by matching a variable-rigidity coil spring with a suspension system in the form of a built-in control arm bracket, so that the vehicle has good driving comfort and driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 This is the general arrangement diagram of the suspension system;

[0008] Figure 2 It is the layout diagram of the suspension system;

[0009] In the figure, 1-right part of lower cross arm assembly; 2-right part of upper cross arm assembly; 3-shock absorber; 4-coil spring; 5-right part of coil spring upper bracket; 6-cross arm bracket; 7-left part of lower cross arm assembly; 8-left part of upper cross arm assembly; 9-left part of coil spring upper bracket; 10-rubber auxiliary spring. DETAILED DESCRIPTION

[0010] This suspension system adopts a "double wishbone independent suspension + variable stiffness coil spring + rubber auxiliary spring" structure. The double wishbone is of unequal length, and the outer end of the wishbone is connected to the wheel reducer. The suspension system consists of elastic elements, damping elements, and a guide mechanism.

[0011] The suspension system uses a variable-rigidity coil spring and rubber auxiliary spring as the basic elastic element solution. The lower end of the coil spring is supported in the middle of the lower wishbone and is raised. This has the advantage of being closer to the wheel, helping to improve vehicle stability and reduce spring stress. Secondly, the coil spring avoids interference with the drive shaft and is closer to the wheel axis, reducing the torque generated by the coil spring on the lower wishbone. The upper disc of the coil spring is connected with bolts, and the lower end is connected with a pin. A double-tube hydraulic shock absorber is arranged inside. The lower end of the shock absorber is connected to the lower support of the coil spring, and the upper end is connected to the upper support of the coil spring. When the wheel jumps to the limit, the shock absorber acts as a lower limit. The rubber auxiliary spring is installed on the coil spring bracket. When the wheel jumps up, it contacts the upper wishbone. The rubber auxiliary spring is compressed by the upper wishbone and acts as an elastic element until it reaches the compression limit, at which time it acts as an upper limit.

[0012] The suspension offset frequency is selected based on experience. When determining the suspension offset frequency, it is necessary to comprehensively consider parameters such as axle load, spatial static deflection of coil spring, and lever ratio, and perform iterative calculations. Ultimately, the front and rear suspension offset frequencies of the vehicle in a balanced state are determined to be 1.281Hz and 1.4Hz, respectively, which improves smoothness.

[0013] like Figure 1 、 2 As shown, the present invention is compatible with a rectangular frame. Coil spring brackets 5 and 9 are mounted on the outside of the frame, providing upper support for the coil spring 4 and shock absorber 3. The angle at which the upper cross arm and the rubber auxiliary spring 10 contact each other until the compression limit is calculated, and a mounting seat for the rubber auxiliary spring 10 is welded to the outside of the bracket at this angle for installation. The upper and lower cross arms are designed with a shorter upper portion and a longer lower portion, forming the guiding structure of a double wishbone independent suspension. These arms can simultaneously withstand lateral forces, allowing the wheels to automatically change camber angle as they move up and down, minimizing wheelbase variation and tire wear. The arm bracket 6 is mounted on the inside of the frame, with the upper portion connected to the frame, the lower portion connected to the main reducer and the upper cross arm, and the lower cross arm connected to the main reducer. This design ensures better load bearing and increased reliability.

[0014] By optimizing the design of the entire vehicle suspension system, we can achieve:

[0015] 1. By analyzing the chassis of a 4×4 all-wheel drive 5-ton off-road vehicle, the changes in axle load when empty and fully loaded, and the driving conditions, a coil spring was designed and developed that changes stiffness by varying the center diameter and wire diameter. By matching the variable stiffness coil spring, the vehicle's posture changes minimally when empty and fully loaded. During driving, the vehicle provides excellent comfort under different impact loads.

[0016] 2. By matching the built-in cross arm bracket of the rectangular frame, the cross arm bracket force arm is reduced from 126mm to 56mm (compared with the same type of C-type frame), making the overall suspension force better.

Claims

1. A 4×4 high-mobility off-road chassis suspension system, comprising a lower cross arm, an upper cross arm, a shock absorber, a coil spring, an upper coil spring bracket, a lower coil spring bracket, a cross arm bracket, and a rubber auxiliary spring, characterized by: The coil spring is a variable stiffness coil spring; the left and right coil spring upper brackets are respectively installed on the outside of the frame, and the rubber auxiliary spring mounting seat is welded on the outside of the coil spring upper bracket at an angle at which the upper cross arm contacts the rubber auxiliary spring until it is compressed to the limit, and the rubber auxiliary spring is installed on the mounting seat; the upper and lower cross arms adopt a structural design of short upper and long lower arms to form a guide structure of a double wishbone independent suspension, and the upper and lower cross arms can withstand lateral forces at the same time. The cross arm bracket is installed on the inside of the frame, the upper part is connected to the frame, the lower part is connected to the main reducer and the upper cross arm, and the lower cross arm is connected to the main reducer. The coil spring is installed between the coil spring upper bracket and the coil spring lower support, and a double-tube hydraulic shock absorber is arranged inside. A disc is provided at the upper end of the coil spring, and the disc is bolted to the coil spring upper bracket. The upper end of the shock absorber is connected to the disc, and the lower end is connected to the coil spring lower support. The coil spring lower support is connected to the middle part of the lower cross arm with a pin shaft.

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