Medium truck four-point full-floating cab suspension system

Abstract

The utility model relates to the technical field of automobiles, in particular to a middle-truck four-point full-floating cab suspension system which comprises a front suspension assembly, and the front suspension assembly comprises a stabilizer bar and turnover arm assembly, a front suspension upper support and a front suspension shock absorber assembly. The stabilizer bar and turnover arm assembly comprises a stabilizer bar, turnover arms and a turnover arm support, and the left end and the right end of the stabilizer bar are fixedly connected with the turnover arms; the front end of the turnover arm is connected with the front suspension upper bracket, and the rear end of the turnover arm is connected with a turnover arm support; the overturning arm support is used for being connected with a vehicle chassis. The front overhang upper bracket is used for connecting a cab; the front suspension shock absorber assembly comprises a front suspension shock absorber and a front suspension shock absorber support, the lower end of the front suspension shock absorber is connected with the front suspension shock absorber support, and the upper end of the front suspension shock absorber is connected with the stabilizer bar and turnover arm assembly. The front suspension shock absorber support is used for being connected with a vehicle chassis. The problem that a semi-floating cab of a medium truck is poor in comfort can be solved, and compared with a four-point full-floating cab of a heavy truck, the four-point full-floating cab is simpler in structure.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to a four-point fully floating cab suspension system for medium-duty trucks. Background Technology

[0002] Most existing medium-sized trucks use semi-floating suspensions for both the front and rear. The two support points at the front of the cab are hinged together with rubber vibration damping pads, while the rear suspension uses spring damping components to form a floating connection. However, due to the non-linearity of the rubber itself, the rubber suspension at the front support point of the cab has low damping and high dynamic stiffness, resulting in a weak overall vibration isolation effect of the suspension and unsatisfactory comfort for the driver and passengers, failing to meet people's pursuit of driving and riding comfort.

[0003] In the prior art, a new utility patent entitled "A Four-Point Full-Floating Cab Suspension Device" mentions a four-point full-floating cab suspension system suitable for heavy-duty trucks, specifically including a front suspension assembly. The front suspension assembly includes a front suspension tilting component, a tilting arm support, and an airbag damping component. The front suspension tilting component includes a front suspension upper bracket, a stabilizer bar, and tilting arms fixed to both ends of the stabilizer bar. A second hinge point bushing is provided on the tilting arm. The second hinge point bushing includes a second inner frame sleeve, a second outer frame sleeve, and a second and third protective pads, both of which are resilient, located inside the second outer frame sleeve. A flange is provided on the side of the second inner frame sleeve. The third protective pad fits against the flange. The front suspension upper bracket is hinged to the front end of the tilting arm. The tilting arm support is connected to the second inner frame sleeve. One end of the airbag damping component is hinged to the front suspension tilting component. This patented technology offers excellent vibration isolation on heavy-duty trucks, significantly improving passenger comfort. However, it is less suitable for medium-duty trucks. Firstly, the shock absorber assembly uses air springs and is often accompanied by height adjustment valves, making it structurally complex. Furthermore, the air springs provide relatively stiff damping for medium-duty trucks, which can reduce passenger comfort. Secondly, the rear suspension assembly of this patented technology, including crossbeams, is less effective on medium-duty trucks and increases manufacturing costs. Utility Model Content

[0004] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a four-point full-floating cab suspension system for medium-duty trucks to solve the problem of poor comfort of the aforementioned medium-duty truck cab suspension system, improve the driving experience, and optimize the existing four-point full-floating cab suspension device for heavy-duty trucks by removing unnecessary structures, replacing them with better structural components, and reducing manufacturing costs.

[0005] The technical solution of this utility model is: a four-point fully floating cab suspension system for medium-duty trucks, comprising:

[0006] The front suspension assembly includes a stabilizer bar with a tilting arm assembly, a front suspension upper bracket, and a front suspension shock absorber assembly.

[0007] The stabilizer bar and tilt arm assembly includes a stabilizer bar, a tilt arm, and a tilt arm support. The left and right ends of the stabilizer bar are fixed to the tilt arm. The tilt arm is a bone-like connecting rod, including a front first connecting part, a front second connecting part, and a rear connecting part. The front first connecting part is connected to the stabilizer bar, the front second connecting part is connected to the front suspension upper bracket, and the rear connecting part is connected to the tilt arm support. The tilt arm support is used to connect to the vehicle chassis and support the tilt arm.

[0008] The front suspension upper bracket is used to connect the cab, and the connection point where it connects with the front end second connecting part of the tilting arm forms the cab tilting center, and an articulated frame is provided on its side.

[0009] The front suspension shock absorber assembly includes a front suspension shock absorber and a front suspension shock absorber bracket. The lower end of the front suspension shock absorber is connected to the front suspension shock absorber bracket, and the upper end is connected to the hinge frame of the front suspension upper bracket. The front suspension shock absorber bracket is used to connect to the vehicle chassis and support the front suspension shock absorber.

[0010] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein a composite bushing is provided in the second connecting part at the front end of the tilting arm.

[0011] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein a composite bushing is provided in the rear end connection part of the tilting arm.

[0012] According to the present invention, a four-point full-floating cab suspension system for a medium-duty truck is provided, wherein the front suspension shock absorber is a spring shock absorber without a height adjustment valve, including an upper hanger mounting hole and a lower hanger mounting hole. The upper hanger mounting hole is connected to the hinge frame of the upper front suspension bracket; the lower hanger mounting hole is connected to the front suspension shock absorber bracket.

[0013] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein the mounting hole of the upper lug of the front suspension shock absorber is coaxial with the stabilizer bar.

[0014] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks also includes:

[0015] The rear suspension assembly includes a rear suspension shock absorber, a rear suspension lower support, a rear suspension lock body, and a rear suspension upper bracket; the rear suspension shock absorber, the rear suspension lower support, and the rear suspension lock body are connected end to end to form a triangular structure.

[0016] The lower end of the rear suspension shock absorber is connected to the rear suspension lower support, and the upper end is connected to the rear suspension lock body;

[0017] The upper end of the lower rear suspension support is connected to the rear suspension lock body, and the lower end of the lower rear suspension support includes a mounting base and a side connection hole. The mounting base is connected to the lower end of the rear suspension shock absorber. The side connection hole is used to connect to the vehicle chassis.

[0018] One end of the rear suspension lock body is connected to the upper end of the lower rear suspension support, and the other end is connected to the upper end of the rear suspension shock absorber; and it is provided with a lock groove, which is connected to the upper rear suspension bracket.

[0019] The rear suspension upper bracket is used to connect to the cab and is equipped with a locking bolt that engages with the locking groove of the rear suspension lock body to lock.

[0020] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein the rear suspension shock absorber is a spring shock absorber without a height adjustment valve.

[0021] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein the upper end of the rear suspension lower support is provided with a large connecting hole, and a composite bushing is provided inside the large connecting hole.

[0022] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein a composite bushing is provided at the end where the rear suspension lock body is connected to the upper end of the rear suspension lower support.

[0023] According to the present invention, a four-point fully floating cab suspension system for medium-duty trucks is provided, wherein a composite bushing is provided in the lock groove of the rear suspension lock body.

[0024] The advantages of this application are:

[0025] 1. This utility model addresses the problem of poor comfort in the cab suspension system of medium-duty trucks, improves the driving experience, and optimizes the existing four-point full-floating cab suspension device for heavy-duty trucks by removing unnecessary structures and replacing them with better structural components, thereby reducing manufacturing costs.

[0026] 2. The front end of the tilting arm of this utility model is provided with a composite bushing. The vibration reduction of this structure has a good buffering effect on the bumps of the cab.

[0027] 3. The rear end connection of the tilting arm of this utility model is provided with a composite bushing, which can play a good role in shock absorption and buffering against bumps from the vehicle chassis.

[0028] 4. The front suspension shock absorber of this utility model is a spring shock absorber without a height adjustment valve. On the one hand, it optimizes the structure of the front suspension assembly and reduces manufacturing costs; on the other hand, the spring shock absorber is softer than the airbag shock absorber and has a better shock absorption and cushioning effect.

[0029] 5. The mounting holes of the upper hanger of the front suspension shock absorber of this utility model are coaxial with the stabilizer bar. During the cab rollover process, the front suspension shock absorber and the stabilizer bar can move synchronously, reducing the sway of the upper hanger of the front suspension shock absorber.

[0030] 6. The rear suspension assembly of this utility model eliminates the crossbeam and other structures, and adopts a pair of split rear suspension assemblies with a simpler structure, which facilitates processing and manufacturing, shortens the manufacturing process length, and reduces manufacturing costs.

[0031] 7. The rear suspension shock absorber of this utility model is a spring shock absorber without a height adjustment valve. On the one hand, it optimizes the structure of the rear suspension assembly and reduces manufacturing costs; on the other hand, the spring shock absorber is softer than the airbag shock absorber and has a better shock absorption and cushioning effect.

[0032] 8. The connecting hole of the rear suspension lower support of this utility model is provided with a composite bushing. This structure can play a good role in shock absorption and buffering of bumps from the vehicle chassis.

[0033] 9. The rear suspension lock body of this utility model is provided with a composite bushing at one end where it is connected to the upper end of the rear suspension lower support. This structure enhances the shock absorption and buffering effect of the composite bushing in the large connecting hole of the rear suspension lower support.

[0034] 10. The rear suspension lock body of this utility model has a composite bushing in the lock groove. The vibration reduction of this structure has a good buffering effect on the bumps in the cab. Attached Figure Description

[0035] To more clearly illustrate the technical solution of this utility model, the accompanying drawings used in the description of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a structural schematic diagram of the four-point fully floating cab suspension system of this utility model;

[0037] Figure 2 This is a schematic diagram of the front suspension assembly of this utility model;

[0038] Figure 3 This is a schematic diagram of the rear suspension assembly of this utility model;

[0039] Wherein: 1-Front suspension assembly; 11-Front suspension upper bracket; 12-Stabilizer bar; 13-Tilting arm; 14-Tilting arm support; 15-Front suspension shock absorber; 16-Front suspension shock absorber bracket; 17-Front suspension lower support; 18-Front suspension height adjustment assembly; 2-Rear suspension assembly; 21-Rear suspension shock absorber; 22-Rear suspension lower support; 23-Rear suspension lock body; 24-Rear suspension upper bracket. Detailed Implementation

[0040] The embodiments of this utility model are described in detail below, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0041] In the description of this utility model, it should be understood that the terms "longitudinal", "transverse", "axial", "radial", "circumferential", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0042] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0043] This utility model relates to a four-point full-floating cab suspension system for medium-duty trucks to solve the problem of poor comfort in the aforementioned cab suspension systems for medium-duty trucks, improve the driving experience, and optimize the existing four-point full-floating cab suspension device for heavy-duty trucks by removing unnecessary structures and replacing them with better structural components to reduce manufacturing costs.

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0045] A four-point fully floating cab suspension system for medium-duty trucks, specifically, such as... Figure 1 , 2 As shown, it includes: a front suspension assembly 1 and a split rear suspension assembly 2; the front suspension assembly 1 includes a stabilizer bar with a tilting arm assembly, a front suspension upper bracket 11, and a front suspension shock absorber assembly;

[0046] The stabilizer bar and tilt arm assembly includes a stabilizer bar 12, a tilt arm 13, and a tilt arm support 14. The left and right ends of the stabilizer bar 12 are fixedly connected to the tilt arm 13. The tilt arm 13 is a bone-like connecting rod, including a front first connecting part, a front second connecting part, and a rear connecting part. The front first connecting part is sleeved together with the stabilizer bar 12, the front second connecting part is bolted to the front suspension upper bracket 11 through an opening, and the rear connecting part is bolted to the tilt arm support 14. The tilt arm support 14 is used to connect to the vehicle chassis and support the tilt arm 13.

[0047] The front suspension upper bracket 11 is used to connect the cab and can be tilted around the connection point that is bolted to the second connection part at the front end of the tilting arm 13; the front suspension upper bracket 11 is provided with an articulated frame on its side.

[0048] The front suspension shock absorber assembly includes a front suspension shock absorber 15 and a front suspension shock absorber bracket 16. The lower end of the front suspension shock absorber 15 is bolted to the front suspension shock absorber bracket 16, and the upper end is bolted to the hinge frame of the front suspension upper bracket 11. The front suspension shock absorber bracket 16 is used to connect the vehicle chassis and support the front suspension shock absorber 15.

[0049] In actual operation, the front suspension damping assembly is used to reduce vibration from the vehicle chassis and improve the comfort of the cab. The cab is mounted on the support end of the front suspension upper bracket 11. The tilting arm support 14 is connected to the vehicle chassis. The tilting arm 13 connects the front suspension upper bracket 11 and the tilting arm support 14, linking the cab to the vehicle chassis. When the cab moves up and down relative to the vehicle chassis, the tilting arm 13 can rotate around the tilting arm support 14, driving the front suspension upper bracket 11 and the cab to move. While ensuring a stable connection between the cab and the vehicle chassis, it also provides a certain space for relative displacement between the two.

[0050] The stabilizer bar 12 can provide greater roll stiffness to avoid interference between the cab and exterior trim during driving due to roll. The stabilizer bar 12 can also be finely adjusted in diameter according to changes in cab weight to adapt to the roll stiffness required by the entire vehicle cab, so as to meet the needs of different models.

[0051] When the cab is tilted, the cab can drive the front suspension upper bracket 11 to rotate around the second connecting part at the front end of the tilting arm 13.

[0052] In this embodiment, the front suspension upper bracket 11 includes a vertical connecting part and a horizontal connecting part. The vertical connecting part has multiple connecting holes for connecting the front panel of the cab; the horizontal connecting part has four connecting holes for connecting the longitudinal beam of the cab panel.

[0053] In some embodiments, the aforementioned tilting arm 13 has been optimized, specifically, as follows: Figure 1 , 2 As shown, in this embodiment, a composite bushing is provided in the second connecting part at the front end of the flipping arm 13.

[0054] A composite bushing is installed in the second connecting part at the front end of the tilting arm 13, which has a good buffering effect on the bumps of the cab.

[0055] Preferably, a composite bushing is also provided in the rear end connection of the tilting arm 13 to cushion the bumps from the vehicle chassis.

[0056] In some embodiments, the aforementioned front suspension damper 15 has been optimized, specifically, as follows: Figure 1 , 2 As shown, in this embodiment, the front suspension shock absorber 15 is a spring shock absorber without a height adjustment valve, including an upper hanger mounting hole and a lower hanger mounting hole. The upper hanger mounting hole is connected to the hinge frame of the front suspension upper bracket 11; the lower hanger mounting hole is connected to the front suspension shock absorber bracket 16.

[0057] In actual operation, spring shock absorbers have better shock absorption and cushioning effects than air spring shock absorbers. They also have a simpler structure, lower manufacturing cost, and are more suitable for medium-sized trucks.

[0058] During installation, the front suspension shock absorber bracket 16 is bolted to the vehicle chassis, and the lower hanger of the front suspension shock absorber 15 is bolted to the front suspension shock absorber bracket 16 through the mounting hole; the upper hanger of the front suspension shock absorber 15 is bolted to the hinge bracket of the front suspension upper bracket 11 through the mounting hole.

[0059] Furthermore, in this embodiment, the mounting hole of the upper lug of the front suspension damper 15 is coaxial with the stabilizer bar 12.

[0060] Specifically, during the rollover process, the front suspension damper 15 and the stabilizer bar 12 can move synchronously, greatly reducing the sway of the upper lug of the front suspension damper 15.

[0061] In some embodiments, the rear suspension assembly 2 described above has been optimized, specifically, as follows: Figure 1 , 3 As shown, in this embodiment, the rear suspension assembly 2 includes a rear suspension shock absorber 21, a rear suspension lower support 22, a rear suspension lock body 23, and a rear suspension upper bracket 24; the rear suspension shock absorber 21, the rear suspension lower support 22, and the rear suspension lock body 23 are connected end to end to form a triangular structure, which is simple and stable.

[0062] The lower end of the rear suspension shock absorber 21 is bolted to the rear suspension lower support 22 via the lower hanger, and the upper end is bolted to the rear suspension lock body 23 via the upper hanger.

[0063] The upper end of the rear suspension lower support 22 is bolted to the rear suspension lock body 23 through a connecting hole. The lower end of the rear suspension lower support 22 includes a mounting seat and a side connecting hole. The mounting seat is bolted to the lower hanger of the rear suspension shock absorber 21. The side connecting hole is used to bolt to the connected vehicle chassis.

[0064] One end of the rear suspension lock body 23 is bolted to the connecting hole at the upper end of the rear suspension lower support 22, and the other end is bolted to the upper hanging lug of the rear suspension shock absorber 21; the rear suspension lock body 23 is provided with a lock groove, and the rear suspension upper bracket 24 is engaged in the lock groove on the rear suspension lock body 23;

[0065] The rear suspension upper bracket 24 is used to connect to the cab and is equipped with a locking bolt that engages with the locking groove of the rear suspension lock body 23 for locking.

[0066] Unlike the four-point full-floating cab suspension system of heavy-duty trucks, the rear suspension of this utility model eliminates the connecting structure such as the crossbeam. In this embodiment, the rear suspension is a pair of split rear suspension assemblies 2, which has a simpler structure, lower cost, and is more suitable for medium-sized trucks.

[0067] Preferably, in this embodiment, the rear suspension upper bracket 24 includes a vertical connecting part and a horizontal connecting part. The vertical connecting part has three connecting holes for connecting the rear of the cab; the horizontal connecting part has four connecting holes for connecting the longitudinal beams of the cab floor.

[0068] In some embodiments, the rear suspension shock absorber 21 described above has been optimized, specifically, as follows: Figure 1 , 3 As shown, in this embodiment, the rear suspension shock absorber 21 is a spring shock absorber without a height adjustment valve.

[0069] In actual operation, spring shock absorbers have better shock absorption and cushioning effects than air spring shock absorbers. They also have a simpler structure, lower manufacturing cost, and are more suitable for medium-sized trucks.

[0070] During installation, the lower rear suspension support 22 is bolted to the chassis of the vehicle via the side connecting hole, and the lower hanger of the rear suspension shock absorber 21 is bolted to the mounting seat of the lower rear suspension support 22 via the mounting hole; the upper hanger of the rear suspension shock absorber 21 is bolted to the rear suspension lock body 23 via the mounting hole.

[0071] In some embodiments, the aforementioned rear suspension underbody 22 has been optimized, specifically, as follows: Figure 1 , 3 As shown, in this embodiment, the upper end of the rear suspension lower support 22 is provided with a large connecting hole, and a composite bushing is provided inside the large connecting hole.

[0072] In actual operation, when the rear suspension lock body 23 is subjected to a vertical force from the cab, the rear suspension shock absorber 21 is compressed, and the rear suspension lock body 23 can rotate around the hinge point of the connecting large hole of the rear suspension lower support 22. The composite bushing at the connecting large hole is compressed to a certain extent after being subjected to the resultant force, which plays a role in vibration reduction and buffering.

[0073] In some embodiments, the rear suspension locking body 23 described above has been optimized, specifically, as follows: Figure 1 , 3As shown, in this embodiment, a composite bushing is provided at the end where the rear suspension lock body 23 is connected to the upper end of the rear suspension lower support 22.

[0074] In actual operation, the composite bushing here can enhance the shock absorption and buffering effect of the composite bushing inside the large hole of the rear suspension lower support 22.

[0075] Preferably, a composite bushing is also provided in the lock groove of the rear suspension lock body 23 to buffer the vertical force from the cab and reduce the shock absorption pressure of the rear suspension shock absorber 21.

[0076] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A four-point fully floating cab suspension system for medium-duty trucks, characterized in that, include: The front suspension assembly (1) includes a stabilizer bar with a tilting arm assembly, a front suspension upper bracket (11), and a front suspension shock absorber assembly; The stabilizer bar and tilt arm assembly includes a stabilizer bar (12), a tilt arm (13), and a tilt arm support (14). The stabilizer bar (12) is fixed to the tilt arm (13) at both ends. The tilt arm (13) is a bone-shaped connecting rod, including a front first connecting part, a front second connecting part, and a rear connecting part. The front first connecting part is connected to the stabilizer bar (12), the front second connecting part is connected to the front suspension upper bracket (11), and the rear connecting part is connected to the tilt arm support (14). The tilt arm support (14) is used to connect to the vehicle chassis and support the tilt arm (13). The front suspension upper bracket (11) is used to connect the cab, and the connection point that connects with the front end second connecting part of the tilting arm (13) forms the cab tilting center, and a hinge frame is provided on its side. The front suspension shock absorber assembly includes a front suspension shock absorber (15) and a front suspension shock absorber bracket (16). The lower end of the front suspension shock absorber (15) is connected to the front suspension shock absorber bracket (16), and the upper end is connected to the hinge frame of the front suspension upper bracket (11). The front suspension shock absorber bracket (16) is used to connect to the vehicle chassis and support the front suspension shock absorber (15).

2. The four-point full-floating cab suspension system for medium-duty trucks as described in claim 1, characterized in that, The front end of the flip arm (13) is provided with a composite bushing.

3. The four-point full-floating cab suspension system for medium-duty trucks as described in claim 2, characterized in that, The rear end connection of the flipping arm (13) is provided with a composite bushing.

4. The four-point fully floating cab suspension system for medium-duty trucks as described in claim 1, characterized in that, The front suspension damper (15) is a spring damper without a height adjustment valve, including an upper hanger mounting hole and a lower hanger mounting hole. The upper hanger mounting hole is connected to the hinge frame of the front suspension upper bracket (11); the lower hanger mounting hole is connected to the front suspension damper bracket (16).

5. The four-point fully floating cab suspension system for medium-duty trucks as described in claim 4, characterized in that, The mounting holes of the upper lugs of the front suspension damper (15) are coaxial with those of the stabilizer bar (12).

6. A four-point fully floating cab suspension system for medium-duty trucks as described in any one of claims 1-5, characterized in that, Also includes: The rear suspension assembly (2) includes a rear suspension shock absorber (21), a rear suspension lower support (22), a rear suspension lock body (23), and a rear suspension upper bracket (24); the rear suspension shock absorber (21), the rear suspension lower support (22), and the rear suspension lock body (23) are connected end to end to form a triangular structure. The lower end of the rear suspension shock absorber (21) is connected to the rear suspension lower support (22), and the upper end is connected to the rear suspension lock body (23); The upper end of the rear suspension lower support (22) is connected to the rear suspension lock body (23), and the lower end of the rear suspension lower support (22) includes a mounting seat and a side connection hole. The mounting seat is connected to the lower end of the rear suspension shock absorber (21). The side connection hole is used to connect to the vehicle chassis. One end of the rear suspension lock body (23) is connected to the upper end of the rear suspension lower support (22), and the other end is connected to the upper end of the rear suspension shock absorber (21); and it is provided with a lock groove, which is connected to the rear suspension upper bracket (24); The rear suspension upper bracket (24) is used to connect to the cab and is provided with a locking bolt that engages with the locking groove of the rear suspension lock body (23) for locking.

7. A four-point fully floating cab suspension system for medium-duty trucks as described in claim 6, characterized in that, The rear suspension shock absorber (21) is a spring shock absorber without a height adjustment valve.

8. A four-point fully floating cab suspension system for medium-duty trucks as described in claim 6, characterized in that, The upper end of the rear suspension support (22) is provided with a large connecting hole, and a composite bushing is provided in the large connecting hole.

9. A four-point fully floating cab suspension system for medium-duty trucks as described in claim 6, characterized in that, The rear suspension lock body (23) is connected to the upper end of the rear suspension lower support (22) with a composite bushing.

10. A four-point fully floating cab suspension system for medium-duty trucks as described in claim 6, characterized in that, The rear suspension lock body (23) has a composite bushing in the lock groove.

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