Semitrailer electric drive axle air suspension system

Abstract

The utility model discloses an air suspension system of an electric drive axle of a semitrailer, and belongs to the technical field of vehicle suspensions. The drive axle housing assembly comprises a drive axle housing, a suspension assembly and a frame, the suspension assembly comprises a pair of guide arms arranged on the drive axle housing; each guide arm comprises a first end used for being connected with a guide arm support and a second end used for being connected with an air spring, and a first torsion bar is connected between the second ends of the two guide arms. The drive axle housing is also connected with a second torsion bar; the other end of the second torsion bar extends in the direction away from the first torsion bar and is connected with the frame. Through the arrangement of the first torsion bar and the second torsion bar, the overall roll rigidity of the suspension can be effectively improved; meanwhile, through the arrangement of the first torsion bar and the second torsion bar, a plurality of stress points can be formed, lateral force can be effectively dispersed, and the lateral force is prevented from being concentrated on a local area of the suspension.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle suspension technology, and more specifically, relates to an air suspension system with high anti-roll performance. Background Technology

[0002] A vehicle's running system typically includes wheels, a frame, axles, and suspension. The axles are connected to the frame via the suspension. Wheels are mounted at both ends of the axles. The suspension's function is to transmit forces and torques acting between the wheels and the frame, and to cushion impacts from uneven road surfaces transmitted to the frame or body, damping the resulting vibrations to ensure a smooth ride.

[0003] In recent years, air suspension has been widely used in the automotive field due to its excellent comfort and stability, low impact on roads and bridges, and ability to extend the service life of automobiles and their components. An air suspension system typically consists of components such as an axle, guide arms, a support assembly, a bracket, and air springs. One end of the guide arm is connected to the vehicle frame via a bracket, and the other end is connected to the air spring. The middle of the guide arm is connected to the support assembly and the axle via a fixed assembly.

[0004] A search revealed existing patents related to air suspension systems, and the applicant has consistently focused on the research, design, and structural optimization of such systems. For example, patent application number 2019219515277, filed on November 13, 2019, discloses a lightweight European-style semi-trailer air suspension system. This application optimizes the structure of the air suspension so that when the vehicle is driving normally, the impact force generated by uneven road surfaces is first transmitted through the wheels and axle assembly to the left and right guide arm assemblies. At this time, the left and right guide arm assemblies drive the left and right airbag assemblies, left and right shock absorbers, and the rubber bushings integrated into the left and right guide arm assemblies to rotate, compressing and stretching the left and right airbag assemblies and left and right shock absorbers. This attenuates the impact force from the road surface before transmitting it to the frame, thus ensuring smooth driving and cargo safety. However, the air suspension system in this application still has certain problems. When the vehicle encounters continuous turns or bumpy road conditions, it will generate a large lateral force, which makes the axle prone to displacement, thus posing certain safety hazards to the vehicle and personnel.

[0005] Based on the aforementioned shortcomings, the applicant continued to optimize the design and filed a patent application on May 10, 2024, with application number 2024210009073, entitled "Anti-roll Air Suspension System". In this application, a locating pin is installed at the bottom of the fixed arm to position the fixed arm and the lower support. The fasteners at both ends and the locating pin form a three-point stabilization structure. This three-point stabilization structure ensures the overall rigidity of the air suspension system, thereby guaranteeing the vehicle's anti-roll performance. However, in this application, the vehicle still faces the risk of rollover during emergency lane changes or when encountering large lateral forces. Therefore, the anti-roll performance of this application needs further improvement. Utility Model Content

[0006] 1. The problem to be solved

[0007] In view of at least some of the problems existing in the prior art, this utility model proposes a semi-trailer electric drive axle air suspension system, the purpose of which is to solve the problem that the existing air suspension system has poor roll stiffness, thereby increasing the risk of vehicle rollover.

[0008] 2. Technical Solution

[0009] To solve the above problems, the technical solution adopted by this utility model is as follows:

[0010] This utility model discloses an air suspension system for an electric drive axle of a semi-trailer, comprising a drive axle housing, a suspension assembly, and a frame; wherein the suspension assembly includes a pair of guide arms mounted on the drive axle housing.

[0011] The guide arm includes a first end for connecting to a guide arm bracket and a second end for connecting to an air spring; wherein,

[0012] The first end and the second end are located on both sides of the drive axle housing, and a first torsion bar is connected between the second ends of the two guide arms.

[0013] A second torsion bar is also connected to the drive axle housing; the other end of the second torsion bar extends away from the first torsion bar and is connected to the vehicle frame.

[0014] Furthermore, the second torsion bar has an overall V-shaped structure. The confluence end of the second torsion bar is set on the top of the drive axle housing through the first connecting seat, and the two ends of the opening are respectively connected to the vehicle frame through the second connecting seat.

[0015] The guide arm is located at the bottom of the drive axle housing.

[0016] Furthermore, the guide arm and the drive axle housing are connected via a connecting assembly; the connecting assembly includes an axle underbody bracket and fasteners; wherein,

[0017] The axle under bracket is hinged to the middle of the guide arm, and fasteners pass through the axle under bracket and the connecting part on the drive axle housing in sequence to lock the guide arm and the drive axle housing together.

[0018] The axle underpinning bracket is also provided with vertically distributed shock absorbers between the axle and the frame.

[0019] Furthermore, the second torsion bar and the corresponding connecting seat are both hinged.

[0020] Furthermore, the frame includes a frame structure formed by several longitudinal beams and cross beams; the second connecting seat is disposed on the inner side wall of the longitudinal beam.

[0021] Furthermore, a pad is connected to the outer side of the longitudinal beam, and the lower surface of the longitudinal beam and the pad together form a mounting surface for connecting with the guide arm bracket.

[0022] Furthermore, a first reinforcing rib is provided between the pad and the longitudinal beam; a second reinforcing rib is provided between the two guide arm supports; wherein, the first reinforcing rib is located on the outer side of the longitudinal beam, and the second connecting seat is located on the opposite side of the first reinforcing rib.

[0023] Furthermore, the interior of the drive axle housing forms an installation space for mounting a power source.

[0024] 3. Beneficial effects

[0025] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0026] (1) The air suspension system of the electric drive axle of the semi-trailer of this utility model can effectively improve the overall roll stiffness of the suspension by setting the first torsion bar and the second torsion bar, which is conducive to ensuring the lateral stability of the suspension. At the same time, since the first torsion bar and the second torsion bar can form multiple force points, they can effectively disperse the lateral force and avoid the lateral force from concentrating in a local area of ​​the suspension.

[0027] (2) The present invention provides an air suspension system for an electric drive axle of a semi-trailer, wherein the first torsion bar and the second torsion bar are set at different heights. The first torsion bar located at the lower position can provide higher roll stiffness, while the second torsion bar located at the higher position can effectively increase the roll center height of the suspension, so that the vehicle can maintain a more stable posture when cornering at high speed or changing lanes in an emergency, which is beneficial to improving handling performance and driving safety.

[0028] (3) The air suspension system of the electric drive axle of the semi-trailer of this utility model has a pad connected to the outside of the longitudinal beam. The lower surface of the longitudinal beam and the pad together form an installation surface for connecting with the guide arm bracket. This design can not only ensure the contact area between the guide arm bracket and the frame and ensure the stability of the connection between the two, but also the pad can be used to compensate for the deviation between the center distance of the two longitudinal beams and the center distance of the two guide arms.

[0029] (4) The air suspension system of the electric drive axle of this utility model for a semi-trailer ensures the anti-roll performance of the suspension due to the presence of the first and second torsion bars. In this case, the shock absorbers can be vertically installed, maximizing their mechanical performance advantages in the vertical direction, and directly and efficiently absorbing and buffering vertical impacts from the road surface. This effectively reduces the intensity and frequency of vibrations transmitted to the vehicle body, thereby significantly improving the overall ride comfort and driving stability of the vehicle. Attached Figure Description

[0030] Figure 1 This is a structural schematic diagram of an air suspension system for an electric drive axle of a semi-trailer according to the present invention;

[0031] Figure 2 This is a side view of a semi-trailer electric drive axle air suspension system of this utility model after the vehicle frame has been removed;

[0032] Figure 3 This is a schematic diagram of the vehicle frame structure in this utility model;

[0033] Figure 4 This is a schematic diagram of the assembly between the vehicle frame and the guide arm bracket in this utility model;

[0034] Figure 5 This is a schematic diagram of the drive axle in this utility model.

[0035] In the diagram: 100, drive axle housing; 110, installation space;

[0036] 200. Suspension assembly; 210. Guide arm; 220. Guide arm bracket; 230. Air spring; 241. First torsion bar; 242. Second torsion bar; 243. First connecting seat; 244. Second connecting seat; 250. Connecting assembly; 251. Axle undermount support; 252. Fastener; 260. Shock absorber;

[0037] 300, Chassis; 310, Longitudinal beam; 320, Crossbeam; 330, Pad; 340, First reinforcing rib; 350, Second reinforcing rib; 360, First connecting support; 370, Second connecting support; 380, Third reinforcing rib. Detailed Implementation

[0038] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings.

[0039] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0040] The present invention will be further described below with reference to specific embodiments.

[0041] like Figure 1 , Figure 2 As shown, a semi-trailer electric drive axle air suspension system according to this embodiment includes a drive axle housing 100, a suspension assembly 200, and a frame 300. The two ends of the drive axle housing 100 are connected to the suspension assembly 200; the top of the suspension assembly 200 is connected to the frame 300; and the frame 300 is used for connection to the semi-trailer.

[0042] The suspension assembly 200 includes a pair of guide arms 210 mounted on the drive axle housing 100. Each guide arm 210 includes a first end for connecting to a guide arm bracket 220 and a second end for connecting to an air spring 230. The first and second ends extend towards both sides of the drive axle housing 100. That is, the guide arm bracket 220 and the air spring 230 are located on both sides of the drive axle housing 100 for connection to the vehicle frame 300.

[0043] A first torsion bar 241 is connected between the second ends of the two guide arms 210. At the same time, a second torsion bar 242 is also connected to the drive axle housing 100. The other end of the second torsion bar 242 extends away from the first torsion bar 241 and is connected to the frame 300.

[0044] This embodiment of a semi-trailer electric drive axle air suspension system, through the arrangement of a first torsion bar 241 and a second torsion bar 242, can effectively improve the overall roll stiffness of the suspension, which is beneficial to ensuring the lateral stability of the suspension. At the same time, since the first torsion bar 241 and the second torsion bar 242 can form multiple force-bearing points, they can effectively disperse lateral forces and avoid the concentration of lateral forces in local areas of the suspension, which is significantly beneficial to improving the anti-roll performance of the suspension.

[0045] In some embodiments, the second torsion bar 242 has an overall V-shaped structure. The confluence end of the second torsion bar 242 is mounted on the top of the drive axle housing 100 via the first connecting seat 243, and the two ends of the opening are connected to the vehicle frame 300 via the second connecting seats 244 respectively. Meanwhile, the guide arm 210 is located at the bottom of the drive axle housing 100. That is, the first torsion bar 241 is located at the bottom of the drive axle housing 100. This design makes the first torsion bar 241 and the second torsion bar 242 arranged vertically. The lower-positioned first torsion bar 241 provides higher roll stiffness, while the higher-positioned second torsion bar 242 effectively increases the roll center height of the suspension, enabling the vehicle to maintain a more stable posture during high-speed cornering or emergency lane changes, thus improving handling performance and driving safety.

[0046] Preferably, the second torsion bar 242 is hinged to both the first connecting seat 243 and the second connecting seat 244. The specific hinge method can be any existing technology and is not specifically limited here.

[0047] It should be noted that the instantaneous axis of rotation of the carriage relative to the ground, i.e., the carriage roll axis, passes through the instantaneous rotation center of the carriage on the cross-section at the front and rear axles, and becomes the carriage roll center. The vertical distance from the roll rotation axis to the ground is the roll center height. A higher roll center causes the vehicle body to roll around a higher axis when turning or subjected to lateral forces, which can more effectively suppress vehicle roll. At the same time, the suspension system needs to withstand greater lateral forces, which can be compensated for in this embodiment by the first torsion bar 241 located at a lower position. This is also the main reason why the first torsion bar 241 and the second torsion bar 242 are arranged one above the other in this embodiment.

[0048] As a specific connection method between the guide arm 210 and the drive axle housing 100, such as Figure 2 As shown, the guide arm 210 is connected to the drive axle housing 100 via a connecting assembly 250. The connecting assembly 250 includes an axle under bracket 251 and a fastener 252; wherein, the axle under bracket 251 is hinged to the middle of the guide arm 210; the fastener 252 passes through the connecting portion on the axle under bracket 251 and the drive axle housing 100 in sequence, thereby locking the guide arm 210 and the drive axle housing 100 together.

[0049] Specifically, in this embodiment, the fastener 252 can be a bolt or nut. Of course, both the axle under-support 251 and the connecting portion of the drive axle housing 100 need to have mounting holes for the bolts to pass through. Meanwhile, the connecting portion of the drive axle housing 100 is actually a set of outwardly protruding strips on both sides of the drive axle housing 100.

[0050] In some implementations, vertically distributed shock absorbers 260 are also provided between the under-axle support 251 and the frame 300. In traditional suspension systems, the shock absorber 260 must bear not only vertical impact forces but also a certain amount of lateral forces. Therefore, the shock absorber 260 is generally installed at an angle.

[0051] In this embodiment, the first torsion bar 241 and the second torsion bar 242 effectively ensure the lateral stiffness of the suspension. Therefore, where space permits, the shock absorber 260 can be vertically mounted to maximize its vertical mechanical performance advantages. This directly and more efficiently absorbs and buffers vertical impacts from the road surface, effectively reducing the intensity and frequency of vibrations transmitted to the vehicle body, thereby significantly improving the overall ride comfort and driving stability. It also reduces fatigue wear on components caused by vibration, extending the service life of key vehicle components.

[0052] refer to Figure 5 As shown, in some optional embodiments, a mounting space 110 is formed in the middle region of the drive axle housing 100. This mounting space 110 can be used to assemble a power source, thereby expanding the space available for the power source. This not only effectively improves the overall vehicle space utilization but also lays a solid foundation for achieving the vehicle's long-range requirements.

[0053] like Figure 3 , Figure 4 As shown, in this embodiment, as one implementation of the frame 300, the frame 300 is generally a frame structure composed of several longitudinal beams 310 and crossbeams 320. A first connecting support 360 for connecting the shock absorber 260 and a second connecting support 370 for connecting the air spring 230 are provided on the longitudinal beams 310. Simultaneously, a second connecting seat 244 is also provided on the longitudinal beams 310.

[0054] Specifically, in this embodiment, the longitudinal beam 310 can be made of H-beams, and the transverse beam 320 can be made of channel steel to ensure the structural strength of the frame 300. The second connecting seat 244 is located on the inner side of the web of the H-beam; the first connecting support 360 is located on the outer side of the web; and the second connecting support 370 is located at the bottom of the H-beam.

[0055] In some embodiments, a pad 330 is connected to the outer side of the lower flange of the H-beam. The pad 330 and the lower flange together form a mounting surface, and the top of the guide arm bracket 220 is welded to this mounting surface. This not only ensures the effective mounting area between the guide arm bracket 220 and the frame 300, guaranteeing the stability of the connection between them, but also allows the pad 330 to compensate for the deviation between the center distance of the two longitudinal beams and the center distance of the two guide arms.

[0056] Of course, to ensure the connection strength of the pad 330, a first reinforcing rib 340 can be provided between the pad 330 and the lower flange of the H-beam. Specifically, the first reinforcing rib 340 is a steel plate provided on the outer side of the web of the H-beam; at the same time, the first reinforcing rib 340 is welded to the upper and lower flanges of the H-beam and the pad 330.

[0057] Preferably, two first reinforcing ribs 340 are provided, and the two first reinforcing ribs 340 form an installation area. The presence of the first reinforcing ribs 340 strengthens the frame 300 within the installation area. Therefore, the second connecting seat 244 can be disposed within this installation area. That is, the second connecting seat 244 is disposed on the inner sidewall of the longitudinal beam 310, and the connection between the second connecting seat 244 and the longitudinal beam 310 is located within the installation area.

[0058] In other embodiments, a second reinforcing rib 350 may be provided between the two guide arm supports 220. Specifically, the second reinforcing rib 350 may be made of channel steel, and the second reinforcing rib 350 and the lower flange of the H-beam may be connected by a third reinforcing rib 380 to further improve the connection strength between the guide arm support 220 and the frame 300. The third reinforcing rib 380 may be made of steel plate.

[0059] This embodiment of a semi-trailer electric drive axle air suspension system optimizes the structure of the frame 300, ensuring not only the connection strength between the frame 300 and the suspension assembly 200, but also improving the strength of key stress areas, thereby further enhancing the anti-roll performance of the suspension.

[0060] The present invention and its embodiments have been described above illustratively. This description is not restrictive, and the figures shown are only one embodiment of the present invention; the actual structure is not limited thereto. Therefore, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A semi-trailer electric drive axle air suspension system, comprising a drive axle housing (100), a suspension assembly (200), and a frame (300); wherein, The suspension assembly (200) comprises a pair of guide arms (210) arranged on the drive axle housing (100); The guide arm (210) comprises a first end portion for connecting a guide arm support (220) and a second end portion for connecting an air spring (230); wherein, The first end portion and the second end portion are respectively located on two sides of the drive axle housing (100), and a first torsion bar (241) is connected between the second end portions of the two guide arms (210); The drive axle housing (100) is further connected with a second torsion bar (242); the other end of the second torsion bar (242) extends away from the first torsion bar (241) and is connected with the vehicle frame (300).

2. The air suspension system of an electric drive axle for a semitrailer according to claim 1, characterized in that The second torsion bar (242) is in a V-shaped structure as a whole, and the converging end of the second torsion bar (242) is arranged on the top of the drive axle housing (100) through a first connecting seat (243), and the open ends are respectively connected with the vehicle frame (300) through second connecting seats (244); The guide arm (210) is arranged on the bottom of the drive axle housing (100).

3. The air suspension system of an electric drive axle for a semitrailer according to claim 2, characterized in that The guide arm (210) and the drive axle housing (100) are connected through a connecting assembly (250); the connecting assembly (250) comprises an axle lower support (251) and a fastener (252); wherein, The axle lower support (251) is hingedly connected with the middle portion of the guide arm (210), and the fastener (252) passes through the axle lower support (251) and a connecting portion on the drive axle housing (100) in sequence to lock the guide arm (210) and the drive axle housing (100) together; The axle lower support (251) and the vehicle frame (300) are further provided with a shock absorber (260) arranged vertically.

4. The air suspension system of an electric drive axle for a semitrailer according to claim 3, characterized in that: The second torsion bar (242) is hingedly connected with the corresponding connecting seat.

5. A semi-trailer electric drive axle air suspension system according to any one of claims 2-4, characterized in that: The vehicle frame (300) comprises a frame structure formed by a plurality of longitudinal beams (310) and cross beams (320); the second connecting seat (244) is arranged on the inner side wall of the longitudinal beam (310).

6. The air suspension system of an electric drive axle for a semitrailer according to claim 5, characterized in that: The outer side of the longitudinal beam (310) is connected with a pad (330), and the lower surfaces of the longitudinal beam (310) and the pad (330) jointly form a mounting surface for connecting the guide arm support (220).

7. The air suspension system of an electric drive axle for a semitrailer according to claim 6, characterized in that The pad (330) and the longitudinal beam (310) are provided with a first reinforcing rib (340); the two guide arm supports (220) are provided with a second reinforcing rib (350); wherein, the first reinforcing rib (340) is arranged on the outer side of the longitudinal beam (310), and the second connecting seat (244) is arranged on the opposite side of the first reinforcing rib (340).

8. The air suspension system of an electric drive axle for a semitrailer according to claim 1, characterized in that: The inside of the drive axle housing (100) forms a mounting space (110) for mounting a power source.

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