Heavy-duty independent suspension assembly

Abstract

This utility model discloses a heavy-duty independent suspension assembly, including a support plate, a bearing support assembly, a suspension bracket, a shock absorption system, a wheel hub assembly, and a braking system. A mounting base is fixed to the lower part of the rear sidewall of the support plate, and the bearing support assembly is fixedly installed at the bottom of the mounting base. The lower front end of the suspension bracket is axially connected to one end of the bearing support assembly, and the lower rear end of the suspension bracket is rotatably mounted to the wheel hub assembly via an axle. The shock absorption system includes a main shock absorber and a secondary shock absorber. The main shock absorber is installed at the top of the suspension bracket and on the upper part of the rear sidewall of the support plate, while the secondary shock absorber is installed at the front of the suspension bracket and above the mounting base. The braking system is installed at the top of the suspension bracket, and its braking end acts on the wheel hub assembly. This utility model has a simple structure, can meet the high load-bearing capacity requirements of heavy-duty trailers, and achieves independent suspension support for the semi-trailer's cargo bin. Simultaneously, it provides significant wheel shock absorption and high braking precision, enabling flexible control of the trailer.

Description

Technical Field

[0001] This utility model relates to the field of vehicle manufacturing technology, specifically to a heavy-duty independent suspension assembly. Background Technology

[0002] With the development of the transportation industry, semi-trailers have become increasingly popular due to their high transportation efficiency, energy saving, and versatility. The suspension system of a semi-trailer, like the engine and transmission, is one of the three major components of a vehicle. Common suspension systems can be divided into independent and non-independent suspension systems. Non-independent suspension systems have a rigid axle connecting the left and right wheels, meaning the two wheels are not independent of each other. Independent suspension systems do not have a rigid axle connecting the left and right wheels, so there is no interference between them. Some existing trailers require a lower load-bearing surface to increase cargo height. However, due to the low cargo floor, traditional axle structures cannot be used, so independent suspension systems are often employed. Existing independent suspension systems have a support guide plate rotatably connected to the vehicle's suspension mount at the end furthest from one half-axle, and the other side connected to the trailer frame via a hydraulic cylinder and shock absorber springs. The hydraulic cylinder and shock absorber springs work together to provide support and damping. However, their load-bearing capacity is insufficient, necessitating further improvements to the independent suspension system. Utility Model Content

[0003] The purpose of this utility model is to overcome the shortcomings of the existing background technology and provide a heavy-duty independent suspension assembly.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: a heavy-duty independent suspension assembly, including a support plate, a bearing support assembly, a suspension bracket, a shock absorption system, a wheel hub assembly, and a braking system. The support plate is vertically arranged, providing a mounting support base for the entire suspension assembly. A mounting base is fixedly installed on the lower part of the rear sidewall of the support plate, and the bearing support assembly is fixedly installed at the bottom of the mounting base. The lower front end of the suspension bracket is axially connected to one end of the bearing support assembly, and the lower rear end of the suspension bracket is rotatably mounted to the wheel hub assembly via an axle. The shock absorption system includes a main shock absorber and a secondary shock absorber. The main shock absorber is connected and installed at the top of the suspension bracket and the upper part of the rear sidewall of the support plate, and the secondary shock absorber is connected and rotated at the front of the suspension bracket and above the mounting base. The braking system is installed at the top of the suspension bracket, and its braking end acts on the wheel hub assembly.

[0005] Furthermore, the support plate includes a vertical support plate and a connecting base fixed to the top of the vertical support plate. The vertical support plate is a multi-segment bent structure, integrally formed, and consists of a first horizontal plate, a first inclined plate, a first vertical plate, a second inclined plate, a second vertical plate, a third inclined plate, and a fourth inclined plate from top to bottom. The connecting base is fixed above the first horizontal plate, and the fixing seat is fixedly disposed on the rear side wall at the junction of the second vertical plate and the third inclined plate.

[0006] Furthermore, multiple integral No. 1 reinforcing ribs arranged at equal intervals are welded to the front sidewalls of the first inclined plate and the first vertical plate, and the lower end of the No. 1 reinforcing ribs extends downward to the upper part of the front sidewall of the second inclined plate; multiple integral No. 2 reinforcing ribs arranged at equal intervals are welded to the rear sidewalls of the second inclined plate and the second vertical plate, and the lower end of the No. 2 reinforcing ribs is fixedly connected to the top surface of the aforementioned fixing seat.

[0007] Furthermore, the bearing support assembly includes a bearing outer sleeve, a central shaft, two spherical plain bearings, a bearing cover plate, and a fastening nut. The bearing outer sleeve is hollow inside and open at both ends. The central shaft is coaxially inserted into the cavity of the bearing outer sleeve and passes through it laterally. It is rotatably connected to the bearing outer sleeve through the two spherical plain bearings. A corresponding bearing cover plate is installed on the outside of the spherical plain bearings to seal against the bearing outer sleeve. An oil injection gap is left between the central shaft and the bearing outer sleeve.

[0008] One end of the central shaft is axially connected to the lower front end of the aforementioned suspension bracket, and the other end is provided with an external thread. After being inserted into the bearing sleeve, it is threaded to two fastening nuts, and an elastic washer is clamped between the two fastening nuts.

[0009] The bearing outer sleeve is also provided with an integrally formed connecting seat on the circumferential side wall. The connecting seat corresponds to the fixed seat and is fixedly connected by bolts after being placed below the fixed seat.

[0010] Furthermore, the suspension bracket is a triangular frame structure, with a first shaft hole at its lower front end that matches the end of the aforementioned central shaft, and a second shaft hole at its lower rear end that matches the wheel axle in the wheel hub assembly; a suspension seat is fixedly installed at the top of the suspension bracket, a connecting lug is fixedly installed on the front side wall of the front side of the suspension bracket, and a guide rod is fixedly installed on the rear side wall of the rear side of the suspension bracket, with a guide groove at the end of the guide rod.

[0011] Furthermore, the main shock absorber in the shock absorption system includes a shock absorber airbag, one end of which is fixed to the rear side wall of the support plate, and the other end is fixed to the front end of the aforementioned suspension seat.

[0012] The damping system includes a damping hydraulic cylinder, one end of which is hinged to the connecting lug of the suspension bracket, and the other end is hinged to the fixed seat above the rear side of the support plate.

[0013] Furthermore, the braking system includes a piston-type brake chamber, a brake linkage, a spring, a brake adjusting arm, and a brake shoe. The piston-type brake chamber is fixedly mounted on the aforementioned suspension seat, and a bearing is fixedly mounted on the end of its piston rod. The bearing is fixedly connected to the upper end of the brake linkage. The lower end of the brake linkage is hinged to one end of the brake adjusting arm via a rod end connector. The other end of the brake adjusting arm is axially connected to a brake camshaft, and a brake shoe is fixedly mounted on the end of the brake camshaft. The brake shoe acts on the aforementioned wheel hub assembly. One end of the spring is connected to the bottom of the aforementioned suspension seat, and the other end is connected to the rear side wall of the aforementioned brake linkage. The brake linkage is also slidably mounted within the aforementioned guide groove.

[0014] Furthermore, the outer circumferential sidewall of the bearing sleeve is provided with an oil injection nozzle that connects to the internal oil injection gap.

[0015] Compared with the prior art, the present invention has the following advantages: the independent suspension assembly of the present invention has a simple structure, can meet the large load requirements of heavy-duty trailers, and realize independent suspension support for the semi-trailer's cargo bin; at the same time, the wheel shock absorption effect is significant, the braking accuracy is high, and it can meet the flexible control of the trailer. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0017] Figure 2 This is an isometric side view of the suspension assembly of this utility model;

[0018] Figure 3 This is a schematic diagram of the support plate in this utility model;

[0019] Figure 4 for Figure 3 Isometric side view of the central support plate;

[0020] Figure 5 This is a schematic diagram of the suspension bracket in this utility model;

[0021] Figure 6 for Figure 5 Isometric side view of the center suspension mount;

[0022] Figure 7 This is a schematic diagram of the suspension bracket in this utility model;

[0023] Figure 8 This is a schematic diagram of the bearing support assembly in this utility model;

[0024] Figure 9 This is a longitudinal center sectional view of the bearing support assembly in this utility model;

[0025] In the diagram: 1. Support plate, 2. Suspension bracket, 3. Shock absorption system, 4. Wheel hub assembly, 5. Braking system, 6. Bearing support assembly, 7. Mounting seat, 8. Suspension seat, 11. Connecting base, 12. First inclined plate, 13. First vertical plate, 14. Second inclined plate, 15. Second vertical plate, 16. Third inclined plate, 17. Fourth inclined plate, 18. First reinforcing rib, 19. Second reinforcing rib, 21. First shaft hole, 22. Second shaft hole, 23. Connecting lug, 24. Guide rod 25. Guide groove; 31. Shock-absorbing airbag; 32. Shock-absorbing hydraulic cylinder; 51. Piston-type brake chamber; 52. Brake linkage; 53. Brake adjusting arm; 54. Brake camshaft; 55. Spring; 56. Slip bearing; 61. Bearing sleeve; 62. Central shaft; 63. Spherical plain bearing; 64. Bearing cover plate; 65. Fastening nut; 66. Washer; 67. Connecting seat; 68. Oil injection gap; 69. Oil injection nozzle; 81. Shock-absorbing airbag connecting plate; 82. Brake chamber fixing plate. Detailed Implementation

[0026] It should be noted that in the description of this utility model, terms such as "upper", "lower", "left", "right", "front", and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only used to facilitate the description of the structural relationship of each component in this utility model and do not specifically mean that any component in this utility model must have a specific orientation, be constructed and operated in a specific orientation, and should not be construed as a limitation on this utility model.

[0027] Furthermore, in utility models, descriptions such as "first" and "second" are for descriptive purposes only and do not specifically refer to any order or sequence, nor are they intended to limit the utility model. They are merely used to distinguish components or operations described with the same technical terms and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features.

[0028] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0029] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings:

[0030] like Figure 1 and Figure 2 As shown, a heavy-duty independent suspension assembly includes a support plate 1, a bearing support assembly 6, a suspension bracket 2, a shock absorption system 3, a wheel hub assembly 4, and a braking system 5. The support plate 1 is vertically arranged, providing a mounting support base for the entire independent suspension assembly. Figure 3 and Figure 4 As shown, the support plate 1 includes a connecting base 11 and a vertical support plate. The vertical support plate is made of high-strength sheet metal in one piece and has a multi-segment bending structure, which meets the vehicle assembly requirements while improving its own support strength. The vertical support plate consists of a first horizontal plate, a first inclined plate 12, a first vertical plate 13, a second inclined plate 14, a second vertical plate 15, a third inclined plate 16, and a fourth inclined plate 17 from top to bottom. A second horizontal plate can also be provided below the fourth inclined plate 17 to block splashed mud and water. Both the first and second horizontal plates extend horizontally backward. The connecting base 11 is fixedly installed at the top of the vertical support plate, located above the first horizontal plate, and is fixedly connected to it. It can be fixed by welding or by bolts. The connecting base 11 is mainly used to connect to the overall frame of the trailer to maintain the stability of the support plate 1. Multiple integral No. 1 reinforcing ribs 18 are welded and fixed to the front side wall of the first inclined plate 12 and the first vertical plate 13, which are arranged at equal intervals and are perpendicular to each other. The lower end of the No. 1 reinforcing ribs 18 extends downward to the upper part of the front side wall of the second inclined plate 14. Multiple integral No. 2 reinforcing ribs 19 are welded and fixed to the rear side wall of the second inclined plate 14 and the second vertical plate 15 to enhance the strength of the entire support plate 1. A fixing seat 7 is horizontally fixed to the rear end face of the junction of the second vertical plate 15 and the third inclined plate 16 in the vertical support plate, located at the lower end of the No. 2 reinforcing rib 19 and fixedly connected to it. The fixing seat 7 is provided with multiple connecting screw holes.

[0031] The aforementioned bearing support assembly 6 is fixedly installed to the bottom of the aforementioned fixing seat 7 by bolts, as shown in the figure. Figure 8 and Figure 9As shown, the bearing support assembly 6 includes a bearing outer sleeve 61, a central shaft 62, two spherical plain bearings 63, two bearing cover plates 64, and two fastening nuts 65. The bearing outer sleeve 61 is hollow inside and has a transversely penetrating shaft cavity with openings at both ends. The central shaft 62 is coaxially inserted into the shaft cavity of the bearing outer sleeve 61 and is rotatably fixed thereto by the two spherical plain bearings 63. The two spherical plain bearings 63 are located at the two ends of the shaft cavity, and their outer sides are sealed by two corresponding bearing cover plates 64. The cover plate 64 completes the sealed rotation between the bearing outer sleeve 61 and the central shaft 62, creating an oil injection gap 68 between them. One end of the central shaft 62 is thickened to form a boss-like structure, which can limit and fix the bearing cover plate 64 on the same side. The outer wall of the other end is provided with external threads. When the central shaft 62 is installed in the bearing outer sleeve 61, a fastening nut 65 is coaxially fitted on the threaded end of the outer side for tightening. An elastic washer 66 is sandwiched between the two fastening nuts 65 to prevent vibration and loosening between the two nuts. A connecting seat 67 is fixedly provided on the circumferential outer wall of the bearing outer sleeve 61, integrally formed with it. The connecting seat 67 is adapted to the aforementioned fixing seat 7 and has multiple bolt holes. The fixing seat 7 and the bearing support assembly 6 are fixedly connected by bolts. The bearing outer sleeve 61 is also provided with an oil injection nozzle 69 that can communicate with its interior and is connected to the oil injection gap 68. Lubricating oil can be injected into the oil injection gap 68 to reduce the rotational friction between the central shaft 62 and the bearing outer sleeve 61.

[0032] The suspension bracket 2 has a triangular frame structure, as shown in the reference... Figure 7 As shown, a first shaft hole 21 is provided at the lower front end of the suspension bracket 2, and a second shaft hole is provided at the lower rear end of the suspension bracket 2; the first shaft hole 21 is coaxially connected to the thicker end of the central shaft 62 in the bearing support assembly 6, and is fixedly connected to it; the second shaft hole 22 is connected to the hub assembly 4. A connecting lug 23 is fixedly installed on the upper part of the front side wall of the front side of the suspension bracket 2; a rearwardly extending guide rod 24 is fixedly installed on the rear side wall of the rear side of the suspension bracket 2, and a guide groove 25 is provided at the end of the guide rod 24.

[0033] The top of the suspension bracket 2 is fixedly installed with a suspension seat 8, as shown in the figure. Figure 5 and Figure 6 As shown, the suspension seat 8 is boat-shaped, and its bottom can be welded and fixed to the suspension bracket 2; the front side plate of the suspension seat 8 is a shock-absorbing airbag connecting plate 81, which is circular, and the rear side plate of the suspension seat 8 is a brake chamber fixing plate 82, which is square. The entire suspension seat 8 is also fixed with multiple vertically intersecting reinforcing ribs to increase its strength.

[0034] The aforementioned shock absorption system 3 is installed between the suspension bracket 2 and the support plate 1, and includes a main shock absorber and a secondary shock absorber. The main shock absorber includes a shock absorber airbag 31, one end of which is fixedly installed on the rear side wall of the first vertical plate 13 in the support plate 1, and the other end is fixedly connected to the front side wall of the shock absorber airbag connecting plate 81 of the suspension seat 8. The secondary shock absorber includes a shock absorber hydraulic cylinder 32, the lower end of which is hinged to the bottom end of the second reinforcing rib 19 above the rear fixed seat 7 of the support plate 1, and the upper end of which is hinged to the connecting lug 23 on the front side of the suspension bracket 2.

[0035] The braking system 5 is mounted on the top of the suspension bracket 2 and includes a piston-type brake chamber 51, a brake linkage 52, a spring 55, a brake adjusting arm 53, and brake shoes. The piston-type brake chamber 51 is bolted to the top of the brake chamber fixing plate 82 in the suspension seat 8. Its piston rod passes downward through the brake chamber fixing plate 82, and a bearing 56 is bolted to the end of the piston rod. The bearing 56 is fixedly connected to the upper end of the brake linkage 52, and the lower end of the brake linkage 52 is hinged to the brake adjusting arm 53 via a rod end connector. The brake adjustment arm 53 has a brake camshaft 54 ​​connected to its brake end. The brake camshaft 54 ​​is perpendicular to the brake adjustment arm 53, and a brake shoe is fixedly installed at its end. The brake shoe acts on the wheel hub assembly 4. The spring 55 is a tension spring, with one end connected to the bottom of the brake chamber fixing plate 82 in the suspension seat 8, and the other end connected to the middle section of the rear side wall of the brake link 52. The brake link 52 is also slidably installed in the guide groove 25 at the end of the guide rod 24 on the suspension bracket 2 to prevent it from deviating during braking. During operation, the brake adjustment arm 53 can convert the thrust of the piston brake chamber 51 into torque that opens the brake shoe, thereby realizing the rotation of the brake wheel hub assembly 4. In addition, it also has the function of adjusting the gap between the brake shoe and the brake drum to ensure that the braking system 5 is always in good working condition.

[0036] When the aforementioned independent suspension assembly is assembled onto the trailer, the connecting base 11 in the support plate 1 is bolted to the bottom of the main frame on both sides of the trailer frame; the vertical side of the support plate 1 on the same side as the wheel hub assembly 4 is welded and fixed to the outer wheel guard plate, increasing the installation stability of the entire suspension assembly. The vertical support plate in the support plate 1 also has multiple damping holes to reduce the impact of vehicle resonance.

[0037] After the aforementioned independent suspension assembly is assembled onto the trailer frame, when the trailer carries cargo, the weight of the cargo acts on the frame and is transmitted to the aforementioned support plate 1, giving the support plate 1 a downward force. The fixed seat 7, which is fixedly connected to it, also experiences a downward force. At the same time, the wheels contact the ground, acting on the wheel hub assembly 4 and the suspension bracket 2. The suspension bracket 2 experiences an upward force, and the bearing support assembly 6, which is axled to it, also experiences an upward force. This causes the bearing support assembly 6 and the aforementioned fixed seat 7 to press against each other, and the bolts connecting the two are also subjected to a compressive force. Unlike the previous pulling force, this reduces the tensile force acting on the bolts and improves the vehicle's load-bearing capacity.

[0038] Of course, the above description is not intended to limit the present utility model, and the present utility model is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present utility model should also fall within the protection scope of the present utility model.

Claims

1. A heavy-duty independent suspension assembly, characterized by: The system includes a support plate, a bearing support assembly, a suspension bracket, a shock absorption system, a wheel hub assembly, and a braking system. The support plate is vertically positioned, providing a mounting base for the entire suspension assembly. A mounting seat is fixedly installed on the lower part of the rear side wall of the support plate, and the bearing support assembly is fixedly installed at the bottom of the mounting seat. The lower front end of the suspension bracket is axially connected to one end of the bearing support assembly, and the lower rear end of the suspension bracket is rotatably mounted to the wheel hub assembly via an axle. The shock absorption system includes a main shock absorber and a secondary shock absorber. The main shock absorber is connected and installed at the top of the suspension bracket and the upper part of the rear side wall of the support plate, while the secondary shock absorber is connected and installed at the front of the suspension bracket and above the mounting seat. The braking system is installed at the top of the suspension bracket, and its braking end acts on the wheel hub assembly.

2. A heavy-duty independent suspension assembly according to claim 1, characterized in that: The support plate includes a vertical support plate and a connecting base fixed to the top of the vertical support plate. The vertical support plate is a multi-segment bent structure, integrally formed, and consists of a first horizontal plate, a first inclined plate, a first vertical plate, a second inclined plate, a second vertical plate, a third inclined plate, and a fourth inclined plate from top to bottom. The connecting base is fixed above the first horizontal plate, and the fixing seat is fixedly installed on the rear side wall at the junction of the second vertical plate and the third inclined plate.

3. A heavy-duty independent suspension assembly according to claim 2, characterized in that: Multiple integral No. 1 reinforcing ribs arranged at equal intervals are welded to the front sidewalls of the first inclined plate and the first vertical plate, and the lower end of the No. 1 reinforcing ribs extends downward to the upper part of the front sidewall of the second inclined plate; multiple integral No. 2 reinforcing ribs arranged at equal intervals are welded to the rear sidewalls of the second inclined plate and the second vertical plate, and the lower end of the No. 2 reinforcing ribs is fixedly connected to the top surface of the aforementioned fixing seat.

4. A heavy-duty independent suspension assembly according to claim 1, characterized in that: The bearing support assembly includes a bearing outer sleeve, a central shaft, two spherical plain bearings, a bearing cover plate, and a fastening nut. The bearing outer sleeve is hollow inside and open at both ends. The central shaft is coaxially inserted into the cavity of the bearing outer sleeve and passes through it laterally. It is rotatably connected to the bearing outer sleeve through the two spherical plain bearings. The outer side of the spherical plain bearings is equipped with a corresponding bearing cover plate, which seals with the bearing outer sleeve. An oil injection gap is left between the central shaft and the bearing outer sleeve. One end of the central shaft is axially connected to the lower front end of the aforementioned suspension bracket, and the other end is provided with an external thread. After being inserted into the bearing sleeve, it is threaded to two fastening nuts, and an elastic washer is clamped between the two fastening nuts. The bearing outer sleeve is also provided with an integrally formed connecting seat on the circumferential side wall. The connecting seat corresponds to the fixed seat and is fixedly connected by bolts after being placed below the fixed seat.

5. A heavy-duty independent suspension assembly according to claim 4, characterized in that: The suspension bracket is a triangular frame structure, with a first shaft hole at its lower front end that matches the end of the central shaft, and a second shaft hole at its lower rear end that matches the wheel axle in the wheel hub assembly. A suspension seat is fixedly installed at the top of the suspension bracket, a connecting lug is fixedly installed on the front side wall of the front side of the suspension bracket, and a guide rod is fixedly installed on the rear side wall of the rear side of the suspension bracket. The end of the guide rod is provided with a guide groove.

6. A heavy-duty independent suspension assembly according to claim 5, characterized in that: The main shock absorber in the shock absorption system includes a shock absorber airbag, one end of which is fixed to the rear side wall of the support plate and the other end is fixed to the front end of the suspension seat. The damping system includes a damping hydraulic cylinder, one end of which is hinged to the connecting lug of the suspension bracket, and the other end is hinged to the fixed seat above the rear side of the support plate.

7. A heavy-duty independent suspension assembly according to claim 5, characterized in that: The braking system includes a piston-type brake chamber, a brake link, a spring, a brake adjusting arm, and a brake shoe. The piston-type brake chamber is fixedly mounted on the suspension seat. A bearing is fixedly mounted on the end of the piston rod, and the bearing is fixedly connected to the upper end of the brake link. The lower end of the brake link is hinged to one end of the brake adjusting arm via a rod end connector. The other end of the brake adjusting arm is axially connected to a brake camshaft, and a brake shoe is fixedly mounted on the end of the brake camshaft. The brake shoe acts on the wheel hub assembly. One end of the spring is connected to the bottom of the suspension seat, and the other end is connected to the rear side wall of the brake link. The brake link is also slidably mounted in the guide groove.

8. A heavy-duty independent suspension assembly according to claim 4, characterized by: The outer circumferential sidewall of the bearing sleeve is provided with an oil injection nozzle that connects to the internal oil injection gap.

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