Swing arm lower support assembly, cab front suspension assembly and vehicle

Abstract

The application provides a swing arm lower support assembly, a cab front suspension assembly and a vehicle, and relates to the technical field of vehicle cab front suspension. The swing arm lower support assembly comprises: a first support, which is gradually inclined rearward from top to bottom, and comprises at least one collapse portion; and a second support, which is gradually inclined forward from top to bottom, and the upper end of the first support and the upper end of the second support are both provided with a first connecting portion for rotationally connecting with a suspension swing arm, and the lower end of the first support and the lower end of the second support are both provided with a second connecting portion for rotationally connecting with a vehicle frame. The plastic deformation of the collapse portion can absorb and dissipate a large amount of collision energy, the first support can drive the suspension swing arm to move rearward of the vehicle, and the second support, the collapsed first support and the vehicle frame can still form a triangular or trapezoidal support structure. Thus, the safety and reliability of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle cab front suspension technology, and particularly to a swing arm lower bracket assembly, a cab front suspension assembly, and a vehicle. Background Technology

[0002] With the development of vehicle technology, especially in the commercial vehicle sector, higher requirements have been placed on the comfort, safety, and reliability of the entire vehicle. As a core component connecting the chassis and the cab, the cab suspension not only supports the cab but also plays a crucial role in vibration isolation, collision protection, and driving safety of the entire vehicle.

[0003] The driver and passengers are positioned very close to the front of the vehicle. In related technologies, the cab's suspension structure lacks safety protection during a collision, and there is no buffer path for collision energy. When a collision occurs, the front of the vehicle deforms severely rearward and intrudes into the cab, severely compressing the driver's survival space and causing a fatal accident. Utility Model Content

[0004] This application proposes a lower control arm support assembly, a cab front suspension assembly, and a vehicle, aiming to improve the low safety and reliability of the vehicle caused by the lack of safety protection functions in the cab suspension structure during collisions.

[0005] In a first aspect, embodiments of this application propose a lower control arm bracket assembly, which includes: a first bracket, the first bracket gradually tilting backward from top to bottom, the first bracket including at least one collapsible portion; and a second bracket, the second bracket gradually tilting forward from top to bottom, the upper ends of the first bracket and the upper ends of the second bracket both being provided with a first connecting portion for rotatably connecting with a suspended control arm, and the lower ends of the first bracket and the lower ends of the second bracket both being provided with a second connecting portion for rotatably connecting with a vehicle frame.

[0006] The swing arm lower support assembly of this application embodiment includes a first support and a second support, the first support including at least one crumple zone. With this configuration, when a frontal collision occurs, firstly, the plastic deformation of the crumple zone can absorb and dissipate a large amount of collision energy, achieving initial energy absorption and buffering protection. Secondly, the plastic deformation of the crumple zone shortens the length of the first support, allowing the first support to move the suspended swing arm rearward, enabling the cab to move rearward, reducing the space intruded by the front bulkhead deformation structure into the cab, reducing injury to occupants, and reserving more survival space for occupants, achieving a second active avoidance protection. Furthermore, the second support, the crumpled first support, and the frame can still be constructed into a triangular or trapezoidal support structure, thereby firmly fixing the crumpled and rearward-moving cab to the frame. This improves the safety and reliability of the vehicle.

[0007] In some embodiments, the included angle between the first bracket and the second bracket is greater than or equal to 30° and less than or equal to 90°.

[0008] On the one hand, it helps improve the reliability and stability of the first and second supports under normal driving conditions. On the other hand, when the vehicle is involved in a collision, it ensures that the crumple zone absorbs energy through crumple, while also ensuring that the first support can move the suspension arm backward, enabling the cab to actively avoid collisions, thereby improving the vehicle's safety and reliability.

[0009] In some embodiments, the length of the first bracket is the same as the length of the second bracket.

[0010] This design serves two purposes. First, during normal driving, the load is distributed more evenly to the first and second supports, which helps improve the durability and lifespan of the lower control arm support assembly. Second, in the event of a collision, the first support can withstand sufficient external force to deform the crumple zone. At the same time, the first and second supports will form a clear guide path, causing the cab to shift rearward, thereby improving the reliability of the avoidance maneuver.

[0011] In some embodiments, the first connecting portion of the first bracket and the first connecting portion of the second bracket are coaxially arranged.

[0012] This configuration has several advantages. First, the upper ends of the first and second supports extend from the same location, which improves structural compactness and ease of installation. Second, the second support, the first support, and the frame can form a triangular support structure, further enhancing the reliability and stability of the support provided by the first and second supports.

[0013] In some embodiments, the collapsible portions are multiple and spaced apart along the length direction of the first support.

[0014] This design allows for two advantages. First, multiple crumple points can distribute impact energy more evenly, preventing premature failure or insufficient absorption capacity of individual crumple points, thus achieving redundancy. Second, different crumple zones can be designed with different strengths or crumple thresholds, enabling staged energy absorption and progressively matching impact strength, thereby improving the controllability and precision of energy absorption.

[0015] In some embodiments, the collapsible portion is one, and the length of the collapsible portion is greater than or equal to 1 / 2 of the length of the first support.

[0016] This design allows the crumple zone to provide a larger energy absorption capacity and deformation stroke, which helps to improve safety protection performance while simplifying the structural design of the first support, enhancing manufacturing reliability, and reducing costs.

[0017] In some embodiments, the collapsible portion is a plurality of through holes arranged in an array on the first support. Alternatively, the collapsible portion may be a pleated structure provided on the first support; Alternatively, the collapsible portion may be a groove provided on the surface of the first support; Alternatively, the first support may include a body portion connected to the collapsible portion, wherein the cross-sectional area of ​​the collapsible portion is smaller than the cross-sectional area of ​​the body portion.

[0018] This configuration allows for plastic deformation of the collapsible portion while simultaneously shortening the length of the first support, thereby achieving the safety protection function of the first support.

[0019] In some embodiments, the first bracket has a cavity extending through it in the vertical direction, the collapsible portion is a pleated structure extending along the length direction of the first bracket, the first bracket has an avoidance opening, and the first connecting portion includes a first mounting hole. The second bracket includes a first plate, a second plate, and a third plate that are disposed opposite to each other. The first connecting part includes a first mounting hole disposed on the first plate and the second plate. The upper ends of the first plate, the second plate, and the third plate are disposed in the cavity through the clearance opening.

[0020] This design, firstly, reduces material usage and increases support strength, while providing internal buffer space for the compressive deformation of the folded structure, thus improving the reliability and stability of collapse. Secondly, it helps to improve structural compactness and space utilization.

[0021] Secondly, this application provides a cab front suspension assembly, which includes: a stabilizer bar extending along the left-right direction of the vehicle; and two front suspension assemblies, each with one front suspension assembly at each end of the stabilizer bar. Each front suspension assembly includes a connector, a suspension arm, and the lower support assembly of the suspension arm described in the first aspect. One end of the connector is rotatably connected to the stabilizer bar, and the other end is fixedly connected to the cab. One end of the suspension arm is rotatably connected to the stabilizer bar, and the other end is rotatably connected to the lower support assembly of the suspension arm.

[0022] With this configuration, in the event of a frontal collision, firstly, the plastic deformation of the crumple zone absorbs and dissipates a significant amount of collision energy, providing initial energy absorption and cushioning protection. Secondly, the plastic deformation of the crumple zone shortens the length of the first support frame, allowing it to move the suspension arms rearward. This enables the cab to shift rearward, reducing the space intruded by the front bulkhead deformation structure, minimizing injury to occupants, and providing more survival space—a second form of active avoidance protection. Furthermore, the second support frame, the crumpled first support frame, and the chassis can still be constructed into a triangular or trapezoidal support structure, firmly securing the crumpled and rearward-moving cab to the chassis. This contributes to improved vehicle safety and reliability.

[0023] In some embodiments, the front suspension assembly further includes a shock absorber, one end of which is rotatably connected to the stabilizer bar, and the other end of which is used to connect to the vehicle frame; Along the extension direction of the stabilizer bar, the connector is located between the shock absorber and the suspension arm.

[0024] This design allows for adaptive adjustment of the cab height, improving passenger comfort. Furthermore, the shock absorbers and suspension arms provide lateral restraint on the connecting components, reducing their lateral sway and thus further enhancing the cab's lateral stability.

[0025] Thirdly, embodiments of this application provide a vehicle including the cab front suspension assembly described in the second aspect. Attached Figure Description

[0026] Figure 1 This is a structural schematic diagram of the front cab suspension assembly provided in an embodiment of this application; Figure 2 for Figure 1 The diagram shows the structure of the front cab suspension assembly after it has been designed with crumple protection. Figure 3 This is a schematic diagram of the structure of the second support provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of the first support provided in an embodiment of this application.

[0027] The annotations in the attached figures are explained as follows: 10. Front suspension assembly of the cab; 100. Stabilizer bar; 200. Front suspension assembly; 210. Connecting parts; 220. Suspension swing arm; 230. Lower support assembly of swing arm; 231. First support; 232. Second support; 2311. Collapsed portion; 2312. Body; 2313. Cavity; 2314. Clearance opening; 2315. First mounting hole; 2321. First plate; 2322. Second plate; 2323. Third plate. 240. Vibration damper. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" 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 application 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, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating 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 application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0031] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0032] like Figures 1 to 4As shown, an embodiment of the first aspect of this application provides a lower swing arm support assembly 230, which includes a first support 231 and a second support 232. The first support 231 gradually tilts backward from top to bottom and includes at least one collapsible portion 2311. The second support 232 gradually tilts forward from top to bottom. The upper ends of the first support 231 and the second support 232 are each provided with a first connecting portion 233 for rotatably connecting with the suspended swing arm 220. The lower ends of the first support 231 and the second support 232 are each provided with a second connecting portion 234 for rotatably connecting with the vehicle frame.

[0033] The lower control arm bracket assembly 230 of this application embodiment includes a first bracket 231 and a second bracket 232. One end of both the first bracket 231 and the second bracket 232 is rotatably connected to the suspension control arm 220, and the other end of the first bracket 231 and the second bracket 232 is used to connect to the vehicle frame. The suspension control arm 220 and the lower control arm bracket assembly 230 are two components of the front suspension assembly 200, which constitutes the main mechanism for connecting, supporting, buffering, and guiding forces between the front of the cab and the vehicle frame. The front suspension assembly 200 and the stabilizer bar 100 together constitute the front suspension assembly 10 of the vehicle cab.

[0034] One end of the suspension arm 220 is rotatably connected to the stabilizer bar 100 via a bushing, and the other end of the suspension arm 220 is rotatably connected to the lower arm support assembly 230. The stabilizer bar 100 extends along the left-right direction of the vehicle, effectively suppressing the left-right sway of the cab under steering, bumps, or lateral forces, thus improving lateral stability. The stabilizer bar 100 is the central component of the cab front suspension assembly 10, distributing load and vibration energy to the front suspension assembly 200, reducing vibration intensity, and further enhancing vibration isolation. Optionally, the stabilizer bar 100 can be a hollow structure, thus balancing strength and lightweight design. Typically, there are two front suspension assemblies 200, respectively located at the left and right ends of the stabilizer bar 100, thereby improving the stability and reliability of the cab support.

[0035] The suspension arm 220 can receive loads such as partial loads from the cab, driving impacts, and collision forces transmitted from the stabilizer bar 100, and then transmit the loads to the lower control arm assembly 230, which in turn transmits the loads to the vehicle frame.

[0036] The lower control arm bracket assembly 230 is one of the connection points between the cab front suspension assembly 10 and the vehicle frame. The lower control arm bracket assembly 230 can withstand the lateral and longitudinal loads transmitted by the suspension control arm 220.

[0037] The first bracket 231 gradually tilts backward from top to bottom, while the second bracket 232 gradually tilts forward from top to bottom. That is, the first bracket 231 is located behind the second bracket 232. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" mentioned in this text are relative to the vehicle; that is, the direction the front of the vehicle points is "front," and the direction the rear of the vehicle points is "rear."

[0038] The second connecting part 234 includes a second mounting hole for rotating the connecting frame by means of bolts and bushings.

[0039] Furthermore, the first support 231 includes at least one collapsible portion 2311. The collapsible portion 2311 refers to a pre-designed structurally weak area on the first support 231. When the stress exceeds the limit, the collapsible portion 2311 will preferentially undergo a predetermined plastic deformation, thereby playing an energy absorption role.

[0040] One end of the first bracket 231 and the second bracket 232 are rotatably connected to the suspension arm 220, and the other end is connected to the vehicle frame. This forms a triangular or trapezoidal support structure with the first bracket 231, the second bracket 232, and the vehicle frame. Under normal driving conditions, the triangular or trapezoidal support structure allows the first bracket 231 and the second bracket 232 to jointly support the suspension arm 220, providing sufficient rigidity and strength to support the cab and transfer loads. When the front of the vehicle experiences a severe collision, the impact force is transmitted to the cab and then sequentially through the stabilizer bar 100 and the suspension arm 220 to the lower support assembly 230. Since the first bracket 231 has a crumple zone 2311, which undergoes compressive plastic deformation due to excessive external force, the plastic deformation of the crumple zone 2311 absorbs and dissipates a large amount of collision energy, similar to an airbag, significantly reducing the impact force ultimately transmitted to the cab structure, such as the front bulkhead. Secondly, the first support 231 is located behind the second support 232. When the collapsing portion 2311 undergoes plastic deformation, refer to... Figure 2 The length of the first bracket 231 will be shortened, causing the first bracket 231 to pull the suspension arm 220 to move to the rear of the vehicle, thereby causing the cab to move backward to avoid the deformation and intrusion of the front structure.

[0041] Furthermore, after the cab has been moved backward, refer to Figure 2 The second support 232, the first support 231 after collapse, and the frame can still be constructed into a triangular or trapezoidal support structure, thereby firmly fixing the cab after collapse and relocation to the frame, avoiding secondary injuries to the driver and passengers caused by unstable cab support.

[0042] The lower control arm support assembly 230 of this application embodiment has at least one crumple zone 2311 on the first support 231. With this configuration, when a frontal collision occurs, firstly, the plastic deformation of the crumple zone 2311 can absorb and dissipate a large amount of collision energy, achieving initial energy absorption and buffering protection. Secondly, the plastic deformation of the crumple zone 2311 shortens the length of the first support 231, allowing the first support 231 to move the suspended control arm 220 rearward, enabling the cab to move rearward, reducing the space intruded by the front bulkhead deformation structure into the cab, reducing injury to occupants, and providing more survival space for personnel, achieving a second active avoidance protection. Furthermore, the second support 232, the crumpled first support 231, and the frame can still be constructed into a triangular or trapezoidal support structure, thereby firmly fixing the crumpled and rearward-moving cab to the frame. This improves the safety and reliability of the vehicle.

[0043] like Figure 1 As shown, in some embodiments, the included angle between the first bracket 231 and the second bracket 232 is greater than or equal to 30° and less than or equal to 90°.

[0044] As described above, the first bracket 231, the second bracket 232, and the vehicle frame form a triangular or trapezoidal support structure. Taking the triangular support structure as an example, the line connecting the connection point between the vehicle frame and the first bracket 231, and the connection point between the vehicle frame and the second bracket 232, forms the base of the triangle, and the angle between the first bracket 231 and the second bracket 232 is the angle of the apex of the triangle. If the angle is too small, it is equivalent to the first bracket 231 and the second bracket 232 being nearly parallel. They can provide support, but in the event of a collision, the crumple zone 2311 of the first bracket 231, under the support of the second bracket 232, is unlikely to crumple and deform. Even if it can crumple and deform, the first bracket 231 is unlikely to move the suspension arm 220 backward, thus failing to provide protection during a collision. If the angle is too large, which is equivalent to a large obtuse triangle structure, the load-bearing capacity of the first support 231 and the second support 232 will be weakened. At the same time, they will also be subjected to lateral shear force. The collapse part 2311 may break instead of shrinking and deforming, which will affect the normal support function of both and make it difficult for the first support 231 to play a protective role in the event of a collision.

[0045] In this embodiment, the included angle between the first bracket 231 and the second bracket 232 is set to be greater than or equal to 30° and less than or equal to 90°. On the one hand, this helps to improve the reliability and stability of the support provided by the first bracket 231 and the second bracket 232 under normal vehicle driving conditions. On the other hand, when the vehicle is involved in a collision, it ensures that the crumple zone 2311 can crumple and absorb energy, while ensuring that the first bracket 231 can drive the suspension arm 220 to move backward, enabling the cab to actively avoid collisions, thereby improving the safety and reliability of the vehicle.

[0046] Optionally, the included angle between the first bracket 231 and the second bracket 232 can be 30°, 40°, 45°, 50°, 55°, 60°, 65°, 70°, 75°, 80°, 85°, 90°, etc., and can be flexibly designed according to the actual situation.

[0047] like Figure 1 As shown, in some embodiments, the length of the first support 231 is equal to the length of the second support 232. This allows the first support 231, the second support 232, and the vehicle frame to form an isosceles triangle or isosceles trapezoidal support structure. This isosceles triangle or isosceles trapezoidal support structure has a perpendicular bisector, which optionally may be parallel to the height direction of the vehicle.

[0048] This design serves two purposes. First, during normal driving, the load is distributed more evenly to the first support 231 and the second support 232, which helps improve the durability and lifespan of the lower support assembly 230 of the swing arm. Second, in the event of a collision, the first support 231 can be subjected to sufficient external force to deform the crumple zone 2311. At the same time, the first support 231 and the second support 232 will form a clear guiding path, causing the cab to shift backward, thereby improving the reliability of the avoidance maneuver.

[0049] Optionally, the lengths of the first support 231 and the second support 232 can also be different. For example, the length of the first support 231 can be greater than the length of the second support 232. In this case, the first support 231 is more likely to trigger the collapse of the collapse portion 2311; while the second support 232 is shorter and has better support stiffness, which can ensure that the second support 232 will not bend due to external force when the collapse portion 2311 deforms. In addition, the longer first support 231 can also increase the length or number of collapse portions 2311, which is also conducive to improving the energy absorption capacity of the first support 231.

[0050] In addition, it should be noted that the length of the first stent 231 refers to the length of the first stent 231 when it has not collapsed.

[0051] Optionally, in some embodiments, the extension direction of the first bracket 231 is parallel to the front-rear direction of the vehicle, and the extension direction of the second bracket 232 is parallel to the height direction of the vehicle.

[0052] At this time, the angle between the first support 231 and the second support 232 is 90°. The first support 231 mainly bears the longitudinal load in the front-to-back direction, while the second support 232 mainly bears the vertical load in the height direction (i.e., the up-and-down direction).

[0053] This configuration allows for several advantages. First, it enables the direct transmission of force along the length of the first support 231. In the event of a collision, the impact force is directly transmitted to the first support 231 in the longitudinal direction, causing the crumple zone 2311 to deform in a controlled manner along its length. This improves the energy absorption efficiency and crumple controllability of the crumple zone. Second, with the first support 231 arranged longitudinally, its shortening direction aligns with the vehicle's longitudinal direction. The rearward force transmitted to the cab via the suspension arm 220 is entirely longitudinal, increasing the cab's rearward travel and allowing for precise avoidance of intruding front structures. This enhances the reliability of active obstacle avoidance and further improves vehicle safety and reliability. Third, the second support 232 is arranged along the height direction, capable of withstanding the weight of the cab and vertical impacts from the road surface. This improves the reliability and stability of the second support 232 in supporting the vehicle's height.

[0054] like Figure 1 and Figure 2 As shown, in some embodiments, the first connecting portion 233 of the first bracket 231 and the first connecting portion 233 of the second bracket 232 are coaxially arranged.

[0055] With this configuration, both the first connecting portion 233 of the first bracket 231 and the first connecting portion 233 of the second bracket 232 include a first mounting hole 2315. The first mounting holes 2315 of the first bracket 231 and the first mounting holes 2315 of the second bracket 232 are coaxially arranged. On the one hand, the upper ends of the first bracket 231 and the second bracket 232 extend from the same position, which helps to improve the structural compactness and installation convenience. On the other hand, this allows the first bracket 231 and the second bracket 232 to form a triangular support structure, which has better reliability and stability than a trapezoidal support structure.

[0056] In some embodiments, multiple crumple zones 2311 are spaced apart along the length of the first support 231. This arrangement allows the multiple crumple zones 2311 to undergo stepped crumple deformation according to the magnitude of the impact force during a collision. On one hand, multiple crumple points can distribute impact energy more evenly, preventing premature failure or insufficient absorption capacity of individual crumple points, thus achieving redundant design. On the other hand, different crumple zones 2311 can be designed with different strengths or crumple thresholds to achieve staged energy absorption and progressively match the impact strength, thereby improving the controllability and accuracy of energy absorption.

[0057] like Figure 1 and Figure 2 As shown, in some embodiments, there is one collapsible portion 2311, and the length of the collapsible portion 2311 is greater than or equal to 1 / 2 of the length of the first support 231.

[0058] This design allows the collapse section 2311 to provide a larger energy absorption capacity and deformation stroke, which helps to improve safety protection performance while simplifying the structural design of the first support 231, enhancing manufacturing reliability, and reducing costs.

[0059] In some embodiments, the collapse portion 2311 is a plurality of through holes (not shown in the figure) provided on the first support 231 and arranged in an array.

[0060] This embodiment proposes one implementation of the crumple zone 2311. The crumple zone 2311 consists of multiple through holes arranged in an array, thereby creating a weak point in this area of ​​the first support 231. When an impact force is applied, the stress will preferentially concentrate at the location of these through holes, causing plastic deformation such as folding and bending, and simultaneously shortening the length of the first support 231, thus achieving the safety protection function of the first support 231. Furthermore, since the multiple through holes are evenly arranged, the weak point can be evenly distributed in space, thereby achieving controllable crumple deformation. In addition, it also helps to improve the manufacturing convenience of the crumple zone 2311 and reduce costs.

[0061] like Figure 1 and Figure 2 As shown, in some embodiments, the collapse portion 2311 is a pleated structure provided on the first support 231. The pleated structure refers to the continuous corrugated shape with alternating peaks and valleys formed on the surface of the first support 231, similar to a corrugated tube.

[0062] This embodiment proposes another implementation of the collapse section 2311. Weak points are formed at the folded structure of the first support 231, making the axial (length direction) resistance to deformation of the first support 231 much lower than that in the radial direction. The folded structure enables directional folding deformation in the length direction, while simultaneously shortening the length of the first support 231, thereby achieving the safety protection function of the first support 231 and improving the reliability and accuracy of the collapse deformation.

[0063] In some embodiments, the collapsible portion 2311 is a groove (not shown) provided on the surface of the first support 231.

[0064] This embodiment proposes another implementation of the crumple zone 2311. The crumple zone 2311 is a groove, which also reduces the local strength of the first support 231, creating a weak point at the groove location of the first support 231, thus achieving the safety protection function of the first support 231. The groove design has a simple structure and low processing difficulty, thereby improving the manufacturing convenience of the crumple zone 2311 and reducing costs.

[0065] In some embodiments, the first support 231 includes a body portion 2312 connected to the collapse portion 2311, wherein the cross-sectional area of ​​the collapse portion 2311 is smaller than the cross-sectional area of ​​the body portion 2312.

[0066] This embodiment proposes an alternative design for the crumple zone 2311. In this embodiment, the cross-sectional area of ​​the crumple zone 2311 is limited to be smaller than the cross-sectional area of ​​the main body 2312. That is, the crumple zone 2311 is a cross-sectional contraction section on the first support 231 with a smaller cross-sectional area than the main body 2312. This creates a weak point at the cross-sectional contraction section, thereby achieving the safety protection function of the first support 231.

[0067] It is understandable that the crumple zone 2311 can also be other structural designs, as long as it can provide support during normal driving and crumple and deform after a collision. This application does not impose any restrictions on this.

[0068] In some embodiments, there are multiple first brackets 231 and multiple second brackets 232. The first connecting portions 233 of the multiple first brackets 231 are coaxially arranged, and the second connecting portions 234 of the multiple first brackets 231 are coaxially arranged. Similarly, the first connecting portions 233 of the multiple second brackets 232 are coaxially arranged, and the second connecting portions 234 of the multiple second brackets 232 are coaxially arranged. This arrangement allows the multiple first brackets 231 and multiple second brackets 232 to provide support during normal driving, thereby reducing the requirements for the support performance of individual support members and improving the lifespan and reliability of the lower support assembly 230 of the swing arm. In addition, the design of multiple first brackets 231 also helps to increase the total amount of energy absorbed by the collapse and the reliability, achieving a redundant design. Even if one collapse portion 2311 suffers a failure such as breakage, the others can still provide protection.

[0069] like Figure 3 and Figure 4 As shown, in some embodiments, the first bracket 231 has a cavity 2313 extending through it in the vertical direction, the collapsible portion 2311 is a pleated structure extending along the length direction of the first bracket 231, the first bracket 231 has an avoidance opening 2314, the first connecting portion 233 includes a first mounting hole 2315 provided in the first bracket 231, the second bracket 232 includes a first plate 2321, a second plate 2322 and a third plate 2323 connected to the first plate 2321 and the second plate 2322 respectively, the first connecting portion 233 includes a first mounting hole 2315 provided in the first plate 2321 and the second plate 2322, and the upper ends of the first plate 2321, the second plate 2322 and the third plate 2323 are provided in the cavity 2313 through the avoidance opening 2314.

[0070] This embodiment presents the specific structures of the first support 231 and the second support 232. The first support 231 has a cavity 2313 extending through it in the vertical direction. That is, the first support 231 can be a hollow structure, such as a hollow tube or column. A tube refers to a circular cross-section, and a column refers to a polygonal cross-section. For example, the first support 231 can be a structure formed by connecting multiple flat plates end to end.

[0071] The cavity 2313 reduces material usage, increases support strength, and provides internal buffer space for the compression deformation of the pleated structure. When the pleated structure contracts, it can fold into the cavity 2313, avoiding deformation jamming caused by limited external space (such as proximity to surrounding components), thereby improving the reliability and stability of collapse.

[0072] The second support 232 includes a first plate 2321, a second plate 2322, and a third plate 2323 connecting the two. The second support 232 is formed in a U-shaped groove, which helps to improve the support strength and light weight of the second support 232.

[0073] Furthermore, the clearance opening 2314 of the first bracket 231 allows the end of the second bracket 232 to be inserted into the cavity 2313. At this time, the first mounting hole 2315 of the first bracket 231 is aligned with the first mounting holes 2315 on the first plate 2321 and the second plate 2322, and then they are rotatably connected to the end of the suspended swing arm 220 through bushings and bolts, which helps to improve the structural compactness and space utilization.

[0074] It is understood that the first support 231, the second support 232, and the collapsible portion 2311 can also be other structures, and this application does not limit them.

[0075] The second aspect of this application provides a cab front suspension assembly 10, including a stabilizer bar 100 and two front suspension assemblies 200. The stabilizer bar 100 extends along the left-right direction of the vehicle, and a front suspension assembly 200 is provided at each end of the stabilizer bar 100. The front suspension assembly 200 includes a connector 210, a suspension arm 220, and the lower support bracket assembly 230 of the suspension arm described in the first aspect. One end of the connector 210 is rotatably connected to the stabilizer bar 100, and the other end is fixedly connected to the cab. One end of the suspension arm 220 is rotatably connected to the stabilizer bar 100, and the other end of the suspension arm 220 is rotatably connected to the lower support bracket assembly 230.

[0076] The cab front suspension assembly 10 of this application includes a stabilizer bar 100 and two front suspension assemblies 200. Each front suspension assembly 200 includes a connector 210, a suspension control arm 220, and the lower control arm support assembly 230 described in the first aspect. The connector 210 serves as a bridge connecting the cab and the stabilizer bar 100. One end is fixedly connected to the cab to primarily transmit loads to the stabilizer bar 100; the other end is rotatably connected to the stabilizer bar 100, for example, via bearings, hinge structures, bushings, etc., enabling the cab to tilt and meet vehicle maintenance needs.

[0077] This design offers several advantages. First, the plastic deformation of the crumple zone 2311 absorbs and dissipates a significant amount of collision energy, providing initial energy absorption and buffering protection. Second, the plastic deformation of the crumple zone 2311 shortens the length of the first support 231, allowing the first support 231 to move the suspension arm 220 rearward. This enables the cab to shift rearward, reducing the space intruded by the front bulkhead deformation structure, minimizing injury to occupants, and providing more survival space—a second form of active avoidance protection. Furthermore, the second support 232, the crumpled first support 231, and the frame can still form a triangular or trapezoidal support structure, firmly securing the collapsed and rearward-moving cab to the frame. This, in turn, enhances the vehicle's safety and reliability.

[0078] like Figure 1 and Figure 2 As shown, in some embodiments, the front suspension assembly 200 further includes a shock absorber 240, one end of which is rotatably connected to the stabilizer bar 100, and the other end of which is used to connect to the vehicle frame. Along the extension direction of the stabilizer bar 100, a connector 210 is located between the shock absorber 240 and the suspension arm 220.

[0079] The shock absorber 240 bears vertical loads and can adjust the height of the stabilizer bar 100, thereby adjusting the ground clearance of the cab to meet the posture requirements under different loads and road conditions. This allows for adaptive adjustment of the cab height, improving the comfort of the crew. Optionally, the shock absorber 240 can be an air spring shock absorber, further enhancing the comfort and experience of the crew.

[0080] Furthermore, along the extension direction of the stabilizer bar 100, the connector 210 is located between the shock absorber 240 and the suspension arm 220. This allows the shock absorber 240 and the suspension arm 220 to limit the left and right movement of the connector 210, reducing the left and right sway of the connector 210, thereby further improving the lateral stability of the cab.

[0081] It should be noted that since the shock absorber 240 is another connection point between the front suspension assembly 200 and the frame, when an impact occurs, the shock absorber 240 will first bear the huge impact force, thus causing the connection between it and the frame to fail. For example, the shock absorber 240 itself may break due to the impact force, or the connection between the shock absorber 240 and the frame may break. Subsequently, the crumple zone 2311 will collapse and absorb energy, and the cab will move backward to avoid the impact.

[0082] An embodiment of the third aspect of this application provides a vehicle including the cab front suspension assembly 10 described in the second aspect.

[0083] The vehicle in this embodiment uses the cab front suspension assembly 10 described in the second aspect. When a frontal collision occurs, firstly, the plastic deformation of the crumple zone 2311 absorbs and dissipates a large amount of collision energy, achieving initial energy absorption and buffering protection. Secondly, the plastic deformation of the crumple zone 2311 shortens the length of the first support 231, allowing the first support 231 to move the suspension arm 220 rearward, enabling the cab to move rearward. This reduces the space intruded by the front bulkhead deformation structure into the cab, reduces injury to occupants, and provides more survival space, achieving a second active avoidance protection. Furthermore, the second support 232, the crumpled first support 231, and the frame can still be constructed into a triangular or trapezoidal support structure, firmly fixing the crumpled and rearward-moving cab to the frame. This improves the vehicle's safety and reliability.

[0084] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A lower support assembly for a swing arm, characterized in that, include: The first support, which gradually tilts backward from top to bottom, includes at least one collapsible portion; The second bracket gradually tilts forward from top to bottom. The upper ends of both the first and second brackets are provided with a first connecting part for rotatably connecting with the suspension arm. The lower ends of both the first and second brackets are provided with a second connecting part for rotatably connecting with the vehicle frame.

2. The lower support assembly of the swing arm according to claim 1, characterized in that, The included angle between the first bracket and the second bracket is greater than or equal to 30° and less than or equal to 90°.

3. The lower support assembly of the swing arm according to claim 2, characterized in that, The length of the first bracket is the same as the length of the second bracket.

4. The lower support assembly of the swing arm according to claim 2, characterized in that, The first connecting portion of the first bracket and the first connecting portion of the second bracket are coaxially arranged.

5. The lower support assembly of the swing arm according to claim 1, characterized in that, The collapsible portion is multiple and is spaced apart along the length direction of the first support. Alternatively, the collapsing portion may be a single unit, the length of which is greater than or equal to 1 / 2 of the length of the first support.

6. The lower support assembly of the swing arm according to any one of claims 1-5, characterized in that, The collapse portion consists of multiple through holes arranged in an array on the first support. Alternatively, the collapsible portion may be a pleated structure provided on the first support; Alternatively, the collapsible portion may be a groove provided on the surface of the first support; Alternatively, the first support may include a body portion connected to the collapsible portion, wherein the cross-sectional area of ​​the collapsible portion is smaller than the cross-sectional area of ​​the body portion.

7. The lower support assembly of the swing arm according to claim 1, characterized in that, The first bracket has a cavity extending through it in the vertical direction, the collapsible part is a pleated structure extending along the length direction of the first bracket, the first bracket has an avoidance opening, and the first connecting part includes a first mounting hole. The second bracket includes a first plate, a second plate, and a third plate connected to the first plate and the second plate. The first connecting part includes a first mounting hole disposed on the first plate and the second plate. The upper ends of the first plate, the second plate, and the third plate are disposed in the cavity through the clearance opening.

8. A cab front suspension assembly, characterized in that, include: The stabilizer bar extends along the left-right direction of the vehicle; and Two front suspension assemblies are provided at each end of the stabilizer bar. Each front suspension assembly includes a connector, a suspension arm, and a lower support bracket assembly for the suspension arm as described in any one of claims 1-7. One end of the connector is rotatably connected to the stabilizer bar, and the other end is fixedly connected to the cab. One end of the suspension arm is rotatably connected to the stabilizer bar, and the other end of the suspension arm is rotatably connected to the lower support bracket assembly for the suspension arm.

9. The cab front suspension assembly according to claim 8, characterized in that, The front suspension assembly also includes a shock absorber, one end of which is rotatably connected to the stabilizer bar, and the other end of which is used to connect to the vehicle frame; Along the extension direction of the stabilizer bar, the connector is located between the shock absorber and the suspension arm.

10. A vehicle, characterized in that, Includes the cab front suspension assembly as described in any one of claims 8 or 9.

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