A vehicle chassis suspension system

Abstract

The utility model provides a kind of vehicle chassis suspension system, including front suspension, rear suspension, main shock absorbing torsion bar and air spring, the front suspension includes front axle, the rear suspension includes rear axle, air spring one end is fixedly connected with the front axle or rear axle, air spring other end is fixedly connected with frame, the main shock absorbing torsion bar is also fixedly connected with the rear axle.Adopt the technical scheme of the utility model, air spring is used to absorb vibration energy from the vertical direction in external environment, main shock absorbing torsion bar is used to absorb vibration energy from the longitudinal direction in external environment along vehicle, so that vehicle has the vibration energy from the longitudinal direction, vertical direction at least two directions in external environment, improve the shock-absorbing capacity of vehicle chassis, improve the comfort of vehicle passenger, in addition, using torsion bar instead of spring as shock-absorbing component, it is favorable to reduce the appearance size of shock-absorbing element, torsion bar can be assembled along the longitudinal direction of vehicle, can make the overall structure of vehicle chassis more compact.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle suspension technology, and in particular to a vehicle chassis suspension system. Background Technology

[0002] Today, various vehicles are widely used in all walks of life. The chassis suspension system of existing vehicles generally includes independent suspension structure and non-independent suspension structure. In the non-independent suspension structure, the front wheels of the vehicle are connected as one unit through the front axle, and the rear wheels of the vehicle are also connected as one unit through the corresponding rear axle. When the vehicle travels on rough roads, the road vibration will be transmitted to the body of the occupants inside the vehicle through the wheels. Therefore, in order to improve the comfort of vehicle occupants, the existing vehicle chassis suspension system is generally equipped with shock-absorbing elements.

[0003] For example, patent document with publication number "CN222224287U" discloses an armored vehicle chassis suspension, including a chassis, tracks, several crank arms, several track rollers, and several main linkage shock absorbers. The track rollers are hinged to one end of the crank arms, and the other end of the crank arms is hinged to the chassis. The chassis also has drive wheels, and the tracks wrap around the outer circumference of the drive wheels and the outer circumference of the track rollers. One end of each main linkage shock absorber is hinged to a crank arm, and the other end is hinged to the chassis. Using this patented technology, by setting up linkage shock absorbers, when the armored vehicle crosses a ground obstacle, if the obstacle is smaller than the vehicle's length, the track rollers bearing the enormous weight of the vehicle will transfer part of the vehicle's weight to the other track rollers through the linkage shock absorbers. This distributes the weight of the armored vehicle across all track rollers, preventing individual track rollers from exceeding their load limits, reducing safety hazards, and ensuring reliable operation of the armored vehicle.

[0004] However, existing shock-absorbing components generally include springs, and springs can often only be installed vertically in the vehicle chassis suspension system, so that the vehicle can only absorb vertical vibration energy from the ground. When longitudinal and lateral vibrations from the external environment are transmitted to the vehicle, the vehicle cannot absorb longitudinal and lateral vibrations, resulting in poor vibration energy absorption and poor passenger comfort. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a vehicle chassis suspension system.

[0006] This utility model is achieved through the following technical solution.

[0007] This utility model provides a vehicle chassis suspension system, including a front suspension, a rear suspension, a main shock-absorbing torsion bar, and an air spring. The front suspension includes a front axle, the rear suspension includes a rear axle, one end of the air spring is fixedly connected to the front axle or the rear axle, and the other end of the air spring is fixedly connected to the vehicle frame. The main shock-absorbing torsion bar is also fixedly connected to the rear axle.

[0008] The main shock-absorbing torsion bar is U-shaped.

[0009] The vehicle chassis suspension system also includes a secondary shock-absorbing torsion bar, one end of which is fixedly connected to the front axle or rear axle, and the other end of which is fixedly connected to the vehicle frame. The number of secondary shock-absorbing torsion bars is an even number that is more than twice the number of primary shock-absorbing torsion bars.

[0010] The number of auxiliary shock-absorbing torsion bars is 4, and 2 auxiliary shock-absorbing torsion bars are symmetrically distributed on the left and right sides of the main shock-absorbing torsion bar.

[0011] The vehicle chassis suspension system also includes a parallel torsion bar, the left and right ends of which are fixedly connected to the left and right ends of the front axle or the rear axle, respectively, and the middle part of the parallel torsion bar is also fixedly connected to the vehicle frame. The length direction of the parallel torsion bar is parallel to the length direction of the front axle or the rear axle.

[0012] The number of air springs is 4.

[0013] The vehicle chassis suspension system also includes a shock absorber, one end of which is fixedly connected to the front axle or rear axle, and the other end of which is fixedly connected to the vehicle frame.

[0014] The number of shock absorbers is 4.

[0015] The beneficial effects of this utility model are as follows: By adopting the technical solution of this utility model, the air spring is used to absorb the vertical vibration energy from the external environment, and the main shock-absorbing torsion bar is used to absorb the vibration energy from the external environment along the longitudinal direction of the vehicle. This enables the vehicle to absorb vibration energy from at least two directions, namely the longitudinal and vertical directions, thereby improving the shock absorption capacity of the vehicle chassis and enhancing the comfort of the vehicle occupants. In addition, using a torsion bar instead of a spring as the shock-absorbing component helps to reduce the external size of the shock-absorbing element. The torsion bar can be assembled along the longitudinal direction of the vehicle, making the overall structure of the vehicle chassis more compact and easier to assemble. Attached Figure Description

[0016] Figure 1 This is the front view of this utility model.

[0017] In the diagram: 1-Front suspension, 2-Rear suspension, 3-Main shock absorber torsion bar, 4-Front axle, 5-Rear axle, 6-Secondary shock absorber torsion bar, 7-Parallel torsion bar, 8-Air spring, 9-Shock absorber. Detailed Implementation

[0018] The technical solution of this utility model is further described below, but the scope of protection is not limited to what is described.

[0019] like Figure 1 As shown, this utility model provides a vehicle chassis suspension system, including a front suspension 1, a rear suspension 2, a main shock-absorbing torsion bar 3, and an air spring 8. The front suspension 1 includes a front axle 4, the rear suspension 2 includes a rear axle 5, one end of the air spring 8 is fixedly connected to the front axle 4 or the rear axle 5, and the other end of the air spring 8 is fixedly connected to the vehicle frame. The main shock-absorbing torsion bar 3 is also fixedly connected to the rear axle 5.

[0020] The technical solution of this utility model uses an air spring to absorb vertical vibration energy from the external environment and a main shock-absorbing torsion bar to absorb vibration energy along the longitudinal direction of the vehicle from the external environment. This enables the vehicle to absorb vibration energy from at least two directions, namely the longitudinal and vertical directions, thereby improving the vehicle chassis's shock absorption capacity and enhancing passenger comfort. In addition, using a torsion bar instead of a spring as the shock-absorbing component helps to reduce the size of the shock-absorbing element. The torsion bar can be assembled along the longitudinal direction of the vehicle, making the overall structure of the vehicle chassis more compact and easier to assemble.

[0021] Specifically, the main shock-absorbing torsion bar 3 is U-shaped. The open end of the main shock-absorbing torsion bar 3 is fixed to the rear axle 5, while the closed end of the main shock-absorbing torsion bar 3 extends along the longitudinal direction of the vehicle, making the assembly structure of the main shock-absorbing torsion bar 3 more compact. The main shock-absorbing torsion bar 3 is made of torsion bar, which can absorb and store longitudinal vibration energy from the external environment, improve the shock absorption capacity of the vehicle chassis, and improve the comfort of vehicle occupants.

[0022] In addition, the vehicle chassis suspension system also includes auxiliary shock-absorbing torsion bars 6. One end of the auxiliary shock-absorbing torsion bar 6 is fixedly connected to the front axle 4 or the rear axle 5, and the other end is fixedly connected to the vehicle frame. The number of auxiliary shock-absorbing torsion bars 6 is an even number that is more than twice the number of main shock-absorbing torsion bars 3. Preferably, there are four auxiliary shock-absorbing torsion bars 6, and two auxiliary shock-absorbing torsion bars 6 are symmetrically distributed on the left and right sides of the main shock-absorbing torsion bars 3. By adopting the technical solution of this utility model, by adding auxiliary shock-absorbing torsion bars 6, the auxiliary shock-absorbing torsion bars 6 further absorb longitudinal vibration energy from the external environment and transfer some of the longitudinal vibration energy to the vehicle frame, thereby further improving the vehicle chassis's shock absorption capacity and improving the comfort of vehicle occupants.

[0023] In addition, the vehicle chassis suspension system also includes a parallel torsion bar 7. The left and right ends of the parallel torsion bar 7 are fixedly connected to the left and right ends of the front axle 4 or the rear axle 5, respectively. The middle part of the parallel torsion bar 7 is also fixedly connected to the vehicle frame. The length direction of the parallel torsion bar 7 is parallel to the length direction of the front axle 4 or the rear axle 5. Preferably, there are four air springs 8. By adopting the technical solution of this utility model, the addition of the parallel torsion bar 7, which absorbs lateral vibration energy from the external environment, further improves the vehicle chassis's shock absorption capacity, enhances passenger comfort, and also helps to improve the synchronization between the left and right front wheels and the left and right rear wheels.

[0024] Specifically, the vehicle chassis suspension system also includes shock absorbers 9, one end of which is fixedly connected to the front axle 4 or the rear axle 5, and the other end of which is fixedly connected to the vehicle frame. Preferably, there are four shock absorbers 9. Using the technical solution of this utility model, the shock absorbers 9 cooperate with the air springs 8, and the shock absorbers 9 also absorb vertical vibration energy from the external environment, further improving the vehicle chassis's shock absorption capacity and enhancing the comfort of vehicle occupants.

Claims

1. A vehicle chassis suspension system, characterized in that: It includes a front suspension (1), a rear suspension (2), a main shock-absorbing torsion bar (3) and an air spring (8). The front suspension (1) includes a front axle (4), the rear suspension (2) includes a rear axle (5), one end of the air spring (8) is fixedly connected to the front axle (4) or the rear axle (5), and the other end of the air spring (8) is fixedly connected to the vehicle frame. The main shock-absorbing torsion bar (3) is also fixedly connected to the rear axle (5).

2. The vehicle chassis suspension system as described in claim 1, characterized in that: The main shock-absorbing torsion bar (3) is U-shaped.

3. A vehicle chassis suspension system as described in claim 1, characterized in that: The vehicle chassis suspension system also includes a secondary shock-absorbing torsion bar (6), one end of which is fixedly connected to the front axle (4) or the rear axle (5), and the other end of which is fixedly connected to the vehicle frame. The number of secondary shock-absorbing torsion bars (6) is an even number that is more than twice the number of primary shock-absorbing torsion bars (3).

4. A vehicle chassis suspension system as described in claim 3, characterized in that: The number of auxiliary shock-absorbing torsion bars (6) is 4, and every 2 auxiliary shock-absorbing torsion bars (6) are symmetrically distributed on the left and right sides of the main shock-absorbing torsion bar (3).

5. A vehicle chassis suspension system as described in claim 1, characterized in that: The vehicle chassis suspension system also includes a parallel torsion bar (7), the left and right ends of which are fixedly connected to the left and right ends of the front axle (4) or the rear axle (5) respectively, and the middle part of the parallel torsion bar (7) is also fixedly connected to the vehicle frame. The length direction of the parallel torsion bar (7) is parallel to the length direction of the front axle (4) or the rear axle (5).

6. A vehicle chassis suspension system as described in claim 1, characterized in that: The number of air springs (8) is 4.

7. A vehicle chassis suspension system as described in claim 1, characterized in that: The vehicle chassis suspension system also includes a shock absorber (9), one end of which is fixedly connected to the front axle (4) or the rear axle (5), and the other end of which is fixedly connected to the vehicle frame.

8. A vehicle chassis suspension system as described in claim 7, characterized in that: The number of shock absorbers (9) is 4.

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