Suspension mechanism assembly for eliminating rollover noise of truck cab

Abstract

The utility model relates to a suspension mechanism assembly for eliminating the rollover abnormal sound of truck cab, including front suspension part, and front suspension part includes two groups of suspension support, and is installed with bearing seat on suspension support, and is connected to the pivot of two groups of bearing seat between, and is connected to the connecting plate of pivot both ends outside, the inner side end portion department of connecting plate is close to bearing seat, and the elimination damping part is penetrated to the end of pivot, and includes axle elimination suite and elastic contact piece, and axle elimination suite includes the metal outer sleeve, intermediate rubber cover and metal inner sleeve that set gradually from outside to inside, the utility model can avoid the abnormal sound of loose play of the component, can eliminate dry friction abnormal sound, avoid the rigid collision abnormal sound in the rollover process, and the abnormal sound problem of prior art is solved from multidimension.

Description

Technical Field

[0001] This utility model relates to the field of truck chassis suspension technology, and in particular to a suspension mechanism assembly for eliminating rollover noise in the cab of a truck. Background Technology

[0002] During routine maintenance, engine repair, and chassis overhaul, the cab of a truck needs to be frequently tilted. As the core support and rotating component for cab tilting, the performance of the front suspension mechanism directly affects the smoothness and safety of the tilting operation.

[0003] Existing truck cab front suspension mechanisms have significant technical defects in eliminating abnormal noises: Firstly, the design of the shock absorption and rotational coordination structure is unreasonable, often using a single rubber bushing as the shock absorption element. The clearance between the rubber bushing and the shaft and bearing housing gradually increases with wear over long-term use, leading to loose movement between components during rollover, which in turn causes frictional or collision noises. Secondly, the lack of continuous lubrication means that the friction surfaces between the shaft and the bushing and bearing housing are prone to dry friction due to insufficient lubrication, which not only exacerbates wear but also produces harsh noises. In addition, when the cab rollover angle is too large, the connecting plate and the bracket are prone to rigid collision, generating instantaneous impact noises. At the same time, the impact force accelerates component damage and shortens the service life of the suspension mechanism. Moreover, the shock absorption and energy absorption effect of a single rubber bushing is limited and cannot effectively buffer the vibration and impact during rollover, further amplifying the probability of abnormal noises. Utility Model Content

[0004] This utility model addresses the shortcomings of existing technologies by providing a suspension mechanism assembly for eliminating rollover noise in the cab of a truck. The specific technical solution is as follows: It includes a front suspension unit comprising two sets of suspension brackets, bearing seats mounted on the brackets, a rotating shaft connecting the two sets of bearing seats, and connecting plates connected to the outer sides of both ends of the rotating shaft, with the connecting plates located near the inner end of the bearing seats. A vibration damping unit is also included, with the end of the rotating shaft passing through it. This unit includes a shaft damping kit and elastic contact elements. The shaft damping kit comprises a metal outer sleeve, a middle rubber sleeve, and a metal inner sleeve arranged sequentially from the outside in. The outer wall of the metal outer sleeve is connected to the inner ring of the bearing seat. The inner side of the metal inner sleeve is provided with a graphite lubricating layer, which directly contacts the outer wall of the bearing seat. The elastic contact elements abut against the bearing seat and the connecting plates.

[0005] Preferably, an installation cavity is formed between the inner wall of the metal outer sleeve and the outer wall of the metal inner sleeve, the intermediate rubber sleeve is embedded in the installation cavity, and the interior of the intermediate rubber sleeve is provided with a plurality of shock-absorbing holes evenly distributed in the circumferential direction. The shock-absorbing holes extend axially toward the intermediate rubber sleeve, and the interior of the shock-absorbing holes has a matching cross-shaped elastic support rib.

[0006] Preferably, the inner wall of the metal inner sleeve is provided with an annular guide groove, the graphite lubricating layer is disposed in the annular guide groove, the outer wall of the metal inner sleeve has a plurality of limiting blocks along the circumferential direction, the inner wall of the intermediate rubber sleeve is provided with a plurality of limiting grooves adapted to the limiting blocks, and the limiting blocks are inserted into the limiting grooves.

[0007] Preferably, the inner wall of some of the shock-absorbing holes is provided with an annular liquid groove, and the annular liquid groove is provided with at least one liquid storage tank. The liquid storage tank is filled with lubricating grease, and a liquid passage is provided between the liquid storage tank and the metal inner sleeve. One end of the liquid passage is connected to the liquid storage tank, and the other end passes through the intermediate rubber sleeve and the metal inner sleeve in sequence and then connects to the annular guide groove.

[0008] Preferably, the elastic contact element includes an annular rubber block connected to the side of the metal jacket near the connecting plate. The annular rubber block has a plurality of rubber protrusions circumferentially arranged on the side near the connecting plate, and the rubber protrusions abut against the connecting plate.

[0009] Preferably, the intermediate rubber sleeve is made of hydrogenated nitrile rubber.

[0010] The beneficial effects of this utility model are: 1. Effectively eliminates rotational noise: The three-layer composite structure of the shaft elimination kit allows the elastic deformation of the middle rubber sleeve to effectively fill the gap between the metal outer sleeve, the metal inner sleeve, and the shaft, preventing noise caused by loose movement between components; the graphite lubricating layer, the reservoir, and the fluid passage form a continuous lubrication system, ensuring sufficient lubrication of the friction surface when the shaft rotates, eliminating dry friction noise; the rubber protrusions of the elastic contact parts elastically abut against the connecting plate, avoiding rigid collision noise during rotation, thus solving the noise problem of existing technologies from multiple dimensions.

[0011] 2. Excellent shock absorption and cushioning effect: The middle rubber sleeve is made of hydrogenated nitrile rubber, combined with internal shock-absorbing holes and cross-shaped elastic support ribs, which has both good elasticity and structural strength. It can effectively absorb the vibration and impact during the cab rollover process, reduce the vibration transmission to the cab and frame, and improve the stability of the rollover operation; the annular rubber block and rubber protrusion form a secondary buffer, further weakening the impact force of the collision.

[0012] 3. Strong structural stability and long service life: The metal outer sleeve, intermediate rubber sleeve, and metal inner sleeve form a stable composite structure. The limiting block of the metal inner sleeve cooperates with the limiting groove of the intermediate rubber sleeve to restrict relative rotation and improve the overall structural stability. The intermediate rubber sleeve made of hydrogenated nitrile rubber is oil-resistant, wear-resistant, and high-temperature resistant, making it suitable for the complex working conditions of automotive chassis. The continuous lubrication system reduces friction and wear, and the elastic contact parts avoid component damage caused by rigid collisions, significantly extending the service life of the suspension mechanism. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the structure of the present invention with the connecting plate completely removed; Figure 3 This is a schematic diagram of the structure of the shock-absorbing part in this utility model; Figure 4 This is a schematic diagram of the connection structure between the shock-absorbing part and the bearing seat in this utility model.

[0014] Reference numerals: 100, suspension bracket; 1, bearing housing; 2, connecting plate; 3, rotating shaft; 4, shock-absorbing part; 41, metal outer sleeve; 410, mounting cavity; 42, intermediate rubber sleeve; 421, shock-absorbing hole; 4210, cross-shaped elastic support rib; 43, metal inner sleeve; 431, annular guide groove; 432, graphite lubricating layer; 44, annular rubber block; 441, rubber protrusion. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0016] Example For the suspension assembly used to eliminate rollover noise in the cab of a cargo truck, please refer to... Figures 1-4 This utility model includes a front suspension and a shock-absorbing part 4, and the specific structure is as follows: The front suspension unit, as the core support and connecting component, includes two sets of suspension brackets 100, bearing housing 1, rotating shaft 3, and connecting plate 2. The suspension bracket 100 is a frame structure welded from steel plates, made of high-strength carbon steel. The two sets of suspension brackets 100 are symmetrically fixedly installed on the vehicle cab mounting base to support the entire suspension mechanism and part of the weight of the cab. The bearing housing 1 is fixedly installed on the top inner side of each set of suspension brackets 100 by bolts, and its axis is set horizontally for installing the shock-absorbing part 4; the rotating shaft 3 is a cylindrical metal shaft made of 40Cr alloy steel, which has high strength and wear resistance. The rotating shaft 3 horizontally passes through the two sets of bearing housings 1 and the internal shock-absorbing part 4, and extends to the outside of the bearing housing 1 at both ends to realize the rotation support when the cab is tilted. The connecting plate 2 can be a rectangular steel plate structure, with two pieces in total, which are fixedly connected to the outer sides of both ends of the rotating shaft 3. The connecting plate 2 is welded and fixed to the rotating shaft 3. The inner end of the connecting plate 2 near the bearing seat 1 abuts against the elastic contact of the shock-absorbing part 4.

[0017] The damping unit 4 includes a shaft elimination kit and a flexible contact element, which are used to eliminate rotational clearance, absorb shock and energy, and avoid rigid collisions. It is the core component for solving the abnormal noise of overturning.

[0018] The shaft damping kit consists of a metal outer sleeve 41, an intermediate rubber sleeve 42, and a metal inner sleeve 43 arranged sequentially from the outside in. These three components are coaxially assembled to form a composite damping structure. The metal outer sleeve 41 is a cylindrical structure made of stainless steel. Its outer wall is fixedly connected to the inner ring of the bearing housing 1 by an interference fit to ensure a stable connection. An annular mounting cavity 410 is formed between the inner wall of the metal outer sleeve 41 and the outer wall of the metal inner sleeve 43 for embedding the intermediate rubber sleeve 42. The intermediate rubber sleeve 42 is made of hydrogenated nitrile rubber, which has excellent oil resistance, wear resistance, high temperature resistance and good elastic recovery, making it suitable for the complex working conditions of the automotive chassis. The intermediate rubber sleeve 42 is tightly embedded in the mounting cavity 410 and is bonded and fixed to the inner wall of the metal outer sleeve 41 and the outer wall of the metal inner sleeve 43 respectively through a vulcanization process to prevent relative sliding. The metal inner sleeve 43 is a cylindrical structure made of stainless steel. The inner wall is clearance-fitted with the outer wall of the rotating shaft 3. A graphite lubricating layer 432 is provided on its inner side. The graphite lubricating layer 432 is in direct contact with the outer wall of the rotating shaft 3 to reduce the friction when the rotating shaft 3 rotates and avoid dry friction from generating abnormal noise.

[0019] In an optional embodiment, a plurality of damping holes 421 are uniformly provided circumferentially inside the intermediate rubber sleeve 42. The damping holes 421 are arranged through the axial direction of the intermediate rubber sleeve 42, and the number is preferably 6-8. The arrangement of the damping holes 421 can improve the elastic deformation capability of the intermediate rubber sleeve 42, enhance the damping and energy absorption effect, and reduce the overall weight. In an optional embodiment, each damping hole 421 is provided with a matching cross-shaped elastic support rib 4210. The cross-shaped elastic support rib 4210 is integrally formed with the intermediate rubber sleeve 42 and is made of the same hydrogenated nitrile rubber material. This is used to improve the structural strength of the intermediate rubber sleeve 42 while ensuring its elasticity and to avoid excessive deformation leading to increased gaps.

[0020] In an optional embodiment, the inner wall of some of the damping holes 421 is provided with an annular liquid groove. The annular liquid groove has at least one liquid storage tank. The liquid storage tank is filled with grease. A liquid passage is provided between the liquid storage tank and the metal inner sleeve 43. One end of the liquid passage is connected to the liquid storage tank, and the other end passes through the intermediate rubber sleeve 42 and the metal inner sleeve 43 in sequence and then connects to the annular guide groove 431 to realize the continuous supply of grease and ensure the long-lasting and stable lubrication effect of the graphite lubricating layer 432.

[0021] In an optional embodiment, an annular guide groove 431 is provided on the inner sidewall of the metal inner sleeve 43. The annular guide groove 431 is arranged along the circumference of the metal inner sleeve 43 to accommodate the graphite lubricating oil layer 432. The graphite lubricating oil layer 432 is made of graphite and grease, which has good lubrication performance and adhesion, and avoids grease loss. The outer side wall of the metal inner sleeve 43 is uniformly provided with multiple limiting blocks along the circumference. The limiting blocks are cuboid structures and are integrally formed with the metal inner sleeve 43. The inner side wall of the middle rubber sleeve 42 is provided with multiple limiting grooves that are adapted to the limiting blocks. The limiting blocks are inserted into the limiting grooves to further restrict the relative rotation between the metal inner sleeve 43 and the middle rubber sleeve 42, ensuring that the three are subjected to force synchronously and improving the structural stability.

[0022] The elastic contact components include annular rubber blocks 44 and rubber protrusions 441, used to prevent rigid collisions between the connecting plate 2 and the bearing housing 1. The annular rubber block 44 is annular in structure and made of highly elastic rubber. It is fixed to the end face of the metal outer sleeve 41 near the connecting plate 2 by vulcanization bonding. The outer diameter of the annular rubber block 44 is the same as the outer diameter of the metal outer sleeve 41, and the inner diameter is the same as the inner diameter of the metal inner sleeve 43, ensuring assembly consistency. Multiple rubber protrusions 441 are evenly arranged circumferentially on the side of the annular rubber block 44 near the connecting plate 2. The rubber protrusions 441 are integrally formed with the annular rubber block 44, forming a hemispherical structure. The top of the rubber protrusions 441 abuts against the inner end of the connecting plate 2, forming elastic support. When the cab is tilted, elastic contact occurs between the connecting plate 2 and the rubber protrusions 441, preventing abnormal noises caused by rigid collisions, and also playing a role in buffering and shock absorption.

[0023] Assembly process 1. Assemble the vibration damping unit 4: First, align the limiting block on the outer wall of the metal inner sleeve 43 with the limiting groove on the inner wall of the intermediate rubber sleeve 42, and fit the intermediate rubber sleeve 42 onto the outer side of the metal inner sleeve 43. Bond and fix the two together through a vulcanization process. Embed the assembled metal inner sleeve 43 and intermediate rubber sleeve 42 into the mounting cavity 410 of the metal outer sleeve 41. Bond and fix the intermediate rubber sleeve 42 to the inner wall of the metal outer sleeve 41 again through a vulcanization process to form a complete shaft damping kit. Inject lithium-based grease into the reservoir of the intermediate rubber sleeve 42 to ensure that the grease is fully filled. Apply a graphite lubricating oil layer 432 to the annular guide groove 431 of the metal inner sleeve 43 to ensure that the entire guide groove is covered. Fix the annular rubber block 44 to one end face of the metal outer sleeve 41 through vulcanization to complete the assembly of the vibration damping unit 4.

[0024] 2. Install the front suspension unit and the shock absorber 4: symmetrically fix the two sets of suspension brackets 100 on the vehicle cab mounting base and tighten them with bolts; fix the bearing housing 1 to the inner side of the top of the suspension bracket 100 with bolts; fix the metal outer sleeve 41 of the assembled shock absorber 4 to the inner ring of the bearing housing 1 with an interference fit to ensure a stable connection; horizontally pass the shaft 3 through the shock absorber 4 in the two sets of bearing housings 1 to ensure smooth rotation of the shaft 3 without jamming; weld and fix the connecting plate 2 to the outer sides of both ends of the shaft 3, and adjust the position of the connecting plate 2 so that the rubber protrusion 441 on the annular rubber block 44 is in close contact with the inner end of the connecting plate 2.

[0025] 3. Overall debugging: Rotate the shaft 3 to test the smoothness of the cab tilting, ensuring there is no jamming or abnormal noise; check the tightness of each connection part to ensure that the bolts are not loose; verify the lubrication system to ensure that the grease in the reservoir can flow smoothly into the annular guide groove 431 through the liquid passage to replenish the grease consumption of the graphite lubricating oil layer 432.

[0026] Working principle 1. Daily support status: The suspension bracket 100 supports the weight of the cab through the bearing seat 1, the shock-absorbing part 4 and the rotating shaft 3. The intermediate rubber sleeve 42 is in a natural elastic state, filling the gaps between the components and preventing the components from becoming loose due to vibration during vehicle operation. The graphite lubricating layer 432 keeps in contact with the rotating shaft 3 to reduce friction and wear caused by daily vibration.

[0027] 2. Cab Tilting Process: When the cab needs to be tilted, external force drives the cab to rotate synchronously with the connecting plate 2 and the rotating shaft 3. When the rotating shaft 3 rotates, it forms a lubricating contact with the graphite lubricating layer 432 on the inner side of the metal inner sleeve 43, which greatly reduces friction and avoids abnormal noise caused by dry friction. The intermediate rubber sleeve 42 absorbs the vibration impact during the tilting process through elastic deformation. The damping hole 421 and the cross-shaped elastic support rib 4210 further enhance the elastic buffering effect and fill the instantaneous gap caused by vibration to prevent abnormal noise caused by shaking between components. When the connecting plate 2 rotates, it always elastically contacts the rubber protrusion 441 of the annular rubber block 44 to avoid rigid collision between the connecting plate 2 and the bearing seat 1 or the metal outer sleeve 41, thus eliminating impact noise. The grease in the reservoir is continuously replenished to the annular guide groove 431 through the liquid passage to ensure that the lubrication effect of the graphite lubricating layer 432 is long-lasting and stable, and can still avoid friction noise after long-term use.

[0028] 3. After flipping and resetting: The intermediate rubber sleeve 42 returns to its initial state under the action of elastic restoring force, the rubber protrusion 441 also returns to its original shape, and each component returns to its initial mating position, ensuring that it can still play a good role in eliminating abnormal noise and damping vibration when flipped again.

[0029] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A suspension mechanism assembly for eliminating rollover noise in the cab of a truck, characterized in that, include: The front suspension includes two sets of suspension brackets (100), a bearing seat (1) is mounted on the suspension bracket (100), a rotating shaft (3) is connected between the two sets of bearing seats (1), and a connecting plate (2) is connected to the outer side of both ends of the rotating shaft (3). The connecting plate (2) is located near the inner end of the bearing seat (1). The shock-absorbing part (4) is penetrated by the end of the rotating shaft (3) and includes a shaft elimination kit and an elastic contact. The shaft elimination kit includes a metal outer sleeve (41), an intermediate rubber sleeve (42) and a metal inner sleeve (43) arranged sequentially from the outside to the inside. The outer wall of the metal outer sleeve (41) is connected to the inner ring of the bearing seat (1). The inner side of the metal inner sleeve (43) is provided with a graphite lubricating layer (432). The graphite lubricating layer (432) is in direct contact with the outer wall of the bearing seat (1). The elastic contact abuts between the bearing seat (1) and the connecting plate (2).

2. The suspension mechanism assembly for eliminating rollover noise in the cab of a cargo truck according to claim 1, characterized in that, An installation cavity (410) is formed between the inner wall of the metal outer sleeve (41) and the outer wall of the metal inner sleeve (43). The intermediate rubber sleeve (42) is embedded in the installation cavity (410). The interior of the intermediate rubber sleeve (42) is provided with a plurality of shock-absorbing holes (421) evenly distributed in the circumferential direction. The shock-absorbing holes (421) extend axially toward the intermediate rubber sleeve (42). The interior of the shock-absorbing holes (421) has a matching cross-shaped elastic support rib (4210).

3. The suspension mechanism assembly for eliminating rollover noise in the cab of a cargo truck according to claim 2, characterized in that, The inner wall of the metal inner sleeve (43) is provided with an annular guide groove (431), the graphite lubricating layer (432) is provided in the annular guide groove (431), the outer wall of the metal inner sleeve (43) has a plurality of limiting blocks along the circumferential direction, the inner wall of the intermediate rubber sleeve (42) is provided with a plurality of limiting grooves that are adapted to the limiting blocks, and the limiting blocks are inserted into the limiting grooves.

4. The suspension mechanism assembly for eliminating rollover noise in the cab of a cargo truck according to claim 3, characterized in that, The inner wall of the damping hole (421) is provided with an annular liquid groove. The annular liquid groove has at least one liquid storage tank. The liquid storage tank is filled with lubricating grease. A liquid passage is provided between the liquid storage tank and the metal inner sleeve (43). One end of the liquid passage is connected to the liquid storage tank, and the other end passes through the intermediate rubber sleeve (42) and the metal inner sleeve (43) in sequence and then connects to the annular guide groove (431).

5. The suspension mechanism assembly for eliminating rollover noise in the cab of a cargo truck according to claim 1, characterized in that, The elastic contact includes an annular rubber block (44), which is connected to the side of the metal jacket (41) near the connecting plate (2). The annular rubber block (44) has a plurality of rubber protrusions (441) circumferentially arranged on the side of the annular rubber block (44) near the connecting plate (2), and the rubber protrusions (441) abut against the connecting plate (2).

6. The suspension mechanism assembly for eliminating rollover noise in the cab of a cargo truck according to claim 1, characterized in that, The intermediate rubber sleeve (42) is made of hydrogenated nitrile rubber.

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