A long-nose commercial vehicle cab suspension device

Abstract

The utility model relates to heavy commercial vehicle technical field discloses a long car head type commercial vehicle cab suspension device, including two front suspension upper support, two rear suspension upper support and rear suspension assembly mechanism, the top of two front suspension upper support and two rear suspension upper support all are fixedly connected with cab floor longitudinal beam, the bottom of two front suspension upper support all is provided with front suspension lower support. The long car head type commercial vehicle cab suspension device, through the unique structure design of front suspension lower support embedded rubber bushing, compared with traditional half -floating structure bushing greatly reduces Z -direction stiffness, only 20% of traditional half -floating structure bushing, and is designed with free travel, anti -roll limit piece etc.

Description

Technical Field

[0001] This utility model relates to the field of heavy commercial vehicle technology, specifically to a cab suspension device for a long-nose commercial vehicle. Background Technology

[0002] In the field of heavy commercial vehicles, the selection and arrangement of cab suspension is a challenge for long-nose cabs in order to achieve the goal of overall vehicle ride comfort. Due to the limitations of the design, a four-point fully floating cab suspension system cannot be selected. For example, a semi-floating commercial vehicle cab rear suspension bracket structure described in Chinese Patent Publication No. CN222646142U includes a first connecting part for connecting to the commercial vehicle frame and a second connecting part for connecting to the commercial vehicle cab. A shock-absorbing component is hinged to the lower end of the first connecting part, and the shock-absorbing component has a telescopic end hinged to the bottom of the second connecting part. A rotating connector is provided on the first connecting part, and the end of the rotating connector away from the first connecting part is hinged to the telescopic end. This solution solves the problem that the cab is still subjected to a certain degree of vibration and impact when encountering bumpy roads. While traditional semi-floating cab suspension bracket designs achieve cab suspension and vibration isolation to a certain extent, excessive vibration and noticeable noise still occur under complex road conditions and high-speed driving. However, the proposed solution still lags far behind the 4-point fully floating cab suspension of the flat-head truck in terms of overall vehicle smoothness. Furthermore, the mechanism described in the solution is mostly made of cast iron, resulting in a heavier vehicle body and higher manufacturing costs, which is not conducive to the industry trend of lightweight vehicle body development. Utility Model Content

[0003] In view of the shortcomings of the prior art, this utility model provides a cab suspension device for long-nose vehicles. The front suspension of the device adopts a combination of low-stiffness semi-floating bushings and shock absorbers, while the rear suspension adopts an airbag-type full-floating device. This not only solves the problem of overall vehicle ride comfort, but also reduces costs and achieves a certain degree of weight reduction.

[0004] To achieve the above objectives and other related objectives, the technical solution of this utility model to solve the above technical problems is as follows: A cab suspension device for a long-nose commercial vehicle includes two front upper suspension brackets, two rear upper suspension brackets, and a rear suspension assembly. The tops of the two front upper suspension brackets and the two rear upper suspension brackets are fixedly connected to the longitudinal beams of the cab floor. The bottoms of the two front upper suspension brackets are each provided with a front lower suspension bracket. The front lower suspension bracket includes an outer sleeve frame and an inner sleeve frame. A rubber bushing is provided between the outer sleeve frame and the inner sleeve frame. The front upper suspension bracket is fixedly connected to the front lower suspension bracket through the inner sleeve frame. The bottoms of the two front lower suspension brackets are fixedly connected to the longitudinal beams of the vehicle frame. A front suspension shock absorber is provided between the front upper suspension bracket and the front lower suspension bracket on the same side. The bottom of both rear suspension upper brackets are fixedly connected to the rear suspension assembly mechanism, which is fixedly connected to the bottom frame longitudinal beam of the rear suspension assembly mechanism.

[0005] The beneficial effects of this utility model are: 1) This long-nose commercial vehicle cab suspension system, through the combination of low-stiffness semi-floating rubber bushings and front suspension shock absorbers, and the rear suspension equipped with an airbag-type full-floating assembly, breaks through the technical constraints of long-nose models being unable to adapt to point-floating suspensions due to styling limitations. The hollow layer design of the front suspension rubber bushings can significantly reduce Z-axis stiffness. Combined with the bidirectional attenuation of X-axis and Z-axis vibrations by the front suspension shock absorbers, and the flexible buffering characteristics of the rear suspension airbags, a leapfrog improvement in overall vehicle ride comfort is achieved. Its ride vibration suppression effect is comparable to that of point-floating cab suspensions on cab-over vehicles, solving the industry pain point of insufficient ride comfort of traditional long-nose models with semi-floating suspensions.

[0006] 2) This long-nose commercial vehicle cab suspension system achieves significant weight reduction compared to traditional cast steel brackets by using stamped parts for both the front and rear upper suspension supports and incorporating weight-reduction holes, while maintaining structural strength. Simultaneously, the hybrid structure of the front suspension's "semi-floating bushing + shock absorber" eliminates many complex connecting parts compared to a fully floating suspension. The rear suspension employs a single height valve combined with an air pipe and three-way assembly, reducing redundant valves and piping. The overall structure meets the core requirement of low curb weight for new energy long-nose commercial vehicles while simultaneously reducing hardware and manufacturing costs, combining economy and practicality.

[0007] Based on the above technical solution, the present invention can be further improved as follows.

[0008] Furthermore, both the upper front suspension bracket and the longitudinal beam of the cab floor have two corresponding first pin holes, and the two first pin holes on the same side are inserted into the pin shaft. The upper front suspension bracket also has a threaded hole located below the first pin hole and corresponding to the inner sleeve skeleton. The threaded hole and the inner sleeve skeleton are both threadedly connected to bolts. The upper front suspension bracket and the lower front suspension bracket are both fixedly connected to mounting rods. The two ends of the front suspension shock absorber are rotatably connected to the two mounting rods respectively.

[0009] The beneficial effect of adopting the above-mentioned further solution is that the upper front suspension bracket is precisely positioned with the longitudinal beam of the cab floor through the pin in the first pin hole, and then rigidly connected to the inner sleeve frame of the lower front suspension bracket by bolts. Simultaneously, a mounting rod is reserved for assembling the front suspension shock absorber. This design achieves an integrated connection of "positioning-fixing-damping," ensuring both the robustness and coaxiality of the bracket's connection to the cab and frame, and providing a stable mounting base for the shock absorber. It avoids assembly errors caused by scattered connection points, improving the overall assembly accuracy and structural reliability of the suspension system.

[0010] Furthermore, limit rubber blocks are provided on both sides of the rubber bushing, and a hollow layer is provided inside the rubber bushing.

[0011] The beneficial effects of adopting the above-mentioned further solution are that the hollow layer inside the rubber bushing can significantly reduce the static stiffness in the Z direction, effectively filter the minor bumps transmitted from the road surface to the cab, and improve the driving comfort; the limiting rubber blocks on both sides can provide limiting support when the cab tilts or swings significantly, preventing the rubber bushing from failing due to excessive deformation, while ensuring the structural rigidity in the X direction. This achieves a two-way performance balance of "flexible buffering in the Z direction and rigid limiting in the X direction", which takes into account both comfort and structural stability during driving.

[0012] Furthermore, the rear suspension assembly includes a control arm, an airbag, a height valve linkage, a rear lower suspension bracket, a height valve, an air hose with a tee assembly, a rear suspension crossbeam, and a height valve linkage bracket. The bottoms of the two rear upper suspension brackets are fixedly connected to the two control arms, and the opposite sides of the two control arms are rotatably connected to the rear suspension crossbeam. The rear lower suspension bracket is fixedly connected to each of the rear suspension crossbeams, and an airbag is provided between the control arm on an adjacent side and the rear lower suspension bracket.

[0013] The beneficial effects of adopting the above-mentioned further solution are that the rear suspension assembly integrates core components such as the control arm, airbag, and rear suspension crossbeam. The control arm achieves a flexible connection between the upper rear suspension bracket and the rear suspension crossbeam, the airbag undertakes the main shock absorption and cushioning function, and the rear suspension crossbeam strengthens the lateral connection between the left and right rear suspensions. This integrated design combines the support, shock absorption, and anti-roll functions of the rear suspension into one unit, which simplifies the overall structure of the rear suspension and improves the load uniformity at the rear of the cab through the synergistic effect between components, avoiding stress concentration caused by component dispersion and extending the service life of the rear suspension assembly.

[0014] Furthermore, a height valve connecting rod bracket and a height valve are fixedly connected to the outside of one of the swing arms and the rear suspension bracket, respectively. The two ends of the height valve connecting rod are respectively hinged to the height valve and the height valve connecting rod bracket. One end of the air hose with tee assembly is connected to the height valve, and the other two ends are respectively connected to the two airbags.

[0015] The beneficial effect of adopting the above-mentioned further solution is that by linking the height valve with a height valve linkage and using an air hose with a three-way assembly to connect a single height valve to both airbags, synchronous inflation and deflation control of the two airbags is achieved by a single valve component. This design not only eliminates the need for a set of height valves and matching pipelines, significantly reducing the hardware cost of the air circuit system, but also ensures consistent air pressure between the left and right airbags, avoiding cab tilting caused by uneven airbag pressure, and improving the balance and stability of the rear suspension damping.

[0016] Furthermore, the airbag is an airbag shock absorber structure, and the centerline of the airbag shock absorber is arranged at a 15° angle with the Z direction. The airbag shock absorber, the swing arm, and the rear suspension bracket form a triangular structure.

[0017] The beneficial effect of adopting the above-mentioned further solution is that the airbag centerline is arranged at a 15° angle with the Z-axis, forming a triangular support structure with the control arm and the rear suspension lower bracket. The triangular structure naturally has strong resistance to deformation, which can effectively suppress the roll amplitude of the cab under conditions such as turning and lane changing, and improve the overall vehicle handling stability; the 15° angle arrangement optimizes the force direction of the airbag, allowing the airbag to bear part of the lateral load while undertaking vertical vibration reduction, further enhancing the load-bearing and anti-roll performance of the rear suspension.

[0018] Furthermore, both of the aforementioned front suspension upper brackets and both of the rear suspension upper brackets are stamped parts, and each of them has weight reduction holes inside.

[0019] The beneficial effects of adopting the above-mentioned further solutions are that the front and rear upper suspension brackets are made using stamping technology and have weight-reduction holes. Compared with traditional cast steel parts, stamping parts have higher forming precision, enabling standardized mass production of brackets and reducing manufacturing costs and assembly errors. On the other hand, the weight-reduction holes achieve structural weight reduction without weakening the strength of the core load-bearing area of ​​the bracket, effectively reducing the overall vehicle weight. This not only improves the fuel economy of fuel vehicles but also directly increases the driving range of new energy commercial vehicles, aligning with the industry trend of lightweight commercial vehicles. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the front suspension lower bracket structure of this utility model; Figure 3 This utility model Figure 1 Enlarged view of point A in the middle; Figure 4 This utility model Figure 1 Enlarged view of section B in the middle.

[0021] In the diagram: 11. Front upper suspension bracket; 111. First pin hole; 112. Bolt; 113. Mounting rod; 12. Front lower suspension bracket; 121. Outer sleeve frame; 122. Inner sleeve frame; 123. Rubber bushing; 124. Limiting rubber block; 2. Rear suspension assembly; 21. Control arm; 22. Airbag; 23. Height valve connecting rod; 24. Rear lower suspension bracket; 25. Height valve; 26. Air hose with tee assembly; 27. Rear suspension crossbeam; 28. Height valve connecting rod bracket; 3. Cab floor longitudinal beam; 4. Frame longitudinal beam; 6. Front suspension shock absorber; 7. Rear upper suspension bracket. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] Example 1, by Figure 1-4 This invention provides a suspension device for a long-nose commercial vehicle cab. The device includes two front upper suspension brackets 11, two rear upper suspension brackets 7, and a rear suspension assembly 2. The two front upper suspension brackets 11 and the two rear upper suspension brackets 7 are all stamped parts, and each of them has weight-reduction holes inside, which reduces the weight by more than 25% compared with traditional cast steel parts. The tops of the two front upper suspension brackets 11 and the two rear upper suspension brackets 7 are fixedly connected to the longitudinal beam 3 of the cab floor. The bottom of the two front upper suspension brackets 11 is provided with a front lower suspension bracket 12. The front lower suspension bracket 12 includes an outer sleeve frame 121 and an inner sleeve frame 122. The front upper suspension brackets 11 and the longitudinal beam 3 of the cab floor are provided with two corresponding first pin holes 111. The two first pin holes 111 on the same side are inserted into the pin shaft. The front upper suspension brackets 11 are also provided with threaded holes located below the first pin holes 111 and corresponding to the inner sleeve frame 122. The threaded holes and the inner sleeve frame 122 are threadedly connected to bolts 112. The front upper suspension brackets 11 and the front lower suspension brackets 12 are fixedly connected with mounting rods 113. The two ends of the front suspension shock absorber 6 are rotatably connected to the two mounting rods 113 respectively. A rubber bushing 123 is provided between the outer sleeve frame 121 and the inner sleeve frame 122. Limiting rubber blocks 124 are provided on both sides of the rubber bushing 123, and a perforated layer is formed inside the rubber bushing 123. The front upper suspension bracket 11 is fixedly connected to the front lower suspension bracket 12 via the inner sleeve frame 122. The bottoms of both front lower suspension brackets 12 are fixedly connected to the frame longitudinal beam 4, and a front suspension shock absorber 6 is provided between the front upper suspension bracket 11 and the front lower suspension bracket 12 on the same side. The front suspension shock absorber 6 is arranged at a 45° angle to the vehicle's forward X-direction, providing damping force simultaneously to the cab's vertical Z-direction and the cab's forward X-direction, thereby improving the cab's ride comfort. The bottoms of both rear upper suspension brackets 7 are fixedly connected to the rear suspension assembly 2, and the bottom of the rear suspension assembly 2 is fixedly connected to the frame longitudinal beam 4.

[0024] In Example 2, based on Example 1, the rear suspension assembly 2 includes a control arm 21, an airbag 22, a height valve link 23, a rear suspension lower bracket 24, a height valve 25, an air hose with a tee assembly 26, a rear suspension crossbeam 27, and a height valve link bracket 28. The bottoms of the two rear suspension upper brackets 7 are fixedly connected to the two control arms 21 respectively. The opposite sides of the two control arms 21 are rotatably connected to the rear suspension crossbeam 27. The crossbeam 27 improves the anti-roll performance of the cab and ensures the operational stability of the cab. Each of the rear suspension crossbeams 27 is fixedly connected to a rear suspension lower bracket 24. Airbags 22 are installed between the adjacent swing arms 21 and the rear suspension lower bracket 24. A height valve connecting rod bracket 28 and a height valve 25 are fixedly connected to the exterior of one of the swing arms 21 and the rear suspension lower bracket 24, respectively. The two ends of the height valve connecting rod 23 are hinged to the height valve 25 and the height valve connecting rod bracket 28, respectively. One end of the air hose with a three-way assembly 26 is connected to the height valve 25, and the other two ends are connected to the two airbags 22, respectively. The rear suspension assembly uses one height valve 25, supplying air to both airbags 22 simultaneously via the three-way assembly and air hose, saving costs. The airbag 22 is an airbag shock absorber structure. The centerline of the airbag shock absorber is arranged at a 15° angle to the Z-direction. The airbag shock absorber, the swing arm 21, and the rear suspension lower bracket 24 form a triangular structure. The airbag shock absorber is arranged at an angle of 15° to the Z-direction. This arrangement, together with the swing arm 21 and the rear suspension lower support / 24, forms a "triangle" shape, which increases the roll stability of the rear of the cab.

[0025] In summary, by adding shock absorbers to the semi-floating front suspension structure, with the shock absorbers installed at a 45° angle to the X-direction, vibration convergence in both the X and Z directions can be improved simultaneously, enhancing ride comfort. This structure, situated between semi-floating and fully floating structures, is a unique feature of long-nose cab suspension systems. The unique design of embedded rubber bushings in the lower front suspension bracket significantly reduces Z-direction stiffness compared to traditional semi-floating bushings, achieving only 20% of the stiffness. It also incorporates free travel and anti-roll limit blocks, maximizing the low stiffness and high stability of a fully floating cab suspension system. This essentially meets the vehicle's ride comfort requirements for the cab suspension system. Furthermore, the cost is reduced by 30% compared to a fully floating cab suspension system. This device utilizes high-strength stamped sheet metal and welding processes, achieving a weight reduction of over 30% and a cost reduction of over 10% compared to traditional cab suspension systems.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0027] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A cab suspension device for a long-nose commercial vehicle, comprising two front upper suspension brackets (11), two rear upper suspension brackets (7), and a rear suspension assembly (2), wherein the tops of the two front upper suspension brackets (11) and the two rear upper suspension brackets (7) are fixedly connected to the longitudinal beams (3) of the cab floor, characterized in that: Both of the two front upper suspension brackets (11) are provided with front lower suspension brackets (12) at their bottoms. The front lower suspension bracket (12) includes an outer sleeve frame (121) and an inner sleeve frame (122). A rubber bushing (123) is provided between the outer sleeve frame (121) and the inner sleeve frame (122). The front upper suspension bracket (11) is fixedly connected to the front lower suspension bracket (12) through the inner sleeve frame (122). The bottoms of both front lower suspension brackets (12) are fixedly connected to the longitudinal beam of the vehicle frame (4). A front suspension shock absorber (6) is provided between the front upper suspension bracket (11) and the front lower suspension bracket (12) on the same side. The bottom of both rear suspension upper brackets (7) are fixedly connected to the rear suspension assembly (2), and the bottom frame longitudinal beam (4) of the rear suspension assembly (2) is fixedly connected.

2. The cab suspension device for a long-nose commercial vehicle according to claim 1, characterized in that: The upper front suspension bracket (11) and the longitudinal beam of the cab floor (3) are each provided with two corresponding first pin holes (111). The two first pin holes (111) on the same side are both inserted into the pin shaft. The upper front suspension bracket (11) is also provided with a threaded hole located below the first pin hole (111) and corresponding to the inner sleeve skeleton (122). The threaded hole and the inner sleeve skeleton (122) are both threadedly connected to the bolt (112). The upper front suspension bracket (11) and the lower front suspension bracket (12) are both fixedly connected with mounting rods (113). The two ends of the front suspension shock absorber (6) are rotatably connected to the two mounting rods (113) respectively.

3. The cab suspension device for a long-nose commercial vehicle according to claim 2, characterized in that: Both sides of the rubber bushing (123) are provided with limiting rubber blocks (124), and the inside of the rubber bushing (123) is provided with a hollow layer.

4. The cab suspension device for a long-nose commercial vehicle according to claim 1, characterized in that: The rear suspension assembly (2) includes a swing arm (21), an airbag (22), a height valve link (23), a rear suspension lower bracket (24), a height valve (25), an air hose with a three-way assembly (26), a rear suspension crossbeam (27), and a height valve link bracket (28). The bottoms of the two rear suspension upper brackets (7) are fixedly connected to the two swing arms (21), and the opposite sides of the two swing arms (21) are rotatably connected to the rear suspension crossbeam (27). The rear suspension crossbeam (27) is fixedly connected to the rear suspension lower bracket (24), and an airbag (22) is provided between the swing arm (21) on the adjacent side and the rear suspension lower bracket (24).

5. A cab suspension device for a long-nose commercial vehicle according to claim 4, characterized in that: One side of the swing arm (21) and the rear suspension bracket (24) are respectively fixedly connected to the outside of the height valve connecting rod bracket (28) and the height valve (25). The two ends of the height valve connecting rod (23) are respectively hinged to the height valve (25) and the height valve connecting rod bracket (28). One end of the air tube with tee assembly (26) is connected to the height valve (25), and the other two ends are respectively connected to the two airbags (22).

6. A cab suspension device for a long-nose commercial vehicle according to claim 5, characterized in that: The airbag (22) is an airbag shock absorber structure. The center line of the airbag shock absorber is arranged at a 15° angle with the Z direction. The airbag shock absorber, the swing arm (21), and the rear suspension bracket (24) form a triangular structure.

7. A cab suspension device for a long-nose commercial vehicle according to claim 2, characterized in that: Both of the front upper suspension brackets (11) and the two rear upper suspension brackets (7) are stamped parts, and each of them has a weight reduction hole inside.

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