CN113787877B - Air suspension system for vehicle - Google Patents
Air suspension system for vehicle Download PDFInfo
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- CN113787877B CN113787877B CN202111108291.2A CN202111108291A CN113787877B CN 113787877 B CN113787877 B CN 113787877B CN 202111108291 A CN202111108291 A CN 202111108291A CN 113787877 B CN113787877 B CN 113787877B
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- connecting bracket
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- thrust rod
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G15/00—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type
- B60G15/08—Resilient suspensions characterised by arrangement, location or type of combined spring and vibration damper, e.g. telescopic type having fluid spring
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
- B60G21/055—Stabiliser bars
- B60G21/0551—Mounting means therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
- B60G2202/10—Type of spring
- B60G2202/15—Fluid spring
- B60G2202/152—Pneumatic spring
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The present application relates to an air suspension for a vehicle. Comprises a first connecting bracket, a second connecting bracket and two third connecting brackets. Wherein the first linking bracket and the third linking bracket are connected to each other, and the second linking bracket and the third linking bracket are connected to each other. Specifically, a vehicle front shaft, a transverse thrust rod, a longitudinal thrust rod group, a shock absorber and a vehicle stabilizer bar are simultaneously connected through a first connecting bracket and a third connecting bracket. The air spring, the front axle of the vehicle, the longitudinal thrust rod group and the shock absorber are integrally connected through the first connecting support, the third connecting support and the second connecting support in pairs. Overall structure is simple, and designs different connection positions to different connection objects for linking bridge has sufficient shock load resistance, has solved the problem that current air suspension system's connected mode has the part many and not enough when shock load is too big in the connection structure of air suspension.
Description
Technical Field
The application relates to the technical field of automobile chassis air suspensions, in particular to an air suspension system for a vehicle.
Background
For air suspension systems, the air spring is typically disposed directly above the front axle, the set of longitudinal thrust rods is disposed forward of the front axle, the shock absorbers are disposed above the front axle and outboard of the frame, and the vehicle stabilizer bar is disposed forward of the front axle. Due to the structural limitations of the front axle of the vehicle, the air springs, the set of longitudinal thrust rods, the shock absorbers, the stabilizer bars and the lateral thrust rods cannot be directly connected to the front axle of the vehicle, and therefore one or more brackets are required to reliably connect the above components. In the prior art, a plurality of connecting bolts are usually adopted to connect the air spring, the transverse thrust rod, the longitudinal thrust rod group and the shock absorber, and the connecting mode has the problems that the number of parts is large, and the bolt structure is difficult to meet the bearing requirement of a large impact load generated in the working process of an air suspension system.
Disclosure of Invention
In view of the above, it is necessary to provide an air suspension system for a vehicle, which is capable of solving the problems that the conventional air suspension system has many parts in the connection structure of the air suspension and the connection strength is insufficient when the impact load is excessive.
According to one aspect of the present application, there is provided an air suspension system for a vehicle, comprising
An air suspension system for a vehicle, the vehicle including a vehicle front axle and a vehicle stabilizer bar, the air suspension system including a plurality of air springs, a lateral thrust bar, a set of longitudinal thrust bars, and a plurality of shock absorbers, the air suspension system further comprising:
the transverse thrust rod and the longitudinal thrust rod group are connected to two opposite ends of the first connecting bracket; one side of the first connecting bracket is connected with the air spring, and the air spring is positioned between the connecting positions of the transverse thrust rod group and the longitudinal thrust rod group with the first connecting bracket; the vehicle front shaft is connected to the other side, away from the air spring, of the first connecting bracket; the first connecting bracket is provided with one side of the air spring and is connected with the shock absorber at a position close to the longitudinal thrust rod group;
the second connecting bracket is arranged at an interval with the first connecting bracket, one end of the second connecting bracket is connected with the longitudinal thrust rod group, and one side of the second connecting bracket, which is far away from the longitudinal thrust rod group, is connected with the air spring; the vehicle front shaft is connected to the other side, away from the corresponding air spring, of the second connecting bracket; the second connecting bracket is provided with one side of the air spring and is connected with the shock absorber at a position close to the longitudinal thrust rod group;
the two third connecting supports are spaced and parallel to each other, the two third connecting supports are respectively connected with the vehicle front axle and the vehicle stabilizer bar, and one ends of the two third connecting supports are respectively connected with the first connecting support and the second connecting support.
In one embodiment, the first connecting bracket includes a first bracket body configured identically to the second connecting bracket, and a lateral thrust rod mounting portion connected to an end of the first bracket body opposite the set of longitudinal thrust rods;
the first connecting bracket is fixedly connected with the transverse thrust rod through the transverse thrust rod mounting part;
wherein, the first bracket body and the lateral thrust rod mounting part are integrally formed.
In one embodiment, a first mounting hole is formed in one end, close to the longitudinal thrust rod group, of the first connecting bracket, and the first mounting hole is opposite to the transverse thrust rod mounting part; one end of the second connecting bracket, which is close to the longitudinal thrust rod group, is provided with a second mounting hole;
one of the third connecting brackets is connected with the first connecting bracket through the first mounting hole; and the other third connecting bracket is connected with the second connecting bracket through the second mounting hole.
In one embodiment, a first conical concave hole is formed in one side, away from the front axle of the vehicle, of the first connecting bracket, and a second conical concave hole is formed in one side, away from the front axle of the vehicle, of the second connecting bracket;
the first connecting bracket is fixedly connected with the corresponding air spring by virtue of the first conical concave hole;
and the second connecting bracket is fixedly connected with the corresponding air spring by virtue of the second conical concave hole.
In one embodiment, the first connecting bracket is provided with a plurality of third mounting holes; a plurality of fourth mounting holes are formed in the second connecting bracket;
wherein the third mounting holes and the fourth mounting holes are identical in configuration and equal in number, a plurality of the third mounting holes are arranged around the first tapered recess hole, and a plurality of the fourth mounting holes are arranged around the second tapered recess hole;
the vehicle front axle is connected with the first connecting bracket and the second connecting bracket through the third mounting hole and the fourth mounting hole respectively.
In one embodiment, one end of the first connecting bracket, which is close to the first mounting hole, extends out of the first connecting table; a second connecting table extends out of one end, close to the second mounting hole, of the second connecting support; and is
A plurality of fifth mounting holes are formed in the first connecting platform, and the longitudinal thrust rod group is connected with the first connecting platform through the fifth mounting holes;
the second connecting platform is provided with a plurality of sixth mounting holes, and the longitudinal thrust rod group is connected with the second connecting platform through the sixth mounting holes;
wherein the first and second connection stations are arranged in spaced and parallel relation.
In one embodiment, a seventh mounting hole is formed in one side end, close to the first connecting table, of the first connecting bracket; an eighth mounting hole is formed in one side end, close to the second connecting table, of the second connecting support; and is
The seventh mounting hole and the eighth mounting hole are arranged oppositely and are respectively positioned at the outer sides of the longitudinal thrust rod groups adjacent to the seventh mounting hole;
the first connecting bracket is connected with the corresponding shock absorber through the seventh mounting hole; and the second connecting bracket is connected with the corresponding shock absorber through the eighth mounting hole.
In one embodiment, the third connecting bracket comprises:
a third bracket body having a recess formed at a side thereof adjacent to the stabilizer bar; a ninth mounting hole and a tenth mounting hole are respectively formed in the two ends of one side, close to the vehicle stabilizer bar, of the third support body;
and the third bracket cover is connected with the third bracket body through the ninth mounting hole and the tenth mounting hole, and the third bracket cover and the concave part of the third bracket body are matched to form a fixing position for fixing the vehicle stabilizer bar.
In one embodiment, a third connecting platform is arranged on one side of the third bracket body, which is far away from the vehicle stabilizer bar, and the third connecting platform is arranged at one end of the third bracket body, which is far away from the front axle of the vehicle;
a first through hole is formed in the third connecting platform connected with the first connecting support; the first connecting bracket is fixedly connected with the third connecting bracket by means of the first mounting hole and the corresponding first through hole on the third connecting platform;
a second through hole is formed in the third connecting platform connected with the second connecting support; the second connecting bracket is fixedly connected with the third connecting bracket by means of the second mounting hole and the corresponding second through hole on the third connecting platform.
In one embodiment, a plurality of fourth connecting stations extend out of one end of the third bracket body close to the front axle of the vehicle;
every fourth is connected and has all seted up the third through-hole on the bench, the vehicle front axle is through a plurality of fourth is connected a plurality of the third through-hole on the bench with the vehicle front axle is connected.
The air suspension system for the vehicle comprises a first connecting bracket, a second connecting bracket and two third connecting brackets. Wherein the first linking bracket and the third linking bracket are connected to each other, and the second linking bracket and the third linking bracket are connected to each other. Specifically, a vehicle front shaft, a transverse thrust rod, a longitudinal thrust rod group, a shock absorber and a vehicle stabilizer bar are simultaneously connected through a first connecting bracket and a third connecting bracket. The air spring, the front axle of the vehicle, the longitudinal thrust rod group and the shock absorber are integrally connected through the first connecting support, the third connecting support and the second connecting support in pairs. Overall structure is simple, and designs different connection positions to different connection objects for linking bridge has sufficient shock load resistance, has solved the problem that current air suspension system's connected mode has the part many and not enough when shock load is too big in the connection structure of air suspension.
Drawings
FIG. 1 is a schematic view of an air suspension system installation for a vehicle according to an embodiment of the present application;
FIG. 2 is a partial cross-sectional view of an installed side view of an air suspension system for a vehicle according to an embodiment of the present application;
FIG. 3 is a schematic view of a first connecting bracket of an air suspension system for a vehicle according to an embodiment of the present application;
FIG. 4 is a schematic view of a second connecting bracket for an air suspension system of a vehicle according to an embodiment of the present application;
FIG. 5 is a perspective view of a third bracket body of a third connecting bracket for an air suspension system of a vehicle according to an embodiment of the present application;
FIG. 6 is a perspective view of a third bracket body of a third connecting bracket for an air suspension system of a vehicle according to an embodiment of the present application;
FIG. 7 is a perspective view of a third bracket cover of a third connecting bracket for an air suspension system of a vehicle according to an embodiment of the present application;
fig. 8 is a perspective view of a third connecting bracket of an air suspension system for a vehicle according to an embodiment of the present application.
The vehicle front axle 11, the vehicle stabilizer bar 12, the air spring 13, the lateral thrust rod 14, the longitudinal thrust rod group 15, the shock absorber 16, the first connecting bracket 2, the first bracket body 21, the lateral thrust rod mounting portion 22, the first mounting hole 23, the first tapered concave hole 24, the third mounting hole 25, the first connecting table 26, the fifth mounting hole 27, the seventh mounting hole 28, the second connecting bracket 3, the second mounting hole 33, the second tapered concave hole 34, the fourth mounting hole 35, the second connecting table 36, the sixth mounting hole 37, the eighth mounting hole 38, the third connecting bracket 4, the third bracket body 41, the ninth mounting hole 412, the tenth mounting hole 413, the third connecting table 414, the first through hole 415, the second through hole 416, the fourth connecting table 417, the third through hole 418, and the third bracket cover 42.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the present application are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is capable of embodiments in many different forms than those described herein and that modifications may be made by one skilled in the art without departing from the spirit and scope of the application and it is therefore not intended to be limited to the specific embodiments disclosed below.
In the description of the present application, it is to be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In this application, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
As described in the background of the invention, in the air suspension in the related art, a plurality of connecting bolts are usually used to connect the air spring, the lateral thrust rod, the longitudinal push rod group and the shock absorber, and such a connection method has the problems of a large number of parts and a difficult bolt structure to meet the load bearing requirement of the air suspension system for the large impact load generated during the operation process.
In view of the above, it is necessary to provide an air suspension system for a vehicle, which has a simple connection structure and a high load-bearing capacity, in order to solve the problems that the conventional connection method of the air suspension system has many parts in the connection structure of the air suspension and the connection strength is insufficient when the impact load is excessive.
Referring to fig. 1 and 2, fig. 1 is a schematic view showing an installation of an air suspension system for a vehicle according to an embodiment of the present invention, and fig. 2 is a partial sectional view showing a side view of the installed air suspension system for a vehicle according to the embodiment of the present invention.
An embodiment of the present application provides an air suspension system for a vehicle including a vehicle front axle 11 and a vehicle stabilizer bar 12, the air suspension system including a plurality of air springs 13, a lateral thrust rod 14, a longitudinal thrust rod group 15, and a plurality of shock absorbers 16. Furthermore, the air suspension system comprises a first connecting bracket 2, a second connecting bracket 3 and two third connecting brackets 4 spaced apart from and parallel to each other.
Specifically, the transverse thrust rod 14 and the longitudinal thrust rod group 15 are connected to two opposite ends of the first connecting bracket 2, one side of the first connecting bracket 2 is connected with an air spring 13, the air spring 13 is located between the transverse thrust rod 14 and the joint of the longitudinal thrust rod group 15 and the first connecting bracket 2, the vehicle front axle 11 is connected to the other side of the first connecting bracket 2, which is far away from the air spring 13, and the first connecting bracket 2 is connected with a shock absorber 16 at a position close to the longitudinal thrust rod group 15 and at a side where the air spring 13 is installed.
The second connecting bracket 3 and the first connecting bracket 2 are arranged at intervals, one end of the second connecting bracket 3 is connected to the longitudinal thrust rod group 15, an air spring 13 is connected to the position, far away from the longitudinal thrust rod group 15, of one side of the second connecting bracket 3, the vehicle front axle 11 is connected to the other side, far away from the corresponding air spring 13, of the second connecting bracket 3, and a shock absorber 16 is connected to the position, close to the longitudinal thrust rod group 15, of one side, provided with the air spring 13, of the second connecting bracket 3.
The two third connecting brackets 4 are respectively connected with the vehicle front axle 11 and the vehicle stabilizer bar 12, and one ends of the two third connecting brackets 4 are respectively connected with the first connecting bracket 2 and the second connecting bracket 3.
It will be appreciated that the first linking bracket 2 is interconnected with one of the third linking brackets 4 and the second linking bracket 3 is interconnected with the other of the third linking brackets 4. More specifically, the first connecting bracket 2 and the third connecting bracket 4 are connected to each other, so that the vehicle front axle 11, the lateral thrust rod 14, the longitudinal thrust rod group 15, the shock absorber 16 and the vehicle stabilizer bar 12 are connected at the same time on the premise that the positional relationship between the air suspension system and the automobile component is satisfied, and the shock load resistance of the air suspension system is improved. The first connecting bracket 2 and the third connecting bracket 4, the second connecting bracket 3 and the other third connecting bracket are connected in pairs, so that the air spring 13, the vehicle front shaft 11, the longitudinal thrust rod group 15 and the shock absorber 16 are integrally connected. Overall structure is simple, and to the different hookup location of different connection object design for linking bridge has sufficient shock load resistance, and overall structure is simple, has solved the connected mode of current air suspension system simultaneously and has had among the air suspension's the connection structure spare part many and when the impact load too big problem that joint strength is not enough.
Referring to fig. 3 and 4, fig. 3 shows a schematic view of a first connecting bracket 2 of an air suspension system for a vehicle according to an embodiment of the present application, and fig. 4 shows a schematic view of a second connecting bracket 3 of an air suspension system for a vehicle according to an embodiment of the present application.
As shown in fig. 3 and 4, in an embodiment of the present application, the first connecting bracket 2 includes a first bracket body 21 having the same configuration as the second connecting bracket 3, and a lateral thrust rod mounting portion 22 connected to an end of the first bracket body 21 opposite to the longitudinal thrust rod group 15, and the first connecting bracket 2 is fixedly connected to the lateral thrust rod 14 through the lateral thrust rod mounting portion 22 to connect the longitudinal thrust rod group 15 and the lateral thrust rod 14. Wherein the first bracket body 21 and the lateral thrust rod mounting portion 22 are integrally formed. The design of the first connecting bracket 2 integrally formed enables the first bracket body 21 to have a stronger impact load resistance.
Furthermore, a first mounting hole 23 is formed in one end, close to the longitudinal thrust rod group 15, of the first connecting bracket 2, the first mounting hole 23 is arranged opposite to the transverse thrust rod mounting portion 22, and a second mounting hole 33 is formed in one end, close to the longitudinal thrust rod group 15, of the second connecting bracket 3. One of the third connecting brackets 4 is connected with the first connecting bracket 2 through the first mounting hole 23; the other third connecting bracket 4 is connected to the second connecting bracket 3 through the second mounting hole 33.
Specifically, the first mounting hole 23 and the second mounting hole 33 are both internally threaded holes to ensure the impact load resistance of the first connecting bracket 2 and the second connecting bracket 3 after being connected with the third connecting bracket 4 respectively.
In some embodiments of the present application, a first conical recess 24 is provided on a side of the first connection bracket 2 facing away from the vehicle front axle 11, a second conical recess 34 is provided on a side of the second connection bracket 3 facing away from the vehicle front axle 11, the first connection bracket 2 is fixedly connected to the corresponding air spring 13 by means of the first conical recess 24, and the second connection bracket 3 is fixedly connected to the corresponding air spring 13 by means of the second conical recess 34.
Specifically, the bottom of each air spring 13 has a tapered boss, which can be just matched with the first tapered concave hole 24 and the second tapered concave hole 25 on the first connecting bracket 2 and the second connecting bracket 3 respectively to be fixedly connected.
Further, the first connecting bracket 2 is provided with a plurality of third mounting holes 25, and the second connecting bracket 3 is provided with a plurality of fourth mounting holes 35. Wherein the third mounting holes 25 are identical in configuration and equal in number to the fourth mounting holes 35, the plurality of third mounting holes 25 being arranged around the first tapered recess hole 24, and the plurality of fourth mounting holes 35 being arranged around the second tapered recess hole 34. The vehicle front axle 11 is connected to the first and second connecting brackets 2 and 3 through the third and fourth mounting holes 25 and 35, respectively.
Specifically, the third mounting hole 25 and the fourth mounting hole 35 are both mounting holes with internal threads, and the first connecting bracket 2 and the second connecting bracket 3 are in threaded connection through the third mounting hole 25 and the fourth mounting hole 35 respectively. And then the connecting structures of the vehicle front axle 11, the first connecting bracket 2, the air spring 13, the vehicle front axle 11, the second connecting bracket 3 and the air spring 13 are formed, so that the stable connection of the air spring 13 structure on the vehicle cross beam is realized.
In some embodiments of the present application, an end of the first connecting bracket 2 adjacent to the first mounting hole 23 extends out of the first connecting block 26, and an end of the second connecting bracket 3 adjacent to the second mounting hole 33 extends out of the second connecting block 36. And a plurality of fifth mounting holes 27 are formed on the first connecting platform 26, and the longitudinal thrust rod group 15 is connected with the first connecting platform 26 through the fifth mounting holes 27. The second connecting platform 36 is provided with a plurality of sixth mounting holes 37, and the longitudinal thrust rod group 15 is connected with the second connecting platform 36 through the sixth mounting holes 37. Wherein the first connecting stage 26 and the second connecting stage 36 are arranged in a spaced and parallel arrangement.
Specifically, the first connecting platform 26 is two identical bosses, mounting holes are formed in two ends of each boss, the longitudinal thrust rod group 15 comprises four longitudinal thrust rods which are arranged in parallel, each fifth mounting hole 27 in the first connecting platform 26 is connected with an upper longitudinal thrust rod and a lower longitudinal thrust rod on one side of the vehicle, each sixth mounting hole 37 in the second connecting platform 36 is connected with an upper longitudinal thrust rod and a lower longitudinal thrust rod on the other side of the vehicle, and the specific connection mode is bolt-nut connection or bolt-internal thread connection, so that the connection stability is ensured, and the capacity of carrying impact load of the connected air suspension system is improved.
In one embodiment of the present application, a seventh mounting hole 28 is formed at a side end of the first connecting bracket 2 adjacent to the first connecting platform 26, and an eighth mounting hole 38 is formed at a side end of the second connecting bracket 3 adjacent to the second connecting platform 36. The seventh mounting hole 28 and the eighth mounting hole 38 are disposed opposite to each other and are respectively located at the outer sides of the adjacent longitudinal thrust rod groups 15, wherein the first connecting bracket 2 is connected with the corresponding shock absorber 16 through the seventh mounting hole 28; the second connecting bracket 3 is connected to the corresponding shock absorber 16 through the eighth mounting hole 38.
It is understood that the fixation between the damper 1616 and the vehicle front axle 11 is achieved by connecting a damper 1616 to each of the first linking bracket 2 and the second linking bracket 3, and then connecting the first linking bracket 2 and the second linking bracket 3 to the vehicle front axle 11.
Referring to fig. 5, 6, 7 and 8, fig. 5 shows a perspective view 1 of a third bracket body 41 of a third connecting bracket 44 of an air suspension system for a vehicle according to an embodiment of the present application, fig. 6 shows a perspective view 2 of the third bracket body 41 of the third connecting bracket 44 of the air suspension system for a vehicle according to an embodiment of the present application, fig. 7 shows a perspective view of a third bracket cover 42 of the third connecting bracket 44 of the air suspension system for a vehicle according to an embodiment of the present application, and fig. 8 shows a perspective view of the third connecting bracket of the air suspension system for a vehicle according to an embodiment of the present application.
As shown in fig. 5-8, in some embodiments of the present application, the third connecting bracket 4 includes a third bracket body 41 and a third bracket cover 42. A recessed portion is formed at a side of the third bracket body 41 close to the vehicle stabilizer bar 12, and a ninth mounting hole 412 and a tenth mounting hole 413 are opened at both ends of the third bracket body 41 close to the vehicle stabilizer bar 12, respectively. The third bracket cover 42 is connected to the third bracket body 41 through the ninth and tenth mounting holes 412 and 413, and the third bracket cover 42 and the recess of the third bracket body 41 cooperate to form a fixing position for fixing the vehicle stabilizer bar 12.
Specifically, the ninth mounting hole 412 and the tenth mounting hole 413 are both mounting holes with internal threads, and through holes are opened at positions on the third bracket cover 42 corresponding to the ninth mounting hole 412 and the tenth mounting hole 413 of the third bracket body 41 to connect with the third bracket cover 42 in a bolt internal thread manner. Meanwhile, after the third bracket cover 42 is connected to the third bracket body 41, the third bracket cover 42 is engaged with the recess of the third bracket body 41 to form a fixing position for fixing the vehicle stabilizer bar 12.
Further, a third connecting platform 414 is disposed on a side of the third bracket body 41 facing away from the vehicle stabilizer bar 12, and the third connecting platform 414 is located at an end of the third bracket body 41 far away from the vehicle front axle 11. A first through hole 415 is formed on the third connecting platform 414 connected to the first connecting bracket 2, and the first connecting bracket 2 is fixedly connected to the third connecting bracket 4 by means of the first mounting hole 23 and the corresponding first through hole 415 on the third connecting platform 414. A second through hole 416 is opened on the third connecting platform 414 connected to the second connecting bracket 3, and the second connecting bracket 3 is fixedly connected to the third connecting bracket 4 by means of the second mounting hole 33 and the corresponding second through hole 416 on the third connecting platform 414.
Specifically, the first connecting bracket 2 and the corresponding third mounting bracket are connected in a bolt-in-thread connection manner through the first mounting hole 23 and the first through hole 415 on the third connecting table 414, and the second connecting bracket 3 and the corresponding third mounting bracket are connected in a bolt-in-thread connection manner through the second mounting hole 33 and the second through hole 416 on the third connecting table 414.
Furthermore, a plurality of fourth connecting platforms 417 extend from one end of the third bracket body 41 close to the vehicle front axle 11, each fourth connecting platform 417 is provided with a third through hole 418, and the vehicle front axle 11 is connected with the vehicle front axle 11 through the plurality of third through holes 418 on the plurality of fourth connecting platforms 417.
Specifically, the number of the fourth connecting bases 417 on the third bracket body 41 is two, and the third bracket body 41 is connected to the vehicle front axle 11 by bolts through the third through holes 418 formed in the third bracket body.
It will be appreciated that the first linking bridge 2 and the third linking bridge 4 are interconnected, and that the second linking bridge 3 and the further third linking bridge 4 are interconnected. The first connecting bracket 2 connects the vehicle front axle 11, the vehicle stabilizer bar 12, the air spring 13, the lateral thrust rod 14, the longitudinal thrust rod group 15, and the shock absorber 16 together firmly, the second connecting bracket 3 connects the vehicle front axle 11, the vehicle stabilizer bar 12, the air spring 13, the longitudinal thrust rod group 15, and the shock absorber 16 together firmly, and the third connecting bracket 4 connects the vehicle front axle 11 and the vehicle stabilizer bar 12 together firmly. The vehicle front axle 11, the vehicle stabilizer bar 12, the air spring 13, the longitudinal thrust rod group 15 and the shock absorber 16 are simultaneously and stably connected through the connecting brackets which are connected in pairs. The whole connecting structure is only formed by connecting brackets which are connected in pairs, the structure is simple, and when the whole air suspension system receives impact load, the good impact load resistance capability is still realized, and the problems that in the connecting structure of the air suspension, a plurality of parts are arranged and the connecting strength is insufficient when the impact load is too large in the existing connecting mode of the air suspension system are solved. The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. An air suspension system for a vehicle including a vehicle front axle and a vehicle stabilizer bar, said air suspension system comprising a plurality of air springs, a lateral thrust bar, a set of longitudinal thrust bars, and a plurality of shock absorbers, said air suspension system further comprising:
the transverse thrust rod and the longitudinal thrust rod group are connected to two opposite ends of the first connecting bracket; one side of the first connecting bracket is connected with the air spring, and the air spring is positioned between the connecting positions of the transverse thrust rod group and the longitudinal thrust rod group with the first connecting bracket; the vehicle front shaft is connected to the other side, away from the air spring, of the first connecting bracket; the first connecting bracket is provided with one side of the air spring and is connected with the shock absorber at a position close to the longitudinal thrust rod group;
the second connecting bracket is arranged at an interval with the first connecting bracket, one end of the second connecting bracket is connected with the longitudinal thrust rod group, and one side of the second connecting bracket, which is far away from the longitudinal thrust rod group, is connected with the air spring; the vehicle front shaft is connected to the other side, away from the corresponding air spring, of the second connecting bracket; the second connecting bracket is provided with one side of the air spring and is connected with the shock absorber at a position close to the longitudinal thrust rod group;
the two third connecting supports are spaced and parallel to each other, the two third connecting supports are respectively connected with the vehicle front axle and the vehicle stabilizer bar, and one ends of the two third connecting supports are respectively connected with the first connecting support and the second connecting support.
2. The air suspension system for a vehicle of claim 1 wherein said first link bracket includes a first bracket body of the same configuration as said second link bracket and a lateral thrust rod mounting portion connected to an end of said first bracket body opposite said set of longitudinal thrust rods;
the first connecting bracket is fixedly connected with the transverse thrust rod through the transverse thrust rod mounting part;
wherein, the first bracket body and the lateral thrust rod mounting part are integrally formed.
3. The air suspension system for a vehicle of claim 2, wherein said first link bracket has a first mounting hole at an end thereof adjacent to said longitudinal thrust rod group, and said first mounting hole is disposed opposite to said lateral thrust rod mounting portion; one end of the second connecting bracket, which is close to the longitudinal thrust rod group, is provided with a second mounting hole;
one of the third connecting brackets is connected with the first connecting bracket through the first mounting hole; and the other third connecting bracket is connected with the second connecting bracket through the second mounting hole.
4. An air suspension system for a vehicle according to claim 3 wherein said first attachment bracket is provided with a first tapered recess on a side facing away from said vehicle front axle and said second attachment bracket is provided with a second tapered recess on a side facing away from said vehicle front axle;
the first connecting bracket is fixedly connected with the corresponding air spring by virtue of the first conical concave hole;
and the second connecting bracket is fixedly connected with the corresponding air spring by virtue of the second conical concave hole.
5. The air suspension system for a vehicle according to claim 4, wherein a plurality of third mounting holes are formed in the first connecting bracket; a plurality of fourth mounting holes are formed in the second connecting bracket;
wherein the third mounting holes and the fourth mounting holes are identical in configuration and equal in number, a plurality of the third mounting holes are arranged around the first tapered recess hole, and a plurality of the fourth mounting holes are arranged around the second tapered recess hole;
the vehicle front axle is connected with the first connecting bracket and the second connecting bracket through the third mounting hole and the fourth mounting hole respectively.
6. The air suspension system for a vehicle according to claim 5, wherein an end of said first link bracket adjacent to said first mounting hole extends out of a first link table; a second connecting table extends out of one end, close to the second mounting hole, of the second connecting support; and is
A plurality of fifth mounting holes are formed in the first connecting platform, and the longitudinal thrust rod group is connected with the first connecting platform through the fifth mounting holes;
the second connecting platform is provided with a plurality of sixth mounting holes, and the longitudinal thrust rod group is connected with the second connecting platform through the sixth mounting holes;
wherein the first and second connection stations are arranged in spaced and parallel relation.
7. The air suspension system for a vehicle according to claim 6, wherein a seventh mounting hole is opened at one side end of the first connecting bracket near the first connecting stand; an eighth mounting hole is formed in one side end, close to the second connecting table, of the second connecting support; and is
The seventh mounting hole and the eighth mounting hole are arranged oppositely and are respectively positioned at the outer sides of the longitudinal thrust rod groups adjacent to the seventh mounting hole;
the first connecting bracket is connected with the corresponding shock absorber through the seventh mounting hole; and the second connecting bracket is connected with the corresponding shock absorber through the eighth mounting hole.
8. The air suspension system for a vehicle of claim 7, wherein said third connecting bracket includes:
a third bracket body having a recess formed at a side thereof adjacent to the stabilizer bar; a ninth mounting hole and a tenth mounting hole are respectively formed in the two ends of one side, close to the vehicle stabilizer bar, of the third support body;
and the third bracket cover is connected with the third bracket body through the ninth mounting hole and the tenth mounting hole, and the third bracket cover and the concave part of the third bracket body are matched to form a fixing position for fixing the vehicle stabilizer bar.
9. The air suspension system for a vehicle according to claim 8, wherein a side of said third bracket body facing away from said vehicle stabilizer bar is provided with a third connecting land, and said third connecting land is located at an end of said third bracket body facing away from said vehicle front axle;
a first through hole is formed in the third connecting platform connected with the first connecting support; the first connecting bracket is fixedly connected with the third connecting bracket by means of the first mounting hole and the corresponding first through hole on the third connecting platform;
a second through hole is formed in the third connecting platform connected with the second connecting support; the second connecting bracket is fixedly connected with the third connecting bracket by means of the second mounting hole and the corresponding second through hole on the third connecting platform.
10. The air suspension system for a vehicle of claim 9 wherein a plurality of fourth connection stations extend from an end of said third bracket body adjacent said vehicle front axle;
every fourth is connected and has all seted up the third through-hole on the bench, the vehicle front axle is through a plurality of fourth is connected a plurality of the third through-hole on the bench with the vehicle front axle is connected.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111108291.2A CN113787877B (en) | 2021-09-22 | 2021-09-22 | Air suspension system for vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111108291.2A CN113787877B (en) | 2021-09-22 | 2021-09-22 | Air suspension system for vehicle |
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| CN113787877A CN113787877A (en) | 2021-12-14 |
| CN113787877B true CN113787877B (en) | 2023-04-18 |
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Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111791659A (en) * | 2020-06-30 | 2020-10-20 | 东风商用车有限公司 | Air suspension system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6132313B2 (en) * | 2014-12-18 | 2017-05-24 | 名北技研販売株式会社 | Trailer 16-wheel suspension system |
| CN205674804U (en) * | 2016-06-22 | 2016-11-09 | 陕西重型汽车有限公司 | Front air suspension frame system and heavy-duty car |
| CN206217535U (en) * | 2016-10-26 | 2017-06-06 | 江西远成汽车技术股份有限公司 | Air suspension of automobile |
| CN109664706B (en) * | 2018-12-28 | 2024-02-23 | 一汽解放汽车有限公司 | Front air suspension with low chassis and automobile |
| US11148499B2 (en) * | 2019-11-08 | 2021-10-19 | Wallace Gerald Scott, III | Air rear suspension system for automobile |
| CN213565303U (en) * | 2020-06-08 | 2021-06-29 | 一汽解放汽车有限公司 | Low-chassis five-connecting-rod type front air suspension system and automobile |
| CN213676305U (en) * | 2020-06-09 | 2021-07-13 | 北京驰创达空气悬架有限公司 | Rear air suspension of ferry vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111791659A (en) * | 2020-06-30 | 2020-10-20 | 东风商用车有限公司 | Air suspension system |
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