CN114620149B - Cab rear suspension assembly and vehicle - Google Patents
Cab rear suspension assembly and vehicle Download PDFInfo
- Publication number
- CN114620149B CN114620149B CN202210286436.6A CN202210286436A CN114620149B CN 114620149 B CN114620149 B CN 114620149B CN 202210286436 A CN202210286436 A CN 202210286436A CN 114620149 B CN114620149 B CN 114620149B
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- pull rod
- bracket
- cab
- rod
- rear suspension
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- 239000000725 suspension Substances 0.000 title claims abstract description 42
- 239000002184 metal Substances 0.000 claims description 13
- 230000035939 shock Effects 0.000 claims description 12
- 239000006096 absorbing agent Substances 0.000 claims description 7
- 238000005452 bending Methods 0.000 claims description 2
- 230000009471 action Effects 0.000 abstract description 4
- 230000000694 effects Effects 0.000 description 4
- 230000000712 assembly Effects 0.000 description 3
- 238000000429 assembly Methods 0.000 description 3
- 230000009191 jumping Effects 0.000 description 3
- 125000006850 spacer group Chemical group 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000036541 health Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/06—Drivers' cabs
- B62D33/0604—Cabs insulated against vibrations or noise, e.g. with elastic suspension
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The application relates to a suspension assembly and vehicle behind driver's cabin for connect driver's cabin and frame, including pull rod assembly and fixed subassembly, the pull rod assembly includes the second pull rod that first pull rod and two at least intervals set up, and the one end of second pull rod is connected in first pull rod, and the other end of second pull rod is connected in the frame. The fixed subassembly includes first support, and the one end of first support is connected in the driver's cabin, and the other end of first support is connected in first pull rod, so, provides the traction force that acts on the driver's cabin through the combined action of first pull rod and second pull rod, restricts the degree of freedom of driver's cabin. The suspension system for the cab can enhance the roll rigidity of the cab, further prevent the cab from rollover due to side load, and finally solve the problem that the conventional suspension system for the cab can not provide enough roll rigidity to ensure the roll requirement of the cab.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a cab rear suspension assembly and a vehicle.
Background
With the development of social economy, users put higher demands on the activity and convenience of the cab, and there is a greater demand for space inside the cab, so that the length and the size of the cab are significantly increased, and the weight of the cab is also significantly increased. With the increase of the size and the weight of the cab, the suspension system of the cab cannot provide enough roll stiffness to ensure the roll requirement of the cab, so that the risk of side turning of the cab is high and life health of a user is endangered.
Disclosure of Invention
Based on this, it is necessary to provide a cab rear suspension assembly and a vehicle for the problem that the current suspension systems of the cab cannot provide sufficient roll stiffness to ensure the roll requirements of the cab.
The embodiment of the application provides a suspension assembly behind driver's cabin for connect driver's cabin and frame, include: the pull rod assembly comprises a first pull rod and at least two second pull rods which are arranged at intervals, one end of each second pull rod is connected with the corresponding first pull rod, and the other end of each second pull rod is used for being connected with the corresponding frame; and the fixing assembly comprises a first bracket, one end of the first bracket is used for being connected with the cab, and the other end of the first bracket is connected with the first pull rod.
In one embodiment, the fixing assembly further comprises a fixing base connected to the first bracket; the fixing seat is provided with a first groove; the first bracket is provided with a second groove; the first groove and the second groove define a first connecting hole matched with the first pull rod, so that the first pull rod can rotate relative to the fixing seat.
In one embodiment, two ends of the first pull rod along the first direction are respectively provided with a first rod body and a second rod body in a bending way; the two second pull rods are arranged, extend along the second direction, and are respectively hinged to the first rod body and the second rod body; wherein the first direction and the second direction are arranged at an angle.
In one embodiment, the securing assembly further comprises a second bracket and a third tie rod; the second bracket is used for connecting the frame; and two ends of the third pull rod along the first direction are respectively hinged with the first bracket and the second bracket.
In one embodiment, the securing assembly further comprises a shock absorber; the two ends of the shock absorber are respectively hinged to the first bracket and the second bracket.
In one embodiment, the stationary assembly further comprises a height adjustment valve; the two ends of the height adjusting valve are respectively connected with the first bracket and the second bracket, and the height adjusting valve is configured to be capable of adjusting the relative height between the first bracket and the second bracket.
In one embodiment, a connecting seat is arranged at one end of the second pull rod, which is far away from the first pull rod; the second tie rod is hinged to the frame by means of the connecting seat.
In one embodiment, the connector comprises a connector shaft; the second pull rod is provided with a second connecting hole; the connecting shaft penetrates through the second connecting hole to connect the frame and the second pull rod.
In one embodiment, the fixing assembly is provided with two fixing assemblies; the two fixing components are symmetrically distributed by taking the first pull rod as an object.
The embodiment of the application also provides a vehicle, which comprises: such as the cab rear suspension assembly described above.
The utility model provides a suspension assembly and vehicle behind driver's cabin for connect driver's cabin and frame, including pull rod assembly and fixed subassembly, pull rod assembly includes the second pull rod that first pull rod and two at least intervals set up, and the one end of second pull rod is connected in first pull rod, and the other end of second pull rod is connected in the frame. The fixed subassembly includes first support, and the one end of first support is connected in the driver's cabin, and the other end of first support is connected in first pull rod, so, provides the traction force that acts on the driver's cabin through the combined action of first pull rod and second pull rod, restricts the degree of freedom of driver's cabin. The suspension system for the cab can enhance the roll rigidity of the cab, further prevent the cab from rollover due to side load, and finally solve the problem that the conventional suspension system for the cab can not provide enough roll rigidity to ensure the roll requirement of the cab.
Drawings
FIG. 1 illustrates a schematic structural view of a cab rear suspension assembly provided in an embodiment of the present application;
FIG. 2 illustrates an exploded schematic view of the cab rear suspension assembly shown in FIG. 1;
FIG. 3 illustrates a schematic structural view of a second tie rod of a cab rear suspension assembly provided in an embodiment of the present application;
FIG. 4 illustrates a schematic structural view of a third tie rod of a cab rear suspension assembly according to an embodiment of the present application;
fig. 5 shows a schematic structural view of a height adjustment valve of a rear cab suspension assembly according to an embodiment of the present application.
Reference numerals illustrate: 100. a pull rod assembly; 110. a first pull rod; 111. a first rod body; 112. a second rod body; 120. a second pull rod; 121. a second connection hole; 122. a fourth connection hole; 123. a third rod body; 124. a third bracket; 1241. a first connection plate; 1242. a second connecting plate; 125. a third metal sleeve; 200. a fixing assembly; 210. a first bracket; 211. a second groove; 212. a sixth connection hole; 220. a fixing seat; 221. a first groove; 230. a first connection hole; 240. a fifth connection hole; 230. a second bracket; 240. a third pull rod; 241. a fourth rod body; 242. a third bushing; 243. a second metal sleeve; 250. a second bushing; 251. a third connection hole; 260. a first metal sleeve; 270. a first bushing; 300. a damper; 310. a body; 320. a first connecting rod; 400. a height adjusting valve; 410. a valve body; 420. a second connecting rod; 430. a third connecting rod; 440. a connecting piece; 500. a connecting seat; 510. a connecting shaft; 520. a fixing plate; A. a first direction; B. a second direction.
Detailed Description
In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," etc. indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be configured and operated in a particular orientation, and therefore should not be construed as limiting the present application.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.
In this application, unless specifically stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
In this application, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
It will be understood that when an element is referred to as being "fixed" 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 are used herein for illustrative purposes only and are not meant to be the only embodiment.
With the development of social economy, users put higher demands on the activity and convenience of the cab, and there is a greater demand for space inside the cab, so that the length and the size of the cab are significantly increased, and the weight of the cab is also significantly increased. With the increase of the size and the weight of the cab, the suspension system of the cab cannot provide enough roll stiffness to ensure the roll requirement of the cab, so that the risk of side turning of the cab is high and life health of a user is endangered.
Fig. 1 shows a schematic structural view of a rear cab suspension assembly according to an embodiment of the present application, and fig. 2 shows an exploded schematic structural view of the rear cab suspension assembly shown in fig. 1.
An embodiment of the present application provides a cab rear suspension assembly, as shown in fig. 1 and 2, for connecting a cab (not shown in the drawing) and a frame (not shown in the drawing), including a pull rod assembly 100 and a fixing assembly 200, the pull rod assembly 100 includes a first pull rod 110 and at least two second pull rods 120 arranged at intervals, one end of each second pull rod 120 is connected to the first pull rod 110, and the other end of each second pull rod 120 is connected to the frame. The fixing assembly 200 includes a first bracket 210, one end of the first bracket 210 is connected to the cab, and the other end of the first bracket 210 is connected to the first pull rod 110, so that traction force acting on the cab is provided by the combined action of the first pull rod 110 and the second pull rod 120, and the degree of freedom of the cab is limited. The suspension system for the cab can enhance the roll rigidity of the cab, further prevent the cab from rollover due to side load, and finally solve the problem that the conventional suspension system for the cab can not provide enough roll rigidity to ensure the roll requirement of the cab.
In some embodiments, the fixing assembly 200 further includes a fixing base 220 connected to the first bracket 210, a first groove 221 is disposed on the fixing base 220, and a second groove 211 is disposed on the first bracket 210. The first groove 221 and the second groove 211 define a first coupling hole 230 to be coupled with the first pull rod 110 so that the first pull rod 110 can rotate with respect to the fixing base 220. In this way, the first link 110 and the fixing base 220 are rotatably connected, so that the cab can rotate relative to the first link 110.
In particular to some embodiments, the fixing assembly 200 further includes a first spacer 270 sleeved on the first pull rod 110, and the first spacer 270 is disposed between the first connection hole 230 and the first pull rod 110. In this way, wear between the first tie rod 110 and the first bracket 210 and wear between the first tie rod 110 and the fixing base 220 are reduced by the first spacer 270, thereby improving the service life of the first tie rod 110.
In particular, in some embodiments, the cross-section of the first groove 221 is semicircular in shape in a direction perpendicular to the groove depth of the first groove 221, and the cross-section of the second groove 211 is semicircular in shape in a direction perpendicular to the groove depth of the second groove 211. In this manner, the first connection hole 230 is formed by the first groove 221 and the second groove 211 being matched.
In particular, in some embodiments, the fixing base 220 is provided with a fifth connection hole 240, the first bracket 210 is provided with a sixth connection hole 212, and the fixing base 220 is connected to the first bracket 210 by means of the fifth connection hole 240 and the sixth connection hole 212. The two fifth connecting holes 240 are disposed on the fixing base 220, the two fifth connecting holes 240 are disposed on the fixing base 220 at intervals, the two sixth connecting holes 212 are disposed on the first bracket 210, and the two sixth connecting holes 212 are disposed on the first bracket 210 at intervals. In other embodiments, the fixing base 220 is welded to the first bracket 210, and the specific design may be flexibly changed according to practical situations, which is not limited herein.
In some embodiments, the first pull rod 110 is provided with a first rod 111 and a second rod 112 respectively bent at two ends along the first direction a, and the second pull rod 120 is provided with two rods. The two second tie rods 120 extend along the second direction B, and the two second tie rods 120 are respectively hinged to the first rod 111 and the second rod 112, wherein the first direction a and the second direction B are disposed at an angle.
It can be appreciated that the two second tie rods 120 are hinged to the first rod 111 and the second rod 112 respectively, so that the second tie rods 120 and the first tie rods 110 can move relatively, and further the stress born by the second tie rods 120 and the first tie rods 110 is reduced, so as to improve the service lives of the second tie rods 120 and the first tie rods 110. Meanwhile, the two second pull rods 120 extend along the second direction B, so that the two second pull rods 120 are arranged in parallel to each other, and the stress of the two second pull rods 120 is uniform.
In particular, in some embodiments, the shape of the first rod 111 is a curved shape, and the curved shape is configured to improve the connection strength of the first rod 111, thereby improving the connection strength of the pull rod assembly 100. Similarly, the shape of the second rod 112 is also a curved shape, so that the connection strength of the second rod 112 is improved by setting the curved shape, and the connection strength of the pull rod assembly 100 is further improved. In other embodiments, the shape of the first rod 111 and/or the shape of the second rod 112 are linear, and the specific design may be flexibly changed according to practical situations, which is not limited herein.
In particular to some embodiments, the fixing assembly 200 further includes a first connector (not shown), a second bushing 250, and a first metal sleeve 260 sleeved on the second bushing 250, and the first metal sleeve 260 is welded to one end of the first pull rod 110. The second bushing 250 is provided with a third connecting hole 251, one end of the second pull rod 120 is provided with a fourth connecting hole 122, and the first connecting piece sequentially penetrates through the fourth connecting hole 122 and the third connecting hole 251 to connect the first pull rod 110 and the second pull rod 120.
Fig. 3 shows a schematic structural view of a second tie rod of the cab rear suspension assembly according to an embodiment of the present application.
In further embodiments, as shown in fig. 2 and 3, the second pull rod 120 includes a third rod 123 and a third bracket 124 connected to one end of the third rod 123, and a fourth connection hole 122 is formed in the third bracket 124. Specifically, the third bracket 124 includes a first connecting plate 1241 connected to the third rod 123, and two second connecting plates 1242 disposed parallel to and spaced apart from each other on opposite sides of the first connecting plate 1241, where the two second connecting plates 1242 are connected to the first connecting plate 1241. A fourth connecting hole 122 is formed in each second connecting plate 1242, so that the second tie rod 120 is connected to the first tie rod 110 through the fourth connecting hole 122.
In further particular to some embodiments, the second bushing 250 includes a rubber cushion, such that by disposing the rubber cushion between the second pull rod 120 and the first pull rod 110. To reduce the relative vibration between the second tie rod 120 and the first tie rod 110 and further reduce the stress experienced by the second tie rod 120 and the first tie rod 110.
In particular, in some embodiments, as shown in fig. 1, the first direction a and the second direction B are perpendicular to each other. In this way, the direction of the force applied by the first pull rod 110 to the second pull rod 120 is parallel to the lengthwise extending direction of the second pull rod 120, so as to reduce the amount of stress deformation of the second pull rod 120.
In some embodiments, the fixing assembly 200 further includes a second bracket 230 and a third tie rod 240, the second bracket 230 is used for connecting to the vehicle frame, and both ends of the third tie rod 240 along the first direction a are respectively hinged to the first bracket 210 and the second bracket 230. In this way, in the process of cab jumping, the cab is limited by the third pull rod 240, so that the third pull rod 240 can realize the guiding function on the cab in the first direction a, so as to ensure the jumping direction of the cab.
Fig. 4 shows a schematic structural view of a third tie rod of the cab rear suspension assembly according to an embodiment of the present application.
In particular, in some embodiments, as shown in fig. 1 and 4, the third pull rod 240 includes a fourth rod body 241, a third bushing 242 and a second metal sleeve 243, two third bushings 242 and two second metal sleeves 243 are respectively disposed on the two third bushings 242, and the two second metal sleeves 243 are respectively welded on two ends of the fourth rod body 241. The third bushings 242 are provided with connection holes, and both the third bushings 242 are rotatably connected to the first bracket 210 and the second bracket 230, respectively, by means of the connection holes.
In some embodiments, the fixing assembly 200 further includes a damper 300, and both ends of the damper 300 are hinged to the first bracket 210 and the second bracket 230, respectively. Specifically, the shock absorber 300 includes a body 310 and a first connecting rod 320, a receiving cavity (not shown in the drawing) is disposed in the body 310, a spring (not shown in the drawing) is disposed in the receiving cavity, two ends of the first connecting rod 320 are respectively connected to the spring and the first bracket 210, wherein one end of the first connecting rod 320 is hinged to the first bracket 210, and the body 310 is hinged to the second bracket 230.
It should be noted that, the shock absorber 300 is used to suppress the shock generated when the spring bounces after absorbing the shock and the impact from the road surface, and can accelerate the damping of the vibration between the frame and the cab, so as to improve the running smoothness of the automobile. While the shock absorbing spring can filter the shock of the road surface when passing over the uneven road surface, the spring itself can reciprocate, and the shock absorber 300 is used for restraining the spring from jumping, thereby realizing the shock absorbing effect.
In some embodiments, the fixing assembly 200 further includes a height adjustment valve 400, both ends of the height adjustment valve 400 are connected to the first bracket 210 and the second bracket 230, respectively, and the height adjustment valve 400 is configured to be able to adjust the relative height between the first bracket 210 and the second bracket 230.
Fig. 5 shows a schematic structural view of a height adjustment valve of a rear cab suspension assembly according to an embodiment of the present application.
In particular, as shown in fig. 1 and 5, the height adjusting valve 400 includes a second connecting rod 420, a third connecting rod 430, and a valve body 410 connected to the second bracket 230, and a cylinder (not shown) and a piston (not shown) connected to the cylinder are provided in the valve body 410. The piston is configured to be capable of rectilinear reciprocation within the cylinder, one end of the second connecting rod 420 is connected to the piston, and the other end of the second connecting rod 420 is rotatably connected to one end of the third connecting rod 430. And the second connecting rod 420 and the third connecting rod 430 are connected at an angle, and the other end of the third connecting rod 430 is connected to the first bracket 210.
Further, the second connecting rod 420 and the third connecting rod 430 are provided with connecting holes at one end thereof, and the connecting member 440 sequentially penetrates through the connecting holes (not shown) of the second connecting rod 420 and the connecting holes (not shown) of the third connecting rod 430 to connect the second connecting rod 420 and the third connecting rod 430.
In this way, the second connecting rod 420 is driven by the piston to reciprocate linearly, so that the third connecting rod 430 rotates around the axis of the connecting member 440. And thus the angle between the second link 420 and the third link 430 is changed, thereby adjusting the relative height between the first bracket 210 and the second bracket 230, thereby maintaining the cab in a relatively balanced position.
In some embodiments, the connection seat 500 includes a connection shaft 510, the second tie rod 120 is provided with a second connection hole 121, and the connection shaft 510 is disposed through the second connection hole 121 to connect the frame and the second tie rod 120.
In particular, in some embodiments, as shown in fig. 2 and 3, the connection seat 500 further includes a fixing plate 520 connected to the connection shaft 510, and the fixing plate 520 is provided with a connection hole for connecting the frame. The third metal sleeve 125 is disposed at one end of the second pull rod 120, and the third metal sleeve 125 is welded to one end of the second pull rod 120, and the third metal sleeve 125 is sleeved on the connecting shaft 510, so that the second pull rod 120 is rotatably connected to the connecting seat 500, and the second pull rod 120 can rotate relative to the frame.
In some embodiments, two fixing assemblies 200 are provided, and the two fixing assemblies 200 are symmetrically distributed with respect to the first pull rod 110. Thus, the connection effect between the frame and the cab is improved, and the roll stiffness of the cab is further enhanced.
The embodiment of the application also provides a vehicle, the vehicle includes the cab rear suspension assembly, the cab rear suspension assembly is used for connecting a cab and a frame, the cab rear suspension assembly includes a pull rod assembly 100 and a fixing assembly 200, the pull rod assembly 100 includes a first pull rod 110 and at least two second pull rods 120 arranged at intervals, one ends of the second pull rods 120 are connected to the first pull rod 110, and the other ends of the second pull rods 120 are connected to the frame. The fixing assembly 200 includes a first bracket 210, one end of the first bracket 210 is connected to the cab, and the other end of the first bracket 210 is connected to the first pull rod 110, so that traction force acting on the cab is provided by the combined action of the first pull rod 110 and the second pull rod 120, and the degree of freedom of the cab is limited. The suspension system for the cab can enhance the roll rigidity of the cab, further prevent the cab from rollover due to side load, and finally solve the problem that the conventional suspension system for the cab can not provide enough roll rigidity to ensure the roll requirement of the cab.
The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.
The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.
Claims (9)
1. A cab rear suspension assembly for connecting a cab and a frame, comprising:
the pull rod assembly comprises a first pull rod and at least two second pull rods which are arranged at intervals, one end of each second pull rod is connected with the corresponding first pull rod, and the other end of each second pull rod is used for being connected with the corresponding frame; and
the fixing assembly comprises a first bracket, a second bracket and a third pull rod, one end of the first bracket is used for being connected with the cab, and the other end of the first bracket is connected with the first pull rod;
the second bracket is used for connecting the frame;
two ends of the third pull rod along the first direction are respectively hinged to the first bracket and the second bracket;
the two ends of the first pull rod are respectively provided with a first rod body and a second rod body in a bending way;
one of the at least two second pull rods arranged at intervals is hinged to the first rod body, and the other of the at least two second pull rods arranged at intervals is hinged to the second rod body; the second pull rod is used for being rotatably connected to the frame;
one end of the second pull rod, which is far away from the first pull rod, is provided with a connecting seat; the second pull rod is hinged to the frame by means of the connecting seat;
the connecting seat comprises a connecting shaft; the second pull rod is provided with a second connecting hole; the connecting shaft penetrates through the second connecting hole to connect the frame and the second pull rod.
2. The cab rear suspension assembly of claim 1, wherein the securing component further comprises a securing seat coupled to the first bracket;
the fixing seat is provided with a first groove;
the first bracket is provided with a second groove;
the first groove and the second groove define a first connecting hole matched with the first pull rod, so that the first pull rod can rotate relative to the fixing seat.
3. The cab rear suspension assembly of claim 1, wherein,
the two second pull rods are arranged, extend along the second direction, and are respectively hinged to the first rod body and the second rod body;
wherein the first direction and the second direction are arranged at an angle.
4. The cab rear suspension assembly of claim 1, wherein the securing component further comprises a shock absorber;
the two ends of the shock absorber are respectively hinged to the first bracket and the second bracket.
5. The cab rear suspension assembly of claim 1, wherein the stationary component further comprises a height adjustment valve;
the two ends of the height adjusting valve are respectively connected with the first bracket and the second bracket, and the height adjusting valve is configured to be capable of adjusting the relative height between the first bracket and the second bracket.
6. The cab rear suspension assembly of claim 2, wherein the securing assembly further comprises a first bushing sleeved on the first pull rod, and the first bushing is disposed between the first connection hole and the first pull rod.
7. The cab rear suspension assembly of claim 1, wherein the securing assembly further comprises a first connector, a second bushing, and a first metal sleeve sleeved on the second bushing, wherein the first metal sleeve is connected to one end of the first pull rod, and wherein the first connector connects the first pull rod and the second pull rod.
8. The cab rear suspension assembly of any one of claims 1-7, wherein the securing component is provided with two;
the two fixing components are symmetrically distributed by taking the first pull rod as an object.
9. A vehicle, characterized by comprising: the cab rear suspension assembly of claim 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210286436.6A CN114620149B (en) | 2022-03-23 | 2022-03-23 | Cab rear suspension assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210286436.6A CN114620149B (en) | 2022-03-23 | 2022-03-23 | Cab rear suspension assembly and vehicle |
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| Publication Number | Publication Date |
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| CN114620149A CN114620149A (en) | 2022-06-14 |
| CN114620149B true CN114620149B (en) | 2024-02-23 |
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| CN202210286436.6A Active CN114620149B (en) | 2022-03-23 | 2022-03-23 | Cab rear suspension assembly and vehicle |
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| CN213442814U (en) * | 2020-10-26 | 2021-06-15 | 东风华神汽车有限公司 | Light truck front suspension structure |
| JP2021160513A (en) * | 2020-03-31 | 2021-10-11 | いすゞ自動車株式会社 | Cab support |
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| AT518405B1 (en) * | 2016-07-19 | 2017-10-15 | Man Truck & Bus Österreich Gesmbh | Cab suspension for a tiltable cab of a commercial vehicle |
| US9982413B2 (en) * | 2016-10-03 | 2018-05-29 | Cnh Industrial America Llc | Cab suspension system for a work vehicle |
| US10494039B2 (en) * | 2017-12-21 | 2019-12-03 | Deere & Company | Multiple degree of freedom cab suspension system |
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| CN210133199U (en) * | 2019-06-19 | 2020-03-10 | 一汽解放汽车有限公司 | Altitude valve assembly |
| CN210191656U (en) * | 2019-06-25 | 2020-03-27 | 一汽解放汽车有限公司 | Commercial truck cab rear suspension system and vehicle |
| JP2021160513A (en) * | 2020-03-31 | 2021-10-11 | いすゞ自動車株式会社 | Cab support |
| CN213442814U (en) * | 2020-10-26 | 2021-06-15 | 东风华神汽车有限公司 | Light truck front suspension structure |
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| CN114620149A (en) | 2022-06-14 |
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