阅读说明：本技术 一种复合式空气悬架系统及汽车 (Combined type air suspension system and car ) 是由 谷润民 冯哲 杨盛生 周志斌 陈运广 周文 尹中保 梁培钊 于 2021-08-16 设计创作，主要内容包括：本发明属于车辆悬架结构技术领域,具体公开了一种复合式空气悬架系统及汽车。其中该复合式空气悬架系统包括车架、弹簧悬架、车桥,弹簧悬架包括钢板弹簧、空气弹簧、减振器、前支座、吊耳,以及后支座,钢板弹簧的两端分别通过前支座、吊耳以及后支座与车架连接,车桥设置于钢板弹簧的下侧,空气弹簧设置在钢板弹簧与车架之间,且空气弹簧位于车桥中心线的后方,以减小钢板弹簧的制动纵扭效应；并且空气弹簧承担全部簧上质量,钢板弹簧处于反弓状态,可减小钢板弹簧的变形量,明显降低钢板弹簧的工作应力,减缓钢板弹簧的疲劳损坏,以延长钢板弹簧的工作寿命。(The invention belongs to the technical field of vehicle suspension structures, and particularly discloses a composite air suspension system and an automobile. The composite air suspension system comprises a frame, a spring suspension and an axle, wherein the spring suspension comprises a steel plate spring, an air spring, a shock absorber, a front support, a lifting lug and a rear support; and the air spring bears the whole sprung mass, and the leaf spring is in the reverse bow state, so that the deformation of the leaf spring can be reduced, the working stress of the leaf spring is obviously reduced, the fatigue damage of the leaf spring is slowed down, and the service life of the leaf spring is prolonged.)

1. A composite air suspension system, comprising:

a frame;

a spring suspension; the spring suspension comprises a steel plate spring, an air spring, a shock absorber, a front support, a rear support and a lifting lug; the front end of the steel plate spring is hinged with the front support, the rear end of the steel plate spring is hinged with the rear support through the lifting lug, and the front support and the rear support are both connected with the frame; the air spring is positioned between the steel plate spring and the frame, the lower end of the air spring is provided with a lower bracket connected with the steel plate spring, the lower end of the shock absorber is connected to the lower bracket, and the upper ends of the shock absorber and the air spring are connected to the frame;

the axle is positioned below the steel plate spring and is connected with the lower bracket through a plurality of fasteners;

wherein the air spring is positioned rearward of the axle centerline and the shock absorber is positioned forward of the axle centerline; the steel plate spring is in a reverse bow state.

2. The composite air suspension system of claim 1, wherein: the fastener is a U-shaped bolt, the axle is connected with the middle part of the lower support through the U-shaped bolt, the lower end of the shock absorber is hinged with the front end of the lower support, and the lower end of the air spring is connected with the rear end of the lower support.

3. The composite air suspension system of claim 2, wherein: the lower support is abutted to the upper side face of the steel plate spring, and the lower side face of the steel plate spring is abutted to the axle.

4. The composite air suspension system of claim 3, wherein: leaf spring includes first leaf spring, second leaf spring, the second leaf spring set up in the downside of first leaf spring, the front end of first leaf spring with the front support is articulated, the rear end of first leaf spring with the lug is articulated, the axle with the downside of second leaf spring offsets, the lower carriage with the side of going up in the middle part of the first leaf spring offsets.

5. The composite air suspension system of claim 4, wherein: the length of the second leaf spring is smaller than that of the first leaf spring, and the front end of the second leaf spring is connected with the front end of the first leaf spring.

6. The composite air suspension system of claim 2, wherein: and the upper side surface of the middle part of the lower support is provided with a mounting groove for positioning the U-shaped bolt.

7. The composite air suspension system of claim 2, wherein: and the rear end of the lower support is provided with a support table, and the support table is connected with the lower end of the air spring.

8. The composite air suspension system of claim 1, wherein: an upper support is arranged at the upper end of the air spring, and the air spring is connected with the frame through the upper support.

9. The composite air suspension system of any one of claims 1 to 8, wherein: the frame is provided with a height sensor for detecting the height of the spring suspension, the height sensor is electrically connected with a controller, the air spring is connected with an air source through an air pipe, the air pipe is provided with an electromagnetic valve, and the controller is electrically connected with the electromagnetic valve.

10. An automobile, characterized in that: a composite air suspension system including the air suspension system defined in any one of claims 1 to 9.

Technical Field

The invention relates to the technical field of vehicle suspension structures, in particular to a composite air suspension and an automobile.

Background

The front suspension structure of the automobile can adopt a steel plate spring front suspension, a multi-connecting-rod air suspension and a combined type front air suspension, wherein the combined type front air suspension is an air suspension formed by combining an air spring assembly and a steel plate spring, the advantages of the steel plate spring front suspension and the multi-connecting-rod front air suspension are taken into consideration, the roll stiffness of the front suspension is high, the turn roll performance is good, the motion track of the suspension is good, and the smoothness is excellent. However, the air spring assembly of the existing composite air suspension bears part of the sprung load, and the steel plate spring bears the rest of the sprung load in the working process, so that the steel plate spring is deformed greatly when the steel plate spring is loaded, the working stress borne by the steel plate spring is overlarge, the steel plate spring is easy to fatigue and damage, and the service life of the steel plate spring is greatly reduced; meanwhile, the existing front air suspension arranges the air spring right above the axle, so that the brake longitudinal torsion effect of the steel plate spring is large.

Disclosure of Invention

The purpose of the invention is: the utility model provides a combined type air suspension system to solve among the prior art leaf spring's braking longitudinal-torsional effect big, the operational stress that leaf spring received is big, leaf spring fatigue damage easily, leaf spring's short service life's technical problem.

In order to achieve the above object, a first aspect of the present invention provides a composite air suspension system, which includes a vehicle frame, a spring suspension, and an axle, wherein the spring suspension includes a leaf spring, an air spring, a shock absorber, a front support, a rear support, and a lifting lug, a front end of the leaf spring is hinged to the front support, a rear end of the leaf spring is hinged to the lifting lug, the lifting lug is hinged to the rear support, and both the front support and the rear support are connected to the vehicle frame; the air spring is positioned between the steel plate spring and the frame, the lower end of the air spring is provided with a lower bracket used for being connected with the steel plate spring, the lower end of the shock absorber is connected with the lower bracket, and the upper ends of the shock absorber and the air spring are both connected with the frame; the axle is positioned below the steel plate spring and is connected with the lower bracket through a plurality of fasteners; wherein the air spring is positioned rearward of the axle centerline and the shock absorber is positioned forward of the axle centerline; the steel plate spring is in a reverse bow state.

Preferably, the fastener is a U-shaped bolt, the axle is connected to the middle of the lower bracket through the U-shaped bolt, the lower end of the shock absorber is hinged to the front end of the lower bracket, and the lower end of the air spring is connected to the rear end of the lower bracket.

Preferably, the lower bracket abuts against the upper side face of the leaf spring, and the lower side face of the leaf spring abuts against the axle.

Preferably, leaf spring includes first leaf spring, second leaf spring, the second leaf spring set up in the downside of first leaf spring, the front end of first leaf spring with the front support is articulated, the rear end of first leaf spring with the lug is articulated, the axle with the downside of second leaf spring offsets, the lower carriage with the side of going up of first leaf spring offsets.

Preferably, the second leaf spring has a length smaller than that of the first leaf spring, and a front end of the second leaf spring is connected to a front end of the first leaf spring.

Preferably, the upper side surface of the middle part of the lower bracket is provided with a mounting groove for positioning the U-shaped bolt.

Preferably, the rear end of the lower support is provided with a support table, and the support table is connected with the lower end of the air spring.

Preferably, an upper bracket is arranged at the upper end of the air spring, and the air spring is connected with the frame through the upper bracket.

Preferably, the frame is provided with a height sensor for detecting the height of the spring suspension, the height sensor is electrically connected with a controller, the air spring is connected with an air source through an air pipe, the air pipe is provided with an electromagnetic valve, and the controller is electrically connected with the electromagnetic valve.

In a second aspect, the present invention provides an automobile comprising the composite air suspension system described above.

The invention provides a composite air suspension system and an automobile with the same, which have the following beneficial effects: the spring suspension of the combined type air suspension system comprises a steel plate spring, an air spring, a shock absorber, a front support, a lifting lug and a rear support, wherein two ends of the steel plate spring are respectively connected with a vehicle frame through the front support, the lifting lug and the rear support; and the air spring bears the whole sprung mass, and the leaf spring is in the reverse bow state, so that the deformation of the leaf spring can be reduced, the working stress of the leaf spring is obviously reduced, the fatigue damage of the leaf spring is slowed down, and the service life of the leaf spring is prolonged.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic structural diagram of a hybrid air suspension system according to an embodiment of the first aspect of the present invention;

FIG. 2 is a top view of the composite empty suspension system shown in FIG. 1;

FIG. 3 is a cross-sectional structural schematic view of the hybrid hollow suspension system shown in FIG. 1;

fig. 4 is a schematic structural view of the reverse bow state and the free state of the leaf spring shown in fig. 1.

In the figure, 100, the frame; 111. a height sensor; 200. a spring suspension; 210. a leaf spring; 211. a first leaf spring; 212; a second leaf spring; 220. an air spring; 221. a lower bracket; 222. installing a groove; 223. a saddle; 224. an upper bracket; 230. a shock absorber; 240. a front support; 250. lifting lugs; 260. a rear support; 300. an axle; 400. a fastener.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the present invention, it should be understood that the orientation or positional relationship referred to in the description of the orientation, such as the upper, lower, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the description of the present invention, the meaning of a plurality of means is one or more, the meaning of a plurality of means is two or more, and larger, smaller, larger, etc. are understood as excluding the number, and larger, smaller, inner, etc. are understood as including the number. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless otherwise explicitly limited, terms such as arrangement, installation, connection and the like should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific contents of the technical solutions.

Referring to fig. 1 to 4 together, a composite air suspension system according to an embodiment of the present invention will now be described.

As shown in fig. 1 to 4, the composite air suspension system of the embodiment of the invention includes a frame 100, a spring suspension 200, and an axle 300, wherein the middle of the frame 100 is forward in the direction toward the vehicle head, and backward. The spring suspension 200 comprises a leaf spring 210, an air spring 220, a shock absorber 230, a front support 240, a lifting lug 250 and a rear support 260, wherein the front end of the leaf spring 210 is hinged with the front support 240, the rear end of the leaf spring 210 is hinged with the lifting lug 250, the lifting lug 250 is hinged with the rear support 260, and the front support 240 and the rear support 260 are both connected with the frame 100; the air spring 220 is positioned between the leaf spring 210 and the vehicle frame 100 for supporting the leaf spring 210 and the vehicle frame 100, and the overall height of the entire spring suspension 200 can be adjusted by adjusting the overall height of the air spring 220. It should be noted that the leaf spring 210, the air spring 220, the shock absorber 230, the front support 240, the lifting lug 250 and the rear support 260 form a suspension spring set, the spring suspension 200 has two suspension spring sets, the two suspension spring sets are respectively disposed at the left and right sides of the vehicle frame 100, and the vehicle axle 300 is connected with the vehicle frame 100 through the two suspension spring sets.

As shown in fig. 3, the lower end of air spring 220 is provided with a lower bracket 221, lower bracket 221 is connected to leaf spring 210, the lower end of shock absorber 230 is connected to lower bracket 221, and the upper ends of shock absorber 230 and air spring 220 are both connected to frame 100; the axle 300 is located below the leaf spring 210, the axle 300 is connected with the two lower brackets 221 through a plurality of fasteners 400 respectively, namely the shock absorber 230, the air spring 220, the leaf spring 210 and the axle 300 are connected through the lower brackets 221 and the fasteners 400, the integration degree of parts is high, the structure is simpler, and the installation is convenient.

After the shock absorber 230 and the air spring 220 are installed with the leaf spring 210 and the axle 300 through the lower bracket 221, the air spring 220 is located behind the center line of the axle 300, the shock absorber 230 is located in front of the center line of the axle 300, wherein the air spring 220 is located between the leaf spring 210 and the frame 100, the air spring 220 is located behind the center line of the axle 300, and the air spring 220 can bear all sprung mass. The centerline of the axle 300 is line C in fig. 2. When the vehicle is braked, the air spring 220 supports the leaf spring 210 behind the centerline of the axle 300, so that the brake longitudinal torsion effect of the leaf spring 210 can be improved.

When the height of the air spring 220 is the design height, that is, after the whole suspension system is installed, the total height of the air spring 220 reaches the design height, so that the suspension system reaches the height in the standard state, and at this time, the leaf spring 210 is in the reverse bow state (as shown in the solid line B in fig. 4), that is, as shown in fig. 4, the concave surface of the middle arc of the leaf spring 210 in the free state a is pushed down or the two ends of the leaf spring 210 in the free state a are pulled up, so that the leaf spring 210 generates elastic deformation, and the energy storage state of the leaf spring 210 is in the reverse bow state. The standard state height of the suspension system is determined when the whole vehicle is designed, and the height of the suspension system is adjusted by adjusting the total height of the air spring 220, so that the design height of the air spring 220 can enable the suspension system to reach the standard state which can be used by the vehicle frame 100. After the air spring 220 and the leaf spring 210 are mounted, the air spring 220 is adjusted to the designed height, the air spring 220 pushes the concave surface of the leaf spring 210 in the free state downwards, so that the leaf spring 210 is in the reverse bow state, the arc height of the leaf spring 210 is greater than that in the free state, the contact part of the leaf spring 210 and the lower bracket 221 is subjected to the compressive stress of the air spring 220, namely, the leaf spring 210 bears the load reversely, and the whole air spring 220 bears the whole sprung mass. In the process of driving a vehicle, when the road surface bumps and the height of the suspension system is reduced (the axle 300 is close to the frame 100), the air spring 220 retracts, the total height of the air spring 220 is reduced, the arc height of the leaf spring 210 is reduced, the leaf spring 210 is gradually changed from the reverse bow state to the forward load state (the axle 300 applies pressure to the leaf spring 210), so that the arc height of the leaf spring 210 is smaller than the arc height of the leaf spring 210 in the free state, and the working stress of the leaf spring 210 is reduced.

In the driving process of the vehicle, the main working state of the suspension system is a jumping-up state (the axle 300 is close to the frame 100), that is, the height of the suspension system in the main working state is smaller than the design height, and at this time, the arc height of the leaf spring 210 is smaller than the arc height of the free state of the leaf spring 210, so that the deformation amount of the leaf spring 210 is reduced, thereby reducing the working stress of the leaf spring 210 in the main working state, slowing down the fatigue damage of the leaf spring 210, and prolonging the service life of the leaf spring 210.

The spring suspension 200 of the combined air suspension system of the embodiment includes a leaf spring 210, an air spring 220, a shock absorber 230, a front support 240, a lifting lug 250, and a rear support 260, two ends of the leaf spring 210 are respectively connected with the frame 100 through the front support 240, the lifting lug 250, and the rear support 260, the axle 300 is disposed at the lower side of the leaf spring 210, the air spring 220 is disposed between the leaf spring 210 and the frame 100, and the air spring 220 is located behind the centerline of the axle 300, so as to reduce the brake longitudinal torsion effect of the leaf spring 210; and the air spring 220 bears the whole sprung mass, and the leaf spring 210 is in a reverse bow state, so that the deformation of the leaf spring 210 in the vehicle running process can be reduced, the working stress of the leaf spring 210 is obviously reduced, the fatigue damage of the leaf spring 210 is slowed down, and the service life of the leaf spring 210 is prolonged.

It should be noted that the air spring 220 has a stopper therein to limit the spring suspension 200 from jumping up.

In a preferred embodiment of the present invention, referring to fig. 3, the fastening member 400 is a U-bolt, the axle 300 is connected to the middle portion of the lower bracket 221 by the U-bolt, the lower end of the damper 230 is hinged to the front end of the lower bracket 221, and the lower end of the air spring 220 is connected to the rear end of the lower bracket 221. The two ends of the U-shaped bolt are connected with the axle 300 through nuts, the steel plate spring 210 and the lower bracket 221 are sleeved in the U-shaped groove of the U-shaped bolt, so that the axle 300 is pressed towards the lower bracket 221, and the axle 300, the lower bracket 221 and the steel plate spring 210 are fixed.

In a preferred embodiment of the present invention, referring to fig. 3, the lower bracket 221 abuts against the upper side of the leaf spring 210, and the lower side of the leaf spring 210 abuts against the axle 300. That is, the lower bracket 221 and the axle 300 sandwich the leaf spring 210, and the lower bracket 221, the leaf spring 210, and the axle 300 are fixed together by U-bolts. The lower bracket 221 may prevent the air spring 220 from directly contacting the leaf spring 210, and may prevent interference between the leaf spring 210 and the air spring 220.

In a preferred embodiment of the present invention, referring to fig. 3, the leaf spring 210 includes a first leaf spring 211 and a second leaf spring 212, the second leaf spring 212 is disposed at a lower side of the first leaf spring 211, a front end of the first leaf spring 211 is hinged to the front mount 240, a rear end of the first leaf spring 211 is hinged to the shackle 250, and the axle 300 abuts against a lower side of the second leaf spring 212. That is, the leaf spring 210 is formed by combining two leaf spring pieces, and has a simple structure and a small weight.

In a preferred embodiment of the present invention, referring to fig. 3 and 4, the length of the second leaf spring 212 is smaller than that of the first leaf spring 211, and the front end of the second leaf spring 212 is connected to the front end of the first leaf spring 211. During the running process of the vehicle, if the first leaf spring 211 is broken, the second leaf spring 212 connects the axle 300 and the front support 240, so that the axle 300 can be connected with the frame 100, the axle 300 is prevented from breaking away from the frame 100, and accidents are reduced. The rear end of the second leaf spring 212 is located at the center of the first leaf spring 211, and the axle 300 is fixed to the rear end of the second leaf spring 212 by U-bolts and a lower bracket 221. Because the air spring 220 is disposed at the rear end of the lower bracket 221, the air spring 220 can effectively improve the longitudinal twisting effect of the leaf spring 210 during braking, so that only the rear half section of the first leaf spring 211 can meet the load bearing requirement of the suspension system, and the size of the second leaf spring 212 of the leaf spring 210 can be significantly reduced, so as to reduce the weight of the leaf spring 210.

In a preferred embodiment of the present invention, referring to fig. 3, the lower bracket 221 is provided at an upper side of a middle portion thereof with a mounting groove 222 for positioning a U-bolt. The mounting groove 222 is a groove with a shape matched with that of the U-shaped bolt, so that the U-shaped bolt can be quickly positioned when being mounted, and can prevent the U-shaped bolt from shifting when a vehicle runs, so that the steel plate spring 210, the axle 300 and the air spring 220 can be better fixed, and the friction among the steel plate spring 210, the axle 300 and the air spring 220 is reduced.

In a preferred embodiment of the present invention, referring to fig. 3, a pallet 223 is provided at the rear end of the lower bracket 221, and the pallet 223 is connected to the lower end of the air spring 220. The height of the saddle 223 is higher than that of the leaf spring 210, so that a mounting gap is formed between the air spring 220 and the leaf spring 210, so that a worker can conveniently extend into the mounting gap to connect the lower bracket 221 with the air spring 220.

In a preferred embodiment of the present invention, referring to fig. 1, an upper bracket 224 is provided at an upper end of the air spring 220, and the air spring 220 is connected to the frame 100 through the upper bracket 224. The upper bracket 224 is used to fix the upper end of the air spring 220, so as to facilitate the fixed installation of the air spring 220 on the vehicle frame 100 and ensure that the upper end of the air spring 220 supports the vehicle frame 100.

In a preferred embodiment of the present invention, referring to fig. 2, the vehicle frame 100 is provided with a height sensor 110 for detecting the height of the spring suspension 200, the height sensor 110 is electrically connected with a controller, the air spring 220 is connected with a compressed air source through a nylon air pipe, the nylon air pipe is provided with an electromagnetic valve, and the controller is electrically connected with the electromagnetic valve. The height sensor 110 is used to detect the vertical height between the leaf spring 210 and the vehicle frame 100 and send the signal to the controller, which stores the value of the design height of the spring suspension 200. It should be noted that the electromagnetic valve is a three-way valve, and three valve ports of the three-way valve are respectively communicated with the compressed air source, the air spring 220, and the external atmosphere. When the height sensor 110 detects that the vertical height between the leaf spring 210 and the frame 100 is greater than the design height of the spring suspension 200, the controller controls the solenoid valve to open the valve port communicated with the air spring 220 and the valve port communicated with the external atmosphere, and close the valve port communicated with the compressed air source, so that the air chamber in the air spring 220 is communicated with the external atmosphere, the air in the air spring 220 is discharged out of the external atmosphere, and the overall height of the air spring 220 is reduced, so that the vertical height between the leaf spring 210 and the frame 100 is equal to the design height of the spring suspension 200. Similarly, when the height sensor 110 detects that the vertical height between the leaf spring 210 and the frame 100 is smaller than the design height of the spring suspension 200, the controller controls the electromagnetic valve to open the valve port communicated with the air spring 220 and the valve port communicated with the compressed air source, and close the valve port communicated with the external atmosphere, so that the air chamber in the air spring 220 is communicated with the compressed air source, and the compressed air source inputs compressed air into the air spring 220, so that the overall height of the air spring 220 is increased, and the vertical height between the leaf spring 210 and the frame 100 is equal to the design height of the spring suspension 200. When the vertical height between the leaf spring 210 and the frame 100 is equal to the design height of the spring suspension 200, the controller closes the valve port communicating with the compressed air source and the external atmosphere, so as to prevent the air spring 220 from leaking or supplementing the compressed air.

It should be noted that the controller may be a mcu control chip with a logic operation function, or may be a single chip. The height sensor 110 is a displacement sensor commonly available on the market. The compressed gas source can be a compressor or the like that can generate compressed gas.

The invention also provides an automobile which comprises the composite air suspension system and an automobile body, wherein the automobile body is arranged on the automobile frame 100 of the composite air suspension system. The combined type air suspension system is provided with a spring suspension 200, wherein the spring suspension 200 comprises a leaf spring 210, an air spring 220, a shock absorber 230, a front support 240, a lifting lug 250 and a rear support 260, two ends of the leaf spring 210 are respectively connected with a frame 100 through the front support 240 and the rear support 260, an axle 300 is arranged at the lower side of the leaf spring 210, the air spring 220 is arranged between the leaf spring 210 and the frame 100 through an upper bracket 224 and a lower bracket 221, the air spring 220 is positioned behind the central line of the axle 300, and the brake longitudinal torsion effect of the leaf spring 210 is improved; and the air spring 220 bears the whole sprung mass, and the leaf spring 210 is in the reverse bow state, so that the deformation of the leaf spring 210 in the vehicle running process can be reduced, the working stress of the leaf spring 210 is obviously reduced, and the fatigue damage of the leaf spring 210 is slowed down, so that the service life of the leaf spring 210 is prolonged, and the automobile is more durable.

The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and substitutions can be made without departing from the technical principle of the present invention, and these modifications and substitutions should also be regarded as the protection scope of the present invention.