Tourist Vehicle Suspension System

Technical Field

The utility model relates to a tourist vehicle, in particular to a suspension system for a tourist vehicle.

Background Technology

With the development of the national economy, China’s tourism industry has continued to grow, and the scale of the industry has expanded rapidly. Scenic areas also need comprehensive upgrades of their facilities in order to meet consumer demands. As an essential transportation device in large scenic areas, tourist vehicles are widely used.

In the prior art, the suspension systems of tourist vehicles generally adopt a leaf spring buffering structure, which has poor shock absorption performance. Especially in natural scenic areas where road conditions are relatively complex, passenger riding comfort is significantly reduced. Therefore, improving the comfort of tourist vehicles is highly necessary.

Utility Model Content

In order to solve the above problems, the utility model provides a tourist vehicle suspension system featuring a compact structure, convenient disassembly, and excellent buffering performance.

To achieve the above purpose, the technical solution adopted by the utility model is as follows:

A tourist vehicle suspension system comprises a front frame air suspension device and a rear frame air suspension device.

Tourist vehicles are generally designed with front-wheel drive. Therefore, the front frame air suspension device differs from the rear frame air suspension device and additionally requires a steering structure.

The front frame air suspension device comprises:

Air spring assembly I

Shock absorber assembly I

Lower swing arm assembly

Upper swing arm assembly

Subframe welding assembly

Fixed bracket

Steering mechanism

Wheel-side steering assembly

The air spring assembly I is arranged at the lower portion of the frame, and the lower end of the air spring assembly I is connected to the upper swing arm assembly.

One end of the shock absorber assembly I is connected to the frame, while the other end is connected to the lower swing arm assembly.

The subframe welding assembly is connected to the frame through the fixed bracket.

One end of the upper swing arm assembly is connected to the subframe welding assembly, and the other end is connected to the wheel-side steering assembly through a ball pin.

One end of the lower swing arm assembly is connected to the subframe welding assembly.

The steering mechanism is connected to the wheel-side steering assembly.

The rear frame air suspension device comprises:

Leaf spring

Leaf spring fixing bracket

Pressing plate

Shock absorber assembly II

Air spring assembly II

U-bolt

Hanger

The leaf spring is arranged below the frame through the leaf spring fixing bracket.

The air spring assembly II is arranged between the leaf spring and the frame.

The upper end of the shock absorber assembly II is connected to the frame, while the lower end is connected to the hanger.

The hangers are arranged on both sides of the drive axle.

The leaf spring is connected to the drive axle through the pressing plate and the U-bolts.

Further Improvements

Steering Mechanism

The steering mechanism comprises:

Steering gear

Steering drag link

Steering tie rod

Steering arm assembly

T-shaped steering arm

The steering gear is connected to the steering arm assembly through the steering drag link.

Two steering tie rods are connected to the steering arm assembly.

One end of the T-shaped steering arm is connected to the steering tie rod, and the other end is connected to the wheel-side steering assembly.

A single steering drag link controls two steering tie rods to complete steering actions, resulting in a simple structure, good stability, and lower manufacturing cost.

Air Spring Assembly I

Air spring assembly I comprises:

Air spring upper bracket

Air spring I

Air spring backing plate

The air spring I is connected to the frame through the air spring upper bracket, and connected to the upper swing arm assembly through the air spring backing plate.

Shock Absorber Assembly I

Shock absorber assembly I comprises:

Shock absorber I

Shock absorber upper bracket

The upper end of the shock absorber I is connected to the frame through the shock absorber upper bracket.

The shock absorber I forms a certain angle with the vertical plane and passes through the upper swing arm assembly to connect with the lower swing arm assembly.

Stabilizer Structure

A hanger bracket assembly is arranged at the lower portion of the upper swing arm assembly.

A transverse stabilizer bar is arranged on one side of the hanger bracket assembly.

The transverse stabilizer bar is connected to the subframe welding assembly through a fixing bracket.

Swing Arm Structure

The upper swing arm assembly and the lower swing arm assembly have the same structure.

The upper swing arm assembly is designed as a hollow-centered stamped and welded component, featuring a simple structure, reduced weight, and convenient assembly.

Height Limiting Structure

A limiting block is arranged on the frame directly above the drive axle to limit the minimum body height and prevent the frame from pressing against the tires when the air spring loses pressure, thereby ensuring normal vehicle operation.

Transverse Thrust Rod

A transverse thrust rod is arranged on the drive axle.

One end of the transverse thrust rod is connected to the drive axle, while the other end is connected to the frame.

This structure prevents excessive lateral body roll during turning, thereby reducing the risk of rollover and improving ride comfort.

Shock Absorber Assembly II

Shock absorber assembly II comprises:

Shock absorber II

Upper fixing bracket

The shock absorber II is connected to the frame through the upper fixing bracket.

Air Spring Assembly II

Air spring assembly II comprises:

Air spring II

Upper fixing bracket

The air spring II is connected to the frame through the upper fixing bracket.

Beneficial Effects

Compared with the prior art, the utility model has the following beneficial effects:

The components of both the front and rear air suspension devices are fixed to the frame by bolts, making installation and maintenance convenient.

The air spring assemblies adjust the vehicle body height.

The shock absorbers buffer forces acting on the frame.

The overall structure is more stable.

Passenger riding comfort and user experience are significantly improved.

Description of Drawings

Figure 1: Structural schematic diagram of the utility model

Figure 2: Structural schematic diagram of the front frame air suspension device

Figure 3: Front view of the front frame air suspension device

Figure 4: Top view of the front frame air suspension device

Figure 5: Side view of the front frame air suspension device

Figure 6: Structural schematic diagram of the rear frame air suspension device

Figure 7: Front view of the rear frame air suspension device

Working Principle

During operation of the tourist vehicle, the height valve controls the inflation and deflation of the air springs to adjust vehicle body height.

The shock absorbers buffer forces acting on the frame.

The steering mechanism controls wheel steering.

All components of the front and rear air suspension devices are bolted to the frame, enabling convenient installation, disassembly, and maintenance.

Scope of Protection

Any similar technical solution designed by those skilled in the art based on the technical inspiration of the utility model and capable of achieving the same technical effects shall fall within the protection scope of the utility model.