CN112644237A - Vehicle suspension system - Google Patents
Vehicle suspension system Download PDFInfo
- Publication number
- CN112644237A CN112644237A CN201910957860.7A CN201910957860A CN112644237A CN 112644237 A CN112644237 A CN 112644237A CN 201910957860 A CN201910957860 A CN 201910957860A CN 112644237 A CN112644237 A CN 112644237A
- Authority
- CN
- China
- Prior art keywords
- accumulator
- oil
- energy accumulator
- double
- cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 53
- 239000012530 fluid Substances 0.000 claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 230000003139 buffering effect Effects 0.000 abstract description 17
- 238000013016 damping Methods 0.000 abstract description 13
- 230000035939 shock Effects 0.000 abstract description 12
- 238000010521 absorption reaction Methods 0.000 abstract description 10
- 238000012423 maintenance Methods 0.000 abstract description 5
- 239000003921 oil Substances 0.000 description 118
- 230000000694 effects Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 6
- 230000008569 process Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 4
- 239000007789 gas Substances 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
- B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
- B60G11/30—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs having pressure fluid accumulator therefor, e.g. accumulator arranged in vehicle frame
-
- 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
- B60G21/06—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 fluid
- B60G21/073—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 fluid between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
-
- 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
- B60G2202/154—Fluid spring with an accumulator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8304—Type of interconnection using a fluid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
- B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
- B60G2204/83—Type of interconnection
- B60G2204/8306—Permanent; Continuous
Abstract
The invention discloses a vehicle suspension system which comprises a left hydraulic part, a right hydraulic part and a double-acting energy accumulator, wherein the left hydraulic part comprises a left energy accumulator, the right hydraulic part comprises a right energy accumulator, the left energy accumulator and the right energy accumulator are communicated with the double-acting energy accumulator through oil ways, and the initial inflation pressure of the double-acting energy accumulator is greater than the initial inflation pressure of the left energy accumulator and the right energy accumulator. The vehicle suspension system is an independent closed system, has no external oil source, control oil way and control system, has simple structure, no maintenance and good reliability, the double-acting energy accumulator is arranged between the left hydraulic part and the right hydraulic part, can realize buffer shock absorption and empty and full load self-adaptation, and is closed in an idle state, and the left hydraulic part and the right hydraulic part can bear different impact pressures and have the function of anti-roll; under the full-load state, the double-acting energy accumulator is opened, the left hydraulic part and the right hydraulic part are in equal pressure balance, and the double-acting energy accumulator has the functions of buffering, damping and load balancing.
Description
Technical Field
The invention relates to the technical field of vehicle suspensions, in particular to a vehicle suspension system.
Background
Suspension refers to a connection structure system between a vehicle body or a vehicle frame and a wheel or an axle, and is an important assembly part in a vehicle, and is related to various service performances of the vehicle. The suspension serves to transmit forces and moments acting between the wheels and the frame, and to cushion impact force transmitted from an uneven road surface to the frame or the vehicle body and to attenuate vibration caused by the impact force, thereby ensuring smooth driving of the vehicle. When the vehicle is driven on a road surface, the vehicle is subjected to vibration and impact due to changes in the ground, and the force of the impact is partially absorbed by the tire, but most of the impact is absorbed by the suspension provided between the vehicle frame and the axle.
The traditional suspension mostly adopts a spring suspension or an air suspension, the utilization rate of the air suspension on a heavy truck exceeds 80 percent in foreign countries, the utilization rate on a high-speed passenger car and a luxury city passenger car reaches 100 percent, and the air suspension is also installed on part of cars. The working principle of the air suspension is that an air compressor forms compressed air, and the compressed air is sent to an air chamber of a spring and a shock absorber, so that the height of a vehicle is changed, and the aim of buffering and damping is achieved.
However, due to the high compressibility of air, the problems of slow response speed and long adjustment time can occur when the air suspension is used, and meanwhile, the air suspension can also change along with the change of load after being lifted and lowered, and needs to be lifted and lowered again or for multiple times. In addition, the air suspension has elasticity after lifting, and the elasticity is larger particularly in no-load or light-load conditions, so that the stability of loading and unloading goods is seriously influenced. Thus, hydro-pneumatic spring suspensions have emerged.
The hydro-pneumatic spring cylinder in the hydro-pneumatic spring suspension uses gas as an elastic medium and liquid as a force transmission medium, has good buffering capacity and vibration reduction effect, can also adjust the height of a frame, and is suitable for heavy vehicles and motor buses. The gas in the hydro-pneumatic spring cylinder is typically an inert gas, often nitrogen.
In the hydro-pneumatic spring suspension in the prior art, a double-acting hydro-pneumatic spring cylinder is selected for the hydro-pneumatic spring cylinder, and in order to better control the double-acting hydro-pneumatic spring cylinder, the oil circuit of the double-acting hydro-pneumatic spring cylinder is often designed to be very complicated, and the cost is high. Meanwhile, the stroke of the double-acting hydro-pneumatic spring cylinder is limited by the installation space between the frame and the axle, and the buffering and vibration damping effects are poor.
Disclosure of Invention
The invention aims to solve the problems of complex structure and poor buffering and vibration damping effects of a suspension in the prior art. The invention provides a vehicle suspension system, which can realize empty and full load self-adaptation while realizing buffering and shock absorption, does not need an external oil source, a control oil way and a control system, has simple structure, is convenient to install and arrange at the bottom of a vehicle, does not need maintenance, has low cost and good reliability.
In order to solve the above technical problem, an embodiment of the present invention discloses a vehicle suspension system including: the left hydraulic part comprises a left energy accumulator and a left oil cylinder assembly, and the left oil cylinder assembly is communicated with the left energy accumulator through an oil way; the right hydraulic part comprises a right energy accumulator and a right oil cylinder assembly, and the right oil cylinder assembly is communicated with the right energy accumulator through an oil way; the double-acting energy accumulator is provided with a first oil port and a second oil port, wherein the left energy accumulator is communicated with the first oil port of the double-acting energy accumulator through an oil way, the right energy accumulator is communicated with the second oil port of the double-acting energy accumulator through an oil way, the initial inflation pressure of the double-acting energy accumulator is greater than the initial inflation pressure of the left energy accumulator and the initial inflation pressure of the right energy accumulator, the two ends of the left oil cylinder assembly and the right oil cylinder assembly are respectively connected with the frame and the axle, and the elastic support is formed between the frame and the axle.
By adopting the technical scheme, the double-acting energy accumulator is arranged between the left hydraulic part and the right hydraulic part, so that empty and full load self-adaptation can be realized while buffer shock absorption is realized, the left hydraulic part and the right hydraulic part are isolated by the double-acting energy accumulator in an idle state, the left hydraulic part and the right hydraulic part can independently realize buffer shock absorption and bear different impact pressures, and a better anti-roll function is realized; under full load state, the double-acting energy accumulator is opened, can absorb the impact pressure of left side hydraulic pressure portion and right side hydraulic pressure portion transmission simultaneously, has fine buffering absorbing function, simultaneously, can make left side hydraulic pressure portion and right side hydraulic pressure portion isobaric balance, realizes that the wheel load is balanced. In addition, the vehicle suspension system provided by the invention does not need hydraulic components such as an oil tank, an oil pump and the like, is an independent closed system, does not need an external oil source, does not need a complex control oil path and a control system, has a simple structure, is convenient to install and arrange at the bottom of a vehicle, does not need maintenance, and has low cost and good reliability.
Optionally, the initial charge pressure of the left accumulator is equal to the initial charge pressure of the right accumulator.
Optionally, the initial charging pressure of the left-side accumulator and the initial charging pressure of the right-side accumulator are less than the system load pressure when the vehicle is unloaded, and the initial charging pressure of the double-acting accumulator is greater than the system load pressure when the vehicle is unloaded and less than the system load pressure when the vehicle is fully loaded.
Optionally, the left cylinder assembly is connected to the left accumulator through a left oil passage, and the right cylinder assembly is connected to the right accumulator through a right oil passage.
Optionally, the left cylinder assembly includes a left cylinder, a rodless cavity of the left cylinder is connected to the left accumulator through a left oil path, and the right cylinder assembly includes a right cylinder, and a rodless cavity of the right cylinder is connected to the right accumulator through a right oil path.
Optionally, the left side oil cylinder assembly further includes a left oil passage, two ends of the left oil passage are respectively communicated with the rodless cavity and the rod cavity of the left side oil cylinder, the right side oil cylinder assembly further includes a right oil passage, and two ends of the right oil passage are respectively communicated with the rodless cavity and the rod cavity of the right side oil cylinder.
Optionally, a one-way throttle valve is arranged on each of the left oil line and the right oil line, oil on the upstream of the one-way throttle valve can enter a rod cavity of the left oil cylinder and a rod cavity of the right oil cylinder through a one-way valve in the one-way throttle valve, and oil in the rod cavity of the left oil cylinder and oil in the rod cavity of the right oil cylinder can flow out of the left oil line and the right oil line through a throttle valve in the one-way throttle valve.
Optionally, the double-acting energy accumulator includes a cylinder, and a first piston and a second piston are arranged in the cylinder along an extending direction of the cylinder, and are divided into a first chamber, a middle chamber and a second chamber in the cylinder by the first piston and the second piston, the first chamber is communicated with the left hydraulic part, and the second chamber is communicated with the right hydraulic part.
Optionally, a snap ring is arranged in the middle chamber, and the snap ring is used for limiting the moving range of the first piston and the second piston in the cylinder barrel.
Drawings
FIG. 1 is a schematic diagram of the overall structural layout of a vehicle suspension system in accordance with an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating the structure of the left hydraulic part and the flow direction of oil in the left hydraulic part when the left wheel is impacted according to the embodiment of the invention;
FIG. 3 is a schematic flow diagram illustrating the backflow of oil in the left hydraulic section after the left wheel is impacted according to the embodiment of the invention;
FIG. 4 is a schematic diagram illustrating the structure of the right hydraulic part and the flow direction of the oil in the right hydraulic part when the right wheel is impacted according to the embodiment of the invention;
FIG. 5 is a schematic flow diagram illustrating the backflow of oil in the hydraulic section of the right side after the right side wheel is impacted according to the embodiment of the invention;
fig. 6 shows a schematic diagram of a double acting accumulator according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.
In the description of the present embodiment, it should be noted that the terms "upper", "lower", "left", "right", "inner", "bottom", and the like indicate orientations or positional relationships based on orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the present invention are usually placed in when used, and are only used for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or the element to which the reference is made must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.
The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
The traditional suspension mostly adopts a spring suspension or an air suspension, and due to the fact that air is high in compressibility, the problems of low response speed and long adjusting time can occur when the air suspension is used. In addition, in the hydro-pneumatic spring suspension in the prior art, the hydro-pneumatic spring cylinder selects the double-acting hydro-pneumatic spring cylinder, the control oil path of the double-acting hydro-pneumatic spring cylinder is complex, the installation is inconvenient, the control process is complicated, and the cost is high. Meanwhile, the stroke of the double-acting hydro-pneumatic spring cylinder is limited by the installation space between the frame and the axle, and the effect of buffering and damping is not ideal.
Fig. 1 is a schematic diagram of an overall structural layout of a vehicle suspension system according to an embodiment of the present invention, and fig. 6 is a schematic diagram of a double-acting accumulator according to an embodiment of the present invention, and referring to fig. 1 in combination with fig. 6, an embodiment of the present invention provides a vehicle suspension system 1, the vehicle suspension system 1 includes a left hydraulic portion 10, a right hydraulic portion 11, and a double-acting accumulator 12, wherein the left hydraulic portion 10 includes a left accumulator 100 and a left cylinder assembly 101, the left cylinder assembly 101 is communicated with the left accumulator 100 through an oil path, the right hydraulic portion 11 includes a right accumulator 110 and a right cylinder assembly 111, the right cylinder assembly 111 is communicated with the right accumulator 110 through an oil path, and the double-acting accumulator 12 has a first oil port 123 and a second oil port 124. The left accumulator 100 is in communication with a first port 123 of the double acting accumulator 12 via a fluid path, the right accumulator 110 is in communication with a second port 124 of the double acting accumulator 12 via a fluid path, and the initial charge pressure P of the double acting accumulator 12Double isGreater than the initial charge pressure P of the left accumulator 100O1And the initial charge pressure P of the right accumulator 110O2The left cylinder assembly 101 and the right cylinder assembly 111 are connected to the frame 13 and the axle 130 at both ends thereof, respectively, and form an elastic support between the frame 13 and the axle 130.
That is, the vehicle suspension system 1 mainly comprises a left hydraulic part 10, a right hydraulic part 11 and a double-acting accumulator 12, the left hydraulic part 10 is located on the left side of the axle 130 and the frame 13, the right hydraulic part 11 is located on the right side of the axle 130 and the frame 13, the left hydraulic part 10 and the right hydraulic part 11 are respectively connected with two oil ports 123/124 of the double-acting accumulator 12 through oil passages, and the initial inflation pressure P of the double-acting accumulator 12Double isGreater than the initial charge pressure P of the left accumulator 100O1And the initial charge pressure P of the right accumulator 110O2。
When the left hydraulic part 10 and the right hydraulic part are unloadedThe hydraulic part 11 reaches an initial charge pressure and is less than the initial charge pressure P of the double-acting accumulator 12Double isDuring the process, double-acting energy accumulator 12 has not been opened yet, make left side hydraulic pressure portion 10 and right side hydraulic pressure portion 11 keep apart, form two independent hydraulic system that connect in parallel, the vibrations that left side wheel 131 produced can be absorbed to left side hydraulic pressure portion 10, the vibrations that right side wheel 132 produced can be absorbed to right side hydraulic pressure portion 11, left side hydraulic pressure portion 10 and right side hydraulic pressure portion 11 independent work, left side hydraulic pressure portion 10 and right side hydraulic pressure portion 11 can bear different impact pressure, can independently realize shock-absorbing function, make vehicle suspension system 1 have better anti function of heeling, ensure the reliable and stable operation of vehicle, guarantee the travelling comfort of vehicle in-process.
When the working pressure P of the left hydraulic part 10 is large in the case of no-load vehicle vibrationLeft side ofAnd the operating pressure P of the right hydraulic part 11Right sideOne of which reaches the initial charge pressure P of the double-acting accumulator 12Double isDuring operation, the double-acting energy accumulator 12 and the hydraulic part on the side with high working pressure can jointly realize the functions of buffering and damping, and the stable and reliable operation of the vehicle is ensured.
When the vehicle is fully loaded, the operating pressure P of the left hydraulic part 10Left side ofAnd the operating pressure P of the right hydraulic part 11Right sideAll achieve the initial charge pressure P of the double-acting accumulator 12Double isThereafter, the double acting accumulator 12 is opened. The opened double-acting energy accumulator 12 can absorb the impact pressure transmitted by the left hydraulic part 10 and the impact pressure transmitted by the right hydraulic part 11 at the same time, and has good buffering and damping functions. Meanwhile, after the double-acting energy accumulator 12 is opened, the gas in the middle chamber 123 is compressed, so that the left hydraulic part 10 and the right hydraulic part 11 are in equal pressure balance, and further, the load balance of the wheels on the left side and the right side of the vehicle suspension system 1 is realized.
According to the vehicle suspension system provided by the invention, the double-acting energy accumulator is arranged between the left hydraulic part and the right hydraulic part, so that empty and full load self-adaptation can be realized while buffer shock absorption is realized, the double-acting energy accumulator enables the left hydraulic part and the right hydraulic part to be isolated in an idle load state, the left hydraulic part and the right hydraulic part can independently realize buffer shock absorption, bear different impact pressures, and have a better anti-roll function; under full load state, the double-acting energy accumulator is opened, can absorb the impact pressure of left side hydraulic pressure portion and right side hydraulic pressure portion transmission simultaneously, has fine buffering absorbing function, simultaneously, can make left side hydraulic pressure portion and right side hydraulic pressure portion isobaric balance, realizes that the wheel load is balanced. In addition, the vehicle suspension system provided by the invention does not need hydraulic components such as an oil tank, an oil pump and the like, is an independent closed system, does not need an external oil source, does not need a complex control oil path and a control system, has a simple structure, is convenient to install and arrange at the bottom of a vehicle, does not need maintenance, and has low cost and good reliability.
It should be noted that, in the present invention, the initial charge pressure of the double-acting accumulator is greater than the initial charge pressure of the left-side accumulator and the initial charge pressure of the right-side accumulator, but specific values of the initial charge pressure of the double-acting accumulator, the initial charge pressure of the left-side accumulator, and the initial charge pressure of the right-side accumulator are not limited, and may be selected according to actual needs.
Specifically, referring to FIGS. 1-6, in the present embodiment, double acting accumulator 12 is a high pressure accumulator, and both left side accumulator 100 and right side accumulator 110 are low pressure accumulators, the initial charge pressure P of double acting accumulator 12Double isAnd is also equal to or slightly less than the maximum working pressure of the left and right accumulators 100 and 110, when it is greater than the initial charge pressure of the left and right accumulators 100 and 110. This ensures that the double-acting accumulator 12 can be opened after the left accumulator 100 and the right accumulator 110 reach the maximum working pressure, so that the vehicle suspension system 1 has a large range of buffering and shock absorbing capabilities, and realizes a high-pressure and low-pressure two-stage adaptive adjustment function.
In order to ensure that the left and right hydraulic parts can have the same damping capacity during the driving of the vehicle, in the present embodiment, the initial charging pressure P of the left accumulator 100O1Equal to the initial charge pressure P of the right accumulator 110O2. That is, the initial charge pressure and initial volume of the left side accumulator 100 and the right side accumulator 110 are the sameThe two can bear the same impact pressure, and have the same buffering and shock-absorbing capacity.
Further, in order to better realize the empty-load adaptive function of the vehicle suspension system, in the present embodiment, the initial charging pressure P of the left accumulator 100O1And the initial charge pressure P of the right accumulator 110O2The initial charging pressure P of the double-acting accumulator 12 is less than the system loading pressure when the vehicle is unloadedDouble isGreater than the system bearing pressure P when the vehicle is unloadedAir conditionerLess than the system load pressure P when the vehicle is fully loadedIs full ofI.e. PAir conditioner<PDouble is<PIs full of. That is, in the vehicle unloaded state, both left side accumulator 100 and right side accumulator 110 are in the open state, double acting accumulator 12 is in the closed state, double acting accumulator 12 separates left side accumulator 100 from right side accumulator 110, and left side accumulator 100 and right side accumulator 110 can independently achieve cushioning. Under the full-load state of the vehicle, the double-acting accumulator 12, the left-side accumulator 100 and the right-side accumulator 110 are all in the open state, and under the condition of realizing buffering and shock absorption, the left-side hydraulic part 10 and the right-side hydraulic part 11 can be in equal-pressure balance, so that the load balance of the wheels 131/132 is realized.
Referring to fig. 1-6, in the present embodiment, the left cylinder assembly 101 is connected to the left accumulator 100 through a left oil passage 102, and the right cylinder assembly 111 is connected to the right accumulator 110 through a right oil passage 112. Referring to fig. 1-6, in the present embodiment, the left cylinder assembly 101 includes a left cylinder 103, the rod-less chamber 1030 of the left cylinder 103 is connected to the left accumulator 100 through a left oil passage 102, the right cylinder assembly 111 includes a right cylinder 113, and the rod-less chamber 1130 of the right cylinder 113 is connected to the right accumulator 110 through a right oil passage 112. The left side energy accumulator 100 is connected with the rodless cavity 1030 of the left side oil cylinder 103 through the left oil path 102, the right side energy accumulator 110 is connected with the rodless cavity 1130 of the right side oil cylinder 113 through the right oil path 112, hydraulic oil can flow better between the rodless cavity of the oil cylinder and the energy accumulator, and better buffering and shock absorption effects are achieved.
Further, referring to fig. 1-6, in the present embodiment, the left cylinder assembly 101 further includes a left second oil passage 104, two ends of the left second oil passage 104 are respectively communicated with the rodless chamber 1030 and the rod chamber 1031 of the left cylinder 103, and the right cylinder assembly 111 further includes a right second oil passage 114, two ends of the right second oil passage 114 are respectively communicated with the rodless chamber 1130 and the rod chamber 1131 of the right cylinder 113. In this embodiment, the left side oil cylinder 103 and the right side oil cylinder 113 are double-acting oil cylinders, the rodless cavity 1030 and the rod cavity 1031 of the left side oil cylinder 103 are communicated through the left second oil passage 104, the rodless cavity 1130 and the rod cavity 1131 of the right side oil cylinder 113 are communicated through the right second oil passage 114, the rodless cavity and the rod cavity of the oil cylinders are communicated through oil passages, the double-acting oil cylinders can be used as single-acting oil cylinders, the damping effect can be more stably realized, and the comfort in the running process of the vehicle is ensured.
In order to better achieve the damping effect of the vehicle suspension system, referring to fig. 1-6, in this embodiment, a check throttle 14 is provided on each of the left oil passage 104 and the right oil passage 114, oil upstream of the check throttle 14 can enter the rod chamber 1031 of the left oil cylinder 103 and the rod chamber 1131 of the right oil cylinder 113 through a check valve 140 in the check throttle 14, and oil in the rod chamber 1031 of the left oil cylinder 103 and oil in the rod chamber 1131 of the right oil cylinder 113 can flow out of the left oil passage 104 and the right oil passage 114 through a throttle 141 in the check throttle 14.
That is, when the wheel 131/132 is subjected to pressure impact, the oil pressure in the rodless chamber 1030 of the left oil cylinder 103 or the rodless chamber 1130 of the right oil cylinder 113 increases, and further the pressure in the left accumulator 100 or the right accumulator 110 increases, so that the oil rapidly flows into the rod chamber 1031 of the left oil cylinder 103 or the rod chamber 1131 of the right oil cylinder 113 through the check valve 140 in the check throttle valve 14 on the second left oil passage 104 or the second right oil passage 114, and the piston rod 1032/1132 rapidly compresses the oil, thereby rapidly achieving the effect of buffering and damping.
After the impact force is completely absorbed by the vehicle suspension system 1, the oil in the rod chamber 1031 of the left oil cylinder 103 or the rod chamber 1131 of the right oil cylinder 113 slowly flows into the rodless chamber 1030 of the left oil cylinder 103 or the rodless chamber 1130 of the right oil cylinder 113 through the throttle valve 141 in the one-way throttle valve 14 on the left oil passage 104 or the right oil passage 114, so that the vehicle slowly returns to the equilibrium state. In the process that the oil flows into the rodless cavity 1030 of the left oil cylinder 103 or the rodless cavity 1130 of the right oil cylinder 113, the throttle valve 141 has a damping effect, the oil flows slowly, the backflow process is stable, and the damping performance is good.
It should be noted that the present invention does not limit the specific structure and type of the double-acting accumulator, and can be set according to actual needs.
Specifically, referring to fig. 1 to 6, in the present embodiment, the double-acting accumulator 12 includes a cylinder 120, and a first piston 121 and a second piston 122 are disposed in the cylinder 120 along an extending direction of the cylinder 120, the first piston 121 and the second piston 122 divide the cylinder into a first chamber a, a middle chamber C, and a second chamber B, the first chamber a is communicated with the left hydraulic part 10, and the second chamber B is communicated with the right hydraulic part 11. The first chamber a communicates with the left hydraulic part 10 through a first port 123, and the second chamber B communicates with the right hydraulic part 11 through a second port 124.
In order to limit the movement of the first and second pistons in the cylinder, as described with reference to fig. 1 to 6, in the present embodiment, a snap ring 125 is provided in the middle chamber C, and the snap ring 125 is used to limit the movement range of the first and second pistons 121 and 122 in the cylinder 120. By providing the snap ring 125, it is ensured that the first piston 121 and the second piston 122 move within a defined position, the operational performance of the double acting accumulator 12 is ensured, and dangerous situations of the double acting accumulator 12 are avoided.
As described above, the double-acting energy accumulator is arranged between the left hydraulic part and the right hydraulic part, so that empty and full load self-adaptation can be realized while buffer shock absorption is realized, the double-acting energy accumulator isolates the left hydraulic part from the right hydraulic part in an idle load state, and the left hydraulic part and the right hydraulic part can independently realize buffer shock absorption, bear different impact pressures and have a better anti-roll function; under full load state, the double-acting energy accumulator is opened, can absorb the impact pressure of left side hydraulic pressure portion and right side hydraulic pressure portion transmission simultaneously, has fine buffering absorbing function, simultaneously, can make left side hydraulic pressure portion and right side hydraulic pressure portion isobaric balance, realizes that the wheel load is balanced. In addition, the vehicle suspension system provided by the invention does not need hydraulic components such as an oil tank, an oil pump and the like, is an independent closed system, does not need an external oil source, does not need a complex control oil path and a control system, has a simple structure, is convenient to install and arrange at the bottom of a vehicle, does not need maintenance, and has low cost and good reliability.
While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, taken in conjunction with the specific embodiments thereof, and that no limitation of the invention is intended thereby. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.
Claims (9)
1. A vehicle suspension system, comprising:
the left hydraulic part comprises a left energy accumulator and a left oil cylinder assembly, and the left oil cylinder assembly is communicated with the left energy accumulator through an oil way;
the right hydraulic part comprises a right energy accumulator and a right oil cylinder assembly, and the right oil cylinder assembly is communicated with the right energy accumulator through an oil way;
a double acting accumulator having a first oil port and a second oil port, wherein,
the left side energy accumulator is communicated with a first oil port of the double-acting energy accumulator through an oil way, the right side energy accumulator is communicated with a second oil port of the double-acting energy accumulator through an oil way, the initial inflation pressure of the double-acting energy accumulator is greater than the initial inflation pressure of the left side energy accumulator and the initial inflation pressure of the right side energy accumulator,
and two ends of the left oil cylinder assembly and the right oil cylinder assembly are respectively connected with the frame and the axle, and an elastic support is formed between the frame and the axle.
2. The vehicle suspension system of claim 1 wherein the initial charge pressure of said left side accumulator is equal to the initial charge pressure of said right side accumulator.
3. A vehicle suspension system according to claim 1 wherein the initial charge pressure of said left side accumulator and the initial charge pressure of said right side accumulator are less than the system load pressure when the vehicle is unloaded and the initial charge pressure of said double acting accumulator is greater than the system load pressure when the vehicle is unloaded and less than the system load pressure when the vehicle is fully loaded.
4. The vehicle suspension system according to claim 1 wherein said left cylinder assembly is connected to said left accumulator by a left oil passage and said right cylinder assembly is connected to said right accumulator by a right oil passage.
5. The vehicle suspension system according to claim 4 wherein said left cylinder assembly comprises a left cylinder, said left cylinder having its rodless chamber connected to said left accumulator by a left oil passage, said right cylinder assembly comprises a right cylinder having its rodless chamber connected to said right accumulator by a right oil passage.
6. The vehicle suspension system according to claim 5 wherein said left cylinder assembly further comprises a left oil passage having ends respectively communicating with said rodless chamber and said rod chamber of said left cylinder, and said right cylinder assembly further comprises a right oil passage having ends respectively communicating with said rodless chamber and said rod chamber of said right cylinder.
7. The vehicle suspension system according to claim 6 wherein a one-way throttle valve is provided in each of said left and right fluid passages, fluid upstream of said one-way throttle valve being able to enter the rod chambers of said left and right cylinders through a one-way valve in said one-way throttle valve, fluid in the rod chambers of said left and right cylinders being able to exit said left and right fluid passages through a throttle valve in said one-way throttle valve.
8. The vehicle suspension system according to claim 1, wherein said double acting accumulator includes a cylinder, and a first piston and a second piston are provided in said cylinder in an extending direction of said cylinder, said first piston and said second piston dividing said cylinder into a first chamber, a middle chamber and a second chamber, said first chamber communicating with said left hydraulic part, said second chamber communicating with said right hydraulic part.
9. The vehicle suspension system of claim 8 wherein a snap ring is disposed within said central chamber, said snap ring for limiting the range of movement of said first piston and said second piston within said cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910957860.7A CN112644237A (en) | 2019-10-10 | 2019-10-10 | Vehicle suspension system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910957860.7A CN112644237A (en) | 2019-10-10 | 2019-10-10 | Vehicle suspension system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112644237A true CN112644237A (en) | 2021-04-13 |
Family
ID=75342469
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910957860.7A Pending CN112644237A (en) | 2019-10-10 | 2019-10-10 | Vehicle suspension system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112644237A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113525009A (en) * | 2021-06-04 | 2021-10-22 | 湖北优软汽车科技有限公司 | Two-stage pressure type single swing arm structure oil gas suspension system |
Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0858345A (en) * | 1994-08-24 | 1996-03-05 | Hitachi Constr Mach Co Ltd | Suspension device for working vehicle |
| AU2002953153A0 (en) * | 2002-12-06 | 2002-12-19 | Kinetic Pty Limited | Hydraulic suspension system |
| JP2005053377A (en) * | 2003-08-06 | 2005-03-03 | Takenaka Komuten Co Ltd | Suspension |
| JP2005329845A (en) * | 2004-05-20 | 2005-12-02 | Toyota Motor Corp | Suspension system for vehicle |
| EP1602511A1 (en) * | 2004-06-04 | 2005-12-07 | Toyota Jidosha Kabushiki Kaisha | Command system for hydropneumatic vehicle suspension |
| JP2007320495A (en) * | 2006-06-02 | 2007-12-13 | Honda Motor Co Ltd | Suspension device for vehicle |
| JP2009012770A (en) * | 2008-10-24 | 2009-01-22 | Toyota Motor Corp | Vehicular suspension system |
| CN101618669A (en) * | 2008-06-30 | 2010-01-06 | 徐州重型机械有限公司 | Hydro-pneumatic suspension control loop, multi-axle vehicle hydro-pneumatic suspension system and crane |
| JP2013082432A (en) * | 2011-09-27 | 2013-05-09 | Aisin Seiki Co Ltd | Vehicle suspension system |
| JP2013100059A (en) * | 2011-11-09 | 2013-05-23 | Aisin Seiki Co Ltd | Suspension device for vehicle |
| JP2014172475A (en) * | 2013-03-07 | 2014-09-22 | Hitachi Constr Mach Co Ltd | Suspension device and wheel type service vehicle |
| DE102017003612A1 (en) * | 2017-04-12 | 2018-10-18 | Walter Runkel | "Vehicle spring system, in particular for use in transport vehicles for day reduction with a weight load of more than 100 tonnes" |
-
2019
- 2019-10-10 CN CN201910957860.7A patent/CN112644237A/en active Pending
Patent Citations (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0858345A (en) * | 1994-08-24 | 1996-03-05 | Hitachi Constr Mach Co Ltd | Suspension device for working vehicle |
| AU2002953153A0 (en) * | 2002-12-06 | 2002-12-19 | Kinetic Pty Limited | Hydraulic suspension system |
| JP2005053377A (en) * | 2003-08-06 | 2005-03-03 | Takenaka Komuten Co Ltd | Suspension |
| JP2005329845A (en) * | 2004-05-20 | 2005-12-02 | Toyota Motor Corp | Suspension system for vehicle |
| EP1602511A1 (en) * | 2004-06-04 | 2005-12-07 | Toyota Jidosha Kabushiki Kaisha | Command system for hydropneumatic vehicle suspension |
| JP2007320495A (en) * | 2006-06-02 | 2007-12-13 | Honda Motor Co Ltd | Suspension device for vehicle |
| CN101618669A (en) * | 2008-06-30 | 2010-01-06 | 徐州重型机械有限公司 | Hydro-pneumatic suspension control loop, multi-axle vehicle hydro-pneumatic suspension system and crane |
| JP2009012770A (en) * | 2008-10-24 | 2009-01-22 | Toyota Motor Corp | Vehicular suspension system |
| JP2013082432A (en) * | 2011-09-27 | 2013-05-09 | Aisin Seiki Co Ltd | Vehicle suspension system |
| JP2013100059A (en) * | 2011-11-09 | 2013-05-23 | Aisin Seiki Co Ltd | Suspension device for vehicle |
| JP2014172475A (en) * | 2013-03-07 | 2014-09-22 | Hitachi Constr Mach Co Ltd | Suspension device and wheel type service vehicle |
| DE102017003612A1 (en) * | 2017-04-12 | 2018-10-18 | Walter Runkel | "Vehicle spring system, in particular for use in transport vehicles for day reduction with a weight load of more than 100 tonnes" |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113525009A (en) * | 2021-06-04 | 2021-10-22 | 湖北优软汽车科技有限公司 | Two-stage pressure type single swing arm structure oil gas suspension system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11400789B2 (en) | Load dependent damper for a vehicle suspension system | |
| US9079469B2 (en) | Air spring and damper unit with height adjustment | |
| US9145039B2 (en) | Height adjustment for vehicles with air spring and vibration damper | |
| US6871845B2 (en) | Self-pumping, hydropneumatic suspension strut unit | |
| US6217010B1 (en) | Suspension and a dynamic load-compensating fluid spring therefor | |
| CN214295464U (en) | Oil-gas balance suspension system and vehicle | |
| CN109501544B (en) | Air suspension and vehicle provided with same | |
| CN112644237A (en) | Vehicle suspension system | |
| CN110450592B (en) | Hydro-pneumatic suspension device and engineering vehicle | |
| CN110816190A (en) | Vehicle suspension system | |
| CN201317237Y (en) | Adjustable oil-gas suspension with controllable throttle area and three-level damping | |
| CN110206843A (en) | A kind of twin-tub cylinder double chamber hydragas spring | |
| CN107053986B (en) | Hydraulic control system for oil-gas suspension of five-axis dumper | |
| CN102174948B (en) | Decoupling-type constant-pressure oil chamber double-cylinder pneumatic spring | |
| CN115013464A (en) | Hydro-pneumatic spring and vehicle suspension device | |
| CN113858904A (en) | Hydraulic suspension system and automobile | |
| CN216636074U (en) | Oil-gas integrated interconnected suspension system | |
| CN111775647A (en) | Oil gas suspension system and vehicle | |
| US9193242B2 (en) | Air shock absorber with smart suspension system with height adjustment without losing comfort and safety | |
| CN201385558Y (en) | Valve opening pressure controllable type three-level damper adjustable oil-gas suspension | |
| CN111692262A (en) | Hydro-pneumatic suspension | |
| CN108488294A (en) | Vehicle suspension gas spring | |
| CN110701232A (en) | Double-oil-way electric control variable damping semi-active oil pressure shock absorber for railway vehicle | |
| CN113147298B (en) | Multi-mode double-air-chamber oil-gas ISD suspension and working method thereof | |
| CN217145565U (en) | Hydraulic suspension system and automobile |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |