CN114228426B - Rear hydro-pneumatic suspension assembly and vehicle - Google Patents
Rear hydro-pneumatic suspension assembly and vehicle Download PDFInfo
- Publication number
- CN114228426B CN114228426B CN202111639226.2A CN202111639226A CN114228426B CN 114228426 B CN114228426 B CN 114228426B CN 202111639226 A CN202111639226 A CN 202111639226A CN 114228426 B CN114228426 B CN 114228426B
- Authority
- CN
- China
- Prior art keywords
- hydro
- frame
- axle
- pneumatic spring
- pneumatic
- 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.)
- Active
Links
- 239000000725 suspension Substances 0.000 title claims abstract description 36
- 239000003921 oil Substances 0.000 description 67
- 239000007789 gas Substances 0.000 description 38
- ZZUFCTLCJUWOSV-UHFFFAOYSA-N furosemide Chemical compound C1=C(Cl)C(S(=O)(=O)N)=CC(C(O)=O)=C1NCC1=CC=CO1 ZZUFCTLCJUWOSV-UHFFFAOYSA-N 0.000 description 17
- 238000007667 floating Methods 0.000 description 11
- 238000005452 bending Methods 0.000 description 7
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 239000010720 hydraulic oil Substances 0.000 description 3
- 230000008602 contraction Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000005065 mining Methods 0.000 description 2
- 229910052757 nitrogen Inorganic materials 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000003139 buffering effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000005253 cladding Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012856 packing Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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
- B60G11/28—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
-
- 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
- B60G11/265—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs hydraulic springs
-
- 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
Abstract
The invention relates to the technical field of vehicles, in particular to a rear hydro-pneumatic suspension assembly and a vehicle. The rear hydro-pneumatic suspension assembly comprises a first hydro-pneumatic spring and a second hydro-pneumatic spring, and the first hydro-pneumatic spring is arranged at one end of the middle bridge; the second hydro-pneumatic spring is arranged at one end of the rear axle, and the first hydro-pneumatic spring and the second hydro-pneumatic spring are positioned at the same side of the frame; the first hydro-pneumatic spring is arranged on one side of the middle bridge, which is close to the rear axle, and the second hydro-pneumatic spring is arranged on one side of the rear axle, which is far away from the middle bridge. Because the conventional hydro-pneumatic spring is usually arranged at the top of the axle, the stroke is shorter, and the first hydro-pneumatic spring provided by the embodiment of the invention is arranged at one side of the middle axle close to the rear axle, and the second hydro-pneumatic spring is arranged at one side of the rear axle far from the middle axle. This setting can make the stroke extension of oil gas spring for prior art to when making the vehicle pass through the hole road surface, can make the difference in height of wheel about mid-axle and the rear axle increase, improve the biggest balanced pivot angle of mid-axle and rear axle, reduce the unsettled possibility of unilateral, thereby improve the road surface trafficability characteristic of this vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a rear hydro-pneumatic suspension assembly and a vehicle.
Background
The suspension is an important part of the vehicle, has the functions of connecting an axle frame and buffering ground impact, and also has important functions on smoothness and trafficability of the vehicle. With the development of mining machinery, a large-tonnage wide-body mining dump truck starts to gradually apply an oil-gas balance suspension.
At present, for a multi-axle oil-gas balance suspension of an engineering vehicle, when an axle passes through a hollow road surface in the working process, the condition that a left wheel and a right wheel are small in height difference to cause suspension of a single-side wheel can occur, so that the problem of poor road surface trafficability is caused.
Therefore, there is a need for a rear hydro-pneumatic suspension assembly and a vehicle to solve the above-mentioned technical problems in the prior art.
Disclosure of Invention
A first object of the present invention is to provide a rear hydro-pneumatic suspension assembly that provides road passability of an axle.
To achieve the purpose, the invention adopts the following technical scheme:
there is provided a rear hydro-pneumatic suspension assembly for connecting a vehicle frame and an axle below the vehicle frame, the axle including a center axle and a rear axle, comprising:
the first oil gas spring is arranged at one end of the middle bridge;
the second hydro-pneumatic spring is arranged at one end of the rear axle, and the first hydro-pneumatic spring and the second hydro-pneumatic spring are positioned at the same side of the frame;
the first hydro-pneumatic spring is arranged on one side of the middle bridge, which is close to the rear axle, and the second hydro-pneumatic spring is arranged on one side of the rear axle, which is far away from the middle bridge.
As an preferable technical scheme of the rear hydro-pneumatic suspension assembly, the first hydro-pneumatic spring is hinged with the frame and the middle axle respectively, and the second hydro-pneumatic spring is hinged with the frame and the rear axle respectively.
As an optimized technical scheme of the rear oil gas suspension assembly, the rear oil gas suspension assembly further comprises a middle A-shaped frame and a rear A-shaped frame, wherein the middle A-shaped frame is connected with the frame and the middle bridge respectively, the rear A-shaped frame is connected with the frame and the rear bridge respectively, and the height of a connecting point of the middle A-shaped frame and the frame is smaller than that of a connecting point of the rear A-shaped frame and the frame.
As a preferred technical scheme of above-mentioned back hydro-pneumatic suspension assembly, still include the tie rod, the frame with well bridge and the frame with the rear axle is all passed through the tie rod is connected, the tie rod include the pole body with set up in the both ends of pole body and transversal circular shape mount pad of personally submitting, two the mount pad for the central axis of the width direction of pole body is central symmetry setting, the lateral wall of mount pad with the lateral wall of pole body is connected, the mount pad that the first end of pole body set up outstanding in the first lateral wall of pole body sets up, just the first end of pole body set up the lateral wall of mount pad with the tangent setting of the second lateral wall of pole body, the mount pad that the second end of pole body set up outstanding in the second lateral wall of pole body sets up, just the lateral wall of the second end of pole body the mount pad with the tangent setting of the first lateral wall of pole body.
As a preferable technical scheme of the rear oil gas suspension assembly, the mounting points of the frame and the tie rod are arranged on the outer side of the longitudinal beam of the frame, the mounting points of the middle bridge and the tie rod are arranged on the rear side of the middle bridge, and the mounting points of the rear bridge and the tie rod are arranged on the rear side of the rear bridge.
As an optimized technical scheme of the rear hydro-pneumatic suspension assembly, the rear hydro-pneumatic suspension assembly further comprises an energy accumulator, wherein the energy accumulator is arranged on the outer side of the frame, two sides of the energy accumulator are respectively connected with the first hydro-pneumatic spring and the second hydro-pneumatic spring through oil pipes, and the energy accumulator is obliquely arranged relative to the first hydro-pneumatic spring and the second hydro-pneumatic spring in an included angle.
As a preferable technical scheme of the rear hydro-pneumatic suspension assembly, a distance from the center point of the energy accumulator to the center point of the first hydro-pneumatic spring is the same as a distance from the center point of the energy accumulator to the center point of the second hydro-pneumatic spring.
As a preferable technical scheme of the rear hydro-pneumatic suspension assembly, the oil pipe is arranged in an S shape.
As an optimized technical scheme of the rear oil gas suspension assembly, the oil pipe comprises a rubber pipe, a straight-through buckling joint and a bent buckling joint, and the straight-through buckling joint and the bent buckling joint are respectively arranged at two ends of the rubber pipe.
A second object of the present invention is to provide a vehicle capable of improving the passing ability of the vehicle.
There is provided a vehicle comprising a rear hydro-pneumatic suspension assembly as described above.
The invention has the beneficial effects that:
the rear hydro-pneumatic suspension assembly comprises a first hydro-pneumatic spring and a second hydro-pneumatic spring, wherein the first hydro-pneumatic spring is arranged at one end of a middle bridge; the second hydro-pneumatic spring is arranged at one end of the rear axle, and the first hydro-pneumatic spring and the second hydro-pneumatic spring are positioned at the same side of the frame; the first hydro-pneumatic spring is arranged on one side of the middle bridge, which is close to the rear axle, and the second hydro-pneumatic spring is arranged on one side of the rear axle, which is far away from the middle bridge. Because the conventional hydro-pneumatic spring is usually arranged at the top of the axle, the stroke is shorter, and the first hydro-pneumatic spring provided by the embodiment of the invention is arranged at one side of the middle axle close to the rear axle, and the second hydro-pneumatic spring is arranged at one side of the rear axle far from the middle axle. This setting can make the stroke extension of oil gas spring for prior art to when making the vehicle pass through the hole road surface, can make the difference in height of wheel about mid-axle and the rear axle increase, improve the biggest balanced pivot angle of mid-axle and rear axle, reduce the unsettled possibility of unilateral, thereby improve the road surface trafficability characteristic of this vehicle.
Drawings
FIG. 1 is an elevation view of a rear hydro-pneumatic suspension assembly provided by an embodiment of the invention;
FIG. 2 is a top view of a rear hydro-pneumatic suspension assembly provided by an embodiment of the invention;
FIG. 3 is a schematic view of a connection structure between an axle and a frame at a first viewing angle according to an embodiment of the present invention;
FIG. 4 is a schematic view of a connection structure between an axle and a frame at a first viewing angle according to an embodiment of the present invention;
FIG. 5 is an enlarged view of a portion of FIG. 4 at A;
FIG. 6 is a schematic view of a track rod according to an embodiment of the present invention;
FIG. 7 is a cross-sectional view of FIG. 6;
FIG. 8 is a schematic diagram of a hydro-pneumatic balance suspension system according to an embodiment of the present invention;
fig. 9 is a cross-sectional view of an accumulator provided by an embodiment of the present invention.
In the figure:
1. a first hydro-pneumatic spring; 2. a second hydro-pneumatic spring; 3. a middle A-shaped frame; 4. a rear A-shaped frame; 5. a cross pull rod; 51. a shaft; 511. a first end; 512. a second end; 513. a first sidewall; 514. a second sidewall; 52. a mounting base; 53. a knuckle bearing; 54. clamping springs; 6. an accumulator; 61. an oil chamber; 611. an oil port; 62. a first air chamber; 63. a first floating piston; 64. a second air chamber; 65. a second floating piston; 7. an oil pipe; 71. a rubber tube; 72. a straight-through buckling joint; 73. bending and buckling the joint;
100. a longitudinal beam; 200. a middle bridge; 300. and a rear axle.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
Aiming at the problem that in the prior art, the vehicle has poor trafficability, particularly the problem that the left and right wheels of a rear axle have small height difference when passing through a hollow pavement, the embodiment of the invention provides a vehicle, which can improve the height difference of the left and right wheels, prevent the single wheels from suspending and improve the trafficability of the vehicle on the hollow pavement. Specifically, as shown in fig. 1 and 2, the vehicle includes a frame, an axle below the frame, the axle including a center axle 200 and a rear axle 300, and the frame including two side members 100 disposed in parallel, and a rear hydro-pneumatic suspension assembly for connecting the frame and the center axle 200 and the rear axle 300 below the frame.
As shown in fig. 1, in particular, the rear hydro-pneumatic suspension assembly includes a first hydro-pneumatic spring 1 and a second hydro-pneumatic spring 2, the first hydro-pneumatic spring 1 being mounted to one end of a center bridge 200 of the vehicle; the second hydro spring 2 is mounted at one end of the rear axle 300 of the vehicle, and the first hydro spring 1 and the second hydro spring 2 are positioned at the same side of the frame of the vehicle; the first hydro-pneumatic spring 1 is disposed on a side of the intermediate axle 200 near the rear axle 300, and the second hydro-pneumatic spring 2 is disposed on a side of the rear axle 300 away from the intermediate axle 200.
Because the existing hydro-pneumatic spring is usually disposed at the top of the axle, the travel is shorter, but the first hydro-pneumatic spring 1 provided in the embodiment of the present invention is disposed at the side of the middle axle 200 near the rear axle 300, and the second hydro-pneumatic spring 2 is disposed at the side of the rear axle 300 far from the middle axle 200. This setting can make the stroke extension of hydro-pneumatic spring for prior art to when making the vehicle pass through the hole road surface, can make the difference in height of the left and right wheels of intermediate axle 200 and rear axle 300 increase, improve the biggest balanced pivot angle of intermediate axle 200 and rear axle 300, reduce the unsettled possibility of unilateral, thereby improve the road surface trafficability characteristic of this vehicle.
Alternatively, in the present embodiment, the first hydro-spring 1 is pivotally connected to the frame and the center bridge 200, respectively, and the second hydro-spring 2 is pivotally connected to the frame, respectively. Specifically, the top ends of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 are all arranged on the side surface of the vehicle frame, the bottom ends of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 are all arranged on the rear side of the vehicle axle, the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 can swing after being subjected to impact force when the rear axle 300 and the middle axle 200 pass through a hollow pavement, so that the impact force applied to the rear axle 300 and the middle axle 200 is changed in direction, the force of the impact force changed in direction is reduced after being decomposed, and the impact on the vertical direction can be reduced.
In addition, as shown in fig. 1 and 2, the rear hydro-pneumatic suspension assembly further comprises a middle a-frame 3 and a rear a-frame 4, wherein the middle a-frame 3 is connected with the vehicle frame and the middle bridge 200 respectively, the rear a-frame 4 is connected with the vehicle frame and the rear bridge 300 respectively, and the height of the connecting point of the middle a-frame 3 and the vehicle frame is smaller than the height of the connecting point of the rear a-frame 4 and the vehicle frame. The middle A-shaped frame 3 and the rear A-shaped frame 4 are fixedly connected with the axle through bolts, and the middle A-shaped frame and the rear A-shaped frame are hinged with the support of the frame through a joint bearing 53 and a pin shaft. The middle a-frame 3 restricts the displacement of the middle bridge 200 in the front-rear direction, and the load of the middle bridge 200 in the front-rear direction is transmitted to the vehicle frame through the middle a-frame 3, the rear a-frame 4 restricts the displacement of the rear bridge 300 in the front-rear direction, and the load of the rear bridge 300 in the front-rear direction is transmitted to the vehicle frame through the rear a-frame 4. The height of the connection point between the middle a-shaped frame 3 and the vehicle frame is smaller than that of the connection point between the rear a-shaped frame 4 and the vehicle frame, and the middle a-shaped frame 3 and the rear a-shaped frame 4 are in non-parallel arrangement in the description, in this embodiment, the included angle between the middle a-shaped frame 3 and the horizontal plane is basically zero, which can be regarded as parallel arrangement, and the middle a-shaped frame 3 is arranged below a transmission shaft in the vehicle. The rear A-shaped frame 4 forms a certain included angle with the ground, the rear A-shaped frame 4 is arranged above the transmission shaft, the arrangement of the middle A-shaped frame 3 and the rear A-shaped frame 4 can solve the interference problem of the middle A-shaped frame 3 and the rear A-shaped frame 4 with the transmission shaft in the moving process of the vehicle, and the fact that the distances from the hinging points of the middle A-shaped frame 3 and the rear A-shaped frame 4 with the frame to the center line of the axle are the same or similar is needed to ensure that the load lever ratio of the middle axle 200 to the load lever of the first hydro-pneumatic spring 1 to the load lever of the rear axle 300 to the load lever ratio of the second hydro-pneumatic spring 2 to be the same.
The arrangement of the rear A-shaped frame 4 can reduce the structural requirement on the rear axle 300, the lower bulge is not caused as the rear axle 300 exists as the middle axle 200, the problem of poor stress caused by abrupt change of the section of the rear axle 300 is prevented, and meanwhile, the improvement of the manufacturing cost of the rear axle 300 is avoided. In addition, the rear a-frame 4 is arranged according to the middle a-frame 3, which can cause the rear a-frame 4 to be short, which can affect the movement of the axle, while the longer the a-frame is, the better the movement of the axle is, and the rear a-frame 4 is positioned above the transmission shaft, which can not interfere, and can also ensure the length of the rear a-frame 4.
The specific structures of the middle a-frame 3 and the rear a-frame 4 are set according to actual needs, and the shapes of the two frames are different in this embodiment.
In order to solve the technical problem, in the embodiment of the present invention, the mounting points of the axle and the tie rod 5 should be close to the inner side of the longitudinal beam 100 of the frame as much as possible, and the mounting points of the frame and the tie rod 5 are arranged on the outer side of the frame, because the stroke of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 is increased, which results in the increase of the offset amount of the middle axle 200 and the rear axle 300 in the left-right direction when jumping up and down. That is, the mounting points of the frame and the tie rod 5 are provided outside the side members 100 of the frame, the mounting points of the center bridge 200 and the tie rod 5 are provided on the rear side of the center bridge 200, and the mounting points of the rear bridge 300 and the tie rod 5 are provided on the rear side of the rear bridge 300. This increases the effective length of the track rod 5 and reduces the lateral displacement of the axle during the up-and-down bounce, thereby reducing the maximum deflection of the axle and improving the stability of the vehicle.
Specifically, in the embodiment of the present invention, the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 each include a cylinder and a piston rod, wherein one end of the piston rod extends into the lower end of the cylinder and can move in the cylinder, the upper end of the cylinder is rotatably connected with the vehicle frame, the other end of the piston rod is rotatably connected with the axle, it is understood that the piston rod of the first hydro-pneumatic spring 1 is rotatably connected with the middle axle 200, and the piston rod of the second hydro-pneumatic spring 2 is rotatably connected with the rear axle 300.
Specifically, in this embodiment, as shown in fig. 3 and 4, one end of the tie rod 5 is rotatably connected to the outer side wall of one of the stringers 100, the other end of the tie rod 5 is rotatably connected to the side of the main brake envelope of the vehicle axle away from the stringer 100, the mounting point of the tie rod 5 to the vehicle axle is a first mounting point, and the distance between the first mounting point and the stringer 100 to which the tie rod 5 is connected is smaller than the distance between the first mounting point and the other stringer 100. The mounting point of tie rod 5 and frame sets up the lateral wall department at one of them longeron 100, and the main cladding that subtracts of tie rod 5 and axle is kept away from this longeron 100 one side, and this connected mode makes two mount pads 52 intervals of tie rod 5 bigger, and when tie rod 5 swings about the mounting point on longeron 100, can make the tie rod 5 be located the mounting point on the axle about displacement volume littleer, and the offset diminishes, and then guaranteed the stability of vehicle and the life of tire also corresponding extension.
As shown in fig. 6 and 7, the tie rod 5 includes a rod 51 and mounting seats 52 disposed at both ends of the rod 51 and having a circular cross section, the two mounting seats 52 are disposed in a central symmetry manner, a sidewall of the mounting seat 52 is connected with a sidewall of the rod 51, the mounting seat 52 disposed at the first end 511 of the rod 51 protrudes from the first sidewall 513 of the rod 51, the sidewall of the mounting seat 52 disposed at the first end 511 of the rod 51 is disposed tangentially to the second sidewall 514 of the rod 51, the mounting seat 52 disposed at the second end 512 of the rod 51 protrudes from the second sidewall 514 of the rod 51, and the sidewall of the mounting seat 52 at the second end 512 of the rod 51 is disposed tangentially to the first sidewall 513 of the rod 51. As shown in fig. 5, the second end 512 of the tie rod 5 is disposed on the side of the mounting seat 52 protruding from the axle, that is, the tie rod 5 and the mounting seat 52 mounted on the axle protrude toward the axle, and the tie rod 5 and the mounting seat 52 mounted on the frame protrude toward the frame, so that interference between the tie rod 5 and the frame and the axle at the limit position can be effectively prevented.
According to the tie rod 5 provided by the embodiment of the invention, as one of the mounting seats 52 arranged at the two ends of the rod body 51 protrudes out of the first side wall 513 of the rod body 51, the space formed between the rod body 51 and the mounting seat 52 can avoid the structure on the axle, and deformation failure caused by interference between the tie rod 5 and the axle is prevented; the other second side wall 514 protruding out of the rod body 51 is arranged, the space formed between the rod body 51 and the mounting seat 52 can avoid the structure on the frame, and deformation failure caused by interference between the tie rod 5 and the frame is prevented, so that the overall stability of the vehicle is ensured. In addition, the side wall of the mounting seat 52 provided at the first end 511 of the rod body 51 is tangential to the second side wall 514 of the rod body 51, and the side wall of the mounting seat 52 at the second end 512 of the rod body 51 is tangential to the first side wall 513 of the rod body 51, so that stress concentration at the joint between the rod body 51 and the mounting seat 52 can be prevented, the structure of the vehicle frame can be avoided, and the whole cross rod 5 is prevented from interfering with the vehicle frame.
It will be appreciated that in this embodiment, the connecting line between the centers of the two mounting seats 52 and the central axis of the length direction of the shaft 51 form an included angle, which is an acute angle, so as to ensure that the connecting portion between the shaft 51 and the mounting seat 52 will not deform or break after the tie rod 5 is impacted greatly.
Alternatively, in the embodiment of the present invention, the portion of the mount 52 protruding from the shaft 51 is connected to the shaft 51 in a smooth manner. The pole body 51 and mount pad 52 are through the smooth connection of major arc, can avoid stress concentration, prevent that the easy cracked problem of cross pull rod 5 from appearing in the course of the work, further improve the stability of vehicle. Further, in the embodiment of the present invention, the shaft 51 and the mount 52 are of a unitary structure. The structure is convenient to manufacture, no obvious connection exists between the mounting seat 52 and the rod body 51, the problem that the connection is broken due to stress concentration at the connection of the mounting seat 52 and the rod body 51 is avoided, and the stability of the rod body 51 and the mounting seat 52 is further improved.
In this embodiment, in order to make the shaft 51 and the mount 52 have a uniform-section and uniform-stress structure, as shown in fig. 7, the thickness of the shaft 51 is the same as the thickness of the two mounts 52. This definition can facilitate the thickness of the shaft 51 and the thickness of the mount 52 to be the same, while the width D of the shaft 51 is the same throughout. Compared with the structure of the transverse pull rod 5 with non-uniform thickness, the structure is easier to process, and can be obtained by directly adopting the blanking of the steel plate with uniform thickness to produce blanks and then carrying out machining.
In order to enable the vehicle to swing relative to the vehicle frame and the vehicle axle after receiving a large shock, the track rod 5 in this embodiment further includes a knuckle bearing 53, the mounting seat 52 is provided with a mounting hole, and the knuckle bearing 53 is disposed in the mounting hole. After the vehicle is subjected to large vibration, the rod body 51 can flexibly rotate by means of the joint bearing 53 arranged in the mounting hole, so that the rod body 51 is prevented from being deformed, broken and failed due to large impact force.
Further, with continued reference to fig. 7, in the embodiment of the present invention, the mounting hole is a stepped hole, the tie rod 5 further includes a clamp spring 54, the clamp spring 54 and the knuckle bearing 53 are both disposed in a large hole of the stepped hole, and the knuckle bearing 53 is respectively abutted with a hole bottom wall of the large hole and the clamp spring 54. In order to limit the clamp spring 54, a limit groove is further formed in the hole wall of the large hole, and the clamp spring 54 is arranged in the limit groove. Of course, in other embodiments of the invention, the mounting holes and knuckle bearing 53 may also be connected by an interference fit.
Specifically, with continued reference to fig. 1, the hydro-pneumatic balance suspension system further includes an accumulator 6, the accumulator 6 is mounted on the outer side of a frame of the vehicle, two ends of the accumulator 6 are respectively connected with the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 through an oil pipe 7, and the accumulator 6 is obliquely arranged at an included angle relative to the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2. The first hydro spring 1 and the second hydro spring 2 are vertically arranged on the vehicle.
In the embodiment of the invention, the energy accumulator 6 is respectively connected with the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2, so that the pressure of the two chambers of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 close to the frame is equal at the moment, and therefore, no matter any one side of the middle bridge 200 and the rear bridge 300 is impacted, the two sides can share the impact load in the fastest time, and the peak value of the impact load of a single bridge is reduced; in addition, the energy accumulator 6 is the inclined setting of contained angle and installs in the frame outside, can increase the interval of the guide mechanism of energy accumulator 6 and vehicle and the packing box of vehicle, conveniently to the maintenance of aerifing of energy accumulator 6, avoid right angle bending when making the oil circuit of first oil gas spring 1 and second oil gas spring 2 pass through energy accumulator 6 simultaneously, make the more smooth passage of fluid, improve response speed, thereby further reduce the impact that the frame received, improve the ride comfort of vehicle, solve because of the unsettled problem of response untimely axle, really realized the balanced function of mechanical structure suspension.
As shown in fig. 8, the accumulator 6 is interposed between the first hydro spring 1 and the second hydro spring 2, if the distance between the first hydro spring 1 and the accumulator 6 is smaller than the distance between the second hydro spring 2 and the accumulator 6, the oil path between the first hydro spring 1 and the accumulator 6 is too long, and the expansion and contraction amounts of the first hydro spring 1 and the second hydro spring 2 are greatly deviated, resulting in poor stability, so the distance from the center point of the accumulator 6 to the center point of the first hydro spring 1 is the same as the distance from the center point of the accumulator 6 to the center point of the second hydro spring 2 in the embodiment of the present invention.
Alternatively, the angle a at which the energy store 6 is inclined in this embodiment takes the value of 40 ° -50 °. Preferably, the angle a is 45 °. Of course, in other embodiments the angle a may be 40 °, 41 °, 42 °, 43 °, 44 °, 46 °, 47 °, 48 °, 49 °, or 50 °.
When the vehicle bears certain mass, the oil liquid can compress the gas in the energy accumulator 6, so that the purpose that the energy accumulator 6 shares the bearing capacity of the vehicle is realized, the expansion and contraction amount of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 is reduced, the height difference when the vehicle is empty and fully loaded is reduced, the running stability of the vehicle is improved, and the comfort of the vehicle is improved. The accumulator 6 is arranged on the outer side of the frame, because the side has small vibration compared with the side close to the middle axle 200 and the rear axle 300, the tightness of the connection between the accumulator 6 and the oil pipe 7 can be ensured, the oil leakage probability is reduced, and the maintenance times are reduced; in addition, the accumulator 6 can also function as a shock absorber.
Alternatively, in the embodiment of the present invention, the first hydro spring 1 and the second hydro spring 2 each include a rodless chamber, a rod-containing chamber, and a piston, the rodless chamber and the rod-containing chamber being located on both sides of the piston. The accumulator 6 is connected with the rodless cavity of the first oil gas spring 1 through the oil pipe 7, and the accumulator 6 is connected with the rodless cavity of the second oil gas spring 2 through the oil pipe 7, so that the pressure of the two cavities of the first oil gas spring 1 and the second oil gas spring 2 close to the frame is equal at the moment, the impact load can be shared by the two sides at the fastest time no matter any one side of the middle bridge 200 and the rear bridge 300 is impacted, the single-bridge impact load peak value is reduced, the impact of the frame is further reduced, and the smoothness of the vehicle is further improved.
Optionally, in an embodiment of the present invention, with continued reference to fig. 8, the tubing 7 is provided in an S-shaped configuration. Specifically, the oil pipe 7 includes a rubber pipe 71, a through-buckling joint 72 and a bent-buckling joint 73, and the through-buckling joint 72 and the bent-buckling joint 73 are provided at both ends of the rubber pipe 71, respectively. The buckling joint 73 can avoid the problem that oil cannot smoothly pass through the oil port 611 of the accumulator 6 due to the blocking of right-angle bending. The bending and buckling joint 73 is a 135 ° bending and buckling joint, which is selected according to the inclination angle of the accumulator 6, and in this embodiment, the inclination angle of the accumulator 6 is 45 °, so the bending and buckling joint is a 135 ° bending and buckling joint. In other embodiments the angle of the bent clasp joint 73 is selected according to actual needs. The bent buckling joint 73 is connected with the energy accumulator 6, and the straight-through buckling joint 72 is connected with the first hydro-pneumatic spring 1 or the second hydro-pneumatic spring 2 connected with the oil pipe 7.
Alternatively, in the embodiment of the present invention, as shown in fig. 9, the accumulator 6 includes an oil chamber 61, and two oil ports 611 of the oil chamber 61 communicate with the first and second hydro springs 1 and 2 through two oil pipes 7, respectively. The oil in the rodless cavity of the first oil spring 1 may enter the rodless cavity of the second oil spring 2 through the oil pipe 7 and the oil chamber 61 or the oil in the rodless cavity of the second oil spring 2 may enter the rodless cavity of the first oil spring 1 through the oil pipe 7 and the oil chamber 61.
The accumulator 6 further includes a first air chamber 62, the first air chamber 62 being located at one side of the oil chamber 61 and connected to the oil chamber 61 through a first floating piston 63, the first floating piston 63 being capable of compressing oil in the oil chamber 61 or compressing gas in the first air chamber 62. Preferably, the first gas chamber 62 is a low pressure gas chamber, and the gas filled in the first gas chamber 62 is a low pressure gas. When the vehicle is loaded, oil can act on the first floating piston 63 through the oil chamber 61 to compress the gas in the first gas chamber 62, thereby serving the purpose of sharing the load of the vehicle.
The accumulator 6 further includes a second air chamber 64, the second air chamber 64 being located at the other side of the oil chamber 61 and connected to the oil chamber 61 by a second floating piston 65, the second floating piston 65 being capable of compressing oil in the oil chamber 61 or compressing gas in the second air chamber 64. Preferably, the second gas chamber 64 is a high pressure gas chamber, and the gas filled in the second gas chamber 64 is a high pressure gas. When the vehicle is loaded, oil may act on the second floating piston 65 through the oil chamber 61 to compress the gas in the second gas chamber 64, thereby serving the purpose of sharing the load of the vehicle.
In the present embodiment, the gas filled in the first gas chamber 62 and the second gas chamber 64 is nitrogen gas. The specific pressure values of the low-pressure gas and the high-pressure gas are set according to the empty state and the full state of the actual vehicle, and the pressure values of the vehicles of different models are different, and are not particularly limited herein.
When the center bridge 200 and the rear bridge 300 are not subjected to force, the pressure of the hydraulic oil in the oil chamber 61 and the rodless chamber communicating with the oil chamber 61 is made zero. When the vehicle is in an idle state, the pressure of the hydraulic oil in the oil chamber 61 and the rodless chamber communicating with the oil chamber 61 is only greater than the nitrogen pressure of the first air chamber 62 (i.e., the low-pressure air chamber), pushing the first floating piston 63 away from the oil chamber 61, the first air chamber 62 coming into action; when the vehicle is in a full-load state, the pressure of the hydraulic oil in the oil chamber 61 and the rodless chamber communicating with the oil chamber 61 is greater than the nitrogen pressure of the second air chamber 64 (i.e., the high-pressure air chamber), pushing the first floating piston 63 and the second floating piston 65 away from the oil chamber 61 at the same time, and the first air chamber 62 and the second air chamber 64 function at the same time.
The first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 arranged on the same side of the intermediate bridge 200 and the rear bridge 300 share one energy accumulator 6, the loads of the first hydro-pneumatic spring 1 and the second hydro-pneumatic spring 2 arranged on the same side of the intermediate bridge 200 and the rear bridge 300 are the same, and when one hydro-pneumatic spring is impacted, the other hydro-pneumatic spring on the same side is separated through the oil pipe 7 and the energy accumulator 6. The accumulator 6 adopts a high-low pressure double-air-chamber structure, so that the height difference of the oil gas spring when the oil gas spring is empty and fully loaded is reduced, and the comfort and stability of the vehicle are improved.
In this embodiment, the rear a-shaped frame 4 and the middle a-shaped frame 3 are used for limiting the degree of freedom of the front and rear directions of the axle, the tie rod 5 is used for limiting the degree of freedom of the left and right directions of the axle, the hydro-pneumatic spring is used for limiting the degree of freedom of the up and down directions of the axle, and through the combination mode of the a-shaped frame, the tie rod 5 and the hydro-pneumatic spring, the axle can shift in position in the working process, the overall stability of the vehicle is ensured, and the vehicle is enabled to run stably.
Furthermore, the foregoing description of the preferred embodiments and the principles of the invention is provided herein. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (4)
1. A rear hydro-pneumatic suspension assembly for connecting a vehicle frame and an axle below the vehicle frame, the axle including a center axle (200) and a rear axle (300), comprising:
the first hydro-pneumatic spring (1) is arranged at one end of the middle bridge (200);
the second hydro-pneumatic spring (2) is arranged at one end of the rear axle (300), and the first hydro-pneumatic spring (1) and the second hydro-pneumatic spring (2) are positioned on the same side of the frame;
the first hydro-pneumatic spring (1) is arranged on one side of the middle axle (200) close to the rear axle (300), and the second hydro-pneumatic spring (2) is arranged on one side of the rear axle (300) far away from the middle axle (200);
the bicycle comprises a bicycle frame, a middle axle (200) and a rear axle (300), and is characterized by further comprising a tie rod (5), wherein the bicycle frame, the middle axle (200) and the bicycle frame are connected with the rear axle (300) through the tie rod (5), the tie rod (5) comprises a rod body (51) and mounting seats (52) which are arranged at two ends of the rod body (51) and have circular cross sections, the two mounting seats (52) are arranged in a central symmetry mode relative to a central axis of the rod body (51) in the width direction, the side walls of the mounting seats (52) are connected with the side walls of the rod body (51), the mounting seats (52) arranged at the first end (511) of the rod body (51) protrude out of the first side wall (513) of the rod body (51), the side walls of the mounting seats (52) arranged at the first end (511) of the rod body (51) are tangential to the second side walls (514) of the rod body (51), and the second end (512) of the mounting seats (52) arranged at the second end (512) of the rod body (51) are tangential to the second side walls (514) of the rod body (51);
the mounting points of the frame and the tie rod (5) are arranged on the outer side of a longitudinal beam (100) of the frame, the mounting points of the middle bridge (200) and the tie rod (5) are arranged on the rear side of the middle bridge (200), and the mounting points of the rear bridge (300) and the tie rod (5) are arranged on the rear side of the rear bridge (300);
the vehicle frame also comprises an energy accumulator (6), wherein the energy accumulator (6) is arranged on the outer side of the vehicle frame, two sides of the energy accumulator (6) are respectively connected with the first hydro-pneumatic spring (1) and the second hydro-pneumatic spring (2) through oil pipes (7), and the energy accumulator (6) is obliquely arranged relative to the first hydro-pneumatic spring (1) and the second hydro-pneumatic spring (2) in an included angle;
the distance from the central point of the energy accumulator (6) to the central point of the first hydro-pneumatic spring (1) is the same as the distance from the central point of the energy accumulator (6) to the central point of the second hydro-pneumatic spring (2);
the oil pipe (7) is arranged in an S shape;
the oil pipe (7) comprises a rubber pipe (71), a straight-through buckling joint (72) and a bent buckling joint (73), wherein the straight-through buckling joint (72) and the bent buckling joint (73) are respectively arranged at two ends of the rubber pipe (71).
2. The rear hydro-pneumatic suspension assembly of claim 1 wherein the first hydro-pneumatic spring (1) is pivotally connected to the frame and the center axle (200), respectively, and the second hydro-pneumatic spring (2) is pivotally connected to the frame and the rear axle (300), respectively.
3. The rear hydro-pneumatic suspension assembly of claim 1, further comprising a center a-frame (3) and a rear a-frame (4), wherein the center a-frame (3) is connected to the frame and the center axle (200), respectively, the rear a-frame (4) is connected to the frame and the rear axle (300), respectively, and a height of a connection point of the center a-frame (3) and the frame is less than a height of a connection point of the rear a-frame (4) and the frame.
4. A vehicle comprising a rear hydro-pneumatic suspension assembly as defined by any one of claims 1 to 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111639226.2A CN114228426B (en) | 2021-12-29 | 2021-12-29 | Rear hydro-pneumatic suspension assembly and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111639226.2A CN114228426B (en) | 2021-12-29 | 2021-12-29 | Rear hydro-pneumatic suspension assembly and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114228426A CN114228426A (en) | 2022-03-25 |
| CN114228426B true CN114228426B (en) | 2024-02-02 |
Family
ID=80744190
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111639226.2A Active CN114228426B (en) | 2021-12-29 | 2021-12-29 | Rear hydro-pneumatic suspension assembly and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114228426B (en) |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202062969U (en) * | 2011-05-27 | 2011-12-07 | 陕西通力专用汽车有限责任公司 | Oil gas hanging system used for rear axle in vehicle |
| JP2018203166A (en) * | 2017-06-08 | 2018-12-27 | 三菱ロジスネクスト株式会社 | Steering device for work vehicle and work vehicle |
| CN112078316A (en) * | 2020-10-16 | 2020-12-15 | 上海图昂科技有限公司 | Novel oil gas suspension mechanism and vehicle |
| CN112622558A (en) * | 2020-12-24 | 2021-04-09 | 临工集团济南重机有限公司 | Oil-gas balance suspension system and vehicle |
| 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 |
| CN215244215U (en) * | 2021-07-21 | 2021-12-21 | 湖北优软汽车科技有限公司 | Independent oil-gas suspension system for semitrailer |
-
2021
- 2021-12-29 CN CN202111639226.2A patent/CN114228426B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN202062969U (en) * | 2011-05-27 | 2011-12-07 | 陕西通力专用汽车有限责任公司 | Oil gas hanging system used for rear axle in vehicle |
| JP2018203166A (en) * | 2017-06-08 | 2018-12-27 | 三菱ロジスネクスト株式会社 | Steering device for work vehicle and work vehicle |
| CN112078316A (en) * | 2020-10-16 | 2020-12-15 | 上海图昂科技有限公司 | Novel oil gas suspension mechanism and vehicle |
| CN112622558A (en) * | 2020-12-24 | 2021-04-09 | 临工集团济南重机有限公司 | Oil-gas balance suspension system and vehicle |
| 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 |
| CN215244215U (en) * | 2021-07-21 | 2021-12-21 | 湖北优软汽车科技有限公司 | Independent oil-gas suspension system for semitrailer |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114228426A (en) | 2022-03-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7530585B2 (en) | Rear suspension structure for large vehicles | |
| CN210553999U (en) | X-shaped arm for vehicle air suspension and air suspension assembly based on X-shaped arm | |
| CN103863050A (en) | Vehicle suspension system and motor vehicle | |
| WO2013178718A1 (en) | Rail vehicle unit | |
| US20040036244A1 (en) | Hydraulic suspension system for a vehicle | |
| CN114228426B (en) | Rear hydro-pneumatic suspension assembly and vehicle | |
| CN203920324U (en) | Vehicle suspension system and self-propelled vehicle | |
| CN107458528A (en) | Front wheel of electric motorcar support frame | |
| CN105270124B (en) | Aluminum alloy rubber composite joint assembly | |
| WO2023160611A1 (en) | Suspension system and vehicle | |
| CN216545612U (en) | Oil gas suspension assembly and vehicle | |
| CN103963590A (en) | Semi-independent steel plate spring suspension structure with impulse load buffering function | |
| CN114103578A (en) | Oil gas suspension assembly and vehicle | |
| CN215244215U (en) | Independent oil-gas suspension system for semitrailer | |
| CN202242864U (en) | Air suspension system applied on heavy truck | |
| CN214057156U (en) | Rear independent suspension structure | |
| CN113525009A (en) | Two-stage pressure type single swing arm structure oil gas suspension system | |
| CN108128111B (en) | Suspension device, system and engineering vehicle | |
| CN105730182A (en) | Oil-gas automobile suspension interconnected system having multiple functions | |
| CN102310736A (en) | Air suspension system applied to heavy truck | |
| CN216545613U (en) | Oil-gas balance suspension system and vehicle | |
| CN207157400U (en) | A kind of electronic underbody seat with anterior damping device | |
| CN220947418U (en) | Y-shaped hydro-pneumatic balance suspension system for wide vehicle rear axle | |
| CN113635724A (en) | Vehicle suspension | |
| CN218198507U (en) | Chassis and vehicle |
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 | ||
| CB02 | Change of applicant information | ||
| CB02 | Change of applicant information |
Address after: No.2676 Kejia Road, high tech Zone, Jinan City, Shandong Province, 250104 Applicant after: Lingong Heavy Machinery Co.,Ltd. Address before: No.2676 Kejia Road, high tech Zone, Jinan City, Shandong Province, 250104 Applicant before: LINGONG GROUP JINAN HEAVY MACHINERY Co.,Ltd. |
|
| GR01 | Patent grant | ||
| GR01 | Patent grant |