CN204279670U - A kind of cab suspension connection structure and wheel crane - Google Patents

Abstract

The utility model relates to a cab suspension connection structure and a wheeled crane, wherein the cab suspension connection structure includes a front suspension and a rear suspension, and the left and right suspension points of the front suspension are both mounted by air The spring connects the vehicle frame with the driver's cab, and the left and right suspension points of the rear suspension also connect the vehicle frame with the driver's cab by setting air springs. The utility model optimizes and improves the buffering and damping element of the four-point suspension of the cab suspension, and matches the air spring with excellent nonlinear characteristics as the buffering and damping element of the cab, which can effectively absorb random vibration from the road surface and limit the amplitude , to avoid resonance, and during the vibration process of the cab, the stiffness change of the air spring can absorb the random road excitation with a wider frequency band, thereby improving the driver's ride comfort and reducing the dynamic load of the cab suspension point.

Description

Cab suspension connection structure and wheeled crane

technical field

The utility model relates to the field of engineering machinery, in particular to a cab suspension connection structure and a wheeled crane.

Background technique

Ride comfort is one of the main performance indicators of modern vehicles. With the deepening of the application of modern technology, great progress has been made in the research of cab suspension technology of construction machinery vehicles, and the driving comfort has also been greatly improved. Wheeled cranes have the advantages of strong mobility and convenient transition work. During long-distance transition operations, more and more users have put forward higher requirements for the comfort of the cab.

Traditional cabs are basically connected to the frame by fixed suspensions, that is, all four suspensions use rubber damping pads as support and vibration isolation components. The rubber pad has a simple structure and low cost, but its rigidity is large, deformation is small, and vibration attenuation is poor. Therefore, the suspension using rubber shock pads has high rigidity and poor vibration isolation effect.

As shown in Figure 1 and Figure 2, at present, the cab of wheeled cranes also has a semi-floating suspension in which the front suspension is a fixed suspension and the rear suspension is a suspension suspension, specifically: cab 1' The damping elements of the left and right suspension points of the front suspension adopt rubber pads 4', which are directly placed on the frame 2', and the connecting bolts pass through the center hole to connect the frame 2' with the cab. 1' are fixed together; the damping elements of the left and right suspension points of the rear suspension of cab 1' adopt coil spring 2', and the base connecting plate of coil spring 2' is directly connected with frame 2', and coil spring 2' 'The upper connecting plate is directly connected with the cab 1'.

There are the following problems in the arrangement of the above-mentioned cab suspension:

1) The rubber pads used at the left and right suspension points of the front suspension have relatively high rigidity, poor vibration damping ability, and poor vibration damping effect;

2) The coil springs used at the left and right suspension points of the rear suspension are within the required range, and the stiffness is a certain value, which can only have a good damping effect on vibrations in a fixed frequency range, and cannot meet the needs of complex road conditions. Vibration attenuation.

Utility model content

The purpose of the utility model is to propose a cab suspension connection structure and a wheeled crane, the rigidity of which is adjustable and the vibration damping performance is strong.

In order to achieve the above object, the utility model provides a cab suspension connection structure, which includes a front suspension and a rear suspension, and the left and right suspension points of the front suspension connect the vehicle frame with the air spring. The cab is connected, and the left and right suspension points of the rear suspension are also connected with the cab by setting air springs.

In a preferred or optional embodiment, a lateral stabilizing rod is arranged between the left and right suspension points of the front suspension.

In a preferred or optional embodiment, the air springs arranged in the left and right suspension points of the front suspension, the upper mounting plane of the air spring is fastened to the longitudinal beam of the driver's cab by bolts, and the base mounting plane is connected to the vehicle frame The suspension support structure on one side is fastened with bolts.

In a preferred or optional embodiment, the air springs arranged in the left and right suspension points of the rear suspension, the upper mounting planes of the air springs are fastened to the crossbeam of the driver's cab by bolts, and the base mounting planes are directly connected to the vehicle frame. Fastened with bolts.

In a preferred or optional embodiment, at the positions of the left and right suspension points of the front suspension, and the positions of the left and right suspension points of the rear suspension, a set of up and down limit stops are provided. mechanism.

In a preferred or optional embodiment, the up and down jump limit mechanism set at the two left and right suspension points of the front suspension includes a limit bracket hinged on the front suspension, and the limit One end of the bracket is connected to the bracket of the air spring, the first jump-up limiting block is provided at the end of the limiting bracket close to the air spring, and the first jumping-down limiting block is provided at the other end of the limiting bracket.

In a preferred or optional embodiment, the up and down jump limit mechanism set at the two left and right suspension points of the rear suspension includes a limit frame, and the upper end of the limit frame is in contact with the rear suspension fixed, the upper end of the limit frame is used as the second jump limit block, the lower end of the limit frame is used as the second jump limit block, the limit frame is pierced with a pin shaft, and the pin shaft It can move up and down relative to the limiting frame, and the two sides of the pin shaft are arranged on the support frame on one side of the air spring, and a rubber sleeve can also be arranged on the pin shaft.

In order to achieve the above purpose, the utility model provides a wheeled crane, which includes the cab suspension connection structure in any one of the above embodiments.

Based on the above technical solution, the utility model has at least the following beneficial effects:

The utility model optimizes and improves the buffering and damping elements of the four-point suspension of the cab suspension, and matches the air spring with excellent nonlinear characteristics as the buffering and damping elements of the cab, which can effectively absorb random vibrations from the road surface and limit the amplitude , to avoid resonance, and during the vibration process of the cab, the stiffness change of the air spring can absorb the random road excitation with a wider frequency band, thereby improving the ride comfort of the driver and reducing the dynamic load of the suspension point of the cab.

In a preferred or optional embodiment, adding a lateral stabilizing link between the left and right suspension points of the front suspension can improve the anti-rolling performance and collision performance of the cab.

Description of drawings

The drawings described here are used to provide a further understanding of the utility model and constitute a part of the application. The schematic embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute improper limitations to the utility model. In the attached picture:

Fig. 1 is the schematic diagram of cab suspension connection structure in the prior art;

Fig. 2 is a top view schematic diagram of the cab suspension connection structure in the prior art;

Fig. 3 is the schematic diagram of the cab suspension connection structure provided by the utility model;

Fig. 4 is a top view schematic diagram of the cab suspension connection structure provided by the utility model;

Fig. 5 is a schematic diagram of the front suspension up and down jumping limit mechanism in the cab suspension connection structure provided by the utility model;

Fig. 6 (a) is the schematic diagram of the rear suspension jumping up and down limit mechanism in the cab suspension connection structure provided by the utility model;

Fig. 6(b) is a schematic diagram of A-A of Fig. 6(a).

In the attached picture:

1-Cab; 2-Frame; 3-Air spring; 4-Lateral stability rod; 5-Limiting bracket; Two jumping limit blocks; 9-the second jump limit block; 10-pin shaft; 11-support frame; 12-limiting frame; 13-rubber sleeve.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Apparently, the described embodiments are only some of the embodiments of the present invention, but not all of them. Based on the embodiments of the present utility model, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.

In describing the present invention, it should be understood that the terms "central", "longitudinal", "transverse", "front", "rear", "left", "right", "vertical", "horizontal" , "top", "bottom", "inner", "outer" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, rather than indicating Or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the protection scope of the present utility model.

Firstly, the technical terms involved in the utility model are explained.

Air spring: Fill compressed air in a flexible airtight container, and use the reaction force of the compressed air inside the rubber airbag as an elastic element for elastic recovery. It has excellent elastic properties and can significantly improve driving comfort.

Cab suspension: refers to the entire system device that realizes the fixing of the cab and the frame, and realizes the functions of supporting the cab and damping vibration. It is an important part connecting the cab and the frame, and its main components include elastic components and damping components.

Elastic components refer to the parts that play the main supporting and buffering role in the suspension.

The damping component refers to a component that provides damping force and dampens vibration in the suspension, such as a barrel shock absorber.

Wheeled cranes have the advantages of strong mobility and convenient transition work. The comfort of the cab during long-distance transition operations is an important factor affecting driver fatigue. The utility model combines the characteristics of the chassis of the wheeled crane to provide a cab suspension connection structure, which is a four-point suspension type, that is, at the left and right suspension points of the front suspension and the left and right suspension points of the rear suspension, four The point suspensions all use air springs as the buffer and vibration damping elements of the cab.

The detailed scheme of the present utility model is set forth as follows:

As shown in Fig. 3 and Fig. 4, in the schematic embodiment of the cab suspension connection structure provided by the utility model, the two left and right suspension points of the front suspension of the cab 1 are all connected to the vehicle frame by setting the air spring 3 2 is connected with the driver's cab 1, and the left and right suspension points of the rear suspension of the driver's cab 1 are also connected with the driver's cab 1 by setting the air spring 3. The left and right suspension points of the front suspension of cab 1 and the left and right suspension points of the rear suspension both use air springs 3 as damping elements, which can effectively absorb random vibrations from the road, limit the amplitude, and avoid Resonance, and during the vibration of the cab 1, the stiffness change of the air spring 3 can absorb the random road excitation with a wider frequency band, thereby improving the driver's ride comfort and reducing the dynamic load of the suspension point of the cab 1.

In the above exemplary embodiment, the base connecting plate of the air spring 3 can be directly connected with the vehicle frame 2 , and the upper connecting plate of the air spring 3 can be directly connected with the beam or longitudinal beam of the cab 1 .

Further, for the air spring 3 provided at the left and right suspension points of the front suspension, its upper end installation plane is fastened to the longitudinal beam of the cab 1 by bolts, and its base installation plane is connected to the suspension support on one side of the vehicle frame 2. The structure is fastened with bolts.

Further, the upper mounting plane of the air spring 3 provided in the left and right suspension points of the rear suspension is bolted to the crossbeam of the cab 1, and the base mounting plane is directly connected to the vehicle frame 2 by bolts.

In the above exemplary embodiment, the gas required by the air spring 3 can come from the chassis air circuit system, the stiffness of the air spring 3 can be matched according to the performance of the whole machine, and the stiffness adjustment is realized by adjusting the pressure of the air circuit.

In the schematic embodiment of the cab suspension connection structure provided by the utility model, a lateral stabilizing rod 4 is arranged between the left and right suspension points of the front suspension of the cab 1, and the cab can be strengthened by the lateral stabilizing rod 4. 1 anti-roll performance. Both ends of the laterally stabilizing rod 4 are connected to the support of the air spring 3 on the front suspension.

In the schematic embodiment of the cab suspension connection structure provided by the utility model, the positions of the left and right suspension points of the front suspension and the left and right suspension points of the rear suspension can be set to a set of jumping up and down. The limit mechanism limits the excessive displacement generated during the beating process of the cab 1 .

As shown in Figure 5, in the schematic embodiment of the cab suspension connection structure provided by the utility model, the up and down jump limit mechanism provided at the left and right suspension points of the front suspension may include a pin hinged at the front The limit bracket 5 on the suspension, one end of the limit bracket 5 is connected with the support of the air spring 3 at the front suspension position, and the end that the limit bracket 5 is connected with the support of the air spring 3 is provided with a first upper jump limit The other end of the position block 6 and the limit bracket 5 is provided with a first jump limit block 7 .

When the vehicle is running, the vibration excitation is transmitted to the vehicle frame 2 through the tires, and the vehicle frame 2 is transmitted to the cab 1 through the front suspension and rear suspension. When jumping on the vehicle frame 2, the air spring 3 is compressed, and the support of the air spring 3 drives the spacer bracket 5 to be provided with an end of the first jump-up limiter 6 to jump up, and now the first jump-up limiter 6 and When the front suspension touches, the first jumping limit block 6 plays a limiting role; when the vehicle frame 2 jumps down, the air spring 3 is stretched, and the support of the air spring 3 drives the limit bracket 5 to be provided with the first One end of the upper jump limiting block 6 jumps down, and the first lower jump limiting block 7 jumps up simultaneously, and touches with the front suspension, and the first lower jump limiting block 7 plays a limiting effect.

As shown in Fig. 6(a) and Fig. 6(b), in the schematic embodiment of the cab suspension connection structure provided by the utility model, the up and down jump limit set by the left and right suspension points of the rear suspension Mechanism can comprise limit frame 12, and the upper end of limit frame 12 is welded with rear suspension, and the upper end of limit frame 12 is used as the second jump limit block 8, and the lower end of limit frame 12 is used as the second jump limit block 9. A pin shaft 10 is pierced through the limit frame 2, and the pin shaft 10 can move up and down relative to the limit frame 12. Both sides of the pin shaft 10 are set on the support frame 11 on the side of the air spring 3 at the position of the rear suspension , The pin shaft 10 can also be provided with a rubber sleeve 13 .

When the vehicle is running, the vibration excitation is transmitted to the vehicle frame 2 through the tires, and the vehicle frame 2 is transmitted to the cab 1 through the front suspension and rear suspension. When jumping on the vehicle frame 2, the air spring 3 is compressed, and the support frame 11 on one side of the air spring 3 moves down, so that the rubber sleeve 13 on the pin shaft 10 touches the second upper jump limit block 9, and the second upper jump stops. The limit block 9 acts as a limit; when the vehicle frame 2 jumps down, the air spring 3 is stretched, and the support frame 11 on one side of the air spring 3 moves up, so that the rubber sleeve 13 on the pin shaft 10 is aligned with the second jump. The limit block 8 touches, and the second jump limit block 8 plays a limiting role.

Through the description of each of the above embodiments, it can be deduced that the four-point suspension cab suspension connection structure proposed by the utility model has at least the following advantages:

1) The left and right suspension points of the front suspension and the left and right suspension points of the rear suspension both adopt the air spring 3 with excellent nonlinear characteristics, which can effectively Absorb random vibration from the road surface, limit the amplitude, and avoid resonance, and during the vibration process of the cab 1, the stiffness change of the air spring 3 can absorb the random road excitation with a wider frequency band, thereby improving the driver's ride comfort and reducing the driving force. Dynamic loads at the suspension points of chamber 1.

2) The initial stiffness of the air spring 3 can be adjusted by adjusting the inflation pressure, which realizes the active control of the stiffness of the cab suspension damping element, and is more adaptable to different models of main engines.

3) The positions of the four suspension points are all provided with up and down jump limit mechanisms, which limit the excessive displacement of the cab 1 during the jumping process.

4) The lateral stabilizing rod 4 is added between the left and right suspension points of the front suspension, which improves the lateral stiffness of the cab 1 and enhances the anti-rolling performance of the cab 1 .

In the description of the utility model, it should be understood that the use of words such as "first" and "second" to define components is only for the convenience of distinguishing the above components. If there is no other statement, the above words do not special meaning, so it cannot be interpreted as limiting the protection scope of the present utility model.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present utility model and not limit it; although the utility model has been described in detail with reference to the preferred embodiment, those of ordinary skill in the art should understand that: still The specific implementation of the utility model can be modified or some technical features can be equivalently replaced; without departing from the spirit of the technical solution of the utility model, all of them should be included in the scope of the technical solution claimed by the utility model.

Claims (8)

1. a cab suspension connection structure, comprise front suspension and rear suspension, it is characterized in that: vehicle frame (2) is all connected with operator's compartment (1) by arranging air bellow (3) by two, the left and right suspension point of described front suspension, vehicle frame (2) is also all connected with operator's compartment (1) by arranging air bellow (3) by two, the left and right suspension point of described rear suspension.

2. cab suspension connection structure as claimed in claim 1, is characterized in that: between the suspension point of two, the left and right of described front suspension, be provided with lateral stability pull bar (4).

3. cab suspension connection structure as claimed in claim 1, it is characterized in that: the air bellow (3) arranged in left and right two suspension point of described front suspension, the longeron of its upper end mounting plane and operator's compartment (1) is adopted and is bolted connection, and the suspension support structure of its floor installation plane and vehicle frame (2) side is adopted and is bolted connection.

4. cab suspension connection structure as claimed in claim 1, it is characterized in that: the air bellow (3) arranged in left and right two suspension point of described rear suspension, the crossbeam of its upper end mounting plane and operator's compartment (1) is adopted and is bolted connection, its floor installation plane directly and vehicle frame (2) adopt and be bolted connection.

5. the cab suspension connection structure as described in any one of claim 1-4, it is characterized in that: in the position of two suspension point in left and right of described front suspension, and the position of two suspension point in left and right of described rear suspension, be provided with a set of bob stop gear.

6. cab suspension connection structure as claimed in claim 5, it is characterized in that: the bob stop gear arranged in the position of two suspension point in left and right of described front suspension comprises the limiting bracket (5) be hinged on described front suspension, one end of described limiting bracket (5) is connected with the support of air bellow (3), described limiting bracket (5) is provided with on first near one end of air bellow (3) and jumps limiting stopper (6), and the other end of described limiting bracket (5) is provided with first time and jumps limiting stopper (7).

7. cab suspension connection structure as claimed in claim 5, it is characterized in that: the bob stop gear that the position of two suspension point in left and right of suspension is arranged in the rear comprises spacing framework (12), upper end and the described rear suspension of described spacing framework (12) are fixed, limiting stopper (8) is jumped as second time in the upper end of described spacing framework (12), limiting stopper (9) is jumped in the lower end of described spacing framework (12) on second, bearing pin (10) is equipped with in described spacing framework (12), described bearing pin (10) can relative to described spacing framework (12) up-and-down movement, the both sides of described bearing pin (10) are arranged on the bracing frame (11) of air bellow (3) side, described bearing pin (10) can also be provided with rubber coating (13).

8. a wheel crane, is characterized in that: comprise the cab suspension connection structure as described in any one of claim 1-7.