CN210941234U - Truck suspension rigidity-changing auxiliary device - Google Patents
Truck suspension rigidity-changing auxiliary device Download PDFInfo
- Publication number
- CN210941234U CN210941234U CN201921404866.3U CN201921404866U CN210941234U CN 210941234 U CN210941234 U CN 210941234U CN 201921404866 U CN201921404866 U CN 201921404866U CN 210941234 U CN210941234 U CN 210941234U
- Authority
- CN
- China
- Prior art keywords
- valve
- air
- auxiliary air
- truck
- brake
- 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.)
- Expired - Fee Related
Links
Images
Abstract
The utility model discloses a rigidity-variable auxiliary device for a truck suspension, which comprises an auxiliary air spring, wherein an air inlet of the auxiliary air spring is sequentially connected with an auxiliary air inlet pipe, a pneumatic solenoid valve and an auxiliary air storage chamber, a pressure relief port of the auxiliary air storage chamber is communicated with the atmosphere through a pressure relief valve, two inlets of the auxiliary air storage chamber are respectively connected with an outlet of a one-way valve, an inlet of the one-way valve is connected with an outlet of a two-position three-way solenoid valve, inlets of two three-way valves are respectively connected with exhaust ports of a front relay valve and a rear relay valve, an inflating device of the auxiliary air spring is directly and additionally arranged in the existing air braking system without independently arranging an air supply, the upper surface of the auxiliary air spring is contacted and tightly attached to the bottom of the frame, the rigidity of the suspension is formed by connecting the steel plate spring and the auxiliary air spring in parallel, and the overall rigidity of the suspension is higher; and a pressure release valve connected with the auxiliary air spring is opened to release air, so that the rigidity is reduced, and the riding comfort and the vibration filtering performance of the truck are improved.
Description
Technical Field
The utility model belongs to the technical field of car safety and specifically relates to a freight train suspension becomes rigidity auxiliary device.
Background
The truck suspension is an important component of the unmanned truck, and has the functions of transmitting force and torque acting between wheels and a frame, buffering impact force transmitted to the frame or a truck body from an uneven road surface, and attenuating vibration caused by the impact force so as to ensure that the truck can smoothly run. The suspension of the traditional truck mostly adopts a steel plate spring suspension, and the suspension is simple in structure, low in manufacturing cost and durable, so that the suspension is widely applied, but the rigidity of the suspension is difficult to adjust, and the change of the empty and heavy trucks of the truck cannot be well adapted, therefore, a main spring and auxiliary spring type spring is required to be designed, or auxiliary devices such as a load sensing proportional valve and the like are added to adjust the height and the rigidity of the suspension of the empty and heavy trucks, so that the suspension system is relatively complex, and even if the device is added, the steel plate spring still has the problems of poor comfort, poor vibration filtering performance and the like;
the suspension of present novel freight train is not simple leaf spring suspension, but adopts air suspension system, compares with traditional steel car suspension system, and air suspension has many advantages, and the most important one is the elastic coefficient of spring that the hardness of spring also can automatically regulated as required. The empty wagon and the heavy wagon of the wagon are changed greatly, the height of the wagon body of the wagon is adjusted by the air spring through the internal air pressure of the air spring, the height of the wagon body of the wagon under different wagon weights can be guaranteed to be consistent, passengers can take the wagon comfortably, the operation performance of the wagon is excellent, and the riding comfort of the passengers can be greatly improved, so that the air spring system is used for the newly-manufactured middle-large wagon at present.
However, many existing trucks still have a steel plate spring as a suspension due to an early delivery date, if the existing trucks are directly replaced by air springs, the refitting cost is high, the structures needing to be replaced are complex, and the air supply systems of the existing air spring devices are independently arranged, so that two sets of air supply systems are actually required to be installed on the trucks, and the other set of air supply systems is used for air braking, which also results in a large number of spare and accessory parts on the trucks and high cost.
SUMMERY OF THE UTILITY MODEL
The utility model discloses an it is not enough to overcome above-mentioned condition, aims at providing the technical scheme that can solve above-mentioned problem.
The variable stiffness auxiliary device of the truck suspension is arranged on a truck chassis, a frame is arranged on the truck chassis, the front part and the rear part of the truck chassis are respectively provided with an axle, wheels are arranged at two ends of the axle, the front axle is a steering axle, the rear axle is a driving axle, and a steel plate spring and a shock absorber are arranged between the axle and a truck body;
the inner side of the steel plate spring and the axle are provided with auxiliary air springs, the bases of the auxiliary air springs are installed on the shell of the axle through bolts, the upper surfaces of the auxiliary air springs are in contact with the bottom of the vehicle body but are not connected, a gap is reserved between the upper surfaces of the auxiliary air springs and the bottom of the vehicle body when the air pressure in the auxiliary air springs is low, and the upper surfaces of the auxiliary air springs are in contact with the bottom of the vehicle body when the air pressure in the auxiliary air; the air outlet of the auxiliary air spring is communicated with the atmosphere through a pressure relief valve;
the air inlet of the auxiliary air spring is sequentially connected with an auxiliary air inlet pipe and the outlet of a pneumatic electromagnetic valve, the inlet of the pneumatic electromagnetic valve is connected with the outlet of the auxiliary air storage chamber, the auxiliary air storage chamber is also provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve, the two inlets are respectively connected with the outlet of a one-way valve, the inlet of the one-way valve is connected with one outlet of a two-position three-way electromagnetic valve, the inlets of the two-position three-way electromagnetic valve are respectively connected with the air outlets of a front relay valve and a rear relay valve, and the other outlet of the two; the air outlet of the front relay valve is connected with two drum membrane type brake subchambers of a front axle of the truck, and a push rod of the drum membrane type brake subchambers pushes brake shoes of a drum brake to form braking force; the air outlet of the subsequent brake valve is connected with two drum type brake subchambers of the truck rear axle, and a push rod of the drum type brake subchambers pushes brake shoes of a drum brake to form braking force; the air inlets of the front relay valve and the rear relay valve are respectively connected with one air outlet of the front air storage chamber and one air outlet of the rear air storage chamber; the inlet of each control air chamber of the front relay valve and the rear relay valve is respectively communicated with two air outlets of the main control valve, two air inlets arranged on the main control valve are respectively communicated with one air outlet of each front air storage chamber and one air outlet of each rear air storage chamber, and a valve body piston rod of the main control valve is connected with the brake pedal through a lever; the inlets of the front air storage chamber and the rear air storage chamber are respectively connected with the outlet of the air pump through the dryer and the air filter in sequence;
the manual control switches of the pneumatic electromagnetic valve, the two-position three-way electromagnetic valve and the pressure relief valve in the auxiliary air spring are respectively communicated with a manual switch or a knob or a handle or a pull rod arranged in the cab through pull wires.
Preferably, a distance sensor is connected to a wheel fender at the bottom of a frame of the truck or the corresponding position at the bottom of the frame in a bolt or buckle mode; the distance sensor detects the vertical distance between the wheel and the frame; an air flow sensor is arranged between the auxiliary air storage chamber and the pneumatic electromagnetic valve, and a pressure sensor is arranged between the outlet of the pneumatic electromagnetic valve and the air inlet of the auxiliary air spring;
the signal lines of the distance sensor, the air flow sensor and the pressure sensor are respectively connected with the signal input end of the controller, and the control signal lines of the pneumatic electromagnetic valve and the two-position three-way electromagnetic valve are respectively connected with the signal output end of the controller; the control lines of the two pressure release valves are respectively connected with the signal output end of the controller;
the distance sensor, the air flow sensor, the pressure sensor, the pneumatic electromagnetic valve, the pressure release valve, the two-position three-way electromagnetic valve and the controller are respectively connected with a storage battery through power lines directly or through a power adapter, and the storage battery is a 12V or 24V lithium ion storage battery or a starting storage battery for a truck engine.
Preferably, the distance sensor is an ARS410 millimeter wave radar, the working frequency of the distance sensor is 77GHz, and the effective sensing distance is 170 m; the air flow sensor is a dn15 vortex shedding flowmeter or an MF5706 air flow counter; the pressure sensor is an AS-131 diffused silicon pressure transmitter; the controller is an AT89C51 singlechip or an AT89C52 singlechip; the pneumatic electromagnetic valve is a positive Tai N2V025-08 two-position two-way DC24V electromagnetic valve or other types of two-position two-way electromagnetic valves; the two-position three-way electromagnetic valve is a Delwey 3V21008 two-position three-way electromagnetic valve or a VX33-15-08DC12V two-position three-way electromagnetic valve of a klqd company; the pressure release valve is an AR2002-02 type pressure release valve or an IR2000-02BG pneumatic high-precision pressure release valve.
Preferably, the main control valve is a release J6 manual valve or a gasoline release Onwei brake master cylinder; the drum membrane type brake chamber is a brake chamber assembly of a brake cylinder spring of Ruili company or an Dongfeng 140 brake cylinder.
Compared with the prior art, the beneficial effects of the utility model are that: when a driver increases the vehicle speed or the load capacity is large, if the rigidity of the suspension is expected to be increased, the auxiliary air inlet valve is manually controlled to be opened, the auxiliary air storage chamber is enabled to inflate the auxiliary air spring, the upper surface of the auxiliary air spring is contacted and attached to the bottom of the vehicle frame, the rigidity of the suspension is formed by connecting the steel plate spring and the auxiliary air spring in parallel, and the overall rigidity of the suspension is large; when the truck runs on a broken stone road surface, in order to reduce vibration and bump, a driver controls a pressure release valve connected with the auxiliary air spring to open and release air, so that the height of the auxiliary air spring is reduced and the auxiliary air spring is separated from the bottom of a frame, the rigidity of a suspension of the truck is only provided by the steel plate spring and is reduced to adapt to the broken stone road surface, the rigidity of the steel plate spring can be reduced during truck design, the riding comfort and the vibration filtering performance of the truck are improved, when the rigidity needs to be improved, the auxiliary air spring is used in parallel with the steel plate spring, an inflation pipeline of the auxiliary air spring is independently arranged, compressed air of an auxiliary air storage chamber comes from an existing air brake pipeline of the truck, the existing truck air brake system can be directly subjected to additional transformation, the transformation cost is low.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a schematic diagram of the connection between the pneumatic lines of the auxiliary device and the pneumatic lines of the truck brake in case one;
FIG. 2 is a schematic diagram of the connection between the pneumatic line of the auxiliary device and the pneumatic line of the truck brake in case two;
FIG. 3 is a schematic diagram of the operating principle of the main control valve;
FIG. 4 is an operational view of the open state of the forward relay valve;
FIG. 5 is a schematic diagram of the operation of the forward relay valve closure;
figure 6 is a schematic diagram of a truck suspension connection.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely below, and it should be understood that the described embodiments are only some embodiments of the present invention, but not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
Referring to the variable stiffness auxiliary device for the truck suspension shown in fig. 1-6, the auxiliary device is mounted on a truck chassis, a frame 1 is mounted on the truck chassis, an axle 2 is respectively arranged at the front and the rear of the truck chassis, wheels 3 are arranged at two ends of the axle 2, the front axle 2 is a steering axle, the rear axle 2 is a drive axle, and a steel plate spring 4 and a shock absorber 5 are arranged between the axle 3 and a truck body;
an auxiliary air spring 12 is arranged on the inner side of the steel plate spring 4 and the axle 2, the base of the auxiliary air spring 12 is installed on the shell of the axle 2 through a bolt, the upper surface of the auxiliary air spring 12 is in contact with the bottom of the vehicle body but is not connected with the bottom of the vehicle body, a gap is reserved between the upper surface of the auxiliary air spring 12 and the bottom of the vehicle body when the air pressure in the auxiliary air spring 12 is low, and the upper surface of the auxiliary air spring 12 is in contact with the bottom of the; the air outlet of the auxiliary air spring 12 is communicated with the atmosphere through a pressure relief valve 16;
an air inlet of the auxiliary air spring 12 is sequentially connected with an auxiliary air inlet pipe and an outlet of a pneumatic electromagnetic valve 13, an inlet of the pneumatic electromagnetic valve 13 is connected with an outlet of an auxiliary air storage chamber 15, the auxiliary air storage chamber 15 is also provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve 16, the two inlets are respectively connected with an outlet of a one-way valve 14, an inlet of the one-way valve 14 is connected with an outlet of a two-position three-way electromagnetic valve 17, the inlets of the two-position three-way electromagnetic valves 17 are respectively connected with exhaust ports of a front relay valve 18 and a rear relay valve 19, and the other outlet of the two-position; the air outlet of the front relay valve 18 is connected with two drum type brake subchambers 20 of a front axle of the truck, and a push rod of the drum type brake subchambers 20 pushes brake shoes of a drum brake to form braking force; the air outlet of the subsequent brake valve 19 is connected with two drum type brake subchambers 20 of a rear axle of the truck, and a push rod of the drum type brake subchambers 20 pushes brake shoes of a drum brake to form braking force; the respective air inlets of the front relay valve 18 and the rear relay valve 19 are respectively connected with one respective air outlet of the front air storage chamber 23 and one respective air outlet of the rear air storage chamber 24; the inlets of the control air chambers of the front relay valve 18 and the rear relay valve 19 are respectively communicated with two air outlets of a main control valve 21, two air inlets arranged on the main control valve 21 are respectively communicated with one air outlet of a front air storage chamber 23 and one air outlet of a rear air storage chamber 24, and a valve body piston rod of the main control valve 21 is connected with a brake pedal 22 through a lever; the inlets of the front air storage chamber 23 and the rear air storage chamber 24 are respectively connected with the outlet of the air pump 8 through a drier 25 and an air filter 26 in sequence;
the first embodiment is as follows: in this embodiment, the manual control switches of the pneumatic solenoid valve 13, the two-position three-way solenoid valve 17, and the pressure relief valve 16 in the auxiliary air spring 12 are respectively communicated with a manual switch or a knob or a handle or a pull rod provided in the cab through pull wires. The above valve parts are all provided with a manual switch and a control line, so that a manual control mode can be adopted.
The relay valve 18 and the subsequent valve 19 are balance pressurization relay valves of Dongfeng company or 140 type relay valves of Dongfeng company, and the main control valve 21 is a release J6 manual control valve or a first-steam release Onwei brake master cylinder; the tympanic membrane type brake chamber 20 is a brake chamber assembly of a brake pump spring brake chamber of rui corporation or an east wind 140 brake pump.
The use method of the auxiliary device comprises the following steps: after the truck engine is started, the air pump 8 charges compressed air into the front air storage chamber 23 and the rear air storage chamber 24, the front air storage chamber 23 and the rear air storage chamber 24 are provided with pressure relief ports, the pressure relief ports are communicated with the atmosphere through pressure relief valves, when the truck is decelerated or stopped normally, the brake pedal 22 is stepped down to push a piston rod in the main control valve 21 to move, as shown in fig. 3, the compressed air in the front air storage chamber 23 and the rear air storage chamber 24 respectively enters the control air chambers of the front relay valve 18 and the rear relay valve 19 through the main control valve 21, as shown in fig. 4, the front relay valve 18 and the rear relay valve 19 are opened, the compressed air reaches the two brake subchambers 20 arranged on the front axle through the front relay valve 18, push rod actions in the brake subchambers drive a drum brake to complete a braking effect, the compressed air reaches the two brake subchambers 20 arranged on the rear axle through the rear air storage chamber 24 and the rear relay, the push rod in the brake chamber acts to drive the drum brake to act to complete the braking effect;
when the brake pedal 22 is released, the main control valve 21 is closed, so that the front relay valve 18 and the rear relay valve 19 are closed, the compressed air remained in the front relay valve 18 and the rear relay valve 19 flows to the two-position three-way electromagnetic valve 17 and enters the auxiliary air storage chamber 15 through the check valve 14, and the check valve 14 can ensure that the air in the auxiliary air storage chamber 15 does not flow back when the pressure of the compressed air remained in the front relay valve 18 and the rear relay valve 19 is small; during braking, residual compressed air in the front relay valve 18 and the rear relay valve 19 flows into the auxiliary air storage chamber 15 for storage, the use efficiency of the compressed air is improved, an additional air source device is not required to be provided for the auxiliary air spring, the structure is simplified, and the cost is low.
As shown in fig. 1, when the driver increases the vehicle speed or the load capacity is large, and the stiffness of the suspension is expected to be large, the auxiliary air inlet valve 13 is manually controlled to be opened, so that the auxiliary air storage chamber 15 inflates the auxiliary air spring 12, the upper surface of the auxiliary air spring 12 is in contact with and clings to the bottom of the vehicle frame, the stiffness of the suspension is formed by connecting the steel plate spring and the auxiliary air spring in parallel, and the overall stiffness of the suspension is large; after one end of time of inflation, manually closing the auxiliary air inlet valve 13, or when the pressure in the auxiliary air spring 12 is higher and the pressure release valve 16 connected with the auxiliary air spring is automatically opened, closing the auxiliary air inlet valve 13 after the driver hears the air leakage sound;
when the truck runs on a gravel road surface, in order to reduce vibration and bump, a driver controls a pressure release valve 16 connected with the auxiliary air spring 12 to open and release air, so that the height of the auxiliary air spring 12 is reduced and the auxiliary air spring is separated from the bottom of a frame, at the moment, the rigidity of a suspension of the truck is only provided by a steel plate spring and is reduced to adapt to the gravel road surface, so that the rigidity of the steel plate spring can be reduced during the design of the truck, the riding comfort and the vibration filtering performance of the truck are improved, when the rigidity needs to be improved, the auxiliary air spring and the steel plate spring are used in parallel, an inflation pipeline of the auxiliary air spring 12 is independently arranged, compressed air of the auxiliary air storage chamber 15 comes from an existing air brake pipeline of the truck, the increase and the transformation can be directly carried out on the existing.
Example two: when a driver manually controls the charging and discharging of the auxiliary air spring 12, the auxiliary air spring generally has two states, namely a full state and a fully-discharged state, and if the driver wants to adapt to more complicated road conditions, an electronic control device can be added;
the distance sensor 9 is connected to the wheel mudguard at the bottom of the frame of the truck or the corresponding position at the bottom of the frame in a bolt or buckle mode; the distance sensor 9 detects the vertical distance between the wheel 3 and the frame 1; an air flow sensor 10 is arranged between the auxiliary air storage chamber 15 and the pneumatic electromagnetic valve 13, and a pressure sensor 11 is arranged between the outlet of the pneumatic electromagnetic valve 13 and the air inlet of the auxiliary air spring 12;
the signal lines of the distance sensor 9, the air flow sensor 10 and the pressure sensor 11 are respectively connected with the signal input end of the controller 30, and the control signal lines of the pneumatic electromagnetic valve 13 and the two-position three-way electromagnetic valve 17 are respectively connected with the signal output end of the controller 30; the control lines of the two pressure release valves 16 are respectively connected with the signal output end of the controller 30;
the distance sensor 9, the air flow sensor 10, the pressure sensor 11, the pneumatic electromagnetic valve 13, the pressure release valve 16, the two-position three-way electromagnetic valve 17 and the controller 30 are respectively connected with a storage battery through power lines directly or through a power adapter, and the storage battery is a 12V or 24V lithium ion storage battery or a starting storage battery for a truck engine.
The distance sensor 9 is an ARS410 millimeter wave radar, the working frequency of the distance sensor is 77GHz, and the effective sensing distance is 170 m; the air flow sensor 10 is a dn15 vortex shedding flowmeter or an MF5706 air flow counter; the pressure sensor 11 is an MIK-P300 diffused silicon pressure transmitter or an AS-131 diffused silicon pressure transmitter; the controller 30 is an AT89C51 singlechip or an AT89C52 singlechip or other singlechips; the pneumatic electromagnetic valve 13 is a Zhengtai N2V025-08 two-position two-way DC24V electromagnetic valve or other types of two-position two-way electromagnetic valves; the two-position three-way electromagnetic valve 17 is a Delwey 3V21008 two-position three-way electromagnetic valve or a VX33-15-08DC12V two-position three-way electromagnetic valve of a klqd company; the pressure release valve 16 is an AR2002-02 type pressure release valve or an IR2000-02BG pneumatic high-precision pressure release valve; other types of sensors or solenoid valves may be used.
The controller is used for acquiring the vertical distance between the bottom of the frame and the wheels, which is acquired by the distance sensor 9 within a certain time, and if the distance is small for multiple times, the situation that the vertical jumping amount of the wheels relative to the frame is large at the moment and the suspension stiffness is too small needs to be improved is shown, the controller firstly collects the air pressure in the auxiliary air spring 12 acquired by the pressure sensor 11, then calculates the proper pressure of the auxiliary air spring 12 according to multiple distance data returned by the distance sensor 9 within a certain time, then controls the auxiliary air inlet valve 13 to be opened and inflated, the inflation amount is calculated in real time according to the data returned by the flow sensor 10, acquires the data returned by the pressure sensor 11 in real time for monitoring, and after the appropriate pressure is inflated, the controller 30 controls the auxiliary.
Similarly, when the distance is basically unchanged for a long time, the suspension stiffness is too high, the suspension stiffness can be properly reduced, so that the functions of the steel plate spring and the shock absorber are fully exerted, and the controller 30 controls the pressure relief valve 16 connected with the auxiliary air spring 12 to open and relieve the pressure, so that the stiffness of the auxiliary air spring is reduced or the auxiliary air spring is separated from the frame.
Claims (4)
1. The variable-rigidity auxiliary device for the truck suspension is arranged on a truck chassis, a frame (1) is arranged above the truck chassis, an axle (2) is arranged at the front part and the rear part of the truck chassis respectively, wheels (3) are arranged at two ends of the axle (2), the front axle (2) is a steering axle, the rear axle (2) is a driving axle, and a steel plate spring (4) and a shock absorber (5) are arranged between the axle (2) and a truck body;
the method is characterized in that: an auxiliary air spring (12) is arranged on the inner side of the steel plate spring (4) and the axle (2), a base of the auxiliary air spring (12) is installed on a shell of the axle (2) through a bolt, the upper surface of the auxiliary air spring (12) is in contact with the bottom of the vehicle body but not connected with the bottom of the vehicle body, a gap is reserved between the upper surface of the auxiliary air spring (12) and the bottom of the vehicle body when the air pressure in the auxiliary air spring (12) is low, and the upper surface of the auxiliary air spring (12) is in contact with the bottom of; the air outlet of the auxiliary air spring (12) is communicated with the atmosphere through a pressure relief valve (16);
an air inlet of an auxiliary air spring (12) is sequentially connected with an auxiliary air inlet pipe and an outlet of a pneumatic electromagnetic valve (13), an inlet of the pneumatic electromagnetic valve (13) is connected with an outlet of an auxiliary air storage chamber (15), the auxiliary air storage chamber (15) is also provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve (16), the two inlets are respectively connected with an outlet of a one-way valve (14), an inlet of the one-way valve (14) is connected with an outlet of a two-position three-way electromagnetic valve (17), inlets of the two-position three-way electromagnetic valves (17) are respectively connected with exhaust ports of a front relay valve (18) and a rear relay valve (19), and the other outlet of the two-position three-way electromagnetic valve (17); an air outlet of the front relay valve (18) is connected with two drum membrane type brake subchambers (20) of a front axle of the truck, and a push rod of the drum membrane type brake subchambers (20) pushes brake shoes of a drum brake to form braking force; an air outlet of the subsequent brake valve (19) is connected with two drum membrane type brake subchambers (20) of the truck rear axle, and a push rod of the drum membrane type brake subchambers (20) pushes brake shoes of a drum brake to form braking force; the air inlets of the front relay valve (18) and the rear relay valve (19) are respectively connected with one air outlet of the front air storage chamber (23) and one air outlet of the rear air storage chamber (24); the inlets of the control air chambers of the front relay valve (18) and the rear relay valve (19) are respectively communicated with two air outlets of a main control valve (21), two air inlets arranged on the main control valve (21) are respectively communicated with one air outlet of a front air storage chamber (23) and one air outlet of a rear air storage chamber (24), and a valve body piston rod of the main control valve (21) is connected with a brake pedal (22) through a lever; the inlets of the front air storage chamber (23) and the rear air storage chamber (24) are respectively connected with the outlet of the air pump (8) through a drier (25) and an air filter (26) in sequence;
and manual control switches of the pneumatic electromagnetic valve (13), the two-position three-way electromagnetic valve (17) and the pressure release valve (16) connected with the auxiliary air spring (12) are respectively communicated with a manual switch or a knob or a handle or a pull rod arranged in the cab through pull wires.
2. A truck suspension variable stiffness assist device as claimed in claim 1, wherein: a distance sensor (9) is arranged on a wheel mudguard at the bottom of a frame of the truck or at the corresponding position of the bottom of the frame in a bolt or buckle mode; the distance sensor (9) detects the vertical distance between the wheel (3) and the frame (1); an air flow sensor (10) is arranged between the auxiliary air storage chamber (15) and the pneumatic electromagnetic valve (13), and a pressure sensor (11) is arranged between the outlet of the pneumatic electromagnetic valve (13) and the air inlet of the auxiliary air spring (12);
the signal lines of the distance sensor (9), the air flow sensor (10) and the pressure sensor (11) are respectively connected with the signal input end of the controller (30), and the control signal lines of the pneumatic electromagnetic valve (13) and the two-position three-way electromagnetic valve (17) are respectively connected with the signal output end of the controller (30); the control lines of the two pressure relief valves (16) are respectively connected with the signal output end of the controller (30);
the distance sensor (9), the air flow sensor (10), the pressure sensor (11), the pneumatic electromagnetic valve (13), the pressure release valve (16), the two-position three-way electromagnetic valve (17) and the controller (30) are respectively connected with a storage battery directly or through a power adapter, and the storage battery is a 12V or 24V lithium ion storage battery or a storage battery for starting a truck engine.
3. A truck suspension variable stiffness assist device in accordance with claim 2, wherein: the distance sensor (9) is an ARS410 millimeter wave radar, the working frequency of the distance sensor is 77GHz, and the effective sensing distance is 170 m; the air flow sensor (10) is a dn15 vortex shedding flowmeter or an MF5706 air flow counter; the pressure sensor (11) is an AS-131 diffused silicon pressure transmitter; the controller (30) is an AT89C51 singlechip or an AT89C52 singlechip; the pneumatic electromagnetic valve (13) is a positive Tai N2V025-08 two-position two-way DC24V electromagnetic valve or other types of two-position two-way electromagnetic valves; the two-position three-way electromagnetic valve (17) is a Delwey 3V21008 two-position three-way electromagnetic valve or a VX33-15-08DC12V two-position three-way electromagnetic valve of a klqd company; the pressure release valve (16) is an AR2002-02 type pressure release valve or an IR2000-02BG pneumatic high-precision pressure release valve.
4. A truck suspension variable stiffness assist device as claimed in claim 1, wherein: the main control valve (21) is a liberation J6 manual control valve or a steam liberation Onwei brake master cylinder; the tympanic membrane type brake chamber (20) is a brake chamber assembly of a brake pump spring brake chamber of Ruili company or an Dongfeng 140 brake pump.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921404866.3U CN210941234U (en) | 2019-08-27 | 2019-08-27 | Truck suspension rigidity-changing auxiliary device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921404866.3U CN210941234U (en) | 2019-08-27 | 2019-08-27 | Truck suspension rigidity-changing auxiliary device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210941234U true CN210941234U (en) | 2020-07-07 |
Family
ID=71371679
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921404866.3U Expired - Fee Related CN210941234U (en) | 2019-08-27 | 2019-08-27 | Truck suspension rigidity-changing auxiliary device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210941234U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116198268A (en) * | 2023-02-13 | 2023-06-02 | 山东泰展机电科技股份有限公司 | Integrated air pump closed-loop air circulation system |
-
2019
- 2019-08-27 CN CN201921404866.3U patent/CN210941234U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116198268A (en) * | 2023-02-13 | 2023-06-02 | 山东泰展机电科技股份有限公司 | Integrated air pump closed-loop air circulation system |
| CN116198268B (en) * | 2023-02-13 | 2023-09-22 | 山东泰展机电科技股份有限公司 | Closed-loop air circulation method of integrated air pump closed-loop air circulation system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111645475B (en) | Control method of variable-stiffness auxiliary device of truck leaf spring suspension | |
| CN102424047B (en) | A kind of automobile and automobile side-turning proof safety system and anti-rollover safety device thereof | |
| CN110271615B (en) | Precision instruments equipment buffering shock attenuation transportation semitrailer | |
| CN101774372B (en) | Driving anti-skid control system of hybrid electric vehicle and control method thereof | |
| CN200939875Y (en) | Electronic controlled braking system for medium heavy duty automobile | |
| CN101508287B (en) | Electropneumatic brake method and system with fault complementation control based on single-axle control | |
| CN106042978A (en) | Self-adaptive cruising system and control method | |
| CN102216134A (en) | Service brake control system for optimized regenerative braking of medium or heavy trucks | |
| CN102745183A (en) | Energy-feedback active control type air braking system | |
| CN100422015C (en) | Pneumatically braking anti-lock brake system for mixed powered automobile | |
| CN104044571B (en) | A kind of truck combination associated braking system and method | |
| CN110588617B (en) | Control system for realizing driving and emergency parking braking functions of front wheels and rear wheels of explosion-proof vehicle | |
| CN101088816B (en) | Real-time braking distributing device and method for motor vehicle | |
| CN209410036U (en) | The commercial automobile-used integrated form air braking system of new energy and its vehicle | |
| CN210941234U (en) | Truck suspension rigidity-changing auxiliary device | |
| CN2925986Y (en) | Stabilized electronic controlling system for medium-heavy automobile | |
| CN203713901U (en) | Braking system of freight wagon | |
| CN107839476B (en) | Highway-railway dual-purpose tractor | |
| CN202378862U (en) | Automobile, anti-overturn safety system and anti-overturn safety device for automobile | |
| CN205768757U (en) | A kind of self-adaption cruise system | |
| CN200939876Y (en) | Assembly of automobile load-sensing valve | |
| CN113212092B (en) | Braking energy recovery system for air suspension energy storage and adjustment and control method | |
| JPH0225683Y2 (en) | ||
| CN211765491U (en) | Emergency braking anti-lock system combined with parking braking | |
| CN201195560Y (en) | Novel automobile chassis |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200707 Termination date: 20210827 |