CN216545612U - Oil gas suspension assembly and vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicles, in particular to an oil-gas suspension assembly and a vehicle. In oil gas suspension assembly, first oil gas spring mainly bears vertical power, mainly plays the effect of shock attenuation buffering and steering master pin, and then can effectively prevent first oil gas spring's piston rod fracture, improves oil gas suspension's safety in utilization and reliability. Because the existing hydro-pneumatic spring is usually arranged at the top of the axle, the stroke is short, the second hydro-pneumatic spring provided by the utility model is arranged on one side of the middle axle close to the rear axle, and the third hydro-pneumatic spring is arranged on one side of the rear axle far away from the middle axle. Compared with the prior art, the arrangement can prolong the stroke of the hydro-pneumatic spring and improve the road surface trafficability of the vehicle.

Description

Oil gas suspension assembly and vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to an oil-gas 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 the smoothness and trafficability of the vehicle. With the development of mining machinery, large-tonnage wide-body mining dump trucks begin to gradually apply oil-gas balanced suspensions.

At present, for a multi-axle oil-gas balance suspension of an engineering vehicle, if an axle passes through a hollow road surface in the working process, the condition that a left wheel and a right wheel have small height difference to cause suspension of a single-side wheel can occur, so that the problem of poor road surface trafficability is caused.

In addition, when the vehicle jumps, the hydro-pneumatic spring is stressed greatly, not only bears the axial force, but also bears the lateral force, the problem of piston rod fracture of the hydro-pneumatic spring is easy to occur, and the use safety and reliability of the hydro-pneumatic suspension are reduced.

Therefore, there is a need for an oil and gas suspension assembly to solve the above-mentioned problems.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide an oil-gas suspension assembly which can improve the reliability of an oil-gas suspension and the trafficability of a vehicle.

In order to achieve the purpose, the utility model adopts the following technical scheme:

an hydro-pneumatic suspension assembly is provided for connecting a vehicle frame and an axle positioned below the vehicle frame, the axle including a front axle, a middle axle and a rear axle, the hydro-pneumatic suspension assembly comprising:

front hydro-pneumatic suspension, comprising:

the first hydro-pneumatic springs are arranged on the outer side of the frame, two ends of each first hydro-pneumatic spring are hinged with the frame and the front axle respectively, at least two first hydro-pneumatic springs are symmetrically arranged relative to the frame, and the top ends of the first hydro-pneumatic springs incline towards the inner side of the frame;

the lower swing arm is hinged with the frame and the first hydro-pneumatic spring respectively;

rear hydro-pneumatic suspension, comprising:

the second hydro-pneumatic spring is arranged at one end of the middle bridge;

the third hydro-pneumatic spring is arranged at one end of the rear axle, and the second hydro-pneumatic spring and the third hydro-pneumatic spring are positioned at the same side of the frame;

the second hydro-pneumatic spring set up in the middle bridge is close to one side of rear axle, the third hydro-pneumatic spring set up in the rear axle is kept away from one side of middle bridge.

As a preferred technical scheme of the hydro-pneumatic suspension assembly, the hydro-pneumatic suspension assembly further comprises a lower swing arm, and a connecting line of two hinged points of the lower swing arm and the frame and a hinged point of the lower swing arm and the first hydro-pneumatic spring forms a right-angled triangle.

As a preferable technical solution of the above oil and gas suspension assembly, the lower swing arm includes a cross arm, an oblique arm and an oblique rib, a first end of the oblique arm is connected to a first end of the cross arm, a first hinge hole is provided at a joint of the oblique arm and the cross arm, a second hinge hole is provided at a second end of the oblique arm, a third hinge hole is provided at a second end of the cross arm, the oblique rib is connected to the oblique arm and the cross arm, the oblique arm and the oblique rib form an a-type structure, and a connection line of a central point of the first hinge hole, a central point of the second hinge hole and a central point of the third hinge hole forms a right triangle.

As an optimal technical scheme of the hydro-pneumatic suspension assembly, the first hydro-pneumatic spring, the second hydro-pneumatic spring and the third hydro-pneumatic spring all comprise a cylinder barrel and a piston rod, one end of the piston rod extends into the lower end of the cylinder barrel and can move in the cylinder barrel, the upper end of the cylinder barrel is rotatably connected with the vehicle frame, and the other end of the piston rod is connected with the vehicle axle in an interference fit manner.

As an optimal technical scheme of the oil-gas suspension assembly, the cylinder is connected with the frame through a first joint bearing, the other end of the piston rod is of a conical structure, tapered holes are formed in the front axle, the middle axle and the rear axle, the other end of the piston rod penetrates through the tapered holes, a limiting portion is fixedly arranged on the portion, penetrating through the tapered holes, of the other end of the piston rod, the limiting portion is abutted against the axle, and the other end of the piston rod is hinged to the lower swing arm.

As a preferable technical scheme of the above oil gas suspension assembly, the oil gas suspension assembly further comprises a middle a-shaped frame and a rear a-shaped frame, wherein the middle a-shaped frame is respectively connected with the frame and the middle axle, the rear a-shaped frame is respectively connected with the frame and the rear axle, and the height of the connection point of the middle a-shaped frame and the frame is smaller than the height of the connection point of the rear a-shaped frame and the frame.

As a preferable technical scheme of the oil-gas suspension assembly, the oil-gas suspension assembly further comprises a cross pull rod, the frame and the middle axle as well as the frame and the rear axle are connected through the cross pull rod, the transverse pull rod comprises a rod body and mounting seats which are arranged at the two ends of the rod body and have circular cross sections, the two mounting seats are arranged in a central symmetry manner relative to the central axis of the rod body in the width direction, the side wall of the mounting seat is connected with the side wall of the bar body, the mounting seat arranged at the first end of the bar body is arranged to protrude out of the first side wall of the bar body, and the side wall of the mounting seat arranged at the first end of the rod body is tangent to the second side wall of the rod body, the mounting seat arranged at the second end of the rod body is arranged to protrude out of the second side wall of the rod body, and the side wall of the mounting seat at the second end of the rod body is tangent to the first side wall of the rod body.

As a preferable technical solution of the above oil-gas suspension assembly, the mounting points of the frame and the tie rods are disposed inside the longitudinal beams of the frame, the mounting points of the intermediate axle and the tie rods are disposed on the rear side of the intermediate axle, and the mounting points of the rear axle and the tie rods are disposed on the rear side of the rear axle.

As an optimal technical scheme of the hydro-pneumatic suspension assembly, the hydro-pneumatic suspension assembly further comprises an energy accumulator, wherein the energy accumulator is installed on the outer side of the frame, two sides of the energy accumulator are respectively connected with the second hydro-pneumatic spring and the third hydro-pneumatic spring through oil pipes, and the energy accumulator is obliquely arranged relative to the second hydro-pneumatic spring and the third hydro-pneumatic spring at an included angle.

As a preferable technical solution of the hydro-pneumatic suspension assembly, a distance from the center point of the accumulator to the center point of the second hydro-pneumatic spring is the same as a distance from the center point of the accumulator to the center point of the third hydro-pneumatic spring.

The utility model has the beneficial effects that:

first hydro-pneumatic spring mainly bears vertical power, and first hydro-pneumatic spring atress is simple, and first hydro-pneumatic spring mainly plays the effect of shock attenuation buffering and steering master pin, so lateral force and vertical power mainly bear by the lower swing arm, and then can effectively prevent first hydro-pneumatic spring's piston rod fracture, improve oil gas suspension's safety in utilization and reliability.

Because the existing hydro-pneumatic spring is usually arranged at the top of the axle, the stroke is short, the second hydro-pneumatic spring provided by the utility model is arranged on one side of the middle axle close to the rear axle, and the third hydro-pneumatic spring is arranged on one side of the rear axle far away from the middle axle. This setting can make hydro-pneumatic spring's stroke extension for prior art to when making the vehicle pass through pothole road surface, can make the difference in height increase of wheel about well axle and the rear axle, improve the maximum balance pivot angle of well axle and rear axle, reduce the unsettled possibility of unilateral, thereby improve the road surface trafficability characteristic of this vehicle.

Drawings

FIG. 1 is a front view of a vehicle provided by an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a front hydro-pneumatic suspension of a vehicle according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a front hydro-pneumatic suspension portion of a vehicle provided by an embodiment of the present invention;

FIG. 4 is a rear elevational view of the front hydro-pneumatic suspension provided by the present invention;

FIG. 5 is a side view of a front hydro-pneumatic suspension provided by an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a first viewing angle of the lower swing arm according to the embodiment of the present invention.

Fig. 7 is a schematic structural diagram of a second viewing angle of the lower swing arm according to the embodiment of the present invention.

FIG. 8 is an exploded view of the lower swing arm provided by the present invention;

FIG. 9 is a schematic view of a connection structure of an axle and a frame provided by the embodiment of the utility model;

FIG. 10 is an enlarged view of a portion of FIG. 9 at A;

FIG. 11 is a schematic structural view of a track rod according to an embodiment of the present invention;

FIG. 12 is a cross-sectional view of FIG. 11;

FIG. 13 is a schematic structural diagram of a hydro-pneumatic balanced suspension system provided by an embodiment of the present invention;

fig. 14 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 third hydro-pneumatic spring;

4. a lower swing arm; 41. a cross arm; 42. a tilting arm; 43. a diagonal rib; 44. a first hinge hole; 45. a second hinge hole; 46. a third hinge hole; 47. a second joint bearing; 48. a first flange; 49. a bolt; 410. a first clamp spring;

5. a medium A-shaped frame;

6. a rear A-shaped frame;

7. a tie rod; 71. a shaft body; 711. a first end of the shaft; 712. a shaft second end; 713. a first side wall; 714. a second side wall; 72. a mounting seat; 73. a third spherical plain bearing; 74. a second clamp spring;

8. an accumulator; 81. an oil chamber; 811. an oil port; 82. a first air chamber; 83. a first floating piston; 84. a second air chamber; 85. a second floating piston;

9. an oil pipe; 91. a hose; 92. a straight-through buckling and pressing joint; 93. bending and buckling the joint;

10. a cylinder barrel; 11. a piston rod;

100. a stringer; 200. a cross beam; 300. a front axle; 400. a middle bridge; 500. a rear axle.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting of the utility model. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

Aiming at the problems that a piston rod of an oil-gas spring is easy to break and the stroke of the oil-gas spring is short in the prior art, the utility model provides a vehicle which comprises a steering structure, a frame, an axle and an oil-gas suspension assembly, as shown in figures 1 and 5. The axle comprises a front axle 300, a middle axle 400 and a rear axle 500, the oil-gas suspension assembly is used for connecting the frame and the axle below the frame, the frame comprises a cross beam 200 and two longitudinal beams 100 symmetrically arranged relative to the central axis of the cross beam 200 in the width direction, two ends of the cross beam 200 are respectively connected with the longitudinal beams 100, namely, the cross beam 200 is positioned between the two longitudinal beams 100, the axle is a disconnected front axle 300, and the axle is further provided with a connecting seat for the rotation connection of a steering structure.

Optionally, in an embodiment of the present invention, the steering structure includes a steering rod arm, a steering rod, and a steering cylinder, the steering rod arm is disposed on one side of the beam 200, the axle is provided with a connecting seat, two ends of the steering cylinder are respectively hinged to the connecting seat and the beam 200, and two ends of the steering rod are respectively hinged to the connecting seat and the steering rod arm. The steering structure can steer through a rear axle of the steering oil cylinder according to the requirement, so that the forward direction of the vehicle can be selected according to the requirement.

As shown in fig. 1-5, the front hydro-pneumatic suspension assembly includes a first hydro-pneumatic spring 1 and a lower swing arm 4, the first hydro-pneumatic spring 1 is disposed outside the frame, two ends of the first hydro-pneumatic spring 1 are respectively hinged to the frame and the front axle 300, the first hydro-pneumatic spring 1 is symmetrically disposed with respect to the frame, and a top end of the first hydro-pneumatic spring 1 is inclined toward an inner side of the frame; the lower swing arm 4 is respectively hinged with the frame and the first hydro-pneumatic spring 1. The rear hydro-pneumatic suspension comprises a second hydro-pneumatic spring 2 and a third hydro-pneumatic spring 3, wherein the second hydro-pneumatic spring 2 is installed at one end of the middle bridge 400; the third hydro-pneumatic spring 3 is arranged at one end of the rear axle 500, and the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 are positioned at the same side of the frame; the second hydro-pneumatic spring 2 is arranged on one side of the middle axle 400 close to the rear axle 500, and the third hydro-pneumatic spring 3 is arranged on one side of the rear axle 500 far away from the middle axle 400.

The top end of the first hydro-pneumatic spring 1 inclines towards the inner side of the frame, so the first hydro-pneumatic spring 1 mainly bears vertical force, and the first hydro-pneumatic spring 1 is simple in stress, so the first hydro-pneumatic spring 1 mainly plays roles in damping, buffering and steering a main pin. While the lateral and longitudinal forces are mainly carried by the lower swing arm 4 below the first hydro-pneumatic spring 1. And then can effectively prevent the piston rod 11 fracture of first hydro-pneumatic spring 1, improve the safety in utilization and the reliability of hydro-pneumatic suspension.

Because the existing hydro-pneumatic spring is usually arranged at the top of the axle, the stroke is short, while the second hydro-pneumatic spring 2 provided in the utility model is arranged at one side of the middle axle 400 close to the rear axle 500, and the third hydro-pneumatic spring 3 is arranged at one side of the rear axle 500 far away from the middle axle 400. This setting can make hydro-pneumatic spring's stroke extension for prior art to when making the vehicle pass through pothole road surface, can make the difference in height increase of middle axle 400 and rear axle 500 left and right sides wheel, improve the biggest balanced pivot angle of middle axle 400 and rear axle 500, reduce the unsettled possibility of unilateral, thereby improve the road surface trafficability characteristic of this vehicle.

Optionally, in the embodiment of the present invention, a connection line between two hinge points of the lower swing arm 4 and the frame and a hinge point of the lower swing arm 4 and the first hydro-pneumatic spring 1 forms a right triangle, and since the triangle is a right triangle, after forces at the hinge points are resolved along the cross arm 41, the front suspension does not receive a forward-backward acting force, but only receives a vertical acting force, so that the lower swing arm 4 structure enables the hinge point at the axle end to swing up and down around the two hinge points of the frame without generating a forward-backward offset, so that the first hydro-pneumatic spring 1 mainly receives a vertical force, thereby improving the safety and reliability of the hydro-pneumatic suspension.

The bottom of first hydro-pneumatic spring 1 passes behind the axle and articulates with lower swing arm 4, because the frame includes longeron 100 that two symmetries set up, and the outside of longeron 100 all is provided with a first hydro-pneumatic spring 1, so the quantity of first hydro-pneumatic spring 1 also is two, and the quantity of lower swing arm 4 also is two, and first hydro-pneumatic spring 1 sets up with the symmetry axis symmetry of lower swing arm 4 homogeneous phase to two longerons 100.

Optionally, in an embodiment of the present invention, with continued reference to fig. 4, 5, and 13, each of the first hydro-pneumatic spring 1, the second hydro-pneumatic spring 2, and the third hydro-pneumatic spring 3 includes a cylinder 10 and a piston rod 11, one end of the piston rod 11 extends into the lower end of the cylinder 10 and can move in the cylinder 10, and the upper end of the cylinder 10 is rotatably connected to the frame, so that the first hydro-pneumatic spring 1 can freely rotate, and the assembly is convenient; the other end of the piston rod 11 is connected with the axle in an interference fit manner, so that the assembly clearance between the first hydro-pneumatic spring 1 and the axle can be eliminated, and the piston rod 11 of the first hydro-pneumatic spring 1 is prevented from being subjected to position deviation to influence the overall steering precision of the vehicle. Specifically, in the embodiment of the present invention, the cylinder 10 is connected to the frame through a first joint bearing, the other end of the piston rod 11 is a conical structure, tapered holes are respectively formed in the front axle 300, the middle axle 400, and the rear axle 500, the conical structure extends into the tapered holes, the end of the other end of the piston rod 11 extends out of the tapered holes, the other end of the piston rod 11 is fixedly provided with a limiting portion, the limiting portion abuts against the axle, the other end of the piston rod 11 is further hinged (i.e., pivotally connected) to the lower swing arm 4, it should be noted that the portion where the piston rod 11 is hinged to the lower swing arm 4 is located below the limiting portion, and the portion extends out of the axle and then is hinged to the lower swing arm 4. Optionally, in this embodiment, the limiting portion may be selected as a second flange, and the second flange is disposed above the lower swing arm 4. The second flange is connected with the axle butt, is connected piston rod 11 with the axle stably, prevents that piston rod 11 and axle from breaking away from. The first end of the piston rod 11 extends out of the limiting part and is hinged with the lower swing arm 4, so that the other end of the piston rod 11 is sequentially connected with the axle and the lower swing arm 4.

In order to enable the axle to only generate lateral displacement during the up-and-down adjustment process, in the embodiment of the utility model, the central axis of the first hydro-pneumatic spring 1 is arranged in parallel with a plane perpendicular to the advancing direction of the frame. Preferably, a line segment formed by connecting the first hydro-pneumatic spring 1 with the front axle 300 and two hinge points connected with the frame is parallel to the central axis between the two longitudinal beams 100, and the line segment and the central axis have the same height from the same horizontal plane. The displacement of the axle in other directions except the lateral direction can be further eliminated in the vertical adjustment process.

In order to stabilize the vehicle operation, the distance from the joint of the rocker arm 4 and the vehicle frame to the center axis between the two side members 100 is smaller than a preset distance. The preset distance is not particularly limited in the embodiment of the present invention, and the preset distance is defined according to the type of the vehicle and the width of the frame. The arrangement can enable the arrangement of the hinged part of the lower swing arm 4 and the vehicle frame to be closer to the center of the vehicle frame, enable the lower swing arm 4 to be longer and enable the offset of the vertical adjustment process of the vehicle axle to be reduced.

In the embodiment of the present invention, as shown in fig. 6 to 8, the lower swing arm 4 structure includes a cross arm 41, a tilt arm 42 and a tilt rib 43, a first end of the tilt arm 42 is connected with a first end of the cross arm 41, a first hinge hole 44 is provided at a connection position of the tilt arm 42 and the cross arm 41, a second end of the tilt arm 42 is provided with a second hinge hole 45, a second end of the cross arm 41 is provided with a third hinge hole 46, the tilt rib 43 is respectively connected with the tilt arm 42 and the cross arm 41, the tilt arm 42 and the tilt rib 43 form an a-type structure, and a connecting line of a central point of the first hinge hole 44, a central point of the second hinge hole 45 and a central point of the third hinge hole 46 forms a right triangle.

Because the line of the central point of first hinge hole 44, the central point of second hinge hole 45 and the central point of third hinge hole 46 forms right triangle, because triangle-shaped stability is best, therefore the triangle-shaped that three pin joint of swing arm 4 formed can improve the intensity and the rigidity of swing arm 4 down, reduce the manufacturing cost of swing arm 4 down, in addition because triangle-shaped is right triangle-shaped, after the power on each pin joint decomposes along xarm 41, the front suspension can not receive fore-and-aft direction's effort, only can receive the effort of upper and lower direction, so can make the structure of swing arm 4 down make the pin joint of front axle 300 end swing about two pin joints of frame can not produce the skew of fore-and-aft direction.

Preferably, in the embodiment of the present invention, a line connecting the center point of the first hinge hole 44, the center point of the second hinge hole 45 and the center point of the third hinge hole 46 forms an isosceles right triangle. The lateral force and the resolution force of the front and back longitudinal force received by the lower swing arm 4 are transmitted on the inclined arm 42, so that the direction of the resolved resultant force in the length direction of the inclined arm 42 is basically overlapped with the inclined arm 42, the first hinge hole 44 and the third hinge hole 46 do not generate extra moment except the length direction of the inclined arm 42, the strength requirement of the lower swing arm 4 is low, and the manufacturing cost is reduced.

Alternatively, in the embodiment of the present invention, the central axes of the first hinge hole 44, the second hinge hole 45 and the third hinge hole 46 are disposed non-coplanar, and the central axes of the first hinge hole 44, the second hinge hole 45 and the third hinge hole 46 are disposed at an included angle. This setting can guarantee that the effort that first hinge hole 44 department received reduces after being decomposed, can also make down the swing arm 4 structure and can effectively be connected with the frame, and first hinge hole 44, second hinge hole 45 and third hinge hole 46 set up according to the shape and the position of frame.

Preferably, in order to enable the lower swing arm 4 to deform to a certain extent without failure after the vehicle frame is subjected to vibration, in the present embodiment, the first hinge hole 44, the second hinge hole 45 and the third hinge hole 46 are all provided with the second joint bearing 47 therein. The lower swing arm 4 can rotate to a certain degree according to the actual acting force, so that the moment generated by the acting force is offset.

One end of the first hinge hole 44 is provided with a first flange 48, and the first flange 48 abuts against the second joint bearing 47. The piston rod 11 of the first hydro-pneumatic spring 1 is arranged at the first hinge hole 44, the axis is vertical downwards, the second joint bearing 47 is tightly pressed and arranged through the first flange 48, and the installation gap of the second joint bearing 47 is eliminated. Alternatively, in the embodiment of the present invention, the first flange 48 is fixedly disposed on the cross arm 41 by bolts 49, and the first hinge hole 44 is circumferentially provided with bolts 49 to fixedly mount the first flange 48 on the cross arm 41.

Optionally, the two ends of the second hinge hole 45 and the third hinge hole 46 are respectively provided with a first snap spring 410, and the first snap spring 410 can fix the second joint bearing 47 arranged in the first hinge hole 44 and the second hinge hole 45, so as to prevent the second joint bearing 47 from falling off.

It should be noted that the second hinge hole 45 and the third hinge hole 46 are connected to the frame through a pin and a spacer, and spacers are disposed at two ends of the second hinge hole 45 and the third hinge hole 46.

The piston rod 11 of the first hydro-pneumatic spring 1 is arranged at the first hinge hole 44, the axis is vertical downwards, and the second joint bearing 47 is tightly pressed and arranged through the first flange 48, so that the installation gap is eliminated. The second hinge hole 45 and the third hinge hole 46 are installed on the frame support, the axis of the hole at the second hinge hole 45 is parallel to the central plane of the whole vehicle, and the axis of the hole at the third hinge hole 46 and the axis of the hole at the second hinge hole 45 form a certain included angle (non-parallel), so that the stress of the first clamp spring 410 of the second joint bearing 47 at the second hinge hole 45 and the third hinge hole 46 is smaller. The second hinge hole 45 and the third hinge hole 46 are mounted on the frame through a pin shaft and a spacer bush, and the second hinge hole 45 and the third hinge hole 46 are axially positioned.

Alternatively, in this embodiment, with continued reference to FIG. 1, a second hydro-pneumatic spring 2 is pivotally connected to the frame and mid-axle 400, respectively, and a third hydro-pneumatic spring 3 is pivotally connected to the frame and rear axle 500, respectively. Specifically, the top equipartition of second hydro-pneumatic spring 2 and third hydro-pneumatic spring 3 arranges the side at the frame, the bottom equipartition of second hydro-pneumatic spring 2 and third hydro-pneumatic spring 3 arranges the rear side at the axle, this kind of setting can receive second hydro-pneumatic spring 2 and the swing of third hydro-pneumatic spring 3 behind the impact force when rear axle 500 and well axle 400 pass through the pothole road surface, thereby change the direction with the impact force that rear axle 500 and well axle 400 received, it can know to be decomposed by power, the power of vertical direction diminishes after the impact force of direction change decomposes, and then can reduce the ascending impact of vertical direction.

In addition, as shown in fig. 1, the rear hydro-pneumatic suspension assembly further comprises a middle a-frame 5 and a rear a-frame 6, wherein the middle a-frame 5 is connected with the vehicle frame and the middle axle 400 respectively, the rear a-frame 6 is connected with the vehicle frame and the rear axle 500 respectively, and the height of the connecting point of the middle a-frame 5 and the vehicle frame is smaller than that of the connecting point of the rear a-frame 6 and the vehicle frame. The connection between the middle a-shaped frame 5 and the rear a-shaped frame 6 and the axle is fixedly connected through bolts 49, and the connection between the middle a-shaped frame and the axle and the frame is hinged on a support of the frame through a fourth joint bearing and a pin shaft. The middle a-frame 5 restricts the displacement of the middle axle 400 in the front-rear direction, and the load of the middle axle 400 in the front-rear direction is transmitted to the vehicle frame through the middle a-frame 5, the rear a-frame 6 restricts the displacement of the rear axle 500 in the front-rear direction, and the load of the rear axle 500 in the front-rear direction is transmitted to the vehicle frame through the rear a-frame 6. The height of the connection point of the middle A-shaped frame 5 and the vehicle frame is smaller than that of the connection point of the rear A-shaped frame 6 and the vehicle frame, and the middle A-shaped frame 5 and the rear A-shaped frame 6 are arranged in a non-parallel mode. The rear A-shaped frame 6 and the ground form a certain included angle, the rear A-shaped frame 6 is arranged above the transmission shaft, the middle A-shaped frame 5 and the rear A-shaped frame 6 can solve the problem of interference between the rear A-shaped frame 6 and the transmission shaft and the A-shaped frame 5 in the moving process of a vehicle, and it needs to be noted that the distances from the hinge points of the middle A-shaped frame 5 and the rear A-shaped frame 6 and the vehicle frame to the center line of the vehicle axle are the same or similar, so that the load lever ratios of the middle axle 400 and the second hydro-pneumatic spring 2 to the load lever ratios of the rear axle 500 and the third hydro-pneumatic spring 3 are the same.

Arrangement of back A type frame 6 can reduce and have the requirement to rear axle 500 structure, can not make rear axle 500 and well bridge 400 the same arch that has the below, prevents that rear axle 500 cross-section sudden change and arouse the not good problem of atress to take place, has avoided rear axle 500 cost to improve simultaneously. In addition, the arrangement of the rear a-frame 6 according to the middle a-frame 5 results in a shorter rear a-frame 6, which has an effect on the movement of the axle, whereas the longer the a-frame the better the movement of the axle, and the rear a-frame 6 is located above the drive shaft without interference, and also ensures the length of the rear a-frame 6.

It should be noted that the specific structures of the middle a-shaped frame 5 and the rear a-shaped frame 6 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 that the offset of the middle axle 400 and the rear axle 500 in the left-right direction is increased when the middle axle and the rear axle bounce up and down due to the increase of the strokes of the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3, in the embodiment of the utility model, the mounting point of the axle and the tie rod 7 is close to the inner side of the longitudinal beam 100 of the frame as much as possible, and the mounting point of the frame and the tie rod 7 is arranged on the outer side of the frame. That is, the mounting point of the frame and the tie rod 7 is provided inside the side member 100 of the frame, the mounting point of the center axle 400 and the tie rod 7 is provided on the rear side of the center axle 400, and the mounting point of the rear axle 500 and the tie rod 7 is provided on the rear side of the rear axle 500. Therefore, the effective length of the transverse pull rod 7 can be increased, and the lateral displacement of the axle when jumping up and down can be reduced, so that the maximum offset of the axle is reduced, and the stability of the vehicle is improved.

Specifically, in the embodiment of the present invention, each of the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 includes a cylinder 10 and a piston rod 11, wherein one end of the piston rod 11 extends into the lower end of the cylinder 10 and is capable of moving in the cylinder 10, the upper end of the cylinder 10 is rotatably connected to the frame, and the other end of the piston rod 11 is rotatably connected to the axle, it can be understood that the piston rod 11 of the second hydro-pneumatic spring 2 is rotatably connected to the middle axle 400, and the piston rod 11 of the third hydro-pneumatic spring 3 is rotatably connected to the rear axle 500.

Specifically, in the present embodiment, as shown in fig. 9 and 10, one end of the tie rod 7 is rotatably connected to the outer side wall of one of the longitudinal beams 100, the other end of the tie rod 7 is rotatably connected to the side of the main reduction casing of the axle away from the longitudinal beam 100, the mounting point of the tie rod 7 to the axle is a first mounting point, and the distance between the first mounting point and the longitudinal beam 100 to which the tie rod 7 is connected is smaller than the distance between the first mounting point and the other longitudinal beam 100. The mounting point of the tie rod 7 and the frame is arranged on the outer side wall of one longitudinal beam 100, the mounting point of the tie rod 7 and the axle is arranged on one side, away from the longitudinal beam 100, of the main reduction cladding of the axle, the distance between the two mounting seats 72 of the tie rod 7 is larger in the connection mode, when the tie rod 7 swings up and down around the mounting point on the longitudinal beam 100, the left-right displacement of the mounting point, on which the tie rod 7 is arranged on the axle, is smaller, the offset is smaller, and the stability of the vehicle and the service life of the tire are correspondingly prolonged.

As shown in fig. 11 and 12, the tie rod 7 includes a shaft 71 and mounting seats 72 which are provided at both ends of the shaft 71 and have a circular cross section, the two mounting seats 72 are arranged in a central symmetry, the side walls of the mounting seats 72 are connected with the side walls of the shaft 71, the mounting seat 72 provided at the first shaft end 711 of the shaft 71 is arranged to protrude from the first side wall 713 of the shaft 71, the side wall of the mounting seat 72 provided at the first shaft end 711 of the shaft 71 is arranged to be tangent to the second side wall 714 of the shaft 71, the mounting seat 72 provided at the second shaft end 712 of the shaft 71 is arranged to protrude from the second side wall 714 of the shaft 71, and the side wall of the mounting seat 72 provided at the second shaft end 712 of the shaft 71 is arranged to be tangent to the first side wall 713 of the shaft 71. As shown in fig. 10, the second shaft end 712 of the tie rod 7 is provided at the mounting seat 72 protruding toward the vehicle axle, that is, the mounting seat 72 for mounting the tie rod 7 and the vehicle axle is provided protruding toward the vehicle axle, and the mounting seat 72 for mounting the tie rod 7 and the vehicle frame is provided protruding toward the vehicle frame, so that the interference of the tie rod 7 with the vehicle frame and the vehicle axle at the limit position can be effectively prevented.

According to the track rod 7 provided by the embodiment of the utility model, as the two ends of the rod body 71 are arranged in the mounting seat 72, and one of the two ends protrudes out of the first side wall 713 of the rod body 71, the space formed between the rod body 71 and the mounting seat 72 can avoid the structure on the axle, so that the track rod 7 is prevented from being deformed and failed due to interference between the track rod 7 and the axle; and the other second side wall 714 protruding out of the rod body 71 is arranged, so that the space formed between the rod body 71 and the mounting seat 72 can avoid the structure on the vehicle frame, and the cross tie 7 is prevented from being interfered with the vehicle frame to cause deformation failure, thereby ensuring the overall stability of the vehicle. In addition, the side wall of the mounting seat 72 provided at the first shaft end 711 of the shaft 71 is provided to be tangent to the second side wall 714 of the shaft 71, and the side wall of the mounting seat 72 provided at the second shaft end 712 of the shaft 71 is provided to be tangent to the first side wall 713 of the shaft 71, so that stress concentration at the joint of the shaft 71 and the mounting seat 72 can be prevented, and interference of the entire tie rod 7 with the vehicle frame can be prevented by avoiding the structure of the vehicle frame.

It will be appreciated that in this embodiment the line between the centres of the two mounting seats 72 is at an acute angle to the central axis of the length of the shaft 71 to ensure that the junction between the shaft 71 and the mounting seat 72 does not deform or break after a large impact is applied to the track rod 7.

Alternatively, in an embodiment of the present invention, the portion of the mounting seat 72 protruding from the shaft 71 is smoothly connected with the shaft 71. The rod body 71 and the mounting seat 72 are connected through a large circular arc fairing, so that stress concentration can be avoided, the problem that the tie rod 7 is easy to break in the working process is prevented, and the stability of the vehicle is further improved. Further, in the embodiment of the present invention, the shaft 71 and the mount 72 are of a one-piece structure. The structure is convenient to manufacture, no obvious connection exists between the mounting seat 72 and the shaft body 71, the problem that the connection part is broken due to stress concentration at the connection part of the mounting seat 72 and the shaft body 71 is solved, and the connection stability of the shaft body 71 and the mounting seat 72 is further improved.

In this embodiment, in order to make the shaft 71 and the mount 72 have a stress structure such as an equal cross section, as shown in fig. 12, the thickness of the shaft 71 is the same as the thickness of the two mounts 72. This definition can facilitate the thickness of the shaft 71 and the thickness of the mount 72 to be the same, while the shaft 71 is the same width throughout. Compared with a tie rod 7 structure with unequal thickness, the structure is easier to process and can be obtained by directly blanking a steel plate with equal thickness to produce a blank and then machining the blank.

In order to enable the shaft 71 to swing relative to the vehicle frame and the axle after the vehicle is subjected to a large shock, the tie rod 7 in this embodiment further includes a third joint bearing 73, a mounting hole is provided in the mounting seat 72, and the third joint bearing 73 is provided in the mounting hole. After the vehicle is subjected to large vibration, the shaft 71 can flexibly rotate by virtue of the third joint bearing 73 arranged in the mounting hole, so that the shaft 71 is prevented from deforming, breaking and losing efficacy due to large impact force.

Further, with continued reference to fig. 12, in an embodiment of the present invention, the mounting hole is a stepped hole, the tie rod 7 further includes a second snap spring 74, the second snap spring 74 and a third joint bearing 73 are both disposed in a large hole of the stepped hole, and the third joint bearing 73 is abutted to a bottom wall of the large hole and the second snap spring 74 respectively. In order to limit the second clamp spring 74, a limiting groove is further formed in the hole wall of the large hole, and the second clamp spring 74 is arranged in the limiting groove. Of course, in other embodiments of the present invention, the mounting hole and the third joint bearing 73 may be connected by interference fit.

Specifically, with continued reference to fig. 13, the hydro-pneumatic balanced suspension system further includes an energy accumulator 8, the energy accumulator 8 is installed on the outer side of the frame of the vehicle, two ends of the energy accumulator 8 are connected with the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 through oil pipes 9, respectively, and the energy accumulator 8 is inclined at an included angle relative to the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3. The second and third hydro- pneumatic springs 2, 3 are both arranged vertically with respect to the vehicle.

In the embodiment of the utility model, the energy accumulator 8 is respectively connected with the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3, so that the two chambers of the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 close to the frame can ensure that the pressure at the moment is equal, and therefore, no matter any one side of the middle axle 400 and the rear axle 500 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 axle is reduced; in addition, energy storage ware 8 is the contained angle slope setting and installs in the frame outside, can increase the interval of the guide mechanism of energy storage ware 8 and vehicle and the packing box of vehicle, the convenient maintenance of aerifing to energy storage ware 8, make the oil circuit of second hydro-pneumatic spring 2 and third hydro-pneumatic spring 3 avoid the quarter bend when passing through energy storage ware 8 simultaneously, make more smooth-going the passing through of fluid, and the response speed is improved, thereby further reduce the impact that the frame received, improve the ride comfort of vehicle, the solution is because of the untimely unsettled problem of axle of response, the balance function of mechanical structure suspension has really been realized.

As shown in fig. 13, the accumulator 8 is disposed between the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3, and if the distance between the second hydro-pneumatic spring 2 and the accumulator 8 is smaller than the distance between the third hydro-pneumatic spring 3 and the accumulator 8, an oil path between the second hydro-pneumatic spring 2 and the accumulator 8 is too long, and the amount of expansion and contraction of the second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 is greatly deviated, so that stability is poor.

Optionally, in this embodiment, the included angle of the accumulator 8 is 40 ° to 50 °. Preferably, the included angle is 45 °. Of course, the included angle may also be 40 °, 41 °, 42 °, 43 °, 44 °, 46 °, 47 °, 48 °, 49 °, or 50 ° in other embodiments.

When the vehicle bears certain quality, the gas in the oil liquid accessible compression energy storage ware 8 to realize that energy storage ware 8 shares the purpose of vehicle bearing capacity, with the flexible volume that reduces second hydro-pneumatic spring 2 and third hydro-pneumatic spring 3, thereby reduced the vehicle and empty the difference in height when fully loaded, improve the stability that the vehicle went, improve the travelling comfort of vehicle. The energy accumulator 8 is arranged at the outer side of the frame, because the vibration of the side is small compared with that of the side close to the middle axle 400 and the rear axle 500, the connection tightness of the energy accumulator 8 and the oil pipe 9 can be ensured, the probability of oil leakage is reduced, and the maintenance times are reduced; in addition, the energy accumulator 8 can also play a role in shock absorption and buffering.

The energy storage ware 8 is connected with second hydro-pneumatic spring 2's cylinder 10 through oil pipe 9, energy storage ware 8 is connected with third hydro-pneumatic spring 3's cylinder 10 through oil pipe 9, can make two cavities that are close to the second hydro-pneumatic spring 2 of frame and third hydro-pneumatic spring 3 guarantee pressure constantly and equal, thereby no matter receive the impact in arbitrary one side in middle axle 400 and rear axle 500, both sides homoenergetic shares the impact load with the fastest time, reduce single-axle impact load peak value, thereby further reduce the impact that the frame received, further improve the ride comfort of vehicle.

Alternatively, in an embodiment of the present invention, with continued reference to FIG. 13, tubing 9 is in an S-shaped configuration. Specifically, the oil pipe 9 includes a rubber pipe 91, a straight-through buckling and pressing joint 92 and a bent buckling and pressing joint 93, and the straight-through buckling and pressing joint 92 and the bent buckling and pressing joint 93 are respectively disposed at two ends of the rubber pipe 91. The buckling and pressing joint 93 can avoid the problem that oil cannot smoothly pass through the oil port 811 of the energy accumulator 8 due to the fact that right-angled bending is blocked. The bent buckling and pressing joint 93 is a 135-degree bent buckling and pressing joint, which is selected according to the inclination angle of the energy accumulator 8, in the embodiment, the inclination angle of the energy accumulator 8 is 45 degrees, so the bent buckling and pressing joint 93 is a 135-degree bent buckling and pressing joint. The angle of the buckling-pressing joint 93 in other embodiments is selected according to actual needs. The bent buckling and pressing joint 93 is connected with the energy accumulator 8, and the straight buckling and pressing joint 92 is connected with the second hydro-pneumatic spring 2 or the third hydro-pneumatic spring 3 connected with the oil pipe 9.

Alternatively, in the embodiment of the present invention, as shown in fig. 14, the accumulator 8 includes an oil chamber 81, and two oil ports 811 of the oil chamber 81 are respectively communicated with the second hydro-spring 2 and the third hydro-spring 3 through two oil pipes 9. Oil in the rodless cavity of the second hydro-pneumatic spring 2 can enter the rodless cavity of the third hydro-pneumatic spring 3 through the oil pipe 9 and the oil cavity 81 or oil in the rodless cavity of the third hydro-pneumatic spring 3 can enter the rodless cavity of the second hydro-pneumatic spring 2 through the oil pipe 9 and the oil cavity 81.

The accumulator 8 further includes a first air chamber 82, the first air chamber 82 being located at one side of the oil chamber 81 and connected to the oil chamber 81 through a first floating piston 83, the first floating piston 83 being capable of compressing oil in the oil chamber 81 or compressing gas in the first air chamber 82. Preferably, the first air chamber 82 is a low pressure air chamber, and the air filled inside the first air chamber 82 is a low pressure air. When the vehicle is loaded, the oil may act on the first floating piston 83 through the oil chamber 81 to compress the gas in the first air chamber 82, thereby serving the purpose of sharing the vehicle load capacity.

The accumulator 8 further includes a second air chamber 84, the second air chamber 84 being located on the other side of the oil chamber 81 and connected to the oil chamber 81 by a second floating piston 85, the second floating piston 85 being capable of compressing oil in the oil chamber 81 or compressing gas in the second air chamber 84. Preferably, the second gas chamber 84 is a high pressure gas chamber, and the gas filled inside the second gas chamber 84 is a high pressure gas. When the vehicle is loaded, the oil can act on the second floating piston 85 through the oil chamber 81 to compress the gas in the second air chamber 84, thereby achieving the purpose of sharing the vehicle load capacity.

In the present embodiment, the gas filled in the first and second gas chambers 82 and 84 is nitrogen. It should be noted that the specific pressure values of the low-pressure gas and the high-pressure gas are set according to the unloaded state and the loaded state of the actual vehicle, and the pressure values of the vehicles of different models are different, and are not specifically limited herein.

When the middle axle 400 and the rear axle 500 are not stressed, the pressure of the hydraulic oil in the oil chamber 81 and the rodless chamber communicated with the oil chamber 81 is zero. When the vehicle is in an idling state, the pressure of hydraulic oil in the oil chamber 81 and the rodless chamber communicating with the oil chamber 81 is only greater than the nitrogen pressure of the first air chamber 82 (i.e., the low-pressure air chamber), the first floating piston 83 is pushed away from the oil chamber 81, and the first air chamber 82 starts to function; when the vehicle is in a full load state, the pressure of hydraulic oil in the oil chamber 81 and the rodless chamber communicating with the oil chamber 81 is greater than the nitrogen pressure of the second air chamber 84 (i.e., high-pressure air chamber), pushing the first floating piston 83 and the second floating piston 85 away from the oil chamber 81 while the first air chamber 82 and the second air chamber 84 are simultaneously active.

The second hydro-pneumatic spring 2 and the third hydro-pneumatic spring 3 that the well bridge 400 and the rear axle 500 homonymy set up share an energy storage ware 8, and the second hydro-pneumatic spring 2 that well bridge 400 and the rear axle 500 homonymy set up is the same with the load of third hydro-pneumatic spring 3, when one of them hydro-pneumatic spring received the impact, divides to another hydro-pneumatic spring of homonymy through oil pipe 9 and energy storage ware 8. The energy accumulator 8 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 fully loaded is reduced, and the comfort and the stability of the vehicle are improved.

In the embodiment, the rear A-type frame 6 and the middle A-type frame 5 are used for limiting the degree of freedom of the axle in the front-rear direction, the transverse pull rod 7 is used for limiting the degree of freedom of the axle in the left-right direction, the hydro-pneumatic spring is used for limiting the degree of freedom of the axle in the up-down direction, and through the combined mode of the A-type frame, the transverse pull rod 7 and the hydro-pneumatic spring, the axle can be subjected to position deviation in the working process, the overall stability of a vehicle is guaranteed, and the vehicle can stably run.

In addition, the foregoing is only the preferred embodiment of the present invention and the technical principles applied. 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 utility model. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. An hydro-pneumatic suspension assembly for connecting a vehicle frame to an axle located beneath the vehicle frame, the axle comprising a front axle (300), a middle axle (400) and a rear axle (500), the hydro-pneumatic suspension assembly comprising:

front hydro-pneumatic suspension comprising:

the first hydro-pneumatic springs (1) are arranged on the outer side of the frame, two ends of each first hydro-pneumatic spring (1) are hinged with the frame and the front axle (300) respectively, at least two first hydro-pneumatic springs (1) are symmetrically arranged relative to the frame, and the top ends of the first hydro-pneumatic springs (1) incline towards the inner side of the frame;

the lower swing arm (4), the lower swing arm (4) is hinged with the frame and the first hydro-pneumatic spring (1) respectively;

rear hydro-pneumatic suspension, comprising:

the second hydro-pneumatic spring (2) is installed at one end of the middle bridge (400);

the third hydro-pneumatic spring (3) is installed at one end of the rear axle (500), and the second hydro-pneumatic spring (2) and the third hydro-pneumatic spring (3) are located on the same side of the frame;

the second hydro-pneumatic spring (2) is arranged on one side, close to the rear axle (500), of the middle axle (400), and the third hydro-pneumatic spring (3) is arranged on one side, far away from the middle axle (400), of the rear axle (500).

2. The hydro-pneumatic suspension assembly according to claim 1, further comprising a lower swing arm (4), wherein a line connecting two hinge points of the lower swing arm (4) and the frame and one hinge point of the lower swing arm (4) and the first hydro-pneumatic spring (1) forms a right triangle.

3. Hydro-pneumatic suspension assembly according to claim 2, characterized in that the lower swing arm (4) comprises a cross arm (41), a diagonal arm (42) and a diagonal rib (43), the first end of the oblique arm (42) is connected with the first end of the cross arm (41), and a first hinge hole (44) is arranged at the joint of the inclined arm (42) and the cross arm (41), the second end of the inclined arm (42) is provided with a second hinge hole (45), the second end of the cross arm (41) is provided with a third hinge hole (46), the inclined ribs (43) are respectively connected with the inclined arms (42) and the cross arm (41), the cross arm (41), the inclined arm (42) and the inclined rib (43) form an A-shaped structure, and the connecting line of the central point of the first hinge hole (44), the central point of the second hinge hole (45) and the central point of the third hinge hole (46) forms a right triangle.

4. The hydro-pneumatic suspension assembly as claimed in claim 1, wherein the first hydro-pneumatic spring (1), the second hydro-pneumatic spring (2) and the third hydro-pneumatic spring (3) each comprise a cylinder (10) and a piston rod (11), one end of the piston rod (11) extends into the lower end of the cylinder (10) and can move in the cylinder (10), the upper end of the cylinder (10) is rotatably connected with the frame, and the other end of the piston rod (11) is connected with the axle in an interference fit manner.

5. The hydro-pneumatic suspension assembly as claimed in claim 4, wherein the cylinder (10) is connected with the frame through a first knuckle bearing, the other end of the piston rod (11) is of a conical structure, conical holes are formed in the front axle (300), the middle axle (400) and the rear axle (500), the other end of the piston rod (11) penetrates through the conical holes, a limiting portion is fixedly arranged on a portion, penetrating through the conical holes, of the other end of the piston rod (11), the limiting portion abuts against the axle, and the other end of the piston rod (11) is hinged to the lower swing arm (4).

6. The hydro-pneumatic suspension assembly of claim 1 further comprising a center a frame (5) and a rear a frame (6), said center a frame (5) being connected to said vehicle frame and said center axle (400), respectively, said rear a frame (6) being connected to said vehicle frame and said rear axle (500), respectively, a connection point of said center a frame (5) and said vehicle frame having a height less than a height of a connection point of said rear a frame (6) and said vehicle frame.

7. The oil-gas suspension assembly according to claim 1, characterized by further comprising a tie rod (7), wherein the frame and the intermediate axle (400) and the frame and the rear axle (500) are connected through the tie rod (7), the tie rod (7) comprises a rod body (71) and mounting seats (72) which are arranged at two ends of the rod body (71) and have a circular cross section, the two mounting seats (72) are arranged in central symmetry relative to a central axis of the width direction of the rod body (71), the side wall of the mounting seat (72) is connected with the side wall of the rod body (71), the mounting seat (72) arranged at the first rod body end (711) of the rod body (71) protrudes out of the first side wall (713) of the rod body (71), and the side wall of the mounting seat (72) arranged at the first rod body end (711) of the rod body (71) is arranged in a tangent manner with the second side wall (714) of the rod body (71), the mounting seat (72) arranged at the second shaft end (712) of the shaft (71) is arranged to protrude from the second side wall (714) of the shaft (71), and the side wall of the mounting seat (72) at the second shaft end (712) of the shaft (71) is arranged to be tangent to the first side wall (713) of the shaft (71).

8. The hydro-pneumatic suspension assembly of claim 7, wherein the mounting points of the frame and the tie rods (7) are arranged on the inner side of the longitudinal beams (100) of the frame, the mounting points of the intermediate axle (400) and the tie rods (7) are arranged on the rear side of the intermediate axle (400), and the mounting points of the rear axle (500) and the tie rods (7) are arranged on the rear side of the rear axle (500).

9. The hydro-pneumatic suspension assembly as defined in claim 1, further comprising an accumulator (8), wherein the accumulator (8) is installed outside the frame, two sides of the accumulator (8) are respectively connected with the second hydro-pneumatic spring (2) and the third hydro-pneumatic spring (3) through oil pipes (9), and the accumulator (8) is obliquely arranged at an included angle relative to the second hydro-pneumatic spring (2) and the third hydro-pneumatic spring (3).

10. A vehicle comprising an hydro-pneumatic suspension assembly as claimed in any one of claims 1 to 9.

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