KR100649270B1 - Independence type suspention system of cargo vehicles for load - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device applied to a freight vehicle for transporting cargo or heavy equipment over a road, comprising: a single suspension arm equipped with a single axle 72 and a damper 76 equipped with at least one driven wheel (W). A self-sustaining suspension 70 having 74 is provided. Independent suspension device 70 of the present invention is composed of a plurality of, respectively installed in the lower portion of the front or rear of the vehicle body 50, 50 ', 60, 60', and operate independently. In this suspension device 70, when the single axle 72 is vibrated by the driven wheel W, the other end of the single suspension arm 74 is uniaxially rotated about the hinge H at one end. At this time, the damper 76 attached to the other end of the suspension arm 74 cushions the vibration of the axle 72. Accordingly, the vibration of the axle 72 generated by the driven wheels W is exhausted independently without being transferred to other parts of the vehicle body 50, 50 ', 60, 60'. Therefore, since the vehicle bodies 50, 50 ', 60, and 60' can be prevented from shaking due to the vibration of the axle 72, a freight vehicle capable of stably transporting cargo or heavy equipment can be provided. In addition, since the large number of driven wheels W can be provided to the vehicle bodies 50, 50 ', 60, 60' via the axle 72, the load weight of the freight vehicle can be increased significantly more conventionally.

Road, Cargo, Wheel, Independent, Suspension

Description

Independent suspension of road freight vehicles {INDEPENDENCE TYPE SUSPENTION SYSTEM OF CARGO VEHICLES FOR LOAD}

1 is a perspective view showing a suspension device for a general road freight vehicle,

Figure 2 is a side view showing the suspension of another type of general road freight vehicle,

Figure 3 is a side view showing a road freight vehicle to which the independent suspension according to an embodiment of the present invention,

4 is a plan view of the independent suspension shown in FIG.

Figure 5 is a side view showing another kind of road freight vehicle to which the independent suspension according to an embodiment of the present invention is applied.

<Explanation of symbols for the main parts of the drawings>

50, 50 ': front body 60, 60': rear body

70: suspension 72: axle

74: suspension arm 76: damper

H: Hinge T: Trailer

W: Wheel

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a freight vehicle for transporting cargo or heavy equipment. The present invention relates to a suspension device for providing a driven wheel to a road freight vehicle for transporting cargo or heavy equipment by using a rear body connected to the traveling vehicle.

In general, a freight vehicle that carries cargo or heavy equipment through a road is equipped with a plurality of driven wheels in the rear body due to the load of the cargo or heavy equipment. Such a plurality of driven wheels support the load of cargo or heavy equipment with respect to the ground. Therefore, a freight vehicle having a large number of driven wheels can bear more load by the driven wheels. That is, it can carry more cargo or heavier heavy equipment.

Here, the driven wheels mounted on the rear body are connected to the rear body of the freight vehicle, not shown, by the suspension of the general road freight vehicle, as shown in FIG. This suspension of FIG. 1 is an integrated suspension in which one axle 12 having driven wheels W at both ends is integrally fixed to two suspension arms 14 as shown. At this time, the two suspension arms 14 shown are installed on both sides of the lower rear body of the freight vehicle not shown. Therefore, the axle 12 is disposed in the width direction of the rear vehicle body, and the driven wheels W fixed to both ends of the axle 12 are respectively disposed at both end portions of the rear vehicle body.

At this time, the suspension arm 14 is hinged (H) to the hanger bracket 14a, one end of which is fixed to the lower surface of the rear vehicle body, as shown. Then, the other end is fixed to the lower surface of the rear vehicle body by the shock absorbing spring (16). In addition, the suspension arms 14 are respectively installed on both sides of the lower part of the vehicle body after being not shown. As for the suspension arm 14, as the axle 12 vibrates by the driven wheel W, the other end rotates uniaxially about one end part. Of course, the shock absorbing spring 16 is retracted by the suspension arm 14 that rotates uniaxially to mitigate the vibration of the axle 12.

However, in the integrated suspension of FIG. 1, as one axle 12 is fixed on two suspension arms 14 as shown, vibration generated at one end of the axle 12 is at the other end. There is a problem to transition to. Therefore, fatigue is aggravated in the axle 12 and the suspension arm 14, which not only shortens the life of the suspension system but also, due to the severe fluctuations in the rear body, it is virtually impossible to transport the cargo requiring stability.

In addition, since both ends of the axle 12 are located at both lower sides of the rear vehicle body, the driven wheels W cannot be mounted between two suspension arms 14 corresponding to the middle portion of the width of the rear vehicle body. There is also. Therefore, the suspension of FIG. 1 cannot provide a larger number of driven wheels W at the rear of the freight vehicle. Of course, the freight vehicle employing the suspension device of Fig. 1 only transports less heavy cargo or heavy equipment due to the number of driven wheels W.

On the other hand, Figure 2 is a side view showing a rear wheel suspension for another kind of freight vehicle different from FIG. As shown in FIG. 2, the rear wheel suspension of FIG. 2 is an integrated type in which two axles 22 coupled to driven wheels W are coupled to both ends, respectively, integrally fixed to both ends of one long formed suspension arm 24. It is a suspension device.

Such a suspension arm 24 is composed of two, and is provided in each of the lower both sides of the rear vehicle body 2 along the longitudinal direction of the rear vehicle body (2). Thus, the suspension arm 24 of FIG. 2 provides two axles 22 in the longitudinal direction of the rear body 2. Of course, the suspension arm 24 connects the plurality of driven wheels W to the rear vehicle body 2 via these two axles 22.

However, the integrated suspension of FIG. 2 provides a larger number of driven wheels W to the freight vehicle than the suspension of FIG. 1 as two axles 22 are fixed to one suspension arm 24. There is an advantage to this, but if a vibration occurs in one axle 22 of the two axles 22 there is a problem that this vibration is transferred to the other axle 22 via the suspension arm 24. Of course, this problem not only adds fatigue to the axle 22 and the suspension arm 24, but also provides severe fluctuations to the rear body. Thus, the suspension of FIG. 2 causes the same problem as the suspension described above in FIG.

The present invention was created in order to solve the conventional problems as described above, and as the vibration of the wheel generated on one side of the rear body is exhausted independently from one side of the rear body, the vibration of one side is prevented from being transferred to the other side. The purpose of the present invention is to provide an independent suspension device for a road freight vehicle that can provide a larger number of driven wheels under the rear body of the freight vehicle.

The independent suspension of the road freight vehicle of the present invention for achieving the object of the present invention, by using a rear body connected to the running vehicle, providing a driven wheel to the road freight vehicle for transporting cargo or heavy equipment A suspension comprising: at least one single axle, wherein at least one driven wheel is rotatably fixed to an end of at least one of both ends; One end hinged to the lower portion of the vehicle body described above, and the other end portion is rotated uniaxially about this one end by the vibration of the single axle while the single axle is fastened in an orthogonal state. Only one single suspension arm connecting the single axle independently to the vehicle body, parallel to the longitudinal direction of the vehicle body; And a damper which integrally connects the other end of the suspension arm to the above-described vehicle body and absorbs vibration generated at the other end of the suspension arm by the aforementioned axle.

Here, the above-described traveling vehicle body may be, for example, a traveling unit (a front vehicle body having a driver's seat, an engine, and a driving wheel) of the truck, and the aforementioned rear vehicle is permanently connected to, for example, the rear of the traveling unit of the truck, It can be the loading section of a truck taking a body and a unitary body. In particular, it may be a loading portion of the dump truck.

Alternatively, the above-mentioned traveling vehicle body may be, for example, a towing tractor having a driving wheel, and the above-described rear body may be, for example, a trailer selectively connected to the rear end of such a tractor. That is, the trailer may be detachably connected to the rear end of the tractor.

In addition, the axle described above may be configured such that only one driven wheel is fixed at one end thereof, for example. However, it is preferable to fix such driven wheels one by one at both ends of the axle, and more preferably two by two at both ends of the axle. That is, it is most preferable to configure four driven wheels to be fixed to one axle. At this time, the driven wheels fixed to both ends of the axle is preferably configured to form a pair by bringing the two in close contact.

In addition, the above-mentioned suspension arm may apply, for example, a metal plate which is vertically erected and elongated, or alternatively, a rectangular cylindrical tube or rectangular block formed elongated may be applied. However, it is preferable that the suspension arm apply the above-described metal plate.

Such a suspension arm is preferably provided with a hanger bracket at the lower part of the vehicle body described above, and one end portion is brought into close contact with the hanger bracket, and then the above-mentioned hinge is laterally penetrated through the hanger bracket and joined by a hinge. Accordingly, as the suspension arm is hinged to one end of the hanger bracket by the hinge, the suspension arm takes the form of a fixed end while being secured to allow the uniaxial rotation to the lower portion of the vehicle body. At this time, the other end of the suspension arm is not fixed and takes the form of a free end.

In this case, the aforementioned suspension arms may be configured, for example, in two, and may be installed in opposing states on both sides of the vehicle body described above. Alternatively, the suspension arms may be configured in four, and may be arranged in parallel with each other on both sides of the vehicle body. . This suspension arm operates independently on both sides of the vehicle body described above. Such a suspension arm is preferably installed in the rear body rather than the front body, and more preferably in the rear of the rear body. However, it can be installed in the rear of the front body or in the middle of the rear body.

On the other hand, it is preferable that the above-described axle is configured to have a length shorter than, for example, half the width of the above-described vehicle body. Because, as described above, when a plurality of suspensions are respectively installed in opposite states on the lower sides of the rear vehicle, that is, when a plurality of suspensions are respectively installed in a state facing each other, the respective axles facing each other This is to prevent interference by length.

The axle may be configured to penetrate the middle portion of the suspension arm described above in an orthogonal state, or alternatively, may form an annular through hole in the middle portion of the suspension arm to penetrate the through hole. This axle can be fixed to the suspension arm by welding or bolting.

Finally, it is preferable that the above-mentioned damper is comprised by the elastic body which expands and contracts with the stress by the uniaxial rotation of the suspension arm mentioned above, for example. Such an elastic body may, for example, apply an air spring operated by injected gas. At this time, the air spring may be a pack-type airbag filled with air therein.

As such, the biggest feature of the independent suspension according to the present invention is that the axle and the suspension arm are composed of only one. In more detail, a suspension device applied to a conventional freight vehicle is an integrated suspension device consisting of two suspension arms on one axle or two axles on one suspension arm. However, the suspension of the present invention described above is a stand alone suspension with only one single axle and only one single suspension arm.

Hereinafter, referring to the independent suspension of the road freight vehicle according to the present invention with reference to the accompanying drawings as follows, the attached Figure 3 is a road freight equipped with an independent suspension device according to an embodiment of the present invention 4 is a side view of the vehicle, and FIG. 4 is a plan view of the independent suspension shown in FIG. 3.

As shown in FIG. 3, a road freight vehicle equipped with an independent suspension device according to an embodiment of the present invention includes: a front vehicle body 50 having a driving wheel DW; A rear vehicle body 60 connected to the rear of the front vehicle body 50; A plurality of driven wheels W for supporting a lower portion of the rear vehicle body 60; It includes; a plurality of independent suspension device 70 according to an embodiment of the present invention for independently connecting the driven wheel (W) to the rear vehicle body (60).

At this time, the front vehicle body 50 shown is a tractor for traction having a driving wheel (DW: wheel of the steering function or drive function). The rear body 60 is a towing trailer T which is selectively connected to the rear end of the tractor and has a loading portion at the top.

And, as shown in FIG. 4, the above-mentioned independent suspension device 70 is constituted of four, and is installed while taking an independent state, respectively, in opposite states on both rear sides of the planar trailer T. Accordingly, the independent suspension device 70 is installed side by side while forming a pair of two at the lower rear of the trailer (T), as shown in enlarged in FIG. Such a suspension device 70 independently connects the driven wheels W to the rear vehicle body 60 as shown, and independently buffers vibrations generated from the connected driven wheels W, respectively.

Here, the independent suspension 70 as described above in detail with reference to Figures 3 and 4, the independent suspension 70 is a driven wheel (W) is rotatably fixed as shown Only one single axle 72; Only one single suspension arm 74 connecting this axle 72 to the trailer T; And a damper 76 that absorbs and cushions the vibration of the axle 72 transmitted to the suspension arm 74. This, in more detail with respect to the independent suspension device 70 as follows.

First, the single axle 72 has a length shorter than the length N / 2 corresponding to half of the width N of the trailer T, as shown in FIG. 4. Then, two driven wheels (W) are fixed to both ends to be rotatable passively. That is, one axle 74 has four driven wheels W. As shown in FIG. This axle 74 is fixed orthogonally to the suspension arm 74, as shown in FIG. 4. At this time, the axle 74 is fixed in the orthogonal state to the middle portion of the suspension arm 74, as shown.

Next, the single suspension arm 74 is arranged in the same direction as the longitudinal direction of the trailer T, as shown in enlarged view in FIG. 3, and parallel to the longitudinal direction of the trailer T. As shown in FIG. And, as shown, the suspension arm 74 has a fixed end form one end that is hinged to the lower portion of the trailer (T), and the other end of the free end form. At this time, one end of the suspension arm 74 is hinged (H) to the hanger bracket (74a) fixed by welding or bolting to the lower portion of the trailer (T). As a result, the other end of the suspension arm 74 is uniaxially rotated about the hinge H of one end.

As shown in FIG. 3, the suspension arm 74 has a shaft groove 74b for accommodating the axle 72 described above above the middle portion. Accordingly, the axle 72 is fixed to the shaft groove 74b and then fixed by a fixture (not shown) such as a U-bolt or a sleeve whose end is fixed to the lower portion of the trailer T. At this time, the fixtures are fixed one by one on both ends of the axle (72). Thus, the axle 72 is supported by the suspension arm 74 and fixed by the fixture.

As such, the suspension arm 74 connects the single axle 72 independently to the rear body.

Finally, the damper 76 secures the lower part to the other end of the suspension arm 74, and the upper part to the lower part of the trailer T, as shown in FIG. As a result, the other end of the suspension arm 74 having the free end shape is fixed to the lower portion of the trailer T via the damper 76 so as to allow a single shaft rotation.

This damper 76 is an air spring in the form of an air bag as shown. Therefore, the damper 76 expands and contracts by the other end part of the suspension arm 74 which rotates uniaxially by the vibration of the axle 72 by the driven wheel W. As shown in FIG. That is, the damper 76 expands and contracts as the other end portion of the suspension arm 74 which rotates uniaxially exerts stress. Thus, the damper 76 absorbs and exhausts vibrations generated by the suspension arm 74.

At this time, as shown in FIG. 4, two dampers 76 are provided on the other side of the suspension arm 74. This damper 76 is composed of two sets as shown using the flat plate 76a, and then the flat plate 76a is fixed to the other end of the suspension arm 74. Of course, the damper 76 may be configured as one, unlike shown. That is, it can also be comprised by attaching one damper 76 to the center of the flat plate 76a. In addition, the dampers 76 may be configured in three different manners as shown, and may be mounted on the flat plate 76a in a parallel state.

As described above, since the suspension device 70 is installed in the lower portion of the trailer T as described above, the suspension device 70 takes an independent state from the lower portion of the trailer T, respectively.

Meanwhile, the independent suspension 70 as described above may further include a brake B and a shock absorber S as shown in an enlarged view in FIG. 3. At this time, the brake B is connected to the hydraulic circuit of the tractor 50, it is configured to be controlled by the tractor 50. In addition, the shock absorber (S) is preferably applied to the hydraulic type of the cylinder.

On the other hand, reference numeral 62 in the drawing is a trailer (T), that is, a trap connected to the rear end of the rear body 60 in a folding manner.

The road freight vehicle equipped with the independent suspension device according to the present invention configured as described above has a large number of driven wheels as the suspension device 70 is configured independently as shown in FIGS. 3 and 4. W) In particular, as shown in Figure 4, when the suspension device 70 is composed of four, the rear body 60, that is, the trailer (T) has a total of 16 driven wheels (W) in the rear. Therefore, the trailer T can load more heavy cargo or heavy equipment as the number of driven wheels W supports the lower part.

In addition, one suspension 70 has only one axle 72 with four driven wheels W, and only one suspension arm supporting the axle 72, as shown in FIG. 74, together with the rear of the trailer (T) is installed independently, thereby preventing the vibration of the driven wheel (W) fixed to the axle (72) to be transmitted to other suspension (70).

4, the vibration of the first independent suspension I is not transmitted to the second to fourth independent suspensions II to IV. That is, the vibrations generated in each of the first to fourth independent suspension devices I to IV are exhausted in place without being transferred to each other. Of course, this vibration is exhausted by the damper 76 and the shock absorber (S) of the suspension device (70).

In this case, referring to the enlarged view of FIG. 3, the suspension device 70 will be described in more detail about exhausting vibration. When the trailer T is driven by the tractor 50, the driven wheel W rotates while the road surface rotates. The bending causes vibration in the axle 72. As a result, the other end of the suspension arm 74 is uniaxially rotated about the hinge H by the oscillating axle 72. At this time, the shock absorber S and the damper 76 fixed to the middle and the other end of the suspension arm 74 stretch and absorb the vibration. Thus, the vibration of the axle 72 is exhausted while being buffered.

On the other hand, Figure 5 is a side view showing another type of road freight vehicle to which the independent suspension device according to an embodiment of the present invention, in more detail the rear vehicle body on the front vehicle body 50 'having a running wheel (DW) 60 'shows a dump truck DT that is permanently coupled to form the same. That is, the illustrated freight vehicle is a dump truck DT, in which a loading box is permanently coupled to the front vehicle body 50 ', and the loading box takes a single body with the front vehicle body.

In this case, the illustrated dump truck DT has the independent rear wheel suspension 70 described above. The suspension device 70 is provided on both sides of the lower side of the rear vehicle body 60 'of the dump truck DT. Therefore, the road freight vehicle according to another embodiment shown has a driven wheel W other than the traveling wheel DW in the rear.

Since the quantity of the driven wheels W determines the load weight of the dump truck DT, it applies in consideration of the load weight of the dump truck DT. Of course, the suspension device 70 is determined according to the number of driven wheels W in consideration of the load weight of the dump truck DT. That is, the suspension device 70 may be installed more than the above two, depending on the load weight of the dump truck (DT). Thus, in the case where the suspension device 70 is further installed, as shown in the drawing, the suspension device 70 is further provided on the front side of the rear vehicle body 60 'of the dump truck DT or on the middle side of the rear vehicle body 60'. desirable.

As described above, the independent suspension device 70 applied to other types of road freight vehicles operates in the same manner as in FIGS. 3 and 4. Therefore, description of the operation of the independent suspension device 70 will be omitted.

On the other hand, the suspension device 70 described above can be installed in the front vehicle bodies 50 and 50 'as well as the rear vehicle bodies 60 and 60 described above. That is, the suspension device 70 described above can be installed in the tractor of FIG. 3 and the front bodies 50 and 50 'of the dump truck DT of FIG. At this time, the suspension device 70 is preferably installed at the rear of the front vehicle body (50, 50 '). This is because, in front of the front bodies 50 and 50 ', driving wheels DW that are mostly active and steering wheels for determining the direction are provided. Of course, the suspension device 70 described above may be installed in the front vehicle bodies 50 and 50 'where the driving wheel DW or the steering wheel is not installed. For example, it may be provided between the lower middle of the tractor shown in FIG. 3, that is, between the driving wheels DW in the drawing. Thus, since the above-mentioned suspension device 70 is installed in the front vehicle bodies 50 and 50 ', it will be easily understood by those skilled in the art, so a detailed description thereof will be omitted.

The above embodiment is merely a description of the preferred embodiment of the present invention, the scope of application of the present invention is not limited to such, and can be changed as appropriate within the scope of the same idea. Therefore, the shape and structure of each component shown in the embodiment of the present invention can be carried out by modifying, it is natural that the modification of the shape and structure belong to the appended claims of the present invention.

In the independent suspension according to the present invention as described above, since a plurality of single suspension arms having a single axle and a damper equipped with at least one driven wheel are independently provided in the lower portion of the vehicle body, each of the axles provided on one side of the vehicle body. This prevents the vibrations from being transferred to other axles installed on the other side of the vehicle body. Therefore, the vehicle body of the freight vehicle can be prevented from swinging due to the vibration of the axle, and thus there is an effect of providing a freight vehicle that can stably transport cargo or heavy equipment.

In addition, in the independent suspension according to the present invention, since a plurality of single suspension arms having a single axle and a damper equipped with the at least one driven wheel described above are independently installed in the lower portion of the vehicle body, A driven wheel can be provided. Therefore, there is also an effect that the loading weight of the freight vehicle can be significantly increased than before.

Claims (6)

A driven wheel (W) installed at the rear bodies 60, 60 'connected to the traveling bodies 50, 50'; Only one single axle (72) in which at least one driven wheel (W) is rotatably fixed to an end of at least one of both ends; One end of the hinge (H) coupled to the lower portion of the vehicle body (50, 50 ', 60, 60') and the single axle (72) is fastened in an orthogonal state and at the same time by vibration of the single axle (72). A single axle having the other end which is uniaxially rotated about one end and parallel to the longitudinal direction of the vehicle body 50, 50 ', 60, 60' at the lower part of the vehicle body 50, 50 ', 60, 60'. Only one single suspension arm 74 that independently connects 72 to vehicle bodies 50, 50 ′, 60, 60 ′; The other end of the suspension arm 74 is integrally connected to the vehicle bodies 50, 50 ', 60, and 60', and the axle 72 absorbs the vibration generated at the other end of the suspension arm 74. In the suspension device consisting of a damper 76 to The driven wheel (W) is fixed to the axle (72), two independent pairs of road freight vehicles, characterized in that each is fixed to both ends of the axle (72) in pairs. delete The method of claim 1, wherein the axle 72, Independent suspension of a road freight vehicle, characterized in that it has a length shorter than the length (N / 2) corresponding to half of the width (N) of the vehicle body (50, 50 ', 60, 60'). The method of claim 1, wherein the suspension arm 74, The vehicle bodies 50, 50 ', 60, 60' are installed on opposite sides of the vehicle bodies 50, 50 ', 60, 60', respectively, in opposition, together with the axles 72 having the driven wheels W. Independent suspension of road freight vehicles, characterized in that to operate independently from both sides of the road. The method of claim 4, wherein the suspension arm 74, Independent suspension device for a road freight vehicle, characterized in that it is installed on each of the two lower sides of the vehicle body (50, 50 ', 60, 60'). The method of claim 1, wherein the damper 76, It is composed of an elastic body stretchable according to the stress caused by the uniaxial rotation of the suspension arm (74); The elastic body, an independent suspension of the road freight vehicle, characterized in that; the air spring to operate by the injected gas.

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