RU2792477C1 - Dual axle air suspension vehicle - Google Patents

Abstract

FIELD: vehicle suspensions.

SUBSTANCE: two-bridge air suspension of a vehicle contains a frame, support brackets, trailing arms, shock absorbers and air springs. Support brackets are installed on the frame with inner ends of trailing arms fixed to it by means of hinges. There are fastening points of the front and rear axles on the levers, hinges for fastening the lower bases of the front and rear shock absorbers, hinges of the lower supports of the front and rear air springs. The upper mounting units of the shock absorbers and the upper supports of the air springs are fixed to the frame. The lower supports of the air springs are fixed on the trailing arms between the attachment points of the bridges and the hinges of the support. Support diameter D is increased by L₂/L₁ times, where: L₁ is the distance between the axes of the hinges of the air spring supports and the hinges of the support, and L₂ is the distance between the outer ends of the trailing arms and the hinges of the support.

EFFECT: increased reliability of the balancer suspension of the vehicle while reducing the longitudinal overall dimension of the suspension.

1 cl, 1 dwg

Description

The invention relates to the field of transport engineering, and in particular to vehicle suspensions, in particular to balancing pneumatic suspensions.

Known air suspension of the rear steered axle, containing levers, one end attached to the brackets attached to the outer side of the frame side member, telescopic shock absorbers connecting this bracket with the axle beam, air springs connecting the frame side members with the second end of the levers and the axle beam attached to the specified levers, characterized in that the second brackets are installed, attached to the outer side of the frame side members, to which the air springs are connected, while the levers are made straight in the frontal projection. Besides, The pneumatic suspension of the rear steered axle is different in that all the brackets are attached to the frame spars using threaded elements (RU 206028 U1 IPC B60G 21/00, publ. 17.08.2021, Bull. No. 23).

The disadvantages of the known design are that the working stroke of the air spring when the wheel hits an unevenness (and hence the wheel axle beams) is quite high. If we take into account that the durability of the suspension is mainly determined by the amount of deformation (stroke) of the air spring when the vehicle (V) is moving, then we can conclude that such an arrangement of the air spring is not optimal. In addition, the analogue contains only one axle, while most trucks have several rear axles.

Also known balancing air suspension of the vehicle (prototype), containing made with hinged trailing arms mounted in pairs along the sides of the vehicle and connected to each other by means of brackets and ties, the upper jet rod connecting the bridge with the frame, two of which are located along the axis of the vehicle means, and the other two are located across the axis of the vehicle and are made with a bend, air springs installed between the bridge and the frame on the supporting platforms of the longitudinal arms, shock absorbers, fixed with their lower ends on the outer side of the longitudinal arms, and with their upper ends - on the vehicle frame, characterized in that that the suspension additionally contains a coupler installed in the central part of the suspension in brackets connecting the inner ends of the longitudinal arms, while the couplers connecting the outer ends of the longitudinal arms are bent, the upper longitudinal and transverse rods are attached to the bridge s is made by means of single brackets, and the upper longitudinal jet rods in the central part of the suspension are attached to the frame by means of a bracket fixed to one of the brackets connecting the inner ends of the trailing arms (RU 196741 U1 IPC B60G 21/00, publ. 03/13/2020, Bull. No. 8).

The disadvantages of the known design are that the working stroke of the air spring when the wheel hits an unevenness, and hence the wheel axle beam, is quite high. If we take into account that the durability of the suspension is mainly determined by the amount of deformation (stroke) of the air spring when the vehicle is moving, then we can conclude that such an arrangement of the air spring is not optimal.

The technical problem solved in the proposed technical solution is to increase the reliability of the two-bridge air suspension of the vehicle by reducing the deformation of the air spring when the wheel hits an unevenness while the vehicle is moving . This technical result is realized by changing the location of the hinges of the lower support of the air springs with an increase in the diameter of the air springs.

The technical result is achieved due to the fact that a two-axle air suspension of a vehicle, containing a frame on which support brackets are installed with fixed on it, by means of hinges of the inner ends of the trailing arms, on which the attachment points of the front and rear axles are sequentially placed, the hinges of the lower bases of the front and rear shock absorbers, the upper mounting units of which are fixed to the frame, and the hinges of the lower supports of the front and rear air springs, the upper supports of which are also fixed to the frame. According to the invention, the lower support of the air spring is fixed on the front trailing arm between the mount of the bridge and the hinge of the support, while its diameter D is increased by L ₂ /L ₁ times, where: L ₁ is the distance between the hinges of the support and the hinge of the lower support of the air spring L ₂ - the distance between the support hinge and the outer end of the trailing arm.

Thus, the technical result - a significant increase in the reliability and durability of the entire two-axle suspension of the rear axles of the vehicle is carried out by reducing the amount of deformation of the air spring when changing its location and a corresponding increase in diameter, which leads to an increase in its resource.

The essence of the proposed technical solution is illustrated by the drawing shown in the figure, which shows a two-axle air suspension of the vehicle, side view.

The two-axle air suspension of the vehicle includes a frame 1, on which brackets 2 of the support 3 are installed. On the support 3, by means of hinges (4) and (13), the inner ends of the trailing arms are fixed: front 5 and rear 14, respectively.

On the trailing arms (5)(14) there are sequentially placed hinges (6)(21) of the lower support of the air springs (7) (23), the upper support of which is fixed on the frame 1, the mount (8)(15) of the axle axles (9) ( 16) vehicle suspensions and hinges (10) (17) fastening the lower base of the shock absorbers (11) (18), the upper mounting unit 12 of which is fixed on the frame 1.

Pneumatic springs (7) (23) are installed between the attachment point of the front and rear axles (8) (15) and hinges (4) (13) of support 3 at a distance L ₁ between hinges (4) (13) of support 3 and hinges (6) (21) bottom support.

Transferring the hinges (6) (21) of the lower support of the air springs (7) (23) on the trailing arms (5) (14) to the area between the attachment points of the axles (8) (15) and hinges (4) (13) supports 3 leads to the fact that when hitting while the vehicle is moving, the wheels hit some unevenness with a height H, i.e. with vertical movement of the attachment points of the front and rear axles (8) (15) up by the value H, the deformation of the air springs (7) (23) will decrease by

L ₂ /L ₁ (1)

times, where: L ₁ is the distance between the axes of the hinges (6) (21) of the air spring supports (7) (23) and the hinges (4) (13) of support 3; L ₂ - the distance between the outer ends of the trailing arms (22) and hinges (4) (13) support 3.

From relation (1), in particular, it follows that the smaller the value of L ₁ , the greater the reduction in the deformation of the air spring.

So, in particular, we have found that in the actual suspension designs of the URAL-425701-75 vehicle, the value (1) is equal to 2.1, i.e.

L ₂ /L ₁ \u003d 2.1. (2)

This circumstance can significantly increase the resource of air springs (7) (23), and, consequently, significantly increase the reliability and durability of the entire suspension. And this is true, since it is known that the resource of an air spring, other things being equal, is mainly determined by the magnitude of its deformation [1].

It should also be borne in mind that the transfer of the hinges 6) (21) of the lower support of the air springs (7) (23) to the area between the attachment points of the bridges (8) (15) and hinges (4) (13) of support 3 leads, at the same time, to an increase in L₂ / L₁ load times F on air springs (7) (23). But the latter does not affect its resource, provided that in this case the appropriate standard size is selected from the existing line of air springs. Indeed, as is known [2], the size of an air spring is determined mainly by its diameter D, the value of which is determined from the following formula:

(3)

where: P _slave. - working air pressure in the air spring. This value, as a rule, for this type of air springs is limited. So, for example, in air springs Dunlop P _slave. \u003d 8 Atm, and in the air springs Rubena P _slave. \u003d 7 Atm. Therefore, the standard size of the air spring, and hence its diameter D, according to (3), is determined by the load F on it. Returning to example (2), we can conclude that in this case, i.e. with a decrease in the deformation of the air spring by 2.1 times, it is necessary to select an air spring with a diameter larger by √2.1=1.45 times.

Thus, the achievement of the set goal - a significant increase in the reliability and durability of the entire balancing two-axle suspension of the rear axles of the vehicle is carried out by reducing the amount of deformation of the air spring when changing its location and a corresponding increase in diameter, which leads to an increase in its resource.

Used literary sources:

1. Adjustable and active suspensions. studfile.net/preview/4426738/.

2. How to choose an air bag for a car. pa-rti.ru/podbor-pnevmoduschki.

The work was carried out with the financial support of the Ministry of Science and Higher Education of the Russian Federation as part of a comprehensive project to create a high-tech production of a unified family of vehicles "Arctic bus" to organize the safe transportation of passengers and mobile points of the social sphere in the Far North at low temperatures (up to minus 50 °C) to ensure the connectivity of the territories of the Arctic zone of the Russian Federation.”

Claims (1)

A two-axle air suspension of a vehicle, comprising a frame on which support brackets are installed with fixed on it, by means of hinges, the inner ends of the trailing arms, on which the attachment points of the front and rear axles are sequentially placed, the hinges for attaching the lower bases of the front and rear shock absorbers, the upper mounting nodes which are fixed on the frame; hinges of the lower supports of the front and rear air springs, the upper supports of which are also fixed on the frame, characterized in that the lower supports of the air springs are fixed on the trailing arms between the attachment points of the bridges and the hinges of the support, while its diameter D is increased by L ₂ /L ₁ times, where : L ₁ - the distance between the axes of the hinges of the supports of the air springs and the hinges of the support, L ₂ - the distance between the outer ends of the trailing arms and the hinges of the support.

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