RU2793011C1 - Double-axle pneumatic bus suspension - Google Patents

Abstract

FIELD: vehicle suspensions.

SUBSTANCE: double-bridge pneumatic suspension of the bus contains a frame, levers, shock absorbers, air springs. Support pad brackets are fixed on the frame. Trailing levers are installed on the platforms with the help of hinges. The levers are placed in pairs along the sides of the frame, on which the attachment points of the front and rear axles with axles, the hinges of the lower bases of the front and rear shock absorbers and the hinges of the lower supports of the front and rear air springs are sequentially placed. The upper shock absorber mounts are fixed to the frame. The upper bearings of the hinges of the lower bearings of the front and rear air springs are also fixed to the frame. The outer ends of the trailing arms are not interconnected. In places where the axles are fixed on the attachment point of the front and rear axles, one rectangular elastic gasket is installed at the top and bottom. The thickness of the gasket is not less than 0.2d, where d is the diameter of the axle axis.

EFFECT: increase in the reliability of the air suspension is achieved by eliminating excessive kinematic links.

1 cl, 3 dwg

Description

The invention relates to the field of transport engineering, and in particular to the suspension of vehicles, in particular to the pneumatic suspension of the bus.

Known air suspension of the rear steered axle, containing levers, one end attached to the brackets attached to the outside of the frame side member, telescopic shock absorbers connecting this bracket to 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, pneumatic suspension of the rear steered axle differs in that all brackets are attached to the frame spars using threaded elements (RU 206028 U1 IPC B60G 21/00,publ. 08/17/2021, Bull. No. 23).

The disadvantages of the known design (Fig.1 EN 206028) are that the suspension contains a rigid, closed, kinematic circuit "frame spar 3 - bracket 2 - lever 1 - axle beam 6 - lever 1 - bracket 2 - frame spar 3". This circuit causes the formation of excessive kinematic connections, leading to the occurrence of excessive overvoltages of the suspension structural elements when one of the axle wheels hits an unevenness. And indeed, if one of the wheels, for example, runs into a hole, i.e. moves down, then the second wheel, due to the presence of a rigid kinematic connection between them, “cannot also move down without hindrance”. The latter is possible only due to the deformation of the suspension structural elements, which will inevitably lead to the appearance of excessive overvoltages of the suspension structural elements and, consequently, to a decrease in its reliability and durability.

For vehicles operating on paved roads in good condition, characterized by small and rare irregularities, the presence of such excess connections does not lead to a decrease in the resource; for off-road vehicles operating mainly on uneven surfaces, such excessive connections will lead to a decrease in the life of frame elements, axles and suspension.

In addition, the known design contains one axle, while trucks and trailers often need two axles (axles).

Also known is the 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 to the frame, two of which are located along the axis of the vehicle , 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 made of a bent shape, the upper longitudinal and transverse rods are fastened to the axles by means of single brackets, and fastening to the frame of the upper longitudinal jet rods in the central part of the suspension is made by means of a bracket fixed on one of the brackets connecting the inner ends of the longitudinal arms (RU 196741 U1 IPC B60G 21/00, publ. 03/13/2020, Bull. No. 8).

The disadvantages of the known design are that the suspension contains two rigid, closed, kinematic contours (figure 1, RU 196741) The first is "frame 8 - bracket 15 - bracket 2 - trailing arm 1 - bridge 7 - trailing arm 1 - bracket 16 - frame 8". The second is "frame 8 - bracket 15 - bracket 2 - trailing arm 1 - coupler 3 - trailing arm 1 - bracket 16 - frame 8". These contours cause the formation of excessive kinematic connections, leading to the occurrence of excessive overvoltages of the suspension structural elements when one of the axle wheels hits an unevenness. And indeed, if one of the wheels, for example, runs into a hole, i.e. moves down, then the second wheel, due to the presence of a rigid kinematic connection between them, “cannot also move down without hindrance”. The latter is possible only due to the deformation of the suspension structural elements, which will inevitably lead to the appearance of excessive overvoltages of the suspension structural elements and, consequently, to a decrease in its reliability and durability.

Technical task and achieved result The present invention is to improve the reliability of the air suspension by eliminating excessive kinematic links.

The solution to this problem is ensured by the fact that the axles of the bridges are mounted on the attachment points of the bridges with the help of elastic (for example, rubber) gaskets. Such a constructive solution makes it possible to carry out relatively free independent movement of the axle wheels when one of them hits an unevenness, without the occurrence of additional overvoltages of the structural elements of the mentioned kinematic contours.

The technical problem is achieved due to the fact that two-axle pneumatic suspension of the bus, containing a frame on which the brackets of the support platforms are fixed, with hinged longitudinal levers placed in pairs along the sides of the frame, on which the attachment points of the front and rear axles with axles are sequentially placed, the hinges of the lower bases of the front and rear shock absorbers, the upper mounting nodes of which are fixed on the frame, and the hinges of the lower supports of the front and rear air springs, upper the supports of which are also fixed on the frame, according to the invention, the outer ends of the trailing arms are not interconnected, and in the places where the axles are fixed on the attachment point of the front and rear axles, they are installed above and below one rectangular elastic gasket, with a thickness of at least 0.2 d, where d is the diameter of the axle of the bridge.

The essence of the proposed technical solution is illustrated by drawings, which shows:

fig. 1 - air suspension of the vehicle, general view;

fig. 2 - the same, side view;

fig. 3 - the same, top view.

Double-bridge pneumatic suspension of the bus (figure 1,2,3) contains a frame 8 (figure 2), on which the brackets 15 and 16 (figure 1) of the support platforms 2 are installed. On the support platforms 2, by means of hinges 11 and 12, fixed the inner ends of the trailing arms: front 1 and rear 14 (figure 2). The outer ends of the trailing arms are not interconnected.

On the front trailing arm 1 (figure 2 ) are sequentially located: the hinge of the lower support of the front air spring 9, the upper support of which is fixed on the frame 8, the attachment point 6, 5 of the front axle of the front axle 7 of the vehicle suspension and the hinge of the lower base of the front shock absorber, the upper the mounting unit 10 of which is fixed on the frame 8.

On the rear trailing arm 14 (figure 2) are located in series the attachment of the rear axle 17 of the rear axle 18 of the vehicle suspension and the hinge of the lower base of the rear shock absorber 19, the upper mounting assembly of which is fixed on the frame 8, as well as the hinge of the lower support of the rear air spring 20, the upper support of which is fixed on the frame 8.

Fixing the axis 7 (figure 2) on the mount 5, 6 of the front axle and the axis 18 on the mount 17, 21 of the rear axle is carried out by means of elastic (for example, rubber) rectangular gaskets 3 installed above and below the axles, with a thickness of at least

0.2d, (1)

where d is the axle diameter of the bridge.

Design practice shows that the fulfillment of condition (1) is quite sufficient for the reliable implementation of the working process of the bus suspension when the bus is moving on roads of 4-5 categories. For example, on buses built on the basis of the URAL vehicle, the value (1) was 14.4 mm.

Such a constructive implementation of a movable method of fixing the axes of the front and rear axles of the vehicle on their attachment points provides additional mobility of the bridges when one of the wheels hits an uneven surface, eliminating the appearance of “rigid” kinematically closed rectangular contours and, as a result, the appearance of excessive kinematic links. The latter circumstance, in turn, excludes the occurrence of excessive overvoltages of the suspension structural elements.

Thus, such a structural design of the suspension makes it possible to increase the reliability of the air suspension by eliminating excessive kinematic links.

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)

Two-axle pneumatic suspension of the bus, containing a frame on which the brackets of the support platforms are fixed, with hinged longitudinal levers placed in pairs along the sides of the frame, on which the attachment points of the front and rear axles with axles are sequentially placed, the hinges of the lower bases of the front and rear shock absorbers, the upper mounting nodes of which are fixed on the frame, and the hinges of the lower supports of the front and rear air springs, upper the supports of which are also fixed on the frame, characterized in that the outer ends of the trailing arms are not interconnected, and in the places where the axles are fixed on the attachment point of the front and rear axles, they are installed above and below one rectangular elastic gasket with a thickness of at least 0.2d, where d - axle diameter.

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