WO2011143917A1 - 铰接车用底盘铰接系统 - Google Patents

铰接车用底盘铰接系统 Download PDF

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Publication number
WO2011143917A1
WO2011143917A1 PCT/CN2010/080488 CN2010080488W WO2011143917A1 WO 2011143917 A1 WO2011143917 A1 WO 2011143917A1 CN 2010080488 W CN2010080488 W CN 2010080488W WO 2011143917 A1 WO2011143917 A1 WO 2011143917A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic cylinder
oil passage
hinge system
buffer
articulated vehicle
Prior art date
Application number
PCT/CN2010/080488
Other languages
English (en)
French (fr)
Inventor
郝韵
Original Assignee
Hao Yun
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN 201020198624 external-priority patent/CN201694271U/zh
Priority claimed from CN 201020198636 external-priority patent/CN201769890U/zh
Priority claimed from CN2010205554237U external-priority patent/CN201824816U/zh
Priority claimed from CN 201020555434 external-priority patent/CN201941536U/zh
Priority claimed from CN201020555410XU external-priority patent/CN201827285U/zh
Application filed by Hao Yun filed Critical Hao Yun
Publication of WO2011143917A1 publication Critical patent/WO2011143917A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type

Definitions

  • the invention relates to the technical field of vehicle structures, in particular to the technical field of vehicle chassis articulation, in particular to a hinged system for articulated vehicle chassis. Background technique
  • the articulated bus is generally composed of front and rear compartments and a chassis hinge system connecting the front and rear compartments.
  • the chassis hinge system includes a slewing bearing, a front frame, a rear frame, and a damping system.
  • the slewing bearing includes an outer cymbal and an inner cymbal.
  • Chinese patent CN201086609 discloses a large articulated passenger car chassis articulated system.
  • the front frame is fixedly connected with the outer cymbal of the slewing bearing by a beam
  • the rear frame is fixedly connected with the inner cymbal of the slewing bearing, although
  • the preferred rotary connection but the structure is more complicated, the cost is higher, and the multi-layer structure is formed by the connection, the entire hinge system is larger in thickness, and the minimum ground distance of the passenger car bottom surface is limited by relevant standards.
  • the increase in the thickness of the hinge system undoubtedly increases the distance between the floor and the floor of the hinged car, that is, increases the height of the passenger car, which brings great inconvenience to the passengers getting on and off. If only the thickness of each plate is reduced, Obviously, the carrier requirements are not met, which may cause more serious losses.
  • the present invention has developed a hinge system in which the outer casing of the slewing bearing and the front frame are integrally formed, such as the Chinese patent application filed by the applicant recently as "201020198624.6", entitled “Hinged System for Articulated Vehicles”
  • the outer raft and the front frame are integrated into one body, but due to the rigidity requirement, the bearing steel plate is used for cutting and forming, and then the hardness of the raceway portion is processed, so that the weight is large and the processing is complicated.
  • the front frame is fixedly connected with the outer cymbal of the slewing bearing through the beam
  • the rear frame is fixedly connected with the inner cymbal of the slewing bearing
  • the rotation of the front and rear frames can realize the free steering of the articulated car, when the vehicle turns during the forward process, the rear frame and the same
  • An anti-torque force is generated between the inner cymbals of the connected slewing bearings.
  • the torsional force is generally achieved by providing a plurality of screw connections.
  • Chinese Patent No. CN201086610 discloses a large articulated bus chassis hinge system.
  • the truss structure although it realizes the rotary connection, due to the limitation of the structure, the screws are only arranged in a partial area, the setting is not uniform enough, the torsion resistance is poor, and the long-term use will affect the service life thereof, and the rear frame structure is complicated and the cost is high. .
  • the hydraulic buffer system in the chassis hinge system is a key factor restricting the performance of the articulated car;
  • the hydraulic buffer system of the articulated bus is generally composed of two hydraulic cylinders, a hydraulic controller and an electric control system, and the hydraulic cylinder is hydraulically controlled.
  • the controller controls the magnitude of its output resistance, and the electrical control system signals the hydraulic controller based on the vehicle turning angle. It transforms different pressure values.
  • the hydraulic buffering system has two structures: a built-in oil passage and an external oil passage.
  • the built-in structure of the oil passage has high integration degree and small occupied space, but has high processing requirements and complicated maintenance; hydraulic buffer external to the oil passage
  • the system structure is complex and takes up a lot of space, but it has been widely used in articulated vehicles because of its convenient maintenance.
  • Chinese patent CN201086607 discloses an external hydraulic buffer device for controlling the hydraulic damping through the mandrel rotation. Therefore, the hydraulic control system of the buffer damping is changed.
  • the control system can form different damping according to the change of the angle of the vehicle, it has obvious effects in preventing front and rear vehicle shearing, but the mandrel structure is complicated, and the machining precision is high. High requirements, high cost, complicated installation connections, and sometimes oil leakage, stuck valve plugs or electrical system failures.
  • the object of the present invention is to overcome the above-mentioned shortcomings in the prior art, and to provide a unique and ingenious design, compact and compact structure, effective control of the thickness of the hinge system, and reduction of the floor space of the hinged compartment, increase the torsional strength, and extend Chassis articulated system for articulated vehicles for long life, installation, cost reduction, and large-scale deployment.
  • a hinged system for a hinged vehicle chassis having the following composition:
  • the hinged vehicle hinge system includes a front frame, a slewing bearing and a rear frame, the slewing bearing includes an inner cymbal and an outer cymbal, the inner cymbal and the outer cymbal relatively rotate, the rear frame and the rear frame
  • the inner joint is fixedly connected, and the main feature is that the front frame is integrally formed with the outer casing of the slewing bearing; the hinge system further comprises a rear connecting frame and a buffer control system, and the rear connecting frame and the The rear frame is fixedly connected, and the buffer control system is connected between the rear connecting frame and the front frame.
  • the buffer control system in the hinged hinge system of the articulated vehicle includes two damping buffers disposed symmetrically in a left-right direction and a buffer control module, wherein the piston rods of each of the damping buffer devices are fixed to the front frame Connecting, the end portions of the respective damping buffer devices are fixedly connected with the rear cross member on the rear connecting frame;
  • the buffer control module is provided with a buffer control first interface and a buffer control a second interface, the buffer control module buffering control first interface
  • the second interface of the buffer control is connected to the damping buffer on the left side and the damping buffer on the right side, respectively.
  • the damping damping device on the left side of the hinged hinge system of the articulated vehicle is a first hydraulic cylinder
  • the damping damping device on the right side is a second hydraulic cylinder
  • the first interface of the buffer control is hydraulic oil.
  • a first joint of the road
  • the second interface of the buffer control is a second joint of the hydraulic oil passage
  • the first joint of the hydraulic oil passage and the second joint of the hydraulic oil passage respectively communicate with the pipeline through a circuit that bends back and forth A hydraulic cylinder and a second hydraulic cylinder.
  • the first hydraulic cylinder and the second hydraulic cylinder in the hinged hinge system of the articulated vehicle respectively comprise a rod cavity and a rodless cavity
  • the buffer control module includes a first one-way valve and a second single a valve, a first one-way relief valve, a second one-way relief valve, and a pressure regulating valve, wherein the second hydraulic cylinder rodless chamber and the first hydraulic cylinder having a rod chamber sequentially pass through the hydraulic oil passage
  • the first joint and the curved bypass line are connected in series with the first check valve, the pressure regulating valve, the first one-way relief valve, the second hydraulic cylinder having the rod cavity and the first hydraulic cylinder without the rod cavity.
  • first hydraulic cylinder rodless chamber and the second hydraulic cylinder having a rod chamber sequentially passing through the hydraulic oil passage second joint and the curved bypass line and the second check valve
  • the pressure regulating valve, the second one-way relief valve, the first hydraulic cylinder having the rod cavity and the second hydraulic cylinder without the rod cavity are connected in series to form a second oil passage.
  • the first oil passage in the hinged system of the articulated vehicle further includes a first electromagnetic valve
  • the second oil passage further includes a second electromagnetic valve, wherein the first electromagnetic valve is connected in series to the first Between a hydraulic cylinder and a first one-way valve, the second solenoid valve is connected in series between the second hydraulic rainbow and the second one-way valve.
  • the first oil passage and the second oil passage in the hinged hinge system of the articulated vehicle mutually form a return oil passage, and the accumulator and the oil filling port are communicated with the return oil passage, and the accumulator and the oil filling port are The communication is disposed between the pressure regulating valve and the second one-way relief valve and the first one-way relief valve.
  • the buffer control module in the articulated hinge system of the articulated vehicle is an independently arranged control buffer integrated block, and the first oil passage and the second oil passage are disposed inside the control buffer integrated block.
  • a steel ball raceway is disposed between the outer cymbal and the inner cymbal in the hinged system of the articulated vehicle chassis, wherein at least one steel ball is disposed in the steel ball raceway, and the inner cymbal and the outer cymbal are relatively rotated by the steel ball.
  • a first groove is disposed in a circumferential direction of the inner wall of the outer casing, and the first groove is provided with an insert, and the steel ball raceway is second in a circumferential direction of the outer wall of the inner casing The groove and the insert are formed.
  • the insert in the hinged system of the articulated vehicle has an open annular structure, and the outer wall of the insert is provided with a rounded structure, and the insert has an interference fit with the first groove.
  • the insert in the hinged system of the articulated vehicle has an obliquely open annular structure.
  • the outer wall surface of the insert in the hinged hinge system of the articulated vehicle is a trapezoidal structure, a triangular structure, an elliptical structure, a semicircular structure or a handle-shaped structure, or other having a centering and the first groove A ruled result or an irregular structure that achieves interference fit and overcomes insufficient strength of the casting.
  • the inner wall surface of the insert in the hinged hinge system of the articulated vehicle is a concave arc-shaped structure, and the insert has an interference fit with the first groove through the outer wall surface.
  • the insert in the hinged system of the articulated vehicle is a wear-resistant material or a material that is heat-treated and wear-resistant.
  • the insert in the hinged system of the articulated vehicle is made of bearing steel.
  • the rear frame in the hinged hinge system of the articulated vehicle includes an upper connecting portion, a lower connecting portion and a rear connecting portion, and the rear connecting portion is disposed between the upper connecting portion and the lower connecting portion.
  • the rear frame in the hinged hinge system of the articulated vehicle further includes a buffer block, and the buffer block is disposed between the upper connecting portion and the lower connecting portion.
  • the articulated vehicle chassis hinge system further includes a centralized lubricator, the centralized lubricator is fixedly disposed on a fixing base of the rear frame fixedly connected with the inner cymbal, and is rolled by the pipeline and the steel ball The road is connected.
  • a hinged chassis system for an articulated vehicle comprising a front frame, a slewing bearing and a rear frame, the slewing bearing comprising an inner cymbal and an outer cymbal, the outer cymbal and the inner cymbal Between the steel ball races, at least one steel ball is disposed, the inner cymbal and the outer cymbal are relatively rotated by the steel ball, and the rear frame is fixedly connected to the inner cymbal.
  • the main feature is that the outer cymbal is composed of a first outer cymbal and a second outer cymbal, and a lower concave portion of the second outer cymbal forms a concave step portion in the circumferential direction, and the first outer cymbal The stepped portion of the second outer casing is disposed, and the second outer casing is integrally connected with the front frame.
  • the articulated vehicle chassis hinge system further includes a rear connecting frame and a buffer control system, the rear connecting frame is fixedly connected to the rear frame, and the buffer control system is connected to the rear connecting frame. Between the front and the front frame.
  • the buffer control system in the hinged system of the articulated vehicle includes two damping buffers disposed symmetrically in a left-right direction and a buffer control module, wherein the rear connecting bracket is fixedly connected to the rear frame, and each of the The piston rods of the damping buffer device are fixedly connected to the front frame, and the end portions of the respective damping damping devices are fixedly connected with the rear cross member on the rear connecting frame; a buffer control first interface and a buffer control second interface are disposed in the buffer control module, and the buffer control first interface and the buffer control second interface of the buffer control module are respectively connected to the damping buffer device on the left side and Damping buffer on the right side.
  • the damping damping device on the left side of the hinged hinge system of the articulated vehicle is a first hydraulic cylinder
  • the damping damping device on the right side is a second hydraulic cylinder
  • the first interface of the buffer control is hydraulic oil.
  • a first joint of the road
  • the second interface of the buffer control is a second joint of the hydraulic oil passage
  • the first joint of the hydraulic oil passage and the second joint of the hydraulic oil passage respectively communicate with the pipeline through a circuit that bends back and forth A hydraulic cylinder and a second hydraulic cylinder.
  • the first hydraulic cylinder and the second hydraulic cylinder in the hinged hinge system of the articulated vehicle respectively comprise a rod cavity and a rodless cavity
  • the buffer control module includes a first one-way valve and a second single Directional valve, first one-way relief valve, second one-way overflow a valve and a pressure regulating valve
  • the second hydraulic cylinder rodless chamber and the first hydraulic cylinder have a rod chamber sequentially passing through the hydraulic oil passage first joint and the curved bypass line and the first one-way a valve, a pressure regulating valve, a first one-way relief valve, a second hydraulic cylinder having a rod cavity and a first hydraulic cylinder without a rod cavity are connected in series to form a first oil passage;
  • the first hydraulic cylinder has no rod cavity and the first
  • the two hydraulic cylinders have a rod chamber sequentially passing through the hydraulic oil passage second joint and the curved bypass line and the second check valve, the pressure regulating valve, the second one-way relief valve, the first hydraulic cylinder
  • the first oil passage in the hinged system of the articulated vehicle further includes a first electromagnetic valve
  • the second oil passage further includes a second electromagnetic valve, wherein the first electromagnetic valve is connected in series to the first Between a hydraulic cylinder and a first one-way valve, the second solenoid valve is connected in series between the second hydraulic rainbow and the second one-way valve.
  • the first oil passage and the second oil passage in the hinged hinge system of the articulated vehicle mutually form a return oil passage, and the accumulator and the oil filling port are communicated with the return oil passage, and the accumulator and the oil filling port are The communication is disposed between the pressure regulating valve and the second one-way relief valve and the first one-way relief valve.
  • the buffer control module in the articulated hinge system of the articulated vehicle is an independently arranged control buffer integrated block, and the first oil passage and the second oil passage are disposed inside the control buffer integrated block.
  • the first outer casing of the hinged vehicle hinge system is fixedly coupled to the second outer casing by a fastener.
  • the steel ball raceway in the hinged hinge system of the articulated vehicle is composed of a first groove formed in the circumferential direction of the inner wall of the first outer casing and a second groove formed on the circumference of the inner wall of the inner casing, wherein the steel ball is in the raceway At least one steel ball is disposed, and the inner and outer turns are relatively rotated by the steel ball.
  • the first outer casing of the articulated vehicle chassis hinge system has an annular structure, and the first outer casing has a square structure or other regular structure.
  • the first outer casing in the articulated hinge system of the articulated vehicle is a wear resistant material or a heat-resistant and wear-resistant material.
  • the first outer cymbal in the articulated hinge system of the articulated vehicle is bearing steel.
  • the rear frame in the hinged hinge system of the articulated vehicle includes an upper connecting portion, a lower connecting portion and a rear connecting portion, and the rear connecting portion is disposed between the upper connecting portion and the lower connecting portion.
  • the rear frame in the hinged hinge system of the articulated vehicle further includes a buffer block, and the buffer block is disposed between the upper connecting portion and the lower connecting portion.
  • the articulated vehicle chassis hinge system further includes a centralized lubricator, the centralized lubricator is fixedly disposed on a fixing base of the rear frame fixedly connected with the inner cymbal, and is rolled by the pipeline and the steel ball The road is connected.
  • the utility model relates to an articulated vehicle chassis hinge system of the invention, which has the following beneficial effects:
  • the outer casing of the slewing bearing is integrally formed with the front frame, which increases the strength and torsion resistance of the front frame;
  • FIG. 1 is a general view of a hinged system for a hinged vehicle of the present invention.
  • Figure la is a schematic diagram of the principle of the control buffer system of Figure 1.
  • Figure lb, lc is a schematic diagram of the integrated block interface in the control buffer system of Figure 1.
  • Figure Id is a schematic diagram of another constant pressure damping control buffer system of Figure 1.
  • Figure le is a schematic diagram of a further boosting damping control buffer system of Figure 1.
  • Figure If is a schematic diagram of another three-stage supercharged damping control buffer system in Fig. 1.
  • Figure lg is a schematic diagram of a further stepless pressure-regulating damping control buffer system of Figure 1.
  • FIG. 2 is a perspective view showing a structure of a front frame in the hinge system for a hinged vehicle of the present invention.
  • Figure 3 is a front elevational view of the front frame structure of Figure 2.
  • Figure 4 is a partial cross-sectional view of the front frame structure of Figure 2.
  • Fig. 5 is a perspective view showing another front frame structure of the hinged system for a hinged vehicle of the present invention.
  • Figure 6 is a cross-sectional view of the turntable shaft of the front frame structure of Figure 5.
  • Figure 7 is a schematic view showing the assembled structure of the front frame structure and the rear frame of Figure 5.
  • Figure 8 is a perspective view of the rear frame of the hinged system for a hinged vehicle of the present invention.
  • Figure 9 is a side elevational view of the rear frame of the articulated vehicular hinge system of the present invention.
  • Figure 10 is a cross-sectional view taken along line A-A of Figure 3;
  • Figure 11 is a perspective view of the insert of the hinged system for an articulated vehicle of the present invention.
  • Figure 12 is a partial enlarged view of Figure 10.
  • Figure 13 is a schematic view showing another embodiment of the insert structure in the hinge system for a hinged vehicle of the present invention.
  • Figure 14 is another perspective view of the rear frame of the hinged system for a hinged vehicle of the present invention.
  • Figure 15 is a perspective view showing still another front frame structure in the hinge system for a hinged vehicle of the present invention.
  • Figure 16 is another perspective view of still another front frame structure in the hinged system for a hinged vehicle of the present invention.
  • Figure 17 is a cross-sectional view taken along the line A-A in Figure 15;
  • Figure 18 is a perspective view of a slewing bearing in the hinged system for a hinged vehicle of the present invention.
  • Figure 19 is a front elevational view of the slewing bearing of the hinged system for a hinged vehicle of the present invention.
  • Figure 20 is a cross-sectional view taken along the line A-A in Figure 19.
  • Figure 21 is a partial enlarged view of Figure 20. detailed description
  • the hinged hinge system 1 for an articulated vehicle comprises a front frame 2, a rear frame 3, and a slewing bearing 4, and the slewing bearing 4 includes an outer cymbal 41 and an inner cymbal 42.
  • the front frame 2 and the slewing bearing outer sill 41 integrally form the front frame assembly 5, and the front frame 2 is integrally formed with the circumferential side surface of the turret bearing outer cymbal 41, which increases the rigidity of the connection and reduces the thickness thereof.
  • the hinged chassis system for an articulated vehicle further includes a rear connecting frame 15 and a buffer control system, and the rear connecting frame 15 is fixedly connected with the rear frame 3, and the buffer control system
  • the connection is disposed between the rear connecting frame 15 and the front frame 2
  • the buffer control system includes a damping buffer device 19 symmetrically disposed, the piston rod 20 of the damping buffer device and the The front frame 2 is fixedly connected, and the cylinder end portion 21 of the damping buffer device is fixedly connected with the rear cross member 18 on the rear connecting frame 15; when the vehicle is turning during driving, the front car and the front cross member 17 are driven before The frame 2 is rotated, the damping cushioning device 19 provides steering damping, and the damping cushioning device 19 provides a damping cushioning effect for preventing the steering angle of the vehicle from being excessive.
  • the articulation system further includes a buffer control module, which is an independently set control buffer integration block, and the control buffer integration block is provided with a buffer control first interface and a buffer control second interface.
  • the buffer control first interface and the buffer control second interface of the control buffer integrated block are respectively connected to the damping buffer device 19 on the left side and the damping buffer device 19 on the right side.
  • the left side damping buffer device 19 is a first hydraulic cylinder 71, and the right side is dampened.
  • the buffer device 19 is a second hydraulic cylinder 72, the first interface of the buffer control is a hydraulic oil circuit first joint, and the second interface of the buffer control is a hydraulic oil circuit second joint, the hydraulic oil
  • the first joint of the road and the second joint of the hydraulic oil passage respectively communicate the first hydraulic pressure through the pipeline which is bent and twisted back The cylinder 71 and the second hydraulic cylinder 72.
  • the first hydraulic cylinder 71 is divided into a rod chamber 711 and a rodless chamber 712 by the piston
  • the second hydraulic cylinder 72 is divided into a rod chamber 721 and a rodless chamber 722 by the piston, and the constant pressure damping is performed.
  • the control buffer system further includes a first check valve 73, a second check valve 74, a first one-way relief valve 76, a second one-way relief valve 77, and a pressure regulating valve 75, the second hydraulic cylinder
  • the rodless chamber 722 the first hydraulic cylinder has a rod chamber 711, a first one-way valve 73, a pressure regulating valve 75, a first one-way relief valve 76, a second hydraulic cylinder having a rod chamber 721 and a first hydraulic cylinder without a rod
  • the chambers 712 are sequentially connected in series to form a first oil passage; the first hydraulic cylinder has no rod chamber 712, the second hydraulic cylinder has a rod chamber 721, a second one-way valve 74, a pressure regulating valve 75, and a second one-way relief valve. 77.
  • the first hydraulic cylinder has a rod chamber 711 and a second hydraulic cylinder rodless chamber 722.
  • the pipelines are sequentially connected in series to form a second oil passage.
  • the pressure regulating valve 75 functions as a constant hydraulic damping.
  • the one-way relief valve can function as a one-way valve and can be vented under a high pressure environment to provide safety protection.
  • the oil circuit further includes a first electromagnetic valve 78, and the first electromagnetic valve 78 is connected in series between the pressure regulating valve 75 and the first one-way valve 73, and the first electromagnetic Valve 78 is also connected in series between pressure regulating valve 75 and said second one-way valve 74.
  • the first solenoid valve 78 When the first solenoid valve 78 is normally opened, the oil passage normally flows; when the first solenoid valve 78 is closed, the corresponding oil passage is broken, and the action of the hydraulic cylinder is correspondingly blocked, thereby functioning as a buffer.
  • the first oil passage and the second oil passage form a return oil passage 720
  • the return oil passage is provided with an accumulator 725 and a fuel injection port 710
  • the oil filling port 710 is disposed between the pressure regulating valve 75 and the second one-way relief valve 7 and the first one-way relief valve 76, and the accumulator 725 is in the first hydraulic cylinder 71 and the second hydraulic pressure.
  • the cylinders 72 act to store oil or replenish oil in the opposite direction of movement and complement each other.
  • the oil filling port 710 serves to inject an appropriate amount of hydraulic oil into the entire system. In the specific embodiment, as shown in FIG.
  • the constant pressure damping control buffer system further includes a control buffer integration block 713, and all the oil passages and valve devices are disposed in the In the control buffer integration block 713, all the oil passages are disposed on the control buffer integration block 713 through the oil hole on and off and the geometric position arrangement and installation of all the valve members, and the upper end of the control buffer integration block 713 is provided.
  • Two solenoid valves 78, 79 and a pressure regulating valve 75, the lower end of the control buffering block 713 is provided with two one-way relief valves 76, 77, and the side portions are respectively provided with two first joints 714 and two
  • the second joint 715 is provided with two check valves 73 and 74 at the rear.
  • the control buffer integrated block 713 is further provided with a fuel injection port 710 at the side, and the front pipeline communicates with the accumulator 725 to control the buffer integration.
  • the setting of block 713 is highly integrated, saving space.
  • the control buffer manifold block 713 communicates with the damping damper on the left side and the damper buffer device on the right side through the first joint 714 and the second joint 715 and the conduit 712, respectively.
  • the pressure regulating valve 75, the electromagnetic valve 78, the joints 714, 715, the one-way relief valves 76, 77, the one-way valves 73, 74, and the oil filling port may also be provided according to different damping and buffering requirements.
  • FIG. 1D it is another constant pressure damping control buffer system of the present invention, which is an electromagnetic valve added as compared with the constant pressure damping control buffer system of FIG.
  • the first oil passage may include a first electromagnetic valve 78
  • the second oil passage may include a second electromagnetic valve 79
  • the first electromagnetic valve 78 is connected in series to the first hydraulic rainbow 71 and the first
  • the second solenoid valve 79 is connected in series between the second hydraulic cylinder 72 and the second one-way valve 74.
  • FIG. 3 it is another boosting damping control buffer system of the present invention, wherein a solenoid valve and a pressure regulating valve are added relative to FIG. 1a, when both solenoid valves are open.
  • a solenoid valve and a pressure regulating valve are added relative to FIG. 1a, when both solenoid valves are open.
  • the pressure of the oil passage is the smallest, the pressure of the oil passage becomes larger when only one solenoid valve is opened, and the oil pressure is maximized when all the solenoid valves are closed, thereby functioning as a lock.
  • FIG. 1g it is a further stepless pressure regulating damping control buffering system of the present invention, which is a stepless voltage regulating control, so that the first electromagnetic valve 78 is only in the pipeline with respect to FIG.
  • the pressure regulating valve 75 is alternately arranged as a proportional relief valve, and the proportional relief valve can be adjusted according to the current control, and the pressure in the oil passage is controlled by adjustment, so that the oil passage pressure can be adjusted as needed, and the damping is continuously enhanced.
  • the working principle it is basically the same as the diagrams la, ld, le, If, but only stepless adjustment can be realized; at the same time, when the damping strength reaches a certain level, the proportional relief valve can also achieve the closing lock.
  • the damping control principle of the present invention is as follows:
  • the pressure value of the back pressure is adjusted by the pressure regulating valve, and the hydraulic oil is again After the return oil passage 720, since the right oil passage in the figure is a pressurized oil passage, the hydraulic oil will open the check valve of the second one-way relief valve 77 through the return oil passage 720, and the first hydraulic rainbow has a rod cavity.
  • the 711 and the second hydraulic rainbow rodless chamber 722 are filled with oil, and the second one-way relief valve 77 functions as a one-way valve.
  • the pressure between the rodless chamber 712 of the first hydraulic cylinder 71 and the rod chamber 721 of the second hydraulic cylinder to the second solenoid valve 79 rises rapidly, preventing the first A hydraulic cylinder 71 continues to contract or the second hydraulic cylinder 72 continues to stretch; when the pressure value is greater than the pressure value set by the first one-way relief valve 76, the relief valve of the first one-way relief valve 76 opens to relieve pressure , for safety protection; when the pressure value is lower than the pressure value set by the first one-way relief valve 76, the force for the two hydraulic cylinders can be overcome When the first hydraulic cylinder stops contracting, the second hydraulic cylinder stops stretching and acts as a lock.
  • the rodless chamber 712 of the first hydraulic cylinder 71 and the oil amount of the hydraulic oil discharged from the rod chamber 721 of the second hydraulic cylinder 72 and the first hydraulic cylinder have a rod chamber 711 and a second hydraulic cylinder without a rod chamber
  • the amount of oil that needs to be replenished by 722 is not equal.
  • the accumulator 725 replenishes the first hydraulic cylinder 71 and the second hydraulic cylinder 72, or stores excess oil.
  • the hydraulic fluid in the second hydraulic cylinder rodless chamber 722 and the first hydraulic rainbow rod chamber 711 starts to drain, and the oil in the left side of the figure is shown.
  • the road belongs to the oil draining circuit.
  • the hydraulic oil passes through the pressure regulating valve 75 in the first oil passage, the back pressure is generated, and the pressure value of the back pressure can also be adjusted.
  • the hydraulic oil passes through the return oil passage 720 and opens the first single.
  • the relief valve 76 the second hydraulic rainbow rod chamber 721 and the first hydraulic rainbow rodless chamber 712 are filled with oil, and the first one-way relief valve 76 functions as a one-way valve.
  • the first electromagnetic valve 78 When the second hydraulic cylinder 72 contracts and the first hydraulic cylinder 71 is stretched beyond the set range, the first electromagnetic valve 78 is closed, the second hydraulic cylinder rodless chamber 722 and the first hydraulic cylinder have the hydraulic oil in the rod chamber 711. The discharge cannot be continued, and the pressure between the rod chamber 711 of the first hydraulic cylinder 71 and the rodless chamber 722 of the second hydraulic cylinder to the first electromagnetic valve 78 rises rapidly, preventing the first hydraulic cylinder 71 from continuing to stretch or the second hydraulic pressure.
  • the cylinder 72 continues to contract; when the pressure value is greater than the pressure value set by the second one-way relief valve 77, the relief valve of the second one-way relief valve 77 opens to relieve pressure and acts as a safety protection; when the pressure value is lower than
  • the pressure value set by the second one-way relief valve 77 can overcome the force applied to the two hydraulic cylinders, the second hydraulic cylinder stops contracting, and the first hydraulic cylinder stops stretching and acts as a lock.
  • the accumulator 725 also functions to replenish or store oil during the passage of the oil passage, wherein it acts as a constant hydraulic damping when flowing through the pressure regulating valve 75.
  • the hydraulic damper system of the present invention uses a left symmetrical hydraulic cylinder and a right hydraulic cylinder, and the left hydraulic cylinder and the right hydraulic cylinder are respectively connected at both ends. Front frame assembly and hinge system rear cross member. At this time, the left hydraulic cylinder is equivalent to the first hydraulic cylinder 71, and the right hydraulic cylinder is equivalent to the second hydraulic cylinder 72. When the vehicle turns, one hydraulic cylinder must be stretched, and the other The hydraulic cylinder is compressed (as shown in Figure la).
  • the pistons of the left hydraulic cylinder 71 and the right hydraulic cylinder 72 are in the middle position; when the vehicle turns left, the left hydraulic cylinder 71 is contracted by the compressive force, and the right hydraulic cylinder 72 is extended by the tensile force, and the oil thereof The road control will not be described here; when the angle of the left turn of the vehicle exceeds the set range, the vehicle electronic control system other than the present invention closes the second electromagnetic valve 79 by the trigger switch, due to the left hydraulic cylinder 71 and the right hydraulic cylinder The hydraulic oil in 72 cannot continue to be discharged, preventing the left hydraulic cylinder 71 from continuing to contract or the right hydraulic cylinder 72 continuing to stretch; when the pressure value is greater than the set pressure value, the relief valve of the first one-way relief valve 76 is opened.
  • the left hydraulic cylinder 71 is extended by the tensile force, and the right hydraulic cylinder 72 is contracted by the compressive force; when the angle of the right turn of the vehicle exceeds the set range, the electronic control system is closed by the trigger switch.
  • the first solenoid valve 78 prevents the vehicle from continuing to turn right, and functions as a super angle lock and safety protection.
  • first joint 714 and the second joint 715 are arranged in a line 712 communicating with the damping damper on the left side and the damping damper on the right side, and the line 712 is arranged in a curved circuit.
  • the bending and twisting arrangement can greatly increase the length of the pipeline, thereby providing sufficient buffer space for the hinge system to turn, and can effectively prevent long-term turning and aging wear of the pipeline.
  • the rim of the slewing bearing outer 41 and the inner cymbal 42 form a steel ball raceway 9 in the circumferential direction, and a plurality of steel balls 23 of equal diameter are arranged in the steel ball raceway 9, and the steel ball 23 is disposed in the inner cymbal
  • the steel ball inlet 10 on the circumferential surface is installed in the steel ball raceway 9, and is covered with the steel ball raceway 9.
  • the outer diameter 41 of the slewing bearing and the inner cymbal 42 are mutually rotatably connected by the steel ball 23.
  • the number of steel balls is determined according to the inner diameter of the slewing bearing 42. The volume and its circumference are specifically set.
  • FIG. 5 to FIG. 7 it is a perspective view of another front frame structure in the hinged system for a hinged vehicle of the present invention.
  • the articulated vehicle chassis hinge system further includes a centralized lubricator 12, and the centralized lubricator 12 is fixedly disposed on the fixing base 11 on the rear frame 3, and passes through the pipeline 13,
  • the lubrication interface 22 disposed on the inner circumferential surface of the inner crucible 42 communicates with the steel ball raceway 9, and the steel ball 23 in the steel ball raceway 9 is lubricated by a control system other than the present invention to ensure that it is not due to the steel ball card.
  • the failure occurring in the dead also increases the service life of the steel balls 23, and four lubrication interfaces 22 are evenly spaced in the embodiment of the present invention.
  • the hinged chassis hinge system 1 further includes a front connecting frame and a rear connecting frame 15, the front connecting frame being connected to the front frame 2 via a ball joint fixing seat 16, and the rear connecting frame 15 and the rear frame 3 being fixedly connected by bolts.
  • the front end of the front connecting frame is fixedly provided with a front cross member 17 for connecting the front car, and a rear cross member 18 is fixedly disposed at the rear end of the rear connecting frame 15 for connecting the rear car.
  • the articulated vehicle chassis hinge system 1 further includes a damping buffer device 19 disposed symmetrically to the left and right, the piston rod 20 of the damping buffer device is fixedly connected to the front frame 2, and the damping buffer is The cylinder end 21 of the device is fixedly connected to the rear cross member 18 on the rear connecting frame 15.
  • the damping buffer device 19 When the vehicle turns during the driving, the front car and the front connecting frame drive the front frame assembly 5 to rotate, the damping buffer device 19 provides steering damping, and the damping buffer device 19 provides a damping buffer effect for preventing the steering angle of the vehicle from being excessively large.
  • the rear frame 3 of the hinged system for an articulated vehicle of the present invention includes an upper connecting portion 31, a lower connecting portion 32 and a rear connecting portion 33, and the slewing bearing 4 is disposed on the upper connection.
  • the outer cymbal 31 and the inner cymbal 32 are concentrically arranged and rotatable relative to each other, and the front frame 2 and the slewing bearing 4 are externally
  • the cymbal 41 integrally constitutes a front frame assembly, and the rear frame 3 is fixedly coupled to the inner cymbal 42.
  • the upper connecting portion 31 of the rear frame 3 is provided with a plurality of screw holes 7 which are evenly spaced, and on the same circumference, a plurality of screw holes are also arranged on the lower connecting portion 32, and the lower connecting portion is also provided.
  • the screw holes on the 32 are corresponding to the screw holes on the upper connecting portion 31. Accordingly, the slewing bearing inner bore 42 is also provided with the same number of holes 6, the upper connecting portion 31, the inner cymbal 42 and the lower portion.
  • the connecting portion 32 is fixedly connected by a screw 8.
  • the number of screw holes on the upper connecting portion 31 and the lower connecting portion 32 is 12, respectively, and a total of 24 screw holes.
  • the rear connecting portion 33 of the rear frame 3 is disposed between the upper connecting portion 31 and the lower connecting portion 32 such that the upper connecting portion 31 and the lower connecting portion 32 are disposed in parallel, preferably the inner width of the rear connecting portion 33 (ie, The spacing between the upper connecting portion 31 and the lower connecting portion 32 is equal to the thickness of the slewing bearing 4.
  • the upper connecting portion 31, the lower connecting portion 32, and the rear connecting portion 33 are integrally formed.
  • the rear connecting portion 33 of the rear frame 3 is provided with a plurality of screw holes. Accordingly, the connecting portions of the rear connecting frame 15 and the rear frame 3 in the hinge system are also provided with a plurality of screw holes, the rear frame 3 and the rear connecting frame. 15 is fixed by bolts.
  • the rear frame 3 further includes a buffer block 10, wherein the buffer block 50 is a columnar body disposed between the upper connecting portion 31 and the lower connecting portion 32, when the articulated vehicle turns If it is too large, it will play the role of over-angle locking; for example, when turning to the left, the slewing bearing 4 is rotated to the left by a certain angle.
  • the buffer block 50 prevents the left step on the front frame assembly from continuing. Rotating, to achieve the effect of the left rotation lock, the same way, when the right angle is turned to a certain angle, the buffer block 50 can also prevent the right step portion of the front frame assembly from continuing to rotate, achieving the effect of right rotation locking, thereby playing the super angle The effect of locking.
  • the angle of the hyper angle lock and the position and number of the buffer block can be set as needed, and even different lock angles can be achieved.
  • the angle of the hyper angle lock is 52 degrees, and when the left and right turns reach 52 degrees, the effect of the super angle lock is achieved.
  • a steel ball raceway 9 is disposed between the outer casing 41 and the inner bore 42 and the steel ball raceway is described.
  • 9 is provided with a plurality of steel balls 23, wherein the inner cymbal 42 and the outer cymbal 41 are relatively rotatable by the plurality of steel balls 23, and the outer dam inner wall 411 is provided with a first groove 412 in the circumferential direction,
  • An insert 413 is disposed in the first recess 412.
  • a second recess 422 is formed in the circumferential direction of the outer wall 421 of the inner bore 42.
  • the steel ball race 9 is formed by the second recess 422 and the insert 413.
  • the insert 413 is a split ring structure, and the outer wall of the insert is rounded, the rounded structure effectively prevents stress concentration, and utilizes the tension of the split ring to make it and the casting (slewing bearing) Outer ⁇ ) fits tightly and without gaps, has good reliability and prolongs service life.
  • the inner wall surface 415 of the insert 413 is matched with the plurality of steel balls 23 to be a concave curved surface structure, and the insert is 413 outer wall surface 414 is a trapezoidal structure (as shown in FIG. 10, FIG. 12) or an elliptical structure (as shown in FIG. 13a) or a 4-bar hand structure (as shown in FIG. 13b) or a semi-circular structure (as shown in FIG. 13c). Or a triangular structure (as shown in Figure 13d), or other regular or irregular structure that is neutral and effective to achieve an interference fit with the first groove and that overcomes the strength of the casting.
  • the outer wall surface of the rounded structure is to be rounded, as shown in Fig.
  • the outer wall surface is a triangular structure insert; the insert is interference fit with the first groove through the outer wall surface 414,
  • the structure is good in neutrality, can effectively achieve an interference fit with the first groove, and is easy to assemble, and the first groove 9 is arranged as a corresponding mating structure.
  • the insert 413 is made of a wear-resistant material or a material that is wear-resistant after heat treatment, and is preferably made of bearing steel and has a long service life.
  • the outer casing 41 is integrally formed with the front frame 2, and the structural cylinder is compact.
  • the insert 413 is configured as an oblique split ring structure for easy installation; the outer wall surface 414 of the insert 413 is configured as a trapezoidal structure, and the embedded
  • the inner wall surface 415 of the piece 413 is matched with the plurality of steel ball rafts to have a hemispherical structure.
  • the front frame 2 of the hinge system of the present invention further includes two extending portions 36 and two ball joint mounting seats 37 which are symmetrically disposed, and the two extending portions 36 are disposed as " a V"-shaped structure, the two ball joint mounts 37 are symmetrically disposed at the front of the two extensions 36, and the front frame 2 passes through the ball joints, the ball joint mounts 37 on the extensions, and
  • the ball joint fixing seat is connected with the front cross member 17, and the ball joint connection prevents the vehicle from running in the running, and the connection rigidity is strong.
  • each includes a ball joint mount and a ball joint
  • the ball joint (not shown) includes a metal core, an elastic member, and a support piece.
  • the front cross member and the bracket fixing plate are reinforced by bolts, that is, the bolt is further fixed through the fixing hole, and the front cross member is fixedly connected to the front car.
  • the front frame 2 is provided with two ball joint mounts 37.
  • Each ball joint mount 37 is provided with a ball joint.
  • the support piece of the outer surface of the ball joint is a metal component, and the elastic component is directly connected to the ball joint mount.
  • the outer cymbal 41 is composed of a first outer cymbal 401 and a second outer cymbal 402, the first outer The crucible 401 and the second outer crucible 402 are integrally formed in a ring structure,
  • the first outer sill 401 has a square structure or other regular structure, and the second outer stern lower end portion correspondingly forms a concave step portion 406, and the first outer cymbal 401 is mounted on the step portion 406.
  • the front frame is integrally connected with the second outer casing, which increases the rigidity of the connection and reduces the thickness of the entire hinge system.
  • a plurality of threaded holes 403 are evenly spaced apart in the circumferential direction of the upper end surface of the first outer casing 401.
  • a plurality of through holes 404 are also disposed in the circumferential direction of the upper end surface of the second outer casing 402.
  • the through hole 404 of the cymbal corresponds to the hole 403 on the first outer cymbal, and the first outer cymbal and the second outer cymbal fastener are fixedly connected.
  • the first outer cymbal and the second outer cymbal are integrally connected by a double-buckle-treated screw, and have high connection strength and strong torsion resistance.
  • the inner wall 405 of the first outer casing 401 is formed with a first groove 61 in a circumferential direction, and the first groove 61 has a hemispherical structure, and correspondingly, the inner cymbal 5
  • a second groove 62 is formed in the circumferential direction of the outer wall 51.
  • the second groove 62 is also a hemispherical structure.
  • the first groove 61 and the second groove 62 cooperate to form a circular channel having a spherical cross section.
  • the spherical raceway forms a steel ball raceway 9, and the steel ball raceway 9 is provided with a plurality of steel balls 23, and the inner cymbal 42 and the outer cymbal 41 are mutually rotated by the steel ball 23.
  • the first outer casing 401 is made of a wear-resistant material or a heat-resistant and wear-resistant material, preferably made of a bearing steel material, having a good hardness and prolonging the service life.
  • the utility model relates to an articulated vehicle chassis hinge system of the invention, which has the following beneficial effects:
  • the outer casing of the slewing bearing is integrally formed with the front frame, which increases the strength and torsion resistance of the front frame;
  • the pressure control cylinder can generate the cushioning resistance without electric control or rotating the valve core, and basically there will be no oil leakage, valve core jam and electrical system failure, which greatly reduces the failure rate;
  • the hinged system of the hinged vehicle of the invention has ingenious design, compact structure, high integration, low production cost, good steering effect, long service life, convenient maintenance, good buffering effect, and constant by setting the pressure regulating valve.
  • the function of hydraulic damping, the one-way relief valve also enables the vehicle to have the function of over-angle locking and safety protection; the integral structure of the front frame and the outer casing not only increases the strength and torsion resistance of the front frame, but also the total thickness of the hinge system. The size is effectively controlled without affecting its load ability.

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Description

铰接车用底盘铰接系统 技术领域
本发明涉及车辆结构技术领域， 特别涉及车辆底盘铰接技术领域， 具体是一种铰接车用 底盘铰接系统。 背景技术
随着我国汽车制造业的迅速发展， 各种车辆制造业也在突飞猛进， 铰接式客车以它载客 量大、 利用系数高等特点在国内大中城市逐渐得到推广。 铰接客车一般由前后车厢以及连接 前后车厢的底盘铰接系统等组成， 底盘铰接系统包括转盘轴承、 前架、 后架以及阻尼系统等， 其巾：
转盘轴承包括外圏和内圏，如中国专利 CN201086609公开了一种大型铰接客车底盘铰接 系统， 其前架通过横梁与转盘轴承外圏固定连接， 后架与转盘轴承的内圏固定连接， 虽然实 现了较佳的转动连接， 但结构较复杂， 成本较高， 且通过连接形成了多层结构， 整个铰接系 统在厚度上尺寸较大， 而由于客车底面最小离地距离是受到相关标准限制的， 因此铰接系统 厚度的增加无疑增加了铰接车厢内地板离地间距， 即增加了上下客车的高度， 这给乘客上下 车带来极大的不便,如果仅仅是减 ' j、每个板材的厚度， 显然达不到承载要求， 可能会造成更加 严重的损失。
而在本申请人研发了一种转盘轴承外圏与前架一体成型的铰接系统， 如本申请人近期提 交的申请号为 "201020198624.6"、名称为"铰接车用底盘铰接系统"的中国专利申请，其外圏和 前架连成一体， 但由于刚度要求， 整体釆用了轴承钢板进行切割成型， 然后对滚道部位进行 硬度处理， 这样重量较大， 而且加工复杂。
同时， 前架通过横梁与转盘轴承外圏进行固定连接， 后架与转盘轴承的内圏固定连接， 前后架的转动可实现铰接车的自由转向， 车辆在前进过程中转向时， 后架和与其连接的转盘 轴承内圏之间产生一个抗扭力， 现有技术中， 一般只是通过设置多个螺钉连接来实现这种抗 扭力， 如中国专利 CN201086610公开了一种大型铰接客车底盘铰接系统中的后桁架结构， 其 虽然实现了转动连接， 但由于受结构的限制， 螺钉仅局部区域布置， 设置不够均匀， 抗扭力 差， 长期使用会影响其使用寿命， 且该后架结构较复杂， 成本较高。
不仅如此， 底盘铰接系统中的液压緩冲系统是制约铰接车性能的关键因素； 铰接客车的 液压緩冲系统一般由两个液压缸、 一个液压控制器和电气控制系统组成， 液压缸由液压控制 器控制变换其输出阻力的大小， 电气控制系统根据车辆转弯角度， 发信号给液压控制器， 使 其变换不同的压力值。
现有技术中， 液压緩冲系统有油路内置和油路外置两种结构， 油路内置结构集成度高、 占用空间小， 但加工要求高， 维修复杂； 油路外置的液压緩冲系统结构较复杂， 占用空间大， 但由于维修方便， 一直在铰接车中得到广泛使用， 如中国专利 CN201086607公开了一种油路 外置的液压緩冲装置， 其通过芯轴转动控制液压阻尼， 从而变换緩冲阻尼的液压控制系统， 这种控制系统虽然可以根据车辆夹角的变化形成不同的阻尼， 在防止前、 后车剪切方面起到 明显效果， 但芯轴结构较复杂， 加工精度要求高， 成本较高， 安装连接烦杂， 有时还会出现 漏油、 阀芯卡死或电气系统故障等缺点。
同时， 由于现有技术中的緩冲阻尼不能得到精确控制， 而且如果转弯过大时还会造成铰 接车前后车厢剪切事故， 尤其是后置发动机铰接客车， 当转弯角度过大时后车会对前车产生 的侧向力增大， 造成侧滑， 导致财产损失和人员伤亡事故。
因此解决铰接客车上铰接系统的厚度问题成为铰接技术领域的一大技术难题， 而且需 要对现有技术的铰接车底盘铰接系统进行进一步改进， 以克服上述缺点， 从而提升铰接车 底盘铰接系统的安全性、 稳定性和耐久性， 精筒结构， 降低成本。 发明内容
本发明的目的是克服了上述现有技术中的缺点， 提供一种设计独特巧妙、结构筒洁紧凑、 能够有效控制铰接系统的厚度并降低铰接车厢内地板离地间距、 提高抗扭强度、 延长其使用 寿命、 安装筒便、 降低成本、 适于大规模推广应用的铰接车用底盘铰接系统。
为了实现上述的目的， 本发明的第一方面， 提供了一种铰接车用底盘铰接系统， 具有如 下构成：
该铰接车用底盘铰接系统， 包括前架、 转盘轴承和后架， 所述的转盘轴承包括内圏和外 圏， 所述的内圏和外圏相对转动， 所述的后架与所述的内圏固定连接， 其主要特点是， 所述 的前架与所述的转盘轴承的外圏一体成型；所述的铰接系统还包括后连接架和緩冲控制系统， 所述的后连接架与所述的后架相固定连接， 所述的緩冲控制系统连接设置于所述的后连接架 和前架之间。
该铰接车用底盘铰接系统中的緩冲控制系统包括左右对称设置的两个阻尼緩冲装置以及 緩冲控制模块， 所述的各个阻尼緩冲装置的活塞杆均与所述的前架相固定连接， 所述的各个 阻尼緩冲装置的缸体端部均与所述的后连接架上的后横梁相固定连接； 所述的緩冲控制模块 中设置有緩冲控制第一接口和緩冲控制第二接口， 所述的緩冲控制模块的緩冲控制第一接口 和緩冲控制第二接口分别连接左侧的阻尼緩冲装置和右侧的阻尼緩冲装置。
该铰接车用底盘铰接系统中的左侧的阻尼緩冲装置为第一液压缸， 所述的右侧的阻尼緩 冲装置为第二液压缸， 所述的緩冲控制第一接口为液压油路第一接头， 所述的緩冲控制第二 接口为液压油路第二接头， 所述的液压油路第一接头和液压油路第二接头通过弯曲迂回的管 路分别连通所述的第一液压缸和第二液压缸。
该铰接车用底盘铰接系统中的第一液压缸和所述的第二液压缸均分别包含有杆腔和无杆 腔， 所述的緩冲控制模块中包括第一单向阀、 第二单向阀、 第一单向溢流阀、 第二单向溢流 阀和调压阀， 所述的第二液压缸无杆腔和第一液压缸有杆腔均依次通过所述的液压油路第一 接头和弯曲迂回的管路与所述的第一单向阀、 调压阀、 第一单向溢流阀、 第二液压缸有杆腔 和第一液压缸无杆腔相串联连通构成第一油路； 所述的第一液压缸无杆腔和第二液压缸有杆 腔均依次通过所述的液压油路第二接头和弯曲迂回的管路与所述的第二单向阀、 调压阀、 第 二单向溢流阀、 第一液压缸有杆腔和第二液压缸无杆腔相串联连通构成第二油路。
该铰接车用底盘铰接系统中的第一油路中还包括第一电磁阀， 所述的第二油路中还包括 第二电磁阀， 所述的第一电磁阀串联接入所述的第一液压缸和第一单向阀之间， 所述的第二 电磁阀串联接入所述的第二液压虹和第二单向阀之间。
该铰接车用底盘铰接系统中的第一油路和第二油路相互形成回流油路， 所述的回流油路 上连通设置有蓄能器和注油口， 且所述的蓄能器和注油口连通设置于所述的调压阀与第二单 向溢流阀和第一单向溢流阀之间。
该铰接车用底盘铰接系统中的緩冲控制模块为独立设置的控制緩冲集成块， 所述的第一 油路和第二油路均设置于该控制緩冲集成块内部。
该铰接车用底盘铰接系统中的外圏和内圏之间设置有钢珠滚道， 所述的钢珠滚道内设置 有至少一个钢珠， 所述的内圏和外圏通过所述的钢珠相对转动， 所述的外圏的内壁圆周方向 上设置有第一凹槽， 所述的第一凹槽内设置有嵌件， 所述的钢珠滚道由所述的内圏的外壁圆 周方向上的第二凹槽和所述的嵌件所构成。
该铰接车用底盘铰接系统中的嵌件为开口环状结构， 所述的嵌件外壁设置为圆角结构， 所述的嵌件与所述的第一凹槽过盈配合。
该铰接车用底盘铰接系统中的嵌件为斜开口环状结构。
该铰接车用底盘铰接系统中的嵌件的外壁面为梯形结构、 三角形结构、 椭圆形结构、 半 圆形结构或者把手形结构， 或者为其它具有对中性且和所述的第一凹槽实现过盈配合、 并克 服铸造件强度不足的规则结果或者不规则结构。 该铰接车用底盘铰接系统中的嵌件内壁面为内凹弧形结构， 所述的嵌件通过所述的外壁 面与所述的第一凹槽过盈配合。
该铰接车用底盘铰接系统中的嵌件为耐磨损的材料或者经过热处理后耐磨的材料。
该铰接车用底盘铰接系统中的嵌件为由轴承钢。
该铰接车用底盘铰接系统中的后架包括上连接部、 下连接部和后连接部， 所述的后连接 部设置在所述的上连接部和下连接部之间。
该铰接车用底盘铰接系统中的后架还包括緩冲块， 所述的緩冲块设置在所述的上连接部 和下连接部之间。
该铰接车用底盘铰接系统中还包括集中润滑器， 所述的集中润滑器固定设置在与所述的 内圏相固定连接的后架的固定座上， 并通过管路与所述的钢珠滚道连通。
在本发明的第二方面， 也提供了一种铰接车用底盘铰接系统， 包括前架、 转盘轴承和后 架， 所述的转盘轴承包括内圏和外圏， 所述的外圏和内圏之间设置有钢珠滚道， 所述的钢珠 滚道内设置有至少一个钢珠， 所述的内圏和外圏通过所述的钢珠相对转动， 所述的后架与所 述的内圏固定连接， 其主要特点是， 所述的外圏由第一外圏和第二外圏组成， 所述的第二外 圏的下端部圆周方向上形成一内凹的台阶部， 所述的第一外圏设置在所述的第二外圏的台阶 部， 所述的第二外圏与所述的前架连接成一体。
该铰接车用底盘铰接系统中还包括后连接架和緩冲控制系统， 所述的后连接架与所述的 后架相固定连接， 所述的緩冲控制系统连接设置于所述的后连接架和前架之间。
该铰接车用底盘铰接系统中的緩冲控制系统包括左右对称设置的两个阻尼緩冲装置以及 緩冲控制模块， 所述的后连接架与所述的后架相固定连接， 所述的各个阻尼緩冲装置的活塞 杆均与所述的前架相固定连接， 所述的各个阻尼緩冲装置的缸体端部均与所述的后连接架上 的后横梁相固定连接；所述的緩冲控制模块中设置有緩冲控制第一接口和緩冲控制第二接口， 所述的緩冲控制模块的緩冲控制第一接口和緩冲控制第二接口分别连接左侧的阻尼緩冲装置 和右侧的阻尼緩冲装置。
该铰接车用底盘铰接系统中的左侧的阻尼緩冲装置为第一液压缸， 所述的右侧的阻尼緩 冲装置为第二液压缸， 所述的緩冲控制第一接口为液压油路第一接头， 所述的緩冲控制第二 接口为液压油路第二接头， 所述的液压油路第一接头和液压油路第二接头通过弯曲迂回的管 路分别连通所述的第一液压缸和第二液压缸。
该铰接车用底盘铰接系统中的第一液压缸和所述的第二液压缸均分别包含有杆腔和无杆 腔， 所述的緩冲控制模块中包括第一单向阀、 第二单向阀、 第一单向溢流阀、 第二单向溢流 阀和调压阀， 所述的第二液压缸无杆腔和第一液压缸有杆腔均依次通过所述的液压油路第一 接头和弯曲迂回的管路与所述的第一单向阀、 调压阀、 第一单向溢流阀、 第二液压缸有杆腔 和第一液压缸无杆腔相串联连通构成第一油路； 所述的第一液压缸无杆腔和第二液压缸有杆 腔均依次通过所述的液压油路第二接头和弯曲迂回的管路与所述的第二单向阀、 调压阀、 第 二单向溢流阀、 第一液压缸有杆腔和第二液压缸无杆腔相串联连通构成第二油路。
该铰接车用底盘铰接系统中的第一油路中还包括第一电磁阀， 所述的第二油路中还包括 第二电磁阀， 所述的第一电磁阀串联接入所述的第一液压缸和第一单向阀之间， 所述的第二 电磁阀串联接入所述的第二液压虹和第二单向阀之间。
该铰接车用底盘铰接系统中的第一油路和第二油路相互形成回流油路， 所述的回流油路 上连通设置有蓄能器和注油口， 且所述的蓄能器和注油口连通设置于所述的调压阀与第二单 向溢流阀和第一单向溢流阀之间。
该铰接车用底盘铰接系统中的緩冲控制模块为独立设置的控制緩冲集成块， 所述的第一 油路和第二油路均设置于该控制緩冲集成块内部。
该铰接车用底盘铰接系统中的第一外圏与所述的第二外圏通过紧固件固定连接。
该铰接车用底盘铰接系统中的钢珠滚道由第一外圏内壁圆周方向上形成的第一凹槽和所 述的内圏外壁圆周上形成的第二凹槽组成， 所述的钢珠滚道内设置有至少一个钢珠， 所述的 内圏和外圏通过所述的钢珠相对转动。
该铰接车用底盘铰接系统中的第一外圏为环状结构， 且该第一外圏的截面为方形结构或 其它规则结构。
该铰接车用底盘铰接系统中的第一外圏为耐磨损的材料或者经过热处理后耐磨的材料。 该铰接车用底盘铰接系统中的第一外圏为轴承钢。
该铰接车用底盘铰接系统中的后架包括上连接部、 下连接部和后连接部， 所述的后连接 部设置在所述的上连接部和下连接部之间。
该铰接车用底盘铰接系统中的后架还包括緩冲块， 所述的緩冲块设置在所述的上连接部 和下连接部之间。
该铰接车用底盘铰接系统中还包括集中润滑器， 所述的集中润滑器固定设置在与所述的 内圏相固定连接的后架的固定座上， 并通过管路与所述的钢珠滚道连通。
釆用了该发明的铰接车用底盘铰接系统， 具有如下有益效果：
1、 转盘轴承外圏与前架一体构成， 增大了前架的强度和抗扭性；
2、压力控制筒单，不需要电气控制或转动阀芯即可产生緩冲阻力，基本上不会出现漏油、 阀芯卡死和电气系统故障等， 大大降低了故障率；
3、 制造成本低， 维护安装方便， 不需使用加工昂贵的集成装置或者制造加工精度高的转 阀， 大大降低了制造成本， 提高了在市场上的竟争力；
4、 在车辆转弯角度过大时可起到超角锁止和安全保护的功能；
5、 通过设置緩冲块可以达到超角锁死的效果， 提高了安全性， 可靠性高；
6、 结构筒单， 加工方便， 成本降低；
7、 减小了铰接系统的厚度， 结构紧凑， 实用性强；
8、 由于集中润滑器的设置提高了转向效果， 并延长了其使用寿命。 附图说明
图 1为本发明的铰接车用底盘铰接系统总成立体图。
图 la为图 1中的控制緩冲系统的原理示意图。
图 lb、 lc为图 1中的控制緩冲系统中的集成块接口示意图。
图 Id为图 1中的另一种恒压阻尼控制緩冲系统的原理示意图。
图 le为图 1中的再一种增压阻尼控制緩冲系统的原理示意图。
图 If为图 1中的再一种三级增压阻尼控制緩冲系统的原理示意图。
图 lg为图 1中的再一种无级调压阻尼控制緩冲系统的原理示意图。
图 2为本发明的铰接车用底盘铰接系统中的一种前架结构立体图。
图 3为图 2的前架结构的主视图。
图 4为图 2的前架结构的局部剖视图。
图 5为本发明的铰接车用底盘铰接系统中另一种前架结构立体图。
图 6为图 5的前架结构的转盘轴 剖视图。
图 7为图 5中的前架结构与后架的组装结构示意图。
图 8为本发明的铰接车用底盘铰接系统中的后架立体图。
图 9为本发明的铰接车用底盘铰接系统中的后架侧视图。
图 10为图 3中 A-A方向剖视图。
图 11为本发明的铰接车用底盘铰接系统中嵌件的立体图。
图 12为图 10的局部放大图。
图 13为本发明的铰接车用底盘铰接系统中嵌件结构的其它具体实施方式示意图。
图 14为本发明的铰接车用底盘铰接系统中后架的另一立体图。 图 15为本发明中的铰接车用底盘铰接系统中的再一种前架结构的立体图。
图 16为本发明中的铰接车用底盘铰接系统中的再一种前架结构的另一立体图。
图 17为图 15中 A-A方向剖视图。
图 18为本发明的铰接车用底盘铰接系统中转盘轴承立体图。
图 19为本发明的铰接车用底盘铰接系统中转盘轴承主视图。
图 20为图 19中 A-A方向剖视图。
图 21为图 20的局部放大图。 具体实施方式
为了能够更清楚地理解本发明的技术内容， 特举以下实施例详细说明。
请参阅图 1至图 3所示， 本发明所涉及的铰接车用底盘铰接系统 1 , 包括前架 2、 后架 3、 转 盘轴承 4 , 转盘轴承 4包括外圏 41和内圏 42 , 外圏 41和内圏 42同心设置， 转盘轴承内圏 42上均 匀间隔设置若干个螺孔 6,后架 3上对应设置相应的螺孔 7, 转盘轴承内圏 42与后架 3通过螺钉 8 固定连接， 前架 2与所述的转盘轴承外圏 41一体构成前架组件 5 , 由于前架 2与转盘轴承外圏 41 的圆周侧面一体构成， 既增加了连接的刚度又减小了其厚度。
在本发明具体实施例中，铰接车用底盘铰接系统还包括后连接架 15和緩冲控制系统， 所 述的后连接架 15与所述的后架 3相固定连接，所述的緩冲控制系统连接设置于所述的后连接 架 15和前架 2之间， 所述的緩冲控制系统包括左右对称设置的阻尼緩冲装置 19, 所述的阻 尼緩冲装置的活塞杆 20与所述的前架 2固定连接， 所述的阻尼緩冲装置的缸体端部 21与所 述的后连接架 15上的后横梁 18固定连接； 车辆行驶过程中转弯时， 前车厢和前横梁 17带动 前架 2转动， 阻尼緩冲装置 19提供转向阻尼， 阻尼緩冲装置 19为防止车辆转向角度过大提 供了阻尼緩冲效果。
所述的铰接系统还包括緩冲控制模块， 该緩冲控制模块为独立设置的控制緩冲集成块， 该控制緩冲集成块上设置有緩冲控制第一接口和緩冲控制第二接口， 所述的控制緩冲集成块 的緩冲控制第一接口和緩冲控制第二接口分别连接左侧的阻尼緩冲装置 19 和右侧的阻尼緩 冲装置 19。
再请参阅图 la所示， 其中提供了本发明中最优选的恒压阻尼控制緩冲系统， 其中， 该左 侧的阻尼緩冲装置 19为第一液压缸 71 , 所述的右侧的阻尼緩冲装置 19为第二液压缸 72, 所 述的緩冲控制第一接口为液压油路第一接头，所述的緩冲控制第二接口为液压油路第二接头， 所述的液压油路第一接头和液压油路第二接头通过弯曲迂回的管路分别连通所述的第一液压 缸 71和第二液压缸 72。
所述的第一液压缸 71被活塞分为有杆腔 711和无杆腔 712, 所述的第二液压缸 72被活 塞分为有杆腔 721和无杆腔 722 , 所述的恒压阻尼控制緩冲系统还包括第一单向阀 73、 第二 单向阀 74、 第一单向溢流阀 76、 第二单向溢流阀 77和调压阀 75 , 所述的第二液压缸无杆腔 722、 第一液压缸有杆腔 711、 第一单向阀 73、 调压阀 75、 第一单向溢流阀 76、 第二液压缸 有杆腔 721和第一液压缸无杆腔 712依次串联构成第一油路； 所述的第一液压缸无杆腔 712、 第二液压缸有杆腔 721、 第二单向阀 74、 调压阀 75、 第二单向溢流阀 77、 第一液压缸有杆腔 711和第二液压缸无杆腔 722依次管路串联构成第二油路。
所述的调压阀 75 起到恒定液压阻尼的作用。 所述的单向溢流阀既可以起到单向阀的作 用， 又可以在高压环境下泻压， 起安全保护作用。
较佳地， 所述的油路中还包括第一电磁阀 78 , 所述的第一电磁阀 78串联在调压阀 75和 所述的第一单向阀 73之间， 同时该第一电磁阀 78也串联在调压阀 75和所述的第二单向阀 74之间。 当该第一电磁阀 78正常打开时， 油路正常流动； 当关闭该第一电磁阀 78时， 会断 开相应的油路， 液压缸的动作会相应受阻， 起到緩冲作用。
较佳地， 所述的第一油路和第二油路形成回流油路 720, 所述的回流油路上设置有蓄能 器 725和注油口 710, 所述的蓄能器 725和所述的注油口 710设置在所述的调压阀 75与第二 单向溢流阀 7和第一单向溢流阀 76之间， 所述的蓄能器 725在第一液压缸 71和第二液压缸 72相互作反方向运动并相互补油的过程中起到储油或补油的作用， 所述的注油口 710起到为 整个系统注入适量液压油的作用。 在本具体实施例中， 请参阅图 1、 lb和 lc所示， 所述的恒 压阻尼控制緩冲系统中还包括控制緩冲集成块 713 , 所有油路及阀门设备均设置在所述的控 制緩冲集成块 713 内， 所有油路均通过油孔通断以及所有阀件的几何位置布置及安装设置在 控制緩冲集成块 713上， 所述的控制緩冲集成块 713的上端设置有两个电磁阀 78、 79和调压 阀 75 , 所述的控制緩冲集成块 713的下端设置有两个单向溢流阀 76、 77, 侧部分别设置有两 个第一接头 714和两个第二接头 715 , 后部设置有两个单向阀 73、 74, 所述的控制緩冲集成 块 713侧部还设置注油口 710, 前部管路连通蓄能器 725 ,控制緩冲集成块 713的设置实现高 度集成， 节省空间。 所述的控制緩冲集成块 713分别通过第一接头 714和第二接头 715以及 管路 712分别连通左侧的阻尼緩冲装置和右侧的阻尼緩冲装置。
在本发明的具体结构中， 也可以根据不同的阻尼和緩冲要求设置调压阀 75、 电磁阀 78、 接头 714、 715、 单向溢流阀 76、 77、 单向阀 73、 74、 注油口 710的数量和位置； 只要能够 满足该控制緩冲系统配合阻尼緩冲装置 19共同完成緩冲功能的实现即可。 请参阅图 Id所示， 其为本发明的另一种恒压阻尼控制緩冲系统， 其与图 la中的恒压阻 尼控制緩冲系统相比即为增加了一个电磁阀。 所述的第一油路可以包括第一电磁阀 78 , 所述 的第二油路可以包括第二电磁阀 79, 所述的第一电磁阀 78串联在第一液压虹 71和所述的第 一单向阀 73之间， 所述的第二电磁阀 79 串联在所述的第二液压缸 72和所述的第二单向阀 74之间。 当两个电磁阀正常打开时， 油路正常流动； 当关闭其中一个电磁阀时， 会断开相应 的油路， 液压缸的动作会相应受阻， 起到緩冲作用。
再请参阅图 le所示， 其为本发明的再一种增压阻尼控制緩冲系统， 其中相对于图 la又 增加了一个电磁阀和一个调压阀， 当两个电磁阀都处于打开状态时油路的压力最小， 而仅打 开一个电磁阀时则油路的压力变大， 当所有电磁阀都关闭时则油路压力最大， 从而起到了锁 止功能。
再请参阅图 If所示， 其为本发明的再一种三级增压阻尼控制緩冲系统， 其和图 Id的原 理是一样的， 主要是釆用了三级增压控制， 事实上可以根据需要设置若干级的增压控制。
再请参阅图 lg所示， 其为本发明的再一种无级调压阻尼控制緩冲系统， 其为无级调压控 制，因此相对于图 la只是在管路中将第一电磁阀 78和调压阀 75替换设置为一个比例溢流阀， 该比例溢流阀可以根据电流控制进行调节， 通过调节来控制油路中的压力， 从而可以根据需 要调节油路压力， 不断增强阻尼， 其在工作原理上和图 la、 ld、 le、 If基本相同， 只是可以 实现无级调节； 同时在阻尼强度达到一定程度时， 该比例溢流阀也可以实现关闭锁止。
本发明的阻尼控制原理如下：
请参阅图 la所示， 当第一液压缸 71收缩、 第二液压缸 72拉伸时， 第一液压缸 71的无 杆腔 712和第二液压缸 72的有杆腔 721内液压油开始排油，此时图中右边油路属于排油油路， 液压油经过第二油路中的调压阀 75时产生背压， 背压的压力值由调压阀来调节设定， 液压油 再经过回流油路 720, 由于图中右边油路是有压油路， 所以液压油经回流油路 720后会打开 第二单向溢流阀 77的单向阀， 向第一液压虹有杆腔 711和第二液压虹无杆腔 722内补油， 此 时第二单向溢流阀 77起到单向阀的作用。
当第一液压缸 71收缩、 第二液压缸 72拉伸超过设定的范围时， 关闭第二电磁阀 79, 第 一液压缸 71的无杆腔 712和第二液压缸 72的有杆腔 721中的液压油不能继续排出， 由于液 体的不可压缩性， 第一液压缸 71的无杆腔 712和第二液压缸的有杆腔 721到第二电磁阀 79 之间的压力迅速上升， 阻止第一液压缸 71继续收缩或第二液压缸 72继续拉伸； 当压力值大 于第一单向溢流阀 76设定的压力值时， 第一单向溢流阀 76的溢流阀开启泄压， 起安全保护 作用； 当压力值低于第一单向溢流阀 76设定的压力值， 即可克服所作用于两个液压缸上的力 时， 第一液压缸停止收缩， 第二液压缸停止拉伸， 起锁止作用。
由于各种原因， 第一液压缸 71的无杆腔 712和第二液压缸 72的有杆腔 721排出的液压 油的油量与第一液压缸有杆腔 711和第二液压缸无杆腔 722需要补充的油量不相等， 此时蓄 能器 725向第一液压缸 71和第二液压缸 72补油， 或者将多余的油储存起来。
同理， 当第二液压缸 72收缩、 第一液压缸 71拉伸时， 第二液压缸无杆腔 722和第一液 压虹有杆腔 711 内液压油开始排油， 此时图中左边油路属于排油油路， 液压油经过第一油路 中的调压阀 75时产生背压， 背压的压力值也可以调节设定， 液压油再经过回流油路 720, 并 打开第一单向溢流阀 76, 向第二液压虹有杆腔 721和第一液压虹无杆腔 712内补油， 此时第 一单向溢流阀 76起到单向阀的作用。
当第二液压缸 72收缩、 第一液压缸 71拉伸超过设定的范围时， 关闭第一电磁阀 78 , 第 二液压缸无杆腔 722和第一液压缸有杆腔 711中的液压油不能继续排出，第一液压缸 71的有 杆腔 711和第二液压缸的无杆腔 722到第一电磁阀 78之间的压力迅速上升，阻止第一液压缸 71继续拉伸或第二液压缸 72继续收缩； 当压力值大于第二单向溢流阀 77设定的压力值时， 第二单向溢流阀 77的溢流阀开启泄压， 起安全保护作用； 当压力值低于第二单向溢流阀 77 设定的压力值， 即可克服所作用于两个液压缸上的力时， 第二液压缸停止收缩， 第一液压缸 停止拉伸， 起锁止作用。
在油路流通过程中， 蓄能器 725也能起到补油或储油的功能， 其中， 在流经调压阀 75时 起到恒定液压阻尼的作用。
在实际使用当中， 所述的前架和后架通过转盘轴承实现转动， 本发明中的液压阻尼系统 使用互为对称的左液压缸和右液压缸， 左液压缸和右液压缸两端分别连接前架总成和铰接系 统后横梁， 此时， 左液压缸相当于第一液压缸 71 , 右液压缸相当于第二液压缸 72, 当车辆转 弯时， 必有一液压缸拉伸， 而另一液压缸压缩 （如图 la所示）。 铰接车直行时， 左液压缸 71 和右液压缸 72的活塞都处在中间位置； 当车辆左转弯时， 左液压缸 71受到压缩力收缩， 右 液压缸 72受到拉伸力伸出， 其油路控制在此不再赘述； 当车辆左转弯的角度超过设定的范围 时， 本发明之外的车辆电控系统通过触发开关， 关闭第二电磁阀 79, 由于左液压缸 71和右 液压缸 72内的液压油不能继续排出， 阻止左液压缸 71继续收缩或右液压缸 72继续拉伸，； 当压力值大于设定的压力值时， 第一单向溢流阀 76的溢流阀开启泄压， 起安全保护作用； 当 压力值低于第一单向溢流阀 76设定的压力值， 即可克服车辆所作用于两个液压缸上的力时， 第一液压缸停止收缩， 第二液压缸停止拉伸， 起锁止作用。 此时锁止是相对的， 左液压缸可 以伸出， 右液压缸此时可以收缩。 相对车辆而言， 阻止车辆进一步增大转弯角度， 但是允许 车辆恢复到直行状态， 起安全保护作用。
同理， 当车辆右转弯时， 左液压缸 71受到拉伸力伸出， 右液压缸 72受到压缩力收缩； 当车辆右转弯的角度超过设定的范围时， 电控系统通过触发开关， 关闭第一电磁阀 78 , 阻止 车辆继续右转， 起到超角锁止和安全保护的功能。
同时， 第一接头 714、 第二接头 715分别和左侧的阻尼緩冲装置和右侧的阻尼緩冲装置 相连通的管路 712布置也非常重要， 该管路 712为弯曲迂回设置， 这种弯曲迂回设置的方式 可以使得管路的长度大大增加， 从而给铰接系统转弯时提供充分的緩冲空间， 并能够有效防 止长时间转弯而使管路老化磨损。
再请参阅图 4所示， 转盘轴承外圏 41和内圏 42连接处在圆周方向上形成钢珠滚道 9, 钢珠 滚道 9内设置若干个直径等同的钢珠 23 ,钢珠 23通过设置在内圏内圆周面上的钢珠入口 10安装 在钢珠滚道 9内， 并布满钢珠滚道 9, 转盘轴承外圏 41和内圏 42通过钢珠 23实现相互转动连接， 钢珠的数量要根据转盘轴承内圏 42的容积及其圆周周长具体设置。
再请参阅图 5至图 7所示，其为本发明的铰接车用底盘铰接系统中另一种前架结构立体图。 其中， 如图 6和图 7所示， 铰接车用底盘铰接系统还包括集中润滑器 12 , 所述的集中润滑器 12 固定设置在后架 3上的固定座 11上， 并通过管路 13、 设置在内圏 42内圆周面上的润滑接口 22 与所述的钢珠滚道 9连通， 通过本发明之外的控制系统对钢珠滚道 9内的钢珠 23进行润滑， 保 证其不会因为钢珠卡死而出现的故障， 同时也提高了钢珠 23的使用寿命， 在本发明的实施例 中均匀间隔设置了 4个润滑接口 22。
较佳地，铰接车用底盘铰接系统 1还包括前连接架和后连接架 15 , 前连接架通过球铰固定 座 16与前架 2连接 , 后连接架 15与后架 3通过螺栓固定连接。
较佳地， 所述的前连接架前端固定设置有前横梁 17, 用于连接前车厢， 后连接架 15后端 固定设置有后横梁 18 , 用于连接后车厢。
较佳地，铰接车用底盘铰接系统 1还包括左右对称设置的阻尼緩冲装置 19 , 所述的阻尼緩 冲装置的活塞杆 20与所述的前架 2固定连接，所述的阻尼緩冲装置的缸体端部 21与所述的后连 接架 15上的后横梁 18固定连接。
车辆行驶过程中转弯时， 前车厢和前连接架带动前架组件 5转动， 阻尼緩冲装置 19提供 转向阻尼， 阻尼緩冲装置 19为防止车辆转向角度过大提供了阻尼緩冲效果。
再请参阅图 8所示， 本发明的铰接车用底盘铰接系统的后架 3包括上连接部 31、 下连接 部 32和后连接部 33 , 所述的转盘轴承 4设置在所述的上连接部 31和下连接部 32之间， 所 述的外圏 31和内圏 32同心设置， 且可以相对转动， 所述的前架 2与所述的转盘轴承 4的外 圏 41一体构成前架组件， 所述的后架 3与所述的内圏 42固定连接。
所述的后架 3上的上连接部 31上设置若干个螺孔 7, 这些螺孔 7均匀间隔设置， 且在同 一圆周上， 同样下连接部 32上也设置若干个螺孔， 下连接部 32上的螺孔与上连接部 31上的 螺孔——对应，相应地，所述的转盘轴承内圏 42也设置数量相同的孔 6,所述的上连接部 31、 内圏 42和下连接部 32通过螺钉 8固定连接。
较佳地， 本实施例中上连接部 31和下连接部 32上螺孔数量分别是 12个，共 24个螺孔。 所述的后架 3的后连接部 33设置在上连接部 31和下连接部 32之间， 使上连接部 31和 下连接部 32平行设置， 较佳地后连接部 33的内部宽度（即上连接部 31和下连接部 32之间 的间距）要与转盘轴承 4的厚度相等。 本实施例中上连接部 31、 下连接部 32和后连接部 33 一体成型。
较佳地， 后架 3的后连接部 33上设置有数个螺孔， 相应地， 铰接系统中的后连接架 15 与后架 3连接部也设置数个螺孔， 后架 3与后连接架 15通过螺栓固定连接。
较佳地， 所述的后架 3还包括緩冲块 10, 所述的緩冲块 50为一柱状体， 设置在所述的 上连接部 31和下连接部 32之间， 当铰接车转弯过大， 起超角锁死的作用； 如当向左转弯时， 转盘轴承 4向左旋转一定角度， 当达到某预先设置的角度时，緩冲块 50阻止前架组件上的左 台阶部继续旋转， 达到左旋转锁死的效果， 同理向右转弯一定角度时， 緩冲块 50也能阻止前 架组件上的右台阶部继续旋转， 达到右旋转锁死的效果， 进而起到超角锁死的效果。 在具体 实施例中可根据需要设置超角锁死的角度以及緩冲块的位置及数量， 甚至可以达到左右不同 锁死角度需要。 本具体实施例中超角锁死角度为 52度， 当左右转弯达到 52度时起到超角锁 死的效果。
再请参阅图 10至 14所示， 本发明所涉及的铰接车用底盘铰接系统， 所述的外圏 41和所 述的内圏 42之间设置有钢珠滚道 9, 所述的钢珠滚道 9 内设置有若干钢珠 23 , 所述的内圏 42和外圏 41通过所述的若干钢珠 23可相对转动， 所述的外圏内壁 411圆周方向上设置有第 一凹槽 412, 所述的第一凹槽 412内设置有嵌件 413 , 相应地， 内圏 42外壁 421圆周方向上 形成第二凹槽 422, 所述的钢珠滚道 9由第二凹槽 422和所述的嵌件 413构成； 铰接车通过 转盘轴承的转动实现了自由转向。
如图 11所示， 所述的嵌件 413为开口环结构， 所述的嵌件外壁釆用圆角处理， 圆角结构 有效防止应力集中， 并利用开口环自身张力使其与铸件（转盘轴承外圏）贴合紧密无间隙， 可靠性好， 延长使用寿命。
所述的嵌件 413内壁面 415配合所述的若干钢珠 23设置为内凹的弧面结构，所述的嵌件 413外壁面 414为梯形结构（如图 10、 图 12所示）或椭圆形结构（如图 13a所示）或 4巴手形 结构（如图 13b所示）或半圆形结构（如图 13c所示）或三角形结构（如图 13d所示）， 或其 它具有对中性， 且能够有效的和第一凹槽实现过盈配合， 并能够克服铸造件强度不足的规则 或不规则结构,对具有圆角结构的外壁面， 要进行圆角处理， 如如图 13d所示外壁面为三角形 结构的嵌件； 所述的嵌件通过外壁面 414与所述的第一凹槽过盈配合， 此结构对中性好， 能 够有效的和第一凹槽实现过盈配合， 且易于装配， 所述的第一凹槽 9设置为相应配合结构。
较佳地， 所述的嵌件 413由耐磨损的材料或经过热处理后耐磨的材料制成， 以轴承钢制 成为佳， 使用寿命长。
较佳地， 所述的外圏 41与所述的前架 2连成一体， 结构筒单紧凑。
其中， 图 10至图 12是本发明优选实施例附图， 所述的嵌件 413设置为斜开口环结构， 便于安装； 所述的嵌件 413外壁面 414设置为梯形结构， 所述的嵌件 413内壁面 415配合所 述的若干钢珠 Ί设置为半球面结构。
如图 2至 4所示，本发明的铰接系统中所述的前架 2还包括对称设置的两个延伸部 36和 两个球铰安装座 37, 所述的两个延伸部 36设置为 "V"形结构， 所述的两个球铰安装座 37对 称设置在所述的两个延伸部 36的前部， 所述的前架 2通过延伸部上的球铰、 球铰安装座 37 和球铰固定座与前横梁 17连接， 球铰连接可防止车辆在运行中串动， 连接刚度强。
作为本发明的铰接系统的球铰连接结构的第二种实施例， 请参阅图 5至 7所示。
在上述的两种球铰连接结构中， 均包括球铰固定座和球铰， 所述的球铰（图中未示出） 包括金属芯、 弹性元件和支撑片。
为了提高其连接强度， 前横梁和支架固定板通过螺栓加强连接， 即螺栓穿过固定孔进行 进一步固定， 前横梁与前车厢固定连接。 相应的， 前架 2上设置有两个球铰安装座 37, 每个 球铰安装座 37内设置一球铰， 球铰外表面的支撑片为金属元件，避免弹性元件直接与球铰安 装座 37接触，每个球铰的两端支撑部通过螺栓穿设球铰固定孔和螺孔从而固定在第一固定座 和第二固定座上的凹槽内， 由于金属芯主轴两端的支撑部的边角为圆角结构， 且圆角角度要 大于凹槽边角的圆角角度， 这样车辆在行驶中使球铰支架结构避免应力集中而造成球铰固定 座的损坏， 因此圆角结构提高了球铰和球铰支架结构之间的连接强度。 当车辆左右转弯时， 球铰在限位凸台的作用下不会左右串动； 车辆在前进、 急刹车或上下颠簸时会对球铰产生较 大作用力， 緩冲孔的设置可以起到緩冲效果， 对铰接系统起到保护作用。
如图 15至图 21所示， 本发明中的铰接车用底盘铰接系统中的转盘轴承， 所述的外圏 41由 第一外圏 401和第二外圏 402组成， 所述的第一外圏 401和第二外圏 402整体为环状结构， 所述 的第一外圏 401截面为方形结构或其它规则结构，所述的第二外圏下端部相应地形成内凹的台 阶部 406, 所述的第一外圏 401安装在所述的台阶部 406内， 所述的前架与所述的第二外圏连接 成一体， 这样既增加了连接的刚度又减小了整个铰接系统的厚度。
所述的第一外圏 401上端面圆周方向上均匀间隔设置若干螺紋孔 403 , 相应地， 所述的第 二外圏 402上端面圆周方向上也设置若干通孔 404，所述的第二外圏上的通孔 404与所述的第一 外圏上的孔 403—一对应， 所述的第一外圏和所述的第二外圏紧固件固定连接， 本具体实施例 中， 所述的第一外圏和所述的第二外圏通过倍力扣处理的螺钉连成一体， 连接强度高， 抗扭 力强。
如图 20、 21所示， 所述的第一外圏 401内壁 405圆周方向上形成第一凹槽 61 , 所述的第一 凹槽 61截面为半球结构， 相应地， 所述的内圏 5外壁 51圆周方向上形成第二凹槽 62, 所述的第 二凹槽 62截面也为半球结构， 所述的第一凹槽 61与第二凹槽 62配合形成一个截面为球形的圆 环通道， 所述的球形滚道形成钢珠滚道 9, 所述的钢珠滚道 9内设置若干钢珠 23 , 所述的内圏 42和外圏 41通过钢珠 23实现相互转动。
较佳地， 所述的第一外圏 401由耐磨损的材料或经过热处理后耐磨的材料制成， 以轴承钢 材料制成为佳， 硬度好， 延长使用寿命。
釆用了该发明的铰接车用底盘铰接系统， 具有如下有益效果：
( 1 )转盘轴承外圏与前架一体构成， 增大了前架的强度和抗扭性；
( 2 )压力控制筒单， 不需要电气控制或转动阀芯即可产生緩冲阻力， 基本上不会出现漏 油、 阀芯卡死和电气系统故障等， 大大降低了故障率；
( 3 )制造成本低， 维护安装方便， 不需使用加工昂贵的集成装置或者制造加工精度高的 转阀， 大大降低了制造成本， 提高了在市场上的竟争力；
( 4 )在车辆转弯角度过大时可起到超角锁止和安全保护的功能；
( 5 )通过设置緩冲块可以达到超角锁死的效果， 提高了安全性， 可靠性高；
( 6 )结构筒单， 加工方便， 成本降低；
( 7 )减小了铰接系统的厚度， 结构紧凑， 实用性强；
( 8 ) 由于集中润滑器的设置提高了转向效果， 并延长了其使用寿命。
总之， 本发明铰接车用底盘铰接系统设计巧妙， 结构筒单紧凑， 集成度高， 生产成本低， 转向效果好， 使用寿命长， 维护方便， 緩冲效果好， 通过设置调压阀起到恒定液压阻尼的作 用， 单向溢流阀还使车辆具备超角锁止和安全保护的功能； 通过前架与外圏一体构造不仅增 加了前架的强度和抗扭性， 而且铰接系统的总厚度尺寸得到有效控制， 同时也不影响其承载 能力。
在此说明书中， 本发明已参照其特定的实施例作了描述。 但是， 很显然仍可以作出各种 修改和变换而不背离本发明的精神和范围。 因此， 说明书和附图应被认为是说明性的而非限 制性的。

Claims

权利要求
1、一种铰接车用底盘铰接系统， 包括前架、 转盘轴承和后架， 所述的转盘轴承包括内圏 和外圏， 所述的内圏和外圏相对转动， 所述的后架与所述的内圏固定连接， 其特征在于， 所 述的前架与所述的转盘轴承的外圏一体成型； 所述的铰接系统还包括后连接架和緩冲控制系 统， 所述的后连接架与所述的后架相固定连接， 所述的緩冲控制系统连接设置于所述的后连 接架和前架之间。
2、 根据权利要求 1所述的铰接车用底盘铰接系统， 其特征在于， 所述的緩冲控制系统包 括左右对称设置的两个阻尼緩冲装置以及緩冲控制模块， 所述的各个阻尼緩冲装置的活塞杆 均与所述的前架相固定连接 , 所述的各个阻尼緩冲装置的缸体端部均与所述的后连接架上的 后横梁相固定连接； 所述的緩冲控制模块中设置有緩冲控制第一接口和緩冲控制第二接口， 所述的緩冲控制模块的緩冲控制第一接口和緩冲控制第二接口分别连接左侧的阻尼緩冲装置 和右侧的阻尼緩冲装置。
3、 根据权利要求 2所述的铰接车用底盘铰接系统， 其特征在于， 所述的左侧的阻尼緩冲 装置为第一液压缸， 所述的右侧的阻尼緩冲装置为第二液压缸， 所述的緩冲控制第一接口为 液压油路第一接头， 所述的緩冲控制第二接口为液压油路第二接头， 所述的液压油路第一接 头和液压油路第二接头通过弯曲迂回的管路分别连通所述的第一液压缸和第二液压缸。
4、 根据权利要求 3所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一液压缸和所 述的第二液压缸均分别包含有杆腔和无杆腔， 所述的緩冲控制模块中包括第一单向阀、 第二 单向阀、 第一单向溢流阀、 第二单向溢流阀和调压阀， 所述的第二液压缸无杆腔和第一液压 缸有杆腔均依次通过所述的液压油路第一接头和弯曲迂回的管路与所述的第一单向阀、 调压 阀、 第一单向溢流阀、 第二液压缸有杆腔和第一液压缸无杆腔相串联连通构成第一油路； 所 述的第一液压缸无杆腔和第二液压缸有杆腔均依次通过所述的液压油路第二接头和弯曲迂回 的管路与所述的第二单向阀、 调压阀、 第二单向溢流阀、 第一液压缸有杆腔和第二液压缸无 杆腔相串联连通构成第二油路。
5、 根据权利要求 4所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一油路中还包 括第一电磁阀， 所述的第二油路中还包括第二电磁阀， 所述的第一电磁阀串联接入所述的第 一液压虹和第一单向阀之间， 所述的第二电磁阀串联接入所述的第二液压虹和第二单向阀之 间。
6、 根据权利要求 4或 5所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一油路和 第二油路相互形成回流油路， 所述的回流油路上连通设置有蓄能器和注油口， 且所述的蓄能 器和注油口连通设置于所述的调压阀与第二单向溢流阀和第一单向溢流阀之间。
7、 根据权利要求 4或 5所述的铰接车用底盘铰接系统， 其特征在于， 所述的緩冲控制模 块为独立设置的控制緩冲集成块， 所述的第一油路和第二油路均设置于该控制緩冲集成块内 部。
8、 根据权利要求 1所述的铰接车用底盘铰接系统， 其特征在于， 所述的外圏和内圏之间 设置有钢珠滚道， 所述的钢珠滚道内设置有至少一个钢珠， 所述的内圏和外圏通过所述的钢 珠相对转动， 所述的外圏的内壁圆周方向上设置有第一凹槽， 所述的第一凹槽内设置有嵌件， 所述的钢珠滚道由所述的内圏的外壁圆周方向上的第二凹槽和所述的嵌件所构成。
9、 根据权利要求 8所述的铰接车用底盘铰接系统， 其特征在于， 所述的嵌件为开口环状 结构， 所述的嵌件外壁设置为圆角结构， 所述的嵌件与所述的第一凹槽过盈配合。
10、 根据权利要求 9所述的铰接车用底盘铰接系统， 其特征在于， 所述的嵌件为斜开口 环状结构。
11、根据权利要求 9或 10所述的铰接车用底盘铰接系统， 其特征在于， 所述的嵌件的外 壁面为梯形结构、 三角形结构、 椭圆形结构、 半圆形结构或者把手形结构， 或者为其它具有 对中性且和所述的第一凹槽实现过盈配合、 并克服铸造件强度不足的规则结果或者不规则结 构。
12、 根据权利要求 11所述的铰接车用底盘铰接系统， 其特征在于， 所述的嵌件内壁面为 内凹弧形结构， 所述的嵌件通过所述的外壁面与所述的第一凹槽过盈配合。
13、 根据权利要求 8至 10中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的 嵌件为耐磨损的材料或者经过热处理后耐磨的材料。
14、 根据权利要求 13所述的铰接车用底盘铰接系统， 其特征在于， 所述的嵌件为由轴承 钢。
15、 根据权利要求 1所述的铰接车用底盘铰接系统， 其特征在于， 所述的后架包括上连 接部、 下连接部和后连接部， 所述的后连接部设置在所述的上连接部和下连接部之间。
16、 根据权利要求 15所述的铰接车用底盘铰接系统， 其特征在于， 所述的后架还包括緩 冲块， 所述的緩冲块设置在所述的上连接部和下连接部之间。
17、 根据权利要求 1所述的铰接车用底盘铰接系统， 其特征在于， 所述的铰接系统中还 包括集中润滑器，所述的集中润滑器固定设置在与所述的内圏相固定连接的后架的固定座上， 并通过管路与所述的钢珠滚道连通。
18、 一种铰接车用底盘铰接系统， 包括前架、 转盘轴承和后架， 所述的转盘轴承包括内 圏和外圏， 所述的外圏和内圏之间设置有钢珠滚道， 所述的钢珠滚道内设置有至少一个钢珠， 所述的内圏和外圏通过所述的钢珠相对转动， 所述的后架与所述的内圏固定连接， 其特征在 于， 所述的外圏由第一外圏和第二外圏组成， 所述的第二外圏的下端部圆周方向上形成一内 凹的台阶部， 所述的第一外圏设置在所述的第二外圏的台阶部， 所述的第二外圏与所述的前 架连接成一体。
19、 根据权利要求 18所述的铰接车用底盘铰接系统， 其特征在于， 所述的铰接系统还包 括后连接架和緩冲控制系统， 所述的后连接架与所述的后架相固定连接， 所述的緩冲控制系 统连接设置于所述的后连接架和前架之间。
20、 根据权利要求 19所述的铰接车用底盘铰接系统， 其特征在于， 所述的緩冲控制系统 包括左右对称设置的两个阻尼緩冲装置以及緩冲控制模块， 所述的后连接架与所述的后架相 固定连接， 所述的各个阻尼緩冲装置的活塞杆均与所述的前架相固定连接， 所述的各个阻尼 緩冲装置的缸体端部均与所述的后连接架上的后横梁相固定连接； 所述的緩冲控制模块中设 置有緩冲控制第一接口和緩冲控制第二接口， 所述的緩冲控制模块的緩冲控制第一接口和緩 冲控制第二接口分别连接左侧的阻尼緩冲装置和右侧的阻尼緩冲装置。
21、 根据权利要求 20所述的铰接车用底盘铰接系统， 其特征在于， 所述的左侧的阻尼緩 冲装置为第一液压缸， 所述的右侧的阻尼緩冲装置为第二液压缸， 所述的緩冲控制第一接口 为液压油路第一接头， 所述的緩冲控制第二接口为液压油路第二接头， 所述的液压油路第一 接头和液压油路第二接头通过弯曲迂回的管路分别连通所述的第一液压缸和第二液压缸。
22、 根据权利要求 21所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一液压缸和 所述的第二液压缸均分别包含有杆腔和无杆腔， 所述的緩冲控制模块中包括第一单向阀、 第 二单向阀、 第一单向溢流阀、 第二单向溢流阀和调压阀， 所述的第二液压缸无杆腔和第一液 压缸有杆腔均依次通过所述的液压油路第一接头和弯曲迂回的管路与所述的第一单向阀、 调 压阀、 第一单向溢流阀、 第二液压缸有杆腔和第一液压缸无杆腔相串联连通构成第一油路； 所述的第一液压缸无杆腔和第二液压缸有杆腔均依次通过所述的液压油路第二接头和弯曲迂 回的管路与所述的第二单向阀、 调压阀、 第二单向溢流阀、 第一液压缸有杆腔和第二液压缸 无杆腔相串联连通构成第二油路。
23、 根据权利要求 22所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一油路中还 包括第一电磁阀， 所述的第二油路中还包括第二电磁阀， 所述的第一电磁阀串联接入所述的 第一液压虹和第一单向阀之间， 所述的第二电磁阀串联接入所述的第二液压虹和第二单向阀 之间。
24、 根据权利要求 22或 23所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一油 路和第二油路相互形成回流油路， 所述的回流油路上连通设置有蓄能器和注油口， 且所述的 蓄能器和注油口连通设置于所述的调压阀与第二单向溢流阀和第一单向溢流阀之间。
25、 根据权利要求 22或 23所述的铰接车用底盘铰接系统， 其特征在于， 所述的緩冲控 制模块为独立设置的控制緩冲集成块， 所述的第一油路和第二油路均设置于该控制緩冲集成 块内部。
26、 根据权利要求 18所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一外圏与所 述的第二外圏通过紧固件固定连接。
27、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的钢珠滚道由第一外圏内壁圆周方向上形成的第一凹槽和所述的内圏外壁圆周上形成的 第二凹槽组成， 所述的钢珠滚道内设置有至少一个钢珠， 所述的内圏和外圏通过所述的钢珠 相对转动。
28、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一外圏为环状结构， 且该第一外圏的截面为方形结构或其它规则结构。
29、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一外圏为耐磨损的材料或者经过热处理后耐磨的材料。
30、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的第一外圏为轴承钢。
31、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的后架包括上连接部、 下连接部和后连接部， 所述的后连接部设置在所述的上连接部和 下连接部之间。
32、 根据权利要求 31所述的铰接车用底盘铰接系统， 其特征在于， 所述的后架还包括緩 冲块， 所述的緩冲块设置在所述的上连接部和下连接部之间。
33、 根据权利要求 18至 23、 26中任一项所述的铰接车用底盘铰接系统， 其特征在于， 所述的铰接系统中还包括集中润滑器， 所述的集中润滑器固定设置在与所述的内圏相固定连 接的后架的固定座上， 并通过管路与所述的钢珠滚道连通。
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