WO2013104199A1 - 悬架系统组合、多桥车辆及多桥底盘 - Google Patents

悬架系统组合、多桥车辆及多桥底盘 Download PDF

Info

Publication number
WO2013104199A1
WO2013104199A1 PCT/CN2012/082156 CN2012082156W WO2013104199A1 WO 2013104199 A1 WO2013104199 A1 WO 2013104199A1 CN 2012082156 W CN2012082156 W CN 2012082156W WO 2013104199 A1 WO2013104199 A1 WO 2013104199A1
Authority
WO
WIPO (PCT)
Prior art keywords
suspension
group
controller
bridge
wide
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2012/082156
Other languages
English (en)
French (fr)
Inventor
詹纯新
刘权
张建军
李义
李英智
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hunan Zoomlion Special Vehicle Co Ltd
Zoomlion Heavy Industry Science and Technology Co Ltd
Original Assignee
Hunan Zoomlion Special Vehicle Co Ltd
Zoomlion Heavy Industry Science and Technology Co Ltd
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
Application filed by Hunan Zoomlion Special Vehicle Co Ltd, Zoomlion Heavy Industry Science and Technology Co Ltd filed Critical Hunan Zoomlion Special Vehicle Co Ltd
Publication of WO2013104199A1 publication Critical patent/WO2013104199A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0416—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics regulated by varying the resiliency of hydropneumatic suspensions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B60G2300/0262—Multi-axle trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/63—Location of the center of gravity

Definitions

  • the present invention relates to the field of vehicle suspension systems, and more particularly to suspension system combinations, multi-bridge vehicles, and multi-bridge chassis architectures. Background technique
  • the prior art mainly realizes the design requirement by adding a bridge on the basis of the original chassis to increase the number of axles.
  • the basis of the prior art is a chassis, and the frame part thereof is inseparable or split; correspondingly, the suspension system control is still based on A chassis to design.
  • the chassis design of engineering vehicles can not meet the design requirements by the original method; the main defects are as follows: (1) The chassis cannot be split, and the rear axle load of the bridge is removed when the vehicle is running. Large, turning radius is too large, etc., (2) The demolition bridge cannot be driven independently and independently, which reduces the convenience of the vehicle transition; (3) The suspension system control is formed by the chassis arrangement, and the control is quite complicated. Summary of the invention
  • the present invention provides suspension system combinations, multi-bridge vehicles, and multi-bridge chassis to overcome the deficiencies of the prior art.
  • a suspension system combination provided by an embodiment of the present invention includes: a first suspension system, a second suspension system, and a first cutting wide group.
  • the first suspension system and the second suspension system are located on different chassis of the same multi-bridge vehicle.
  • the first cutting wide group is connected in series with the first suspension system and the second suspension system such that the first suspension system and the second suspension system are divided into two groups or combined into one.
  • the first suspension system may include a first suspension group, a second suspension group, and a second cutting wide group, and the second cutting wide group is connected in series with the first suspension group and the second suspension
  • the group is such that the first suspension group and the second suspension component are in two groups or combined into one.
  • the second suspension system may also include a third suspension group, a fourth suspension group, and a third cutting wide group, and the third cutting wide group is connected in series
  • the suspension group and the fourth suspension group are arranged in two or two in combination with the third suspension group and the fourth suspension component.
  • the first cutting width group is connected in series with the second suspension group and the third suspension group.
  • a multi-bridge vehicle includes: a first multi-bridge chassis, a second multi-bridge chassis, and a first cutting wide group.
  • the first multi-bridge chassis includes a first pressure oil passage, a first controller, a plurality of first suspension cylinders, and a first suspension wide group; the first suspension wide group pipeline is connected to the plurality of first suspension cylinders And electrically connecting the first controller with the first pressure oil passage.
  • the second multi-bridge chassis includes a second pressure oil passage, a second controller, a plurality of second suspension cylinders, and a second suspension wide group; the second suspension wide group pipeline is connected to the plurality of second suspension cylinders And electrically connected to the second controller between the second pressure oil circuit.
  • the first cutting wide group is connected in series with the plurality of first suspension cylinders and the plurality of second suspension cylinders and electrically connected to the first controller, and the first controller is electrically connected to the second controller.
  • the first multi-bridge chassis may further include a second cutting wall group
  • the plurality of first suspension cylinders include, for example, a first suspension cylinder group and a second suspension cylinder group
  • the first suspension The wide group includes, for example, a first suspension width and a second suspension width
  • the first suspension wide pipeline is connected between the first suspension cylinder group and the first pressure oil passage and electrically connected to the first controller
  • second The suspension wide pipeline is connected between the second suspension cylinder group and the first pressure oil passage and electrically connected to the first controller
  • the second cut wide group is connected in series with the first suspension cylinder group and the second suspension cylinder group And electrically connected to the first controller.
  • the second multi-bridge chassis may further include a third cut-off cluster
  • the plurality of second suspension cylinders include, for example, a third suspension cylinder group and a fourth suspension cylinder group
  • the gantry group includes, for example, a third suspension valve and a fourth suspension valve
  • the third suspension valve line is connected between the third suspension cylinder group and the second pressure oil passage and electrically connected to the second controller
  • the four suspension wide pipeline is connected between the fourth suspension cylinder group and the second pressure oil passage and electrically connected to the second controller
  • the third cut wide group is connected in series with the third suspension cylinder group and the fourth suspension cylinder And electrically connected to the second controller; and, the first cutting wide group is connected in series with the adjacent second suspension cylinder group and the third suspension cylinder group.
  • the first multi-bridge chassis further includes a first oil pump and a first engine that drives the first oil pump, and the first oil pump and the first engine are electrically connected to the first controller.
  • the first pressure oil passage is connected to the first oil pump line.
  • the second multi-bridge chassis further includes, for example, a second oil pump and a second engine that drives the second oil pump, the second oil pump and the second engine are electrically connected to the second controller, the second pressure oil passage and the second oil pump tube Road connection.
  • the first pressure oil passage and the second pressure oil passage communicate with each other, for example.
  • the number of the plurality of first suspension cylinders of the first multi-bridge chassis is greater than the number of the plurality of second suspension cylinders of the second multi-bridge chassis.
  • a multi-bridge chassis is adapted to be combined with a second multi-bridge chassis, including a pressure oil circuit, a controller, a first suspension cylinder group, a first suspension wide, and a second suspension cylinder group The second suspension is wide, the first cut wide group, and the second cut wide group.
  • the first suspension is electrically connected to the controller and the pipeline is connected between the pressure oil passage and the first suspension cylinder group to perform oil passage control on the first suspension cylinder group;
  • the second suspension wide electric connection The controller and the pipeline are connected between the pressure oil passage and the second suspension cylinder group to perform oil passage control on the second suspension cylinder group;
  • the first cut wide group is connected in series with the first suspension cylinder group and the second a suspension cylinder group; and a second cutting wide group for serially connecting the second suspension cylinder group and one suspension cylinder group disposed on the second multi-bridge chassis.
  • the multi-bridge chassis may further include an oil pump and an engine that drives the oil pump, and the oil pump and the engine are electrically connected to the controller, and the pressure oil circuit is connected to the oil pump line.
  • the embodiment of the invention redesigns the suspension system based on the synthetic chassis, and the adjacent suspension groups can be divided into two suspension groups or combined into one by the series connection of the shut-off valve groups, so that the whole vehicle can be based on the center of gravity Or the load grouping method can flexibly group control each suspension group, realize the split control and overall control of the suspension system of the synthetic chassis, and provide a new idea for the suspension control of the chassis split.
  • Figure 1 is a schematic view showing the grouping arrangement of the suspension system of the five-bridge chassis.
  • FIG. 2 is a schematic diagram showing the grouping arrangement of the suspension system of the three-bridge chassis.
  • Fig. 3 is a schematic view showing the grouping structure of the suspension system of the five-bridge and three-bridge synthetic chassis.
  • Figure 4 is a schematic diagram of the control loop of the suspension system of the five-bridge and three-bridge synthetic chassis. detailed description
  • FIG. 1 there is shown a block diagram showing a grouping arrangement of a suspension system of a five-bridge chassis according to an embodiment of the present invention.
  • the five-bridge chassis shown in FIG. 1 includes a suspension group I, a suspension group II, and two cutting wide groups; one of which cuts the wide group and the suspension group I and the suspension group II, and the other cuts the wide group.
  • the suspension group II is then connected to further connect with the external suspension group.
  • each axle on the chassis generally corresponds to the left and right suspension cylinders; therefore, as can be seen from Figure 1, the suspension group I includes six suspension cylinders corresponding to the first three axles, the suspension group ⁇ Includes four suspension cylinders for the rear two axles, and each suspension group can be independently controlled.
  • FIG. 2 is a schematic diagram showing the grouping structure of the suspension system of the three-bridge chassis according to the embodiment of the present invention.
  • the three-bridge chassis shown in FIG. 2 includes a suspension group III, a suspension group IV, and a cut-off wide group of the suspension group in and the suspension group IV.
  • the suspension group m includes two suspension oil cylinders corresponding to the previous single axle
  • the suspension group IV includes four suspension oils corresponding to the rear two axles. Cylinders, and each suspension group can be independently controlled.
  • FIG. 3 there is shown a block diagram of the suspension arrangement of the five- and three-bridge synthetic chassis (or combination chassis).
  • a synthetic chassis as shown in FIG. 3 comprising a suspension set I and a suspension set ⁇ in the suspension system shown in FIG. 1 and a suspension set III and a suspension set IV in the suspension system shown in FIG.
  • each adjacent two suspension groups are connected in series with a cut wide group, so that two adjacent suspension groups can be divided into two groups or two in one according to the center of gravity or load grouping, so that the whole vehicle can be Flexible grouping control of these suspension groups.
  • FIG. 3 As shown in FIG.
  • the cut-off group between the suspension group I and the suspension group II can be set to the cut-off state, and the suspension group II, the suspension group IV and the suspension group III are respectively cut in series.
  • the wide group is set to the on state; thus, the suspension group I can be divided into the suspension group A, and the suspension groups ⁇ , III and IV are divided into the suspension group 6. It can be seen that by controlling the on-off state of the cut wide group between adjacent suspension groups, the flexible group control of the whole vehicle can be realized, and the needs of grouping according to the center of gravity or load can be satisfied.
  • FIG. 4 shows a schematic diagram of the control loop of the suspension system of the five-bridge and three-bridge synthetic chassis
  • the dotted line in FIG. 4 is the chassis dividing line.
  • the suspension system of the five-bridge chassis 10 includes: a controller 11, a suspension width 13a, 13b, a cutting width 17a, 17b, 27a, 27b, a suspension cylinder 15a, 15b, an engine 18, and an oil pump 19;
  • the suspension system of 30 includes: a controller 31, suspension widths 33a, 33b, cut widths 37a, 37b, suspension cylinders 35a, 35b, an engine 38, and an oil pump 39; and the five-bridge chassis 10 and the three-bridge chassis 30 are at the dotted line Quick connection is possible with a quick connector.
  • the P-port of the suspension width 13a is connected to the pressure oil passage PL1
  • the port B is connected to the rodless cavity of the six suspension cylinders 15a
  • the A-port pipe A rod cavity connecting the six suspension cylinders 15a where the suspension width 13a and the six suspension cylinders 15a constitute the suspension group I shown in Fig. 3.
  • the P port of the suspension width 13b is connected to the pressure oil passage PL1
  • the B port is connected to the rodless cavity of the four suspension cylinders 15b
  • the A port is connected to the rod cavity of the four suspension cylinders 15b, here
  • the suspension width 13b and the four suspension cylinders 15b constitute the suspension group II shown in FIG.
  • the cut widths 17a and 17b constitute a cut wide group of the suspension group I and the suspension group II.
  • Oil pump 19 is connected to the pressure oil line PL1 line so that the engine 18 can drive the oil pump 19 to perform pumping conditions to supply oil in the fuel tank (not shown) to the pressure oil line PL1.
  • the suspension widths 13a, 13b, the cut widths 17a, 17b, the engine 18, and the oil pump 19 are electrically connected to the controller 11 for information interaction.
  • the suspension widths 13a, 13b usually also include a return port connected to the tank line, but are not shown in FIG.
  • the P-port of the suspension width 33a is connected to the pressure oil passage PL2, the B-port pipeline is connected to the rodless cavity of the four suspension cylinders 35a, and the A-port pipeline is connected with four suspensions.
  • the frame cylinder 35a has a rod cavity.
  • the suspension width 33a and the four suspension cylinders 35a constitute the suspension group IV shown in FIG.
  • the P port of the suspension width 33b is connected to the pressure oil passage PL2
  • the B port is connected to the rodless cavity of the two suspension cylinders 35b
  • the A port is connected to the rod cavity of the two suspension cylinders 35b, where
  • the suspension width 33b and the two suspension cylinders 35b constitute the suspension group III shown in FIG.
  • the oil pump 39 is connected to the pressure oil line PL2 line so that the engine 38 can drive the oil pump 39 to perform pumping conditions to supply oil in the oil tank (not shown) to the pressure oil line PL2.
  • the suspension widths 33a, 33b, the cut widths 37a, 37b, the engine 38 and the oil pump 39 are electrically connected to the controller 31 for information interaction.
  • the controller 31 is also electrically connected to the controller 11 for information interaction, and the required actions of the suspension systems are realized by the primary and secondary logic modes between the controllers.
  • the suspension widths 33a, 33b usually also include a return port connected to the tank line, but are not shown in FIG.
  • cut widths 27a and 27b are electrically connected to the controller 11, and constitute the cut-off suspension group II and the cut-off group IV of the suspension group IV shown in FIG. It should be noted that the cut wide group 27a, 27b may also be disposed on the triple bridge chassis 30 and electrically connected to the controller 31.
  • the pressure oil passage PL1 and the pressure oil passage PL2 communicate with each other in the quick connection shown by the broken line.
  • the five-bridge chassis 10 and the three-bridge chassis 30 are respectively provided with the oil pumps 19, 39, the pressure oil passage PL1 and the pressure oil passage PL2 can also be disposed independently of each other.
  • the switching function of each cutting width is not limited to the electronic control mode shown in FIG. 4, and the liquid control or air control mode may also be adopted; Combine one but achieve the same functionality.
  • multi-bridge chassis 10, 30 of the above embodiment of the present invention is not limited to the five-bridge chassis and the three-bridge chassis, and may be elastically designed according to actual needs.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

一种悬架系统组合，其包括第一悬架系统、第二悬架系统以及切断阀组，第一悬架系统与第二悬架系统分设于同一多桥车辆的不同底盘；切断阀组串接第一悬架系统与第二悬架系统，以使第一悬架系统与第二悬架系统分成两组或合二为一。此外，第一悬架系统与第二悬架系统中的每一个可进一步包括多个悬架组以及串接这些悬架组的切断阀组。因此，通过控制各个切断阀组的通断，整车可根据重心或载荷分组方式对这些悬架组进行灵活分组控制，实现了合成底盘的悬架系统分体控制和整体控制，为底盘拆分的悬架控制提供了新思路。另外，还涉及一种多桥底盘以及采用所述悬架系统组合的多桥车辆。

Description

悬架系统组合、 多桥车辆及多桥底盘
技术领域
本发明涉及车辆悬架系统技术领域， 尤其涉及悬架系统组合、 多桥车 辆及多桥底盘的架构。 背景技术
现有技术主要通过在原有底盘基础上预留接口增加车桥数的方法实现 设计要求， 其基础是一个底盘， 其车架部分是不可分割或拆分； 相应地， 其悬架系统控制还是依据一个底盘来进行设计。 然而， 随着超大吨位车辆 的市场需求， 工程车辆的底盘设计依靠原有的方式已经不能满足设计需求; 主要有如下缺陷： （1)底盘不能拆分， 车辆行驶时拆除桥的后桥负载过大、 转弯半径过大等， （2)拆除桥无法自成一体独立行驶， 降低了车辆转场时的 方便性； （3)悬架系统控制依靠底盘布置形成， 控制相当复杂。 发明内容
因此， 本发明提供悬架系统组合、 多桥车辆及多桥底盘， 以克服现有 技术中存在的缺陷。
具体地， 本发明实施例提供的一种悬架系统组合， 包括： 第一悬架系 统、 第二悬架系统以及第一切断阔组。 第一悬架系统与第二悬架系统分设 于同一多桥车辆的不同底盘。 第一切断阔组串接第一悬架系统与第二悬架 系统， 以使第一悬架系统与第二悬架系统分成两组或合二为一。
在本发明实施例中， 上述第一悬架系统可包括第一悬架组、 第二悬架 组以及第二切断阔组， 第二切断阔组串接第一悬架组与第二悬架组， 以使 第一悬架组与第二悬架组分成两组或合二为一。 此外， 第二悬架系统也可 包括第三悬架组、 第四悬架组以及第三切断阔组， 第三切断阔组串接第三 悬架组与第四悬架组， 以使第三悬架组与第四悬架组分成两组或合二为一。 再者， 当第二悬架组与第三悬架组相邻时， 上述第一切断阔组则串接第二 悬架组与第三悬架组。
本发明实施例提供的一种多桥车辆， 其包括： 第一多桥底盘、 第二多 桥底盘以及第一切断阔组。 第一多桥底盘包括第一压力油路、 第一控制器、 多个第一悬架油缸、 第一悬架阔组； 第一悬架阔组管路连接在上述多个第 一悬架油缸与第一压力油路之间并电连接第一控制器。 第二多桥底盘包括 第二压力油路、 第二控制器、 多个第二悬架油缸、 第二悬架阔组； 第二悬 架阔组管路连接在上述多个第二悬架油缸与第二压力油路之间并电连接至 第二控制器。 第一切断阔组串接上述多个第一悬架油缸与上述多个第二悬 架油缸并电连接至第一控制器， 且第一控制器与第二控制器电连接。
在本发明实施例中， 上述第一多桥底盘还可包括第二切断阔组， 上述 多个第一悬架油缸例如包括第一悬架油缸组与第二悬架油缸组， 第一悬架 阔组例如包括第一悬架阔与第二悬架阔， 第一悬架阔管路连接在第一悬架 油缸组与第一压力油路之间并电连接至第一控制器， 第二悬架阔管路连接 在第二悬架油缸组与第一压力油路之间并电连接至第一控制器， 第二切断 阔组串接第一悬架油缸组与第二悬架油缸组并电连接至第一控制器。
在本发明实施例中， 上述第二多桥底盘也还可包括第三切断阔组， 上 述多个第二悬架油缸例如包括第三悬架油缸组与第四悬架油缸组， 第二悬 架阔组例如包括第三悬架阀与第四悬架阀， 第三悬架阀管路连接在第三悬 架油缸组与第二压力油路之间并电连接至第二控制器， 第四悬架阔管路连 接在第四悬架油缸组与第二压力油路之间并电连接至第二控制器， 第三切 断阔组串接第三悬架油缸组与第四悬架油缸组并电连接至第二控制器； 并 且， 上述第一切断阔组串接相邻设置的第二悬架油缸组与第三悬架油缸组。
在本发明实施例中， 上述第一多桥底盘例如还包括第一油泵以及驱动 第一油泵的第一发动机， 第一油泵及第一发动机电连接至上述第一控制器， 上述第一压力油路与第一油泵管路连接。 上述第二多桥底盘例如也还包括 第二油泵以及驱动第二油泵的第二发动机， 第二油泵及第二发动机电连接 至上述第二控制器， 上述第二压力油路与第二油泵管路连接。
在本发明实施例中， 上述第一压力油路与第二压力油路例如相互连通。 在本发明实施例中， 上述第一多桥底盘的上述多个第一悬架油缸的数 量大于第二多桥底盘的上述多个第二悬架油缸的数量。
本发明实施例提供的一种多桥底盘， 适于与第二多桥底盘组合， 其包 括压力油路、 控制器、 第一悬架油缸组、 第一悬架阔、 第二悬架油缸组、 第二悬架阔、 第一切断阔组以及第二切断阔组。 其中， 第一悬架阔电连接 至控制器并管路连接在压力油路与第一悬架油缸组之间， 以对第一悬架油 缸组进行油路控制； 第二悬架阔电连接至控制器并管路连接在压力油路与 第二悬架油缸组之间， 以对第二悬架油缸组进行油路控制； 第一切断阔组 串接第一悬架油缸组与第二悬架油缸组； 以及第二切断阔组用于串接第二 悬架油缸组与设置于第二多桥底盘的一个悬架油缸组。 再者， 上述多桥底 盘还可进一步包括油泵以及驱动油泵的发动机， 而油泵与发动机电连接至 控制器， 压力油路与油泵管路连接。
本发明实施例是基于合成底盘对悬架系统进行重新设计， 相邻悬架组 之间通过切断阀组串接而可划分成二个悬架分组或合二为一， 如此整车可 根据重心或载荷分组方式对各个悬架组进行灵活分组控制， 实现了合成底 盘的悬架系统分体控制和整体控制， 为底盘拆分的悬架控制提供了新思路。
上述说明仅是本发明技术方案的概述， 为了能够更清楚了解本发明的 技术手段， 而可依照说明书的内容予以实施， 并且为了让本发明的上述和 其他目的、 特征和优点能够更明显易懂， 以下特举较佳实施例， 并配合附 图， 详细说明如下。 附图说明
图 1是五桥底盘的悬架系统的分组布置结构示意图。
图 2是三桥底盘的悬架系统的分组布置结构示意图。
图 3是五桥和三桥合成底盘的悬架系统的分组布置结构示意图。
图 4是五桥和三桥合成底盘的悬架系统的控制回路示意图。 具体实施方式
为更进一步阐述本发明为达成预定发明目的所采取的技术手段及功效, 以下结合附图及较佳实施例， 对依据本发明提出的悬架系统组合、 多桥车 辆及多桥底盘其具体实施方式、 方法、 步骤及功效， 详细说明如后。
有关本发明的前述及其他技术内容、 特点及功效， 在以下配合参考图 式的较佳实施例详细说明中将可清楚的呈现。 通过具体实施方式的说明， 当可对本发明为达成预定目的所采取的技术手段及功效得以更加深入且具 体的了解， 然而所附图式仅是提供参考与说明之用， 并非用来对本发明加 以限制。
请参阅图 1，其示出本发明实施例的五桥底盘的悬架系统的分组布置结 构示意图。如图 1所示的五桥底盘， 其包括悬架组 I、 悬架组 II以及二切断 阔组； 其中一个切断阔组串接悬架组 I与悬架组 II， 而另一个切断阔组则连 接悬架组 II以进一步与外部悬架组连接。 众所周知， 底盘上的每一车桥一 般对应设置左右两悬架油缸； 因此， 从图 1中可以得知， 悬架组 I包括对应 前三个车桥设置的六个悬架油缸， 悬架组 Π包括对应后两个车桥设置的四 个悬架油缸， 且每个悬架组可以独立控制。
请参阅图 2，其示出本发明实施例的三桥底盘的悬架系统的分组布置结 构示意图。 如图 2所示的三桥底盘， 其包括悬架组 III、 悬架组 IV、 以及串 接悬架组 in与悬架组 IV的切断阔组。 其中， 悬架组 m包括对应前单个车 桥设置的两个悬架油缸， 悬架组 IV包括对应后两个车桥设置的四个悬架油 缸， 且每个悬架组可以独立控制。
请参阅图 3， 其示出五桥和三桥合成底盘 (或者说组合底盘)的悬架系统 的分组布置结构示意图。 如图 3所示的合成底盘， 其包括图 1所示的悬架 系统中的悬架组 I及悬架组 Π以及图 2所示的悬架系统中的悬架组 III及悬 架组 IV， 且每相邻两个悬架组之间串接有切断阔组， 以致于相邻两个悬架 组可根据重心或载荷分组方式划分为两个分组或者二合为一， 如此整车可 以对这些悬架组进行灵活分组控制。例如图 3所示，可将悬架组 I与悬架组 II之间的切断阔组设置为切断状态， 而悬架组 II、 悬架组 IV与悬架组 III 之间分别串接的切断阔组均设置为导通状态；如此悬架组 I可划分至悬架分 组 A， 悬架组 Π、 III及 IV则一并划分至悬架分组6。 由此可见， 通过对相 邻悬架组间的切断阔组的通断状态控制， 可实现整车灵活分组控制， 满足 按照重心或载荷分组的需要。
请一并参阅图 3及图 4，其中图 4示出五桥和三桥合成底盘的悬架系统 的控制回路示意图， 且图 4中的虚线为底盘分割线。 具体地， 五桥底盘 10 的悬架系统包括： 控制器 11、 悬架阔 13a, 13b、 切断阔 17a, 17b, 27a, 27b、 悬架油缸 15a, 15b、 发动机 18以及油泵 19; 三桥底盘 30的悬架系统包括： 控制器 31、 悬架阔 33a, 33b、 切断阔 37a, 37b、 悬架油缸 35a, 35b、 发动机 38以及油泵 39; 并且五桥底盘 10与三桥底盘 30在虚线处可以快速接头方 式进行快速连接。
更具体地， 对于五桥底盘 10的 悬架系统： 悬架阔 13a的 P口管路连 接压力油路 PL1、 B口管路连接六个悬架油缸 15a的无杆腔、 且 A口管路 连接六个悬架油缸 15a的有杆腔， 在此， 悬架阔 13a与六个悬架油缸 15a 则构成图 3所示的悬架组 I。 悬架阔 13b的 P口管路连接压力油路 PL1、 B 口管路连接四个悬架油缸 15b的无杆腔、且 A口管路连接四个悬架油缸 15b 的有杆腔， 在此， 悬架阔 13b与四个悬架油缸 15b则构成图 3所示的悬架 组 II。 切断阔 17a、 17b则构成串接悬架组 I与悬架组 II的切断阔组。 油泵 19与压力油路 PL1管路连接， 以致于发动机 18可以驱动油泵 19进行泵工 况将油箱 (未示出)中的油液提供至压力油路 PL1。 再者， 悬架阔 13a, 13b、 切断阔 17a, 17b、 发动机 18以及油泵 19电连接至控制器 11以便于信息交 互。 此外， 需要说明的是， 悬架阔 13a, 13b通常还包括与油箱管路连接的 回油口， 但并未绘示于图 4中。
对于三桥底盘 30的悬架系统： 悬架阔 33a的 P 口管路连接压力油路 PL2、 B口管路连接四个悬架油缸 35a的无杆腔、且 A口管路连接四个悬架 油缸 35a的有杆腔，在此，悬架阔 33a与四个悬架油缸 35a则构成图 3所示 的悬架组 IV。 悬架阔 33b的 P口管路连接压力油路 PL2、 B口管路连接两 个悬架油缸 35b的无杆腔、 且 A口管路连接两个悬架油缸 35b的有杆腔， 在此， 悬架阔 33b与两个悬架油缸 35b则构成图 3所示的悬架组 III。 切断 阔 37a、 37b则构成串接悬架组 III与悬架组 IV的切断阔组。 油泵 39与压 力油路 PL2管路连接， 以致于发动机 38可以驱动油泵 39进行泵工况将油 箱 (未示出)中的油液提供至压力油路 PL2。 再者， 悬架阔 33a, 33b、 切断阔 37a, 37b, 发动机 38以及油泵 39电连接至控制器 31以便于信息交互。 并 且， 控制器 31还与控制器 11 电连接以便于信息交互， 通过控制器间的主 次逻辑方式实现各悬架系统的需求动作。此外， 需要说明的是， 悬架阔 33a, 33b通常还包括与油箱管路连接的回油口， 但并未绘示于图 4中。
对于设置在五桥底盘 10上的切断阔 27a及 27b:其电连接至控制器 11， 并构成图 3所示的串接悬架组 II与悬架组 IV的切断阔组。 需要说明的是， 切断阔组 27a, 27b也可设置在三桥底盘 30上并电连接至控制器 31。
另外， 从图 4中还可看出， 压力油路 PL1与压力油路 PL2在虚线所示 的快速连接而相通。 当然， 由于五桥底盘 10与三桥底盘 30分别设置有油 泵 19、 39， 因此压力油路 PL1与压力油路 PL2也可设置为相互独立。
在其他实施例中， 各个切断阔的切换功能不限于图 4所示的电控方式， 也可采用液控或气控方式； 此外， 同一切断阔组中的两个切断阔还可以整 合为一个但可实现相同的功能。
此外， 需要说明的是， 本发明上述实施例的多桥底盘 10,、 30并不限于 五桥底盘及三桥底盘， 也可根据实际需要弹性设计。
以上所述， 仅是本发明的较佳实施例而已， 并非对本发明作任何形式 上的限制， 虽然本发明已以较佳实施例揭露如上， 然而并非用以限定本发 明,任何熟悉本专业的技术人员， 在不脱离本发明技术方案范围内， 当可利 用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例， 但 凡是未脱离本发明技术方案内容， 依据本发明的技术实质对以上实施例所 作的任何简单修改、 等同变化与修饰， 均仍属于本发明技术方案的范围内。

Claims

权利要求
第一悬架系统；
第二悬架系统， 与所述第一悬架系统分设于同一多桥车辆的不同底盘; 以及
第一切断阔组， 串接所述第一悬架系统与所述第二悬架系统， 以使所 述第一悬架系统与所述第二悬架系统分成两组或合二为一。
2.如权利要求 1所述的悬架系统组合， 其特征在于， 所述第一悬架系统 包括第一悬架组、 第二悬架组以及第二切断阔组， 所述第二切断阔组串接 所述第一悬架组与所述第二悬架组， 以使所述第一悬架组与所述第二悬架 组分成两组或合二为一。
3.如权利要求 2所述的悬架系统组合， 其特征在于， 所述第二悬架系统 包括第三悬架组、 第四悬架组以及第三切断阔组， 所述第三切断阔组串接 所述第三悬架组与所述第四悬架组， 以使所述第三悬架组与所述第四悬架 组分成两组或合二为一， 且所述第一切断阔组串接相邻设置的第二悬架组 与所述第三悬架组。
4.一种多桥车辆， 其特征在于， 包括：
第一多桥底盘， 包括第一压力油路、 第一控制器、 多个第一悬架油缸、 以及第一悬架阔组， 所述第一悬架阔组管路连接在所述第一悬架油缸与所 述第一压力油路之间并电连接至所述第一控制器；
第二多桥底盘， 包括第二压力油路、 第二控制器、 多个第二悬架油缸、 以及第二悬架阔组， 所述第二悬架阔组管路连接在所述第二悬架油缸与所 述第二压力油路之间并电连接至所述第二控制器； 以及
第一切断阔组， 串接所述第一悬架油缸与所述第二悬架油缸并电连接 至所述第一控制器， 且所述第一控制器与所述第二控制器电连接。
5.如权利要求 4所述的多桥车辆， 其特征在于， 所述第一多桥底盘还包 括第二切断阔组， 所述第一悬架油缸包括第一悬架油缸组与第二悬架油缸 组， 所述第一悬架阔组包括第一悬架阔与第二悬架阔， 所述第一悬架阔管 路连接在所述第一悬架油缸组与所述第一压力油路之间并电连接至所述第 一控制器， 所述第二悬架阀管路连接在所述第二悬架油缸组与所述第一压 力油路之间并电连接至所述第一控制器， 所述第二切断阔组串接所述第一 悬架油缸组与所述第二悬架油缸组并电连接至所述第一控制器。
6.如权利要求 5所述的多桥车辆， 其特征在于， 所述第二多桥底盘还包 括第三切断阔组， 所述第二悬架油缸包括第三悬架油缸组与第四悬架油缸 组， 所述第二悬架阔组包括第三悬架阔与第四悬架阔， 所述第三悬架阔管 路连接在所述第三悬架油缸组与所述第二压力油路之间并电连接至所述第 二控制器， 所述第四悬架阔管路连接在所述第四悬架油缸组与所述第二压 力油路之间并电连接至所述第二控制器， 所述第三切断阔组串接所述第三 悬架油缸组与所述第四悬架油缸组并电连接至所述第二控制器； 并且， 所 述第一切断阔组串接相邻设置的所述第二悬架油缸组与所述第三悬架油缸 组。
7.如权利要求 4所述的多桥车辆， 其特征在于， 所述第一多桥底盘还包 括第一油泵以及驱动所述第一油泵的第一发动机， 所述第一油泵及所述第 一发动机电连接至所述第一控制器， 所述第一压力油路与所述第一油泵管 路连接。
8.如权利要求 7所述的多桥车辆， 其特征在于， 所述第二多桥底盘还包 括第二油泵以及驱动所述第二油泵的第二发动机， 所述第二油泵及所述第 二发动机电连接至所述第二控制器， 所述第二压力油路与所述第二油泵管 路连接。
9.如权利要求 8所述的多桥车辆， 其特征在于， 所述第一压力油路与所 述第二压力油路相通。
10.如权利要去 4所述的多桥车辆， 其特征在于， 所述第一多桥底盘的 所述第一悬架油缸的数量大于所述第二多桥底盘的所述第二悬架油缸的数
11.一种多桥底盘， 其特征在于， 该多桥底盘适于与第二多桥底盘组合 并包括： 压力油路、 控制器、 第一悬架油缸组、 第一悬架阔、 第二悬架油 缸组、 第二悬架阔、 第一切断阔组以及第二切断阔组；
所述第一悬架阔电连接至所述控制器并管路连接在所述压力油路与所 述第一悬架油缸组之间， 以对所述第一悬架油缸组进行油路控制；
所述第二悬架阔电连接至所述控制器并管路连接在所述压力油路与所 述第二悬架油缸组之间， 以对所述第二悬架油缸组进行油路控制；
所述第一切断阔组串接所述第一悬架油缸组与所述第二悬架油缸组； 以及
所述第二切断阔组用于串接所述第二悬架油缸组与设置于所述第二多 桥底盘的一个悬架油缸组。
12.如权利要求 11所述的多桥底盘， 其特征在于， 还包括油泵以及驱动 所述油泵的发动机， 所述油泵与所述发动机电连接至所述控制器， 所述压 力油路与所述油泵管路连接。
PCT/CN2012/082156 2012-01-09 2012-09-27 悬架系统组合、多桥车辆及多桥底盘 Ceased WO2013104199A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201210005006.9 2012-01-09
CN201210005006.9A CN102529630B (zh) 2012-01-09 2012-01-09 悬架系统组合、多桥车辆及多桥底盘

Publications (1)

Publication Number Publication Date
WO2013104199A1 true WO2013104199A1 (zh) 2013-07-18

Family

ID=46338106

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2012/082156 Ceased WO2013104199A1 (zh) 2012-01-09 2012-09-27 悬架系统组合、多桥车辆及多桥底盘

Country Status (2)

Country Link
CN (1) CN102529630B (zh)
WO (1) WO2013104199A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111391601A (zh) * 2020-04-26 2020-07-10 常州万安汽车部件科技有限公司 一种用于多轴车辆的液压互联悬架系统
CN120080679A (zh) * 2025-01-26 2025-06-03 中联重科股份有限公司 悬架分组方法及装置、控制器、工程车辆及存储介质

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102529630B (zh) * 2012-01-09 2014-03-12 中联重科股份有限公司 悬架系统组合、多桥车辆及多桥底盘
CN113212094B (zh) * 2021-06-01 2022-05-27 山东理工大学 一种三轴以上油气悬挂车辆的调平系统及调平方法
CN118560443B (zh) * 2024-08-05 2024-11-01 中联重科股份有限公司 电控制动系统及多轴车辆

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5445236A (en) * 1990-08-30 1995-08-29 Sieghart Kuhn Vehicle
JP2004161120A (ja) * 2002-11-12 2004-06-10 Komatsu Ltd 多軸車両の懸架装置
CN2711002Y (zh) * 2004-07-26 2005-07-20 中国重型汽车集团有限公司 后桥可提升的四轴重型载货车底盘
CN2712684Y (zh) * 2004-04-23 2005-07-27 徐州重型机械厂 车辆多桥平衡悬架
WO2006135950A1 (en) * 2005-06-24 2006-12-28 Ride & Glide Pty Ltd Air suspension system
CN201856597U (zh) * 2010-08-26 2011-06-08 长沙中联重工科技发展股份有限公司 悬挂阀、油气悬架系统及工程车辆
CN102529630A (zh) * 2012-01-09 2012-07-04 中联重科股份有限公司 悬架系统组合、多桥车辆及多桥底盘

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4030981A1 (de) * 1990-10-01 1992-04-02 Bosch Gmbh Robert Elektro-pneumatische anhaenger-bremsanlage
GB2249147B (en) * 1990-10-23 1994-08-17 Grau Ltd Vehicle braking system
DE102007002020A1 (de) * 2007-01-13 2008-07-17 Wabco Gmbh Anhängefahrzeugbrems- und Luftfederungsanlage
CN201633485U (zh) * 2010-04-08 2010-11-17 羊志刚 全轮转向多支点液压式重力分配系统

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5445236A (en) * 1990-08-30 1995-08-29 Sieghart Kuhn Vehicle
JP2004161120A (ja) * 2002-11-12 2004-06-10 Komatsu Ltd 多軸車両の懸架装置
CN2712684Y (zh) * 2004-04-23 2005-07-27 徐州重型机械厂 车辆多桥平衡悬架
CN2711002Y (zh) * 2004-07-26 2005-07-20 中国重型汽车集团有限公司 后桥可提升的四轴重型载货车底盘
WO2006135950A1 (en) * 2005-06-24 2006-12-28 Ride & Glide Pty Ltd Air suspension system
CN201856597U (zh) * 2010-08-26 2011-06-08 长沙中联重工科技发展股份有限公司 悬挂阀、油气悬架系统及工程车辆
CN102529630A (zh) * 2012-01-09 2012-07-04 中联重科股份有限公司 悬架系统组合、多桥车辆及多桥底盘

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111391601A (zh) * 2020-04-26 2020-07-10 常州万安汽车部件科技有限公司 一种用于多轴车辆的液压互联悬架系统
CN120080679A (zh) * 2025-01-26 2025-06-03 中联重科股份有限公司 悬架分组方法及装置、控制器、工程车辆及存储介质

Also Published As

Publication number Publication date
CN102529630B (zh) 2014-03-12
CN102529630A (zh) 2012-07-04

Similar Documents

Publication Publication Date Title
CN102094855B (zh) 轮式工程机械液压控制系统及应用该系统的轮式起重机
WO2013104199A1 (zh) 悬架系统组合、多桥车辆及多桥底盘
CN102530064B (zh) 工程机械车辆、车辆转向随动控制系统及方法
CN102673639B (zh) 液压转向控制系统及具有该系统的起重机
CN102390258B (zh) 一种起重机底盘驱动系统、底盘和起重机
CN107856732B (zh) 用于多模式控制的电液转向液压系统
CN103481882B (zh) 四桥底盘行车制动系统及具有该行车制动系统的起重机
CN201916262U (zh) 轮式工程机械液压控制系统及应用该系统的轮式起重机
CN102343902B (zh) 气压制动单元及采用该制动单元的多轴汽车底盘
CN105545843A (zh) 一种自行式液压动力牵引车液压控制系统
CN103016457A (zh) 液压泵控制系统、车辆及其转向液压系统
EP2890573B1 (en) Hydraulic suspension system
CN107882821A (zh) 双向车辆锁桥液压系统
CN202946483U (zh) 液压泵控制系统、车辆及其转向液压系统
CN106627754A (zh) 对中油缸控制系统和方法、电液控制转向系统及工程车辆
CN202368642U (zh) 工程机械车辆和车辆转向随动控制系统
CN102700412A (zh) 工程机械及附加车轴装置
CN102079332B (zh) 转向和制动小流量共泵液压系统
CN202106929U (zh) 一种全地面起重机底盘流量分配装置和起重机
CN105438989B (zh) 起重机上下车供油系统
CN216549285U (zh) 一种液压切换系统及随车起重机
CN103410804A (zh) 液压双泵合流控制装置及全地面起重机
CN102733445B (zh) 一种小型液压挖掘机先导油源阀组
CN212202676U (zh) 汽车起重机集中电磁控制阀组
CN204400468U (zh) 起重机上下车供油系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12864967

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12864967

Country of ref document: EP

Kind code of ref document: A1