WO2023077832A1 - 半独立悬架系统及起重机 - Google Patents

半独立悬架系统及起重机 Download PDF

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Publication number
WO2023077832A1
WO2023077832A1 PCT/CN2022/101811 CN2022101811W WO2023077832A1 WO 2023077832 A1 WO2023077832 A1 WO 2023077832A1 CN 2022101811 W CN2022101811 W CN 2022101811W WO 2023077832 A1 WO2023077832 A1 WO 2023077832A1
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WIPO (PCT)
Prior art keywords
cylinder
semi
suspension system
independent suspension
hinged
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PCT/CN2022/101811
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English (en)
French (fr)
Inventor
黄欣
丁姣
丁鑫江
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湖南三一中型起重机械有限公司
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Publication of WO2023077832A1 publication Critical patent/WO2023077832A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/32—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds
    • B60G11/48—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs
    • B60G11/64—Resilient suspensions characterised by arrangement, location or kind of springs having springs of different kinds not including leaf springs having both torsion-bar springs and fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/06—Cranes

Definitions

  • the present application relates to the technical field of vehicle suspension, in particular, to a semi-independent suspension system and a crane.
  • Cranes need to be able to transfer quickly and travel long distances like a car, and also need to meet the requirements of working on narrow and rough or muddy sites.
  • the current cranes mainly use non-independent suspension systems, which generally use integral rigid axles.
  • this type of suspension can meet the requirements of heavy loads, the layout space of the components is limited, there are many components, and the assembly is complicated. The beating interference of the left and right wheels, and the unsprung mass is heavy, resulting in poor ride comfort.
  • the purpose of this application is to solve the problem of how to optimize the structural design of the suspension system in the related art to improve its performance.
  • the present application provides a semi-independent suspension system on the one hand, including a cross member, two longitudinal members, a tie rod, two steering knuckle assemblies, an oil-pneumatic spring and at least one first a cylinder; of which,
  • the two longitudinal beams are arranged opposite to the two sides of the cross beam, the first ends of the longitudinal beams are used to connect with the vehicle frame, and the two longitudinal beams are respectively connected with the first ends of the cross beams close to the first ends. location connection;
  • Both ends of the tie rod are respectively hinged to the two steering knuckle assemblies, one end of the first cylinder is hinged to the tie rod, and the other end of the first cylinder is connected to the second end of one of the longitudinal beams.
  • the semi-independent suspension system further includes at least one locking cylinder, the first end of the locking cylinder is hinged to the steering knuckle assembly, the second end of the locking cylinder is hinged to the adjacent longitudinal
  • the beam is hinged and the hinge location is located proximate to the first end of the stringer.
  • the semi-independent suspension system further includes a second cylinder, one end of the second cylinder is connected to the second end of the longitudinal beam, and the other end is used to connect to the vehicle frame.
  • the tie rod includes a tie rod body and a connection part arranged in the middle of the tie rod body, the connection part extends longitudinally close to one end of the cross beam, and the first cylinder is close to the connection part One end of the beam is hinged.
  • the two first cylinders are arranged opposite to each other.
  • the semi-independent suspension system further includes a controller, the controller is respectively connected in communication with the first cylinder, the second cylinder and the locking cylinder, and the controller is used to The first cylinder, the second cylinder and the lock-up cylinder are controlled.
  • controlling the first cylinder, the second cylinder and the lock-up cylinder according to the driving state of the vehicle includes at least one of the following situations:
  • control the locking cylinder to lock control the first cylinder and/or the second cylinder to maintain a free state or a semi-free state, and in the semi-free state, the first The cylinder and the second cylinder are free to expand and contract within a first preset expansion range and a second preset expansion range, respectively.
  • the expansion and contraction direction of the second cylinder is set at a preset angle with the extension direction of the beam.
  • the semi-independent suspension system further includes a reducer and two half shafts, the reducer is at least partially located in the space enclosed by the beam and the two longitudinal beams, one end of the two half shafts They are respectively connected with the reducer, and the other ends of the two half shafts are respectively used for connecting with wheels through universal couplings.
  • the two longitudinal beams are arranged opposite to the two ends of the crossbeam, and the position where the longitudinal beam is connected to the crossbeam (that is, the first position) is arranged close to the first end for connecting with the frame.
  • the first cylinder is hinged to the second end of the longitudinal beam, and the beam, the first cylinder and the tie rod are all longitudinally offset relative to the center of the wheel (that is, offset along the Y-axis direction). At this time, on the one hand, the two wheels are released The space between them is convenient for the arrangement of components.
  • the setting method of the beam and the longitudinal beam realizes the semi-independent connection of the wheels on the basis of ensuring the load-bearing stiffness, which can provide greater roll stiffness, especially (left and right )
  • the crossbeam can provide the roll stiffness to realize the anti-roll function.
  • the demand for the stiffness of the oil-pneumatic spring can be reduced, and the oil-pneumatic spring with a smaller stiffness can be used to improve driving comfort;
  • the first cylinder is respectively hinged with the tie rod and one of the longitudinal beams, and the drive of the tie rod can be realized through the action of the first cylinder, so as to realize the steering of the wheels;
  • the setting method of the semi-independent suspension can to a certain extent Reduce the unsprung mass (or increase the ratio of sprung mass to unsprung mass) to obtain better handling and comfort.
  • the present application also provides a crane, including the semi-independent suspension system described in any one of the first aspect.
  • the crane has all the benefits of the semi-independent suspension system, which will not be detailed here.
  • Fig. 1 is the front view of semi-independent suspension system in the embodiment of the present application
  • Fig. 2 is the top view of semi-independent suspension system in the embodiment of the present application.
  • Fig. 3 is another schematic structural view of the semi-independent suspension system in the embodiment of the present application.
  • Fig. 4 is the three-dimensional structure schematic diagram of semi-independent suspension system in the embodiment of the present application.
  • Fig. 5 is the schematic diagram of semi-independent suspension system in the embodiment of the present application.
  • Fig. 6 is the schematic diagram of semi-independent suspension system in another embodiment of the present application.
  • Fig. 7 is a schematic diagram of a semi-independent suspension system in another embodiment of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; either directly or indirectly through an intermediary. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application in specific situations.
  • first, second, etc. are used for descriptive purposes only, and should not be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. In this way, features defined as “first” and “second” may explicitly or implicitly include at least one of these features.
  • the Z axis represents the vertical direction, that is, the up and down position, and the positive direction of the Z axis (that is, the arrow pointing to the Z axis) represents the upper direction, and the negative direction of the Z axis represents the lower direction;
  • the X axis represents the horizontal direction in the accompanying drawings, and It is designated as the left and right position, and the positive direction of the X axis (that is, the arrow pointing to the X axis) indicates the right side, and the negative direction of the X axis indicates the left side;
  • the Y axis in the attached drawing indicates the front and rear position, and the positive direction of the Y axis (also That is, the arrow pointing to the Y-axis) indicates the front side, and the negative direction of the Y-axis indicates the rear side; at the same time, it should be noted that the meanings of the aforementioned Z-axis, Y-axis and X-axis are only for the convenience of
  • the embodiment of the present application provides a semi-independent suspension system, which includes a beam 1, two longitudinal beams 2, a tie rod 3, two steering knuckle assemblies 5, oil and gas Spring 8 and at least one first cylinder 41; wherein,
  • the two longitudinal beams 2 are relatively arranged on both sides of the cross beam 1, and the first ends of the longitudinal beams 2 are used to connect with the vehicle frame.
  • the position of the first end ie the first position is connected;
  • Both ends of the tie rod 3 are respectively hinged with the two steering knuckle assemblies 5, one end of the first cylinder 41 is hinged with the tie rod 3, and the other end of the first cylinder 41 is hinged with one of the longitudinal
  • the second end of the beam 2 is hinged; one end of the oil-pneumatic spring 8 is hinged with the steering knuckle assembly 5, and the other end is used for connecting with the vehicle frame.
  • there are two oil-pneumatic springs 8 there are two oil-pneumatic springs 8 , and the two oil-pneumatic springs 8 are arranged opposite to each other.
  • the semi-independent suspension also includes two connecting brackets 7, any connecting bracket 7 is respectively connected to a longitudinal beam 2 at a second position, and is located outside the longitudinal beam 2 , wherein the second position is located between the first position and the second end.
  • the two steering knuckle assemblies 5 are hingedly connected with the two connecting brackets 7 respectively, the steering knuckle assemblies 5 are used to connect with the wheels 93, the tie rod 3 is located at the second end of the longitudinal beam 2, and the two ends of the tie rod 3 are connected with the two steering knuckles respectively. Assembly 5 is hinged.
  • the telescopic movement of the first cylinder 41 drives the tie rod 3 to move, thereby driving the steering knuckle assembly 5 to rotate relative to the connecting bracket 7, and the steering knuckle assembly 5 drives the wheels 93 to turn as a whole.
  • the specific connection method can adopt related technologies, which are not described here. Let's go into more detail.
  • the speed reducer 91 is at least partly located in the space surrounded by the beam 1, the two longitudinal beams 2 and the tie rods 3.
  • the speed reducer 91 is connected to the vehicle frame.
  • One end of the speed reducer 91 passes through the longitudinal beam 2 and the connecting bracket 7 at the second position, and is connected to the wheel 93 through a universal joint.
  • the speed reducer 91 realizes the driving of the front and rear motion of the wheel 93 through the driving half shaft 92 .
  • any longitudinal beam 2 is connected with a liner 201 at the first end, and the liner 201 is internally equipped with an elastic cylindrical bushing 202, and the cylindrical bushing 202 is connected by bolts or the like.
  • the connecting structure is swingably connected with the vehicle frame. In this way, forming a flexible connection between the longitudinal beam 2 and the vehicle frame can reduce the vibration transmitted from the road surface to the vehicle frame to a certain extent.
  • two longitudinal beams 2 are arranged oppositely at both ends of the crossbeam 1, and the position where the longitudinal beam 2 is connected to the crossbeam 1 (that is, the first position) is set close to the first end for connecting with the frame , the first cylinder 41 is hinged to the second end of the longitudinal beam 2, and the crossbeam 1, the first cylinder 41 and the tie rod 3 are all longitudinally offset relative to the center of the wheel 93 (that is, offset along the Y-axis direction). At this time, a On the one hand, the space between the two wheels 93 is freed to facilitate the arrangement of components.
  • the arrangement of the beam 1 and the longitudinal beam 2 realizes the semi-independent connection of the wheels 93 on the basis of ensuring the load-bearing rigidity, which can Provide greater roll stiffness, especially when the (left and right) two wheels 93 are running in reverse, the crossbeam 1 can provide roll stiffness to achieve the anti-roll function, and at the same time, by matching the smaller stiffness oil-pneumatic spring 8 (which can reduce the impact on the oil-gas The stiffness requirements of the spring 8) to improve driving comfort; and, the first cylinder 41 is respectively hinged with the tie rod 3 and one of the longitudinal beams 2, and the drive of the tie rod 3 can be realized through the action of the first cylinder 41, thereby realizing The steering of the wheel 93; in addition, the setting method of the semi-independent suspension can reduce the unsprung mass to a certain extent (or increase the ratio of the sprung mass to the unsprung mass) to obtain better maneuverability and comfort .
  • the semi-independent suspension system further includes at least one locking cylinder 6, the first end of the locking cylinder 6 is hinged to the steering knuckle assembly 5, and the second end of the locking cylinder 6 is connected to the adjacent
  • the stringer 2 is hinged, and the hinged position is set close to the first end of the stringer 2 .
  • two steering knuckle assemblies 5 are respectively provided with a locking cylinder 6 correspondingly.
  • the steering knuckle assembly 5 includes a steering knuckle body 51, a trapezoidal arm 52 and a locking arm 53.
  • the steering knuckle body 51 is hinged to the corresponding connecting bracket 7. lower end and upper end.
  • the two ends of the tie rod 3 are respectively hinged with the two trapezoidal arms 52, and when the tie rod 3 moves, the two trapezoidal arms 52 are driven to be linked, thereby realizing the synchronous steering of the left and right vehicles.
  • the locking arm 53 is extended along the left-right direction, and the two locking cylinders 6 are arranged symmetrically.
  • the inner end of the locking arm 53 the second end of the locking cylinder 6 is hinged to the mounting seat provided on the top of the first end of the adjacent longitudinal beam 2 .
  • the locking cylinder 6 is located above the longitudinal beam 2 , and its length direction is basically consistent with the length direction of the longitudinal beam 2 .
  • the steering lock of the steering knuckle assembly 5 can be realized through the lock of the lock cylinder 6 , thereby realizing the steering lock of the wheels 93 .
  • the semi-independent suspension system further includes a second cylinder 42, one end of the second cylinder 42 is connected with the second end of the longitudinal beam 2, and the other end is used for connecting with the vehicle frame.
  • the second cylinder 42 and the first cylinder 41 are respectively connected to different longitudinal beams 2, so that the first cylinder 41 and the second cylinder 42 position layout.
  • a first cylinder 41 is connected to the second end of the right side beam 2
  • a second cylinder 42 is connected to the second end of the left side beam 2 .
  • the locking cylinder 6 is in a passive state (that is, a free state)
  • the first cylinder 41 performs a telescopic movement for power steering, during which the second cylinder 42 can be switched to a locked state.
  • the axle steering and lateral deformation can be suppressed to a certain extent, so that the force on the wheel 93 can maintain a relatively suitable contact area with the ground, and the steering stability and comfort of the vehicle can be improved.
  • the second cylinder 42 can be switched to the free state to avoid lateral force interference.
  • the expansion and contraction direction of the second cylinder 42 is set at a preset angle with the extension direction of the beam 1 .
  • the second cylinder 42 is located in a vertical plane, and the preset included angle is 0°, 0 ⁇ 10°.
  • the expansion and contraction direction of the second cylinder 42 is basically consistent with the lateral direction, so that the shaft steering and lateral deformation can be better suppressed during the steering process of the wheels 93 .
  • the semi-independent suspension system also includes a controller (not shown in the figure), the controller is respectively connected with the first cylinder 41, the second cylinder 42 and the locking cylinder 6 in communication, and the controller is used to control the The first cylinder 41, the second cylinder 42 and the lock-up cylinder 6 are controlled.
  • the communication connection may be a wired connection or a wireless connection, which is not limited.
  • controlling of the first cylinder 41, the second cylinder 42 and the lock-up cylinder 6 according to the driving state of the vehicle includes at least one of the following steps:
  • control the locking cylinder 6 When obtaining the steering command, control the locking cylinder 6 to maintain a free state, control the action of the first cylinder 41 to realize the steering of the wheels 93, and control the locking of the second cylinder 42;
  • the locking cylinder 6 is controlled to be locked, and the first cylinder 41 and/or the second cylinder 42 are controlled to maintain a free state or a semi-free state.
  • the first cylinder 41 and the second cylinder 42 Freely expand and contract within the first preset stretching range and the second preset stretching range respectively.
  • the first cylinder 41 and the second cylinder 42 follow the movement, and there will be no limiting force on the longitudinal beam 2 and no lateral force interference.
  • the first cylinder 41 and/or the second cylinder 42 are free to expand and contract within the first preset telescopic range and the second preset telescopic range respectively, and when the respective preset telescopic ranges are exceeded, the first cylinder 41 or the second cylinder 42
  • the second cylinder 42 is instantly locked, which can limit the change of the distance between the two wheels 93 caused by bumps to a certain extent, and enhance the stress stability of the second end of the longitudinal beam 2 in this state in the direction of retraction and extension in the lateral direction.
  • the locking cylinder 6 is locked. If the distance between the two wheels 93 tends to become larger due to terrain reasons, when it becomes larger to a certain extent, the first cylinder 41 is locked, and the second cylinder 41 of the corresponding longitudinal beam 2 will be locked. The lateral tension received at the end is transmitted to another steering knuckle assembly 5 through the tie rod 3, which has high structural stability and reliability, and can improve driving experience and all-terrain passing ability.
  • the detection of the steering instruction and the vehicle state can adopt related technologies, which will not be described in detail here.
  • each preset telescopic range is determined according to the layout of the beam 1, the longitudinal beam 2, and the tie rod 3.
  • the difference between the upper and lower limits of the first preset telescopic travel range is not easy to be too large, and if it is too large, it is completely free. If the state is too small, the first cylinder 41 may be frequently pressed or pulled, which is determined according to test data. In a crane, this approach will enhance its stability and comfort for all-terrain passage.
  • the two first cylinders 41 are arranged opposite to each other.
  • the first end of the stringer 2 is the front end, and the second end is the rear end (it is not used as a limitation, and the arrangement in other implementations can also be reversed, the first end is the rear end, and the second end is the front end ), through the two first cylinders 41 to realize the connection between the tie rod 3 and the longitudinal beam 2, when the wheel 93 (front end) needs to turn right, the first cylinder 41 on the left side performs the shortening movement, and the first cylinder 41 on the right side performs the stretching movement.
  • Long motion when needing wheel 93 (front end) to turn left, the first cylinder 41 of left side carries out extension motion, and the first cylinder 41 of right side carries out shortening motion.
  • the two first cylinders 41 can drive the tie rod 3 to move stably, thereby realizing the stable steering of the wheels 93, and when the locking cylinder 6 is locked and the vehicle is running straight, the two first cylinders 41 can Semi-free control, the second ends of the two longitudinal beams 2 are connected through the two first cylinders 41 and the tie rods 3 , which can limit the lateral deformation of the second ends of the two longitudinal beams 2 to a certain extent.
  • the tie rod 3 includes a tie rod body 31 and a connection portion 32 arranged in the middle of the tie rod body 31 , the connection portion 32 extends longitudinally close to one end of the cross beam 1 , and the first cylinder 41 and the connection portion 32 are close to the cross beam 1 One end is hinged.
  • the front end of the connecting portion 32 extends to be at least partly located between the two longitudinal beams 2 . It is set at a first preset angle with the left and right directions.
  • the first preset angle is set to 0 degree, but it may have a certain deviation, which will not be described in detail here.
  • the tie rod 3 when the first cylinder 41 drives the tie rod 3 to move, the tie rod 3 is basically in a state of horizontal translation, so that the steering of the wheels 93 on both sides is consistent.
  • the tie rod 3 when two first cylinders 41 are provided, it is convenient to transmit the force of the two longitudinal beams 2 to the two first cylinders 41 substantially along the stretching direction of the first cylinders 41, and then to the two first cylinders 41.
  • the tie rod 3 forms a force-bearing closed loop in the lateral direction, and has high force-bearing stability when driving in a straight line, and avoids force damage to the first cylinder 41 .
  • the lower end of the oil-pneumatic spring 8 can be connected to the joint between the locking arm 53 and the steering knuckle body 51 , where the structural rigidity is relatively high and the stress stability is good. In this way, it can play a very good shock absorption effect, which will not be described in detail here.
  • the torsion bar 11 is arranged inside the crossbeam 1, thereby enhancing the torsional performance of the crossbeam, and different torsion resistance requirements can be met by setting torsion bars 11 of different specifications (such as diameters). will no longer be described in detail.
  • Yet another embodiment of the present application proposes a crane, which includes any one of the above semi-independent suspension systems.
  • the crane has all the beneficial effects of the semi-independent suspension system, so details are not repeated here.

Abstract

一种半独立悬架系统，包括工字梁（即横梁(1)、两个纵梁(2)、横拉杆(3)、两个转向节组件(5)、油气弹簧(8)和至少一个第一缸(41)；其中，两个纵梁(2)相对设置于横梁(1)的两侧，纵梁(2)的第一端用于与车架连接，两个纵梁(2)分别与横梁(1)上靠近第一端的位置连接；横拉杆(3)两端分别与两个转向节组件(5)铰接，第一缸(41)的一端与横拉杆(3)铰接，第一缸(41)的另一端与其中一个纵梁(2)的第二端铰接；油气弹簧(8)的一端与转向节组件(5)铰接，另一端用于与车架连接. 该半独立悬架系统部件布局合理，能够实现主动转向功能，簧下质量较小，且具有抗扭防侧倾功能、较好的稳定性和较高的驾驶舒适性。

Description

半独立悬架系统及起重机 技术领域
本申请涉及车辆悬架技术领域，具体而言，涉及一种半独立悬架系统及起重机。
背景技术
起重机既需要能像汽车一样快速转移、长距离行驶，又需要满足在狭小和崎岖不平或泥泞场地上作业的要求。
目前的起重机主要采用非独立悬架系统，其一般采用整体式刚性车桥，但是，这种悬架虽然能够满足重载需求，但是部件布局空间有限，零部件较多，装配复杂，行驶过程中左右车轮跳动干涉，且簧下质量较重，平顺性差。
发明内容
本申请旨在一定程度上解决相关技术中如何优化悬架系统的结构设计，以提高其使用性能的问题。
为至少在一定程度上解决上述问题的至少一个方面，本申请一方面提供一种半独立悬架系统，包括横梁、两个纵梁、横拉杆、两个转向节组件、油气弹簧和至少一个第一缸；其中，
两个所述纵梁相对设置于所述横梁的两侧，所述纵梁的第一端用于与车架连接，两个所述纵梁分别与所述横梁上靠近所述第一端的位置连接；
所述横拉杆两端分别与两个所述转向节组件铰接，所述第一缸的一端与所述横拉杆铰接，所述第一缸的另一端与其中一个所述纵梁的第二端铰接；所述油气弹簧的一端与所述转向节组件铰接，另一端用于与所述车架连接。
可选地，半独立悬架系统还包括至少一个锁止缸，所述锁止缸的第一端与所述转向节组件铰接，所述锁止缸的第二端与相邻的所述纵梁铰接，且铰接位置靠近所述纵梁的第一端设置。
可选地，半独立悬架系统还包括第二缸，所述第二缸的一端与所述纵梁的第二端连接，另一端用于与所述车架连接。
可选地，所述横拉杆包括拉杆本体和设置于所述拉杆本体中间位置的连 接部，所述连接部沿纵向向靠近所述横梁的一端延伸，所述第一缸与所述连接部靠近所述横梁的一端铰接。
可选地，所述第一缸的数量设置为两个时，两个所述第一缸相对设置。
可选地，半独立悬架系统还包括控制器，所述控制器分别与所述第一缸、所述第二缸以及所述锁止缸通信连接，所述控制器用于根据车辆的行驶状态对所述第一缸、所述第二缸和所述锁止缸进行控制。
可选地，所述根据车辆的行驶状态对所述第一缸、所述第二缸和所述锁止缸进行控制包括以下至少一种情况：
当获取到转向指令时，控制所述锁止缸保持自由状态，控制所述第一缸动作以实现转向，控制所述第二缸锁止；
当所述车辆处于直线行驶模式时，控制所述锁止缸锁止，控制所述第一缸和/或所述第二缸保持自由状态或者半自由状态，半自由状态下，所述第一缸和所述第二缸分别在第一预设伸缩范围和第二预设伸缩范围内自由伸缩。
可选地，所述第二缸的伸缩方向与所述横梁的延伸方向呈预设夹角设置。
可选地，半独立悬架系统还包括减速机和两个半轴，所述减速机至少部分位于所述横梁以及两个所述纵梁围成的空间内，两个所述半轴的一端分别与所述减速机连接，两个所述半轴的另一端分别用于通过万向联轴器与车轮连接。
本申请所述半独立悬架系统，两个纵梁相对设置于横梁的两端，且纵梁与横梁连接的位置(即第一位置)靠近用于与车架连接的第一端设置，第一缸与纵梁的第二端铰接，横梁、第一缸以及横拉杆均相对于车轮的中心纵向偏移(即沿Y轴方向偏移)，此时，一方面，让出了两个车轮之间的空间，便于零部件布置，另一方面，横梁和纵梁的设置方式，在确保承载刚度的基础上，实现车轮的半独立连接，能够提供较大的侧倾刚度，特别是(左右)两个车轮反向跳动过程时，横梁能够提供侧倾刚度实现防侧倾功能，此时，可以降低对油气弹簧的刚度需求，可以采用较小刚度的油气弹簧，从而提高驾驶的舒适性；并且，第一缸分别与横拉杆和其中一个纵梁铰接，通过第一缸的动作可以实现对横拉杆的驱动，从而实现车轮的转向；另外，半独立悬 架的设置方式能够在一定程度上减小簧下质量(或者说，增大簧上质量与簧下质量的比值)，获得较好的操纵性和舒适性。
第二方面，本申请还提供一种起重机，包括第一方面任意一项所述的半独立悬架系统。该起重机具有该半独立悬架系统的所有有益效果，此处不再详细说明。
附图说明
图1为本申请的实施例中半独立悬架系统的主视图；
图2为本申请的实施例中半独立悬架系统的俯视图；
图3为本申请的实施例中半独立悬架系统的另一结构示意图；
图4为本申请的实施例中半独立悬架系统的三维结构示意图；
图5为本申请的实施例中半独立悬架系统的原理图；
图6为本申请的另一实施例中半独立悬架系统的原理图；
图7为本申请的另一实施例中半独立悬架系统的原理图。
附图标记说明：
1-横梁，11-扭杆，2-纵梁，201-衬管，202-筒状衬套，3-横拉杆，31-拉杆本体，32-连接部，41-第一缸，42-第二缸，5-转向节组件，51-转向节本体，52-梯形臂，53-锁止臂，6-锁止缸，7-连接支架，8-油气弹簧，91-减速机，92-半轴，93-车轮。
具体实施方式
为使本申请的上述目的、特征和优点能够更为明显易懂，下面结合附图对本申请的具体实施例做详细的说明。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“实施例”、“一个实施例”、“一些 实施方式”、“示例性地”和“一个实施方式”等的描述意指结合该实施例或实施方式描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或实施方式中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或实施方式。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或实施方式以合适的方式结合。
术语“第一”、“第二”等仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。这样，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。
附图中Z轴表示竖向，也就是上下位置，并且Z轴的正向(也就是Z轴的箭头指向)表示上，Z轴的负向表示下；附图中X轴表示水平方向，并指定为左右位置，并且X轴的正向(也就是X轴的箭头指向)表示右侧，X轴的负向表示左侧；附图中Y轴表示前后位置，并且Y轴的正向(也就是Y轴的箭头指向)表示前侧，Y轴的负向表示后侧；同时需要说明的是，前述Z轴、Y轴及X轴的表示含义仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
如图1至图4所示，本申请实施例提供一种半独立悬架系统，该半独立悬架系统包括横梁1、两个纵梁2、横拉杆3、两个转向节组件5、油气弹簧8和至少一个第一缸41；其中，
两个所述纵梁2相对设置于所述横梁1的两侧，所述纵梁2的第一端用于与车架连接，两个所述纵梁2分别与所述横梁1上靠近所述第一端的位置(即第一位置)连接；
所述横拉杆3两端分别与两个所述转向节组件5铰接，所述第一缸41的一端与所述横拉杆3铰接，所述第一缸41的另一端与其中一个所述纵梁2的第二端铰接；所述油气弹簧8的一端与所述转向节组件5铰接，另一端用于与所述车架连接。具体地，油气弹簧8的数量为两个，两个油气弹簧8相对设置。
如图1和图2所示，具体地，该半独立悬架还包括两个连接支架7，任一连接支架7分别与一个纵梁2在第二位置处连接，且位于纵梁2的外侧， 其中，第二位置位于第一位置和第二端之间。两个转向节组件5分别与两个连接支架7铰接连接，转向节组件5用于与车轮93连接，横拉杆3位于纵梁2的第二端，横拉杆3两端分别与两个转向节组件5铰接。通过第一缸41的伸缩运动带动横拉杆3运动，从而驱动转向节组件5相对于连接支架7转动，转向节组件5带动车轮93整体转向，其具体的连接方式可以采用相关技术，此处不再详细说明。
需要说明的是，本说明书将以该半独立悬架配备减速机91和半轴92为例说明本申请的内容，但是，在不违反本申请设计构思的情况下，各实施例的技术方案也适用于非驱动悬架系统。
减速机91至少部分位于横梁1、两个纵梁2以及横拉杆3围成的空间内，减速机91与车架连接，减速机91的左右两端分别连接一个半轴92，半轴92远离减速机91的一端在第二位置处穿过纵梁2和连接支架7，并通过万向联轴器连接至车轮93。减速机91通过驱动半轴92实现车轮93的前后运动的驱动。
如图1所示，示例性地，任一纵梁2在第一端处连接有衬管201，衬管201内压配有具有弹性的筒状衬套202，筒状衬套202借助螺栓等连接结构可摆动地与车架连接上。如此，形成纵梁2与车架的柔性连接，可以在一定程度上减少路面传递至车架的振动。
本申请半独立悬架系统，两个纵梁2相对设置于横梁1的两端，且纵梁2与横梁1连接的位置(即第一位置)靠近用于与车架连接的第一端设置，第一缸41与纵梁2的第二端铰接，横梁1、第一缸41以及横拉杆3均相对于车轮93的中心纵向偏移(即沿Y轴方向偏移)，此时，一方面，让出了两个车轮93之间的空间，便于零部件布置，另一方面，横梁1和纵梁2的设置方式，在确保承载刚度的基础上，实现车轮93的半独立连接，能够提供较大的侧倾刚度，特别是(左右)两个车轮93反向跳动过程时，横梁1能够提供侧倾刚度实现防侧倾功能，同时通过匹配较小刚度油气弹簧8(可以降低对油气弹簧8的刚度需求)，提高驾驶的舒适性；并且，第一缸41分别与横拉杆3和其中一个纵梁2铰接，通过第一缸41的动作可以实现对横拉杆3的驱动，从而实现车轮93的转向；另外，半独立悬架的设置方式 能够在一定程度上减小簧下质量(或者说，增大簧上质量与簧下质量的比值)，获得较好的操纵性和舒适性。
在本申请的实施例中，该半独立悬架系统还包括至少一个锁止缸6，该锁止缸6的第一端与转向节组件5铰接，锁止缸6的第二端与相邻的纵梁2铰接，且铰接位置靠近纵梁2的第一端设置。示例性地，两个转向节组件5分别对应设置有一个锁止缸6。
具体地，转向节组件5包括转向节本体51、梯形臂52和锁止臂53，转向节本体51与对应的连接支架7铰接，梯形臂52和锁止臂53分别设置于转向节本体51的下端和上端。其中，横拉杆3的两端分别与两个梯形臂52铰接，当横拉杆3运动时，带动两个梯形臂52联动，从而实现左右车辆的同步转向。锁止臂53沿左右方向延伸设置，两个锁止缸6左右对称设置，锁止缸6的第一端与锁止臂53的内端铰接(例如，位于左侧的锁止臂53的右端即该锁止臂53的内端)，锁止缸6的第二端与相邻设置的纵梁2的第一端顶部设置的安装座铰接。锁止缸6位于纵梁2的上方，且其长度方向与纵梁2的长度方向基本一致。
如此，通过锁止缸6的锁止能够实现转向节组件5的转向锁止，从而实现对车轮93的转向锁止。
可选地，半独立悬架系统还包括第二缸42，所述第二缸42的一端与所述纵梁2的第二端连接，另一端用于与所述车架连接。
如图6所示，可选地，当第一缸41的数量为一个时，第二缸42和第一缸41分别与不同的纵梁2连接，如此，便于第一缸41和第二缸42的位置布置。
如图6和图7所示，示例性地，一个第一缸41连接至右侧的纵梁2的第二端，第二缸42连接至左侧的纵梁2的第二端。当需要向右转向时，锁止缸6处于被动状态(即自由状态)，该第一缸41进行伸缩运动用于助力转向，此过程中第二缸42可切换至锁止状态。可以在车轮93转向过程中一定程度上抑制轴转向和侧向变形，使车轮93受力与地面保持较为合适的接触面积，提高车辆的操纵稳定性和舒适性。而当锁止缸6处于锁止状态(例如车辆高速直线行驶)，第二缸42可以切换到自由状态，避免侧向力干扰。
如此，在必要时，可以通过对第一缸41、第二缸42和锁止缸6的控制满足车辆在各工况下对悬架系统的性能要求。
进一步地，第二缸42的伸缩方向与横梁1的延伸方向呈预设夹角设置。示例性地，第二缸42位于竖直平面内，且预设夹角为0°，0±10°。第二缸42的伸缩方向基本与横向一致，从而能够较好的在车轮93转向过程中抑制轴转向和侧向变形。
进一步地，半独立悬架系统还包括控制器(图中未示出)，控制器分别与第一缸41、第二缸42以及锁止缸6通信连接，控制器用于根据车辆的行驶状态对第一缸41、第二缸42和锁止缸6进行控制。通信连接可以有线连接也可以是无线连接，其不作为限制。
具体地，所述根据车辆的行驶状态对所述第一缸41、所述第二缸42和所述锁止缸6进行控制包括以下至少一步：
当获取到转向指令时，控制锁止缸6保持自由状态，控制第一缸41动作以实现车轮93转向，控制第二缸42锁止；
当车辆处于直线行驶模式时，控制锁止缸6锁止，控制第一缸41和/或第二缸42保持自由状态或者半自由状态，半自由状态下，第一缸41和第二缸42分别在第一预设伸缩范围和第二预设伸缩范围内自由伸缩。
自由状态下，第一缸41和第二缸42随动，不会产生对纵梁2的限制力，无侧向力干扰。半自由状态下，第一缸41和/或第二缸42分别在第一预设伸缩范围和第二预设伸缩范围内自由伸缩，超过各自的预设伸缩范围时，第一缸41或第二缸42瞬时锁止，其可以在一定程度上限制因颠簸导致的两车轮93间距变化，增强该状态下的纵梁2的第二端沿横向的内缩和外张的受力稳定性。例如，此时，锁止缸6锁止，若因地形原因导致两车轮93间距有变大趋势，变大到一定程度时，第一缸41锁止，其将对应的纵梁2的第二端受到的横向张力经横拉杆3传递至另一个转向节组件5，结构稳定性和可靠性高，能够提高驾驶体验和全地面通过能力。
其中，转向指令和车辆状态的检测可以采用相关技术，此处不再详细说明。
需要说明的是，各预设伸缩范围根据横梁1、纵梁2以及横拉杆3的布 局确定，例如，第一预设伸缩行程范围的上下限的差值不易过大，过大即处于完全自由状态，过小，则有可能会使得第一缸41频繁受压或受拉，其根据试验数据确定。而在起重机中，这种方式将增强其全地面通过的稳定性和舒适性。
如图5和图7所示，在上述实施例中，所述第一缸41的数量设置为两个时，两个所述第一缸41相对设置。
示例性地，纵梁2的第一端为前端，第二端为后端(其不作为限制，另一些实施中设置方式也可以与之相反，第一端为后端，第二端为前端)，通过两个第一缸41实现横拉杆3与纵梁2的连接，需要车轮93(前端)右转时，左侧的第一缸41进行缩短运动，右侧的第一缸41进行伸长运动，需要车轮93(前端)左转时，左侧的第一缸41进行伸长运动，右侧的第一缸41进行缩短运动。
如此，通过两个第一缸41能够带动横拉杆3稳定运动，从而实现车轮93的稳定转向，并且，在锁止缸6锁止，车辆直线行驶时，可以通过对两个第一缸41的半自由控制，两个纵梁2的第二端之间通过两个第一缸41和横拉杆3连接，能够在一定程度上限制两个纵梁2的第二端在横向上的形变。
在上述实施例中，横拉杆3包括拉杆本体31和设置于拉杆本体31中间位置的连接部32，连接部32沿纵向向靠近横梁1的一端延伸，第一缸41与连接部32靠近横梁1的一端铰接。
示例性地，连接部32的前端延伸至至少部分位于两个纵梁2之间，当第一缸41分别与纵梁2的第二端和连接部32连接时，第一缸41的伸缩方向与左右方向呈第一预设角度设置。第一预设角度设置为0度，但其可以具有一定的偏差，此处不再详细说明。
如此，第一缸41驱动横拉杆3运动时，横拉杆3基本处于沿横向平移的状态，从而两侧车轮93的转向一致。并且，在上述实施例中，当设置两个该第一缸41时，便于将两个纵梁2的受力基本沿第一缸41的伸缩方向传递至两个第一缸41，然后传递至横拉杆3，在横向上形成受力闭环，在直线行驶时，受力稳定性高，避免第一缸41受力损伤。
上述实施例中，油气弹簧8的下端可以连接至锁止臂53和转向节本体51的连接处，该处的结构刚度较高，受力稳定性好。如此，能够起到很好的减震作用，此处不再一一详细说明。
在上述实施例中，如图3所示，横梁1的内部设置扭杆11，从而增强横梁的抗扭性能，可以通过设置不同规格(如直径)的扭杆11满足不同的抗扭需求，此处不再详细说明。
本申请的又一实施例提出一种起重机，其包括如上任意一项的半独立悬架系统。该起重机具备该半独立悬架系统的所有有益效果，此处不再赘述。
虽然本公开披露如上，但本公开的保护范围并非仅限于此。本领域技术人员，在不脱离本公开的精神和范围的前提下，可进行各种变动与修改，这些变动与修改均将落入本申请的保护范围。

Claims (10)

  1. 一种半独立悬架系统，其特征在于，包括横梁(1)、两个纵梁(2)、横拉杆(3)、两个转向节组件(5)、油气弹簧(8)和至少一个第一缸(41)；其中，
    两个所述纵梁(2)相对设置于所述横梁(1)的两侧，所述纵梁(2)的第一端用于与车架连接，两个所述纵梁(2)分别与所述横梁(1)上靠近所述第一端的位置连接；
    所述横拉杆(3)两端分别与两个所述转向节组件(5)铰接，所述第一缸(41)的一端与所述横拉杆(3)铰接，所述第一缸(41)的另一端与其中一个所述纵梁(2)的第二端铰接；所述油气弹簧(8)的一端与所述转向节组件(5)铰接，另一端用于与所述车架连接。
  2. 根据权利要求1所述的半独立悬架系统，其特征在于，还包括至少一个锁止缸(6)，所述锁止缸(6)的第一端与所述转向节组件(5)铰接，所述锁止缸(6)的第二端与相邻的所述纵梁(2)铰接，且铰接位置靠近所述纵梁(2)的第一端设置。
  3. 根据权利要求2所述的半独立悬架系统，其特征在于，还包括第二缸(42)，所述第二缸(42)的一端与所述纵梁(2)的第二端连接，另一端用于与所述车架连接。
  4. 根据权利要求1所述的半独立悬架系统，其特征在于，所述横拉杆(3)包括拉杆本体(31)和设置于所述拉杆本体(31)中间位置的连接部(32)，所述连接部(32)沿纵向向靠近所述横梁(1)的一端延伸，所述第一缸(41)与所述连接部(32)靠近所述横梁(1)的一端铰接。
  5. 根据权利要求1至4任意一项所述的半独立悬架系统，其特征在于，当所述第一缸(41)的数量设置为两个时，两个所述第一缸(41)相对设置。
  6. 根据权利要求3所述的半独立悬架系统，其特征在于，还包括控制器，所述控制器分别与所述第一缸(41)、所述第二缸(42)以及所述锁止缸(6)通信连接，所述控制器用于根据车辆的行驶状态对所述第一缸(41)、所述第二缸(42)和所述锁止缸(6)进行控制。
  7. 根据权利要求6所述的半独立悬架系统，其特征在于，所述根据车辆 的行驶状态对所述第一缸(41)、所述第二缸(42)和所述锁止缸(6)进行控制包括以下至少一种情况：
    当获取到转向指令时，控制所述锁止缸(6)保持自由状态，控制所述第一缸(41)动作以实现转向，控制所述第二缸(42)锁止；
    当所述车辆处于直线行驶模式时，控制所述锁止缸(6)锁止，控制所述第一缸(41)和/或所述第二缸(42)保持自由状态或者半自由状态，半自由状态下，所述第一缸(41)和所述第二缸(42)分别在第一预设伸缩范围和第二预设伸缩范围内自由伸缩。
  8. 根据权利要求3所述的半独立悬架系统，其特征在于，所述第二缸(42)的伸缩方向与所述横梁(1)的延伸方向呈预设夹角设置。
  9. 根据权利要求1所述的半独立悬架系统，其特征在于，还包括减速机(91)和两个半轴(92)，所述减速机(91)至少部分位于所述横梁(1)以及两个所述纵梁(2)围成的空间内，两个所述半轴(92)的一端分别与所述减速机(91)连接，两个所述半轴(92)的另一端分别用于通过万向联轴器与车轮(93)连接。
  10. 一种起重机，其特征在于，包括如权利要求1至9任意一项所述的半独立悬架系统。
PCT/CN2022/101811 2021-11-02 2022-06-28 半独立悬架系统及起重机 WO2023077832A1 (zh)

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