WO2023160611A1 - 悬挂系统和车辆 - Google Patents

悬挂系统和车辆 Download PDF

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Publication number
WO2023160611A1
WO2023160611A1 PCT/CN2023/077876 CN2023077876W WO2023160611A1 WO 2023160611 A1 WO2023160611 A1 WO 2023160611A1 CN 2023077876 W CN2023077876 W CN 2023077876W WO 2023160611 A1 WO2023160611 A1 WO 2023160611A1
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WO
WIPO (PCT)
Prior art keywords
axle
thrust rod
upper thrust
vehicle
rod
Prior art date
Application number
PCT/CN2023/077876
Other languages
English (en)
French (fr)
Inventor
刘飞
黄贤辉
尹卓
侯成
孙艳林
刘华
Original Assignee
三一重型装备有限公司
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 三一重型装备有限公司 filed Critical 三一重型装备有限公司
Publication of WO2023160611A1 publication Critical patent/WO2023160611A1/zh

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00Pivoted suspension arms; Accessories thereof
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60BVEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00Axle units; Parts thereof ; Arrangements for lubrication of axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60GVEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs

Definitions

  • the present application relates to the technical field of engineering vehicles, in particular to a suspension system and a vehicle.
  • This application aims to solve at least one of the technical problems existing in the prior art or related art.
  • the first aspect of the present application proposes a suspension system.
  • a second aspect of the application proposes a vehicle.
  • the first aspect of the present application proposes a suspension system for a vehicle, the vehicle includes a vehicle frame, wherein the suspension system includes: a first axle and a second axle; a first upper thrust rod, a second One end of an upper thrust rod is connected to the first axle, and the other end extends toward the side in the length direction of the vehicle frame; the second upper thrust rod, one end of the second upper thrust rod is connected to the second axle; wherein, The first upper thrust rod and the second upper thrust rod are located on the same side of the central axis in the length direction of the vehicle frame, and the other end of the second upper thrust rod extends in the same direction as the other end of the first upper thrust rod.
  • the suspension system provided by the present application can be used in a vehicle, wherein the vehicle includes a frame, and the frame is used to carry the main part of the vehicle.
  • the suspension system includes a first axle and a second axle, the two ends of the first axle and the second axle are used to install the tires of the vehicle, the first axle is arranged in parallel with the length direction of the second axle, and the first The length direction of the vehicle axle and the second vehicle axle is perpendicular to the length direction of the vehicle frame.
  • the suspension system further includes a first upper thrust rod and a second upper thrust rod, wherein one end of the first upper thrust rod is connected to the first axle, and the other end is used to connect with the frame of the vehicle, and, The other end of the first thrust rod extends toward the side in the longitudinal direction of the vehicle frame.
  • the second upper thrust rod and the first upper thrust rod are located on the same side of the central axis in the length direction of the vehicle frame, and one end of the second upper thrust rod is connected with the second axle, and the other end is used for connecting with the vehicle
  • the frames are connected and extend toward the side in the length direction of the vehicle frame.
  • the first upper thrust rod and the second upper thrust rod By arranging the first upper thrust rod and the second upper thrust rod to extend toward the side of the length direction of the vehicle frame, the first upper thrust rod and the second upper thrust rod are inclined to both sides relative to the length direction of the vehicle frame , so that when the vehicle is running, the first and second axles transmit the driving force to the vehicle frame through the first upper thrust rod and the second upper thrust rod, and the first upper thrust rod and the second upper thrust rod are arranged obliquely.
  • the thrust rod can divide the power of the first axle and the second axle, thereby providing the vehicle frame with the driving force in the longitudinal direction and the driving force perpendicular to the length direction at the same time, that is, providing the driving force in the forward direction for the vehicle frame at the same time. Propulsion and lateral thrust. Furthermore, there is no need to separately arrange upper thrust rods in the horizontal and vertical directions, which simplifies the structure of the suspension system.
  • the extension directions of the first upper thrust rod and the second upper thrust rod on the same side of the central axis in the longitudinal direction of the vehicle frame to be the same, when the vehicle bumps up and down during running, the vehicle frame will Driven by gravity, the first axle and the second axle can be displaced in the same direction under the push of the first thrust rod and the second thrust rod respectively, thus ensuring the distance between the first axle and the second axle Therefore, the relative movement between the first axle and the second axle can be avoided, the wear of the tires on the first axle and the second axle can be effectively reduced, and the service life of the tires can be improved.
  • the first upper thrust rod and the second upper thrust rod are arranged on the first axle and the second axle to extend toward the side of the length direction of the vehicle frame, the first upper thrust The rod and the second upper thrust rod simultaneously provide forward direction and lateral guiding force to the vehicle frame, and there is no need to separately set upper thrust rods in the horizontal and vertical directions, which simplifies the structure of the suspension system.
  • the extension direction of the first upper thrust rod and the second upper thrust rod are set on the same side of the central axis in the length direction of the vehicle frame to be the same, the first axle and the second axle are avoided in the process of the vehicle bumping up and down.
  • the relative movement between the vehicle axles can effectively reduce the wear of the tires on the first vehicle axle and the second vehicle axle, and improve the service life of the tires.
  • the number of the first upper thrust rods is two, and the two first upper thrust rods are respectively arranged on both sides of the central axis; the number of the second upper thrust rods is two, and the two first upper thrust rods The two upper thrust rods are respectively arranged on both sides of the central axis.
  • the number of the first upper thrust rod and the second upper thrust rod can be set to two, wherein the two first upper thrust rods are respectively located on both sides of the central axis in the length direction of the vehicle frame, so that The first axle can transmit the driving force to both sides of the central axis of the frame through the two first upper thrust rods at the same time, thus ensuring the uniformity of the driving force transmission between the first axle and the frame, thereby ensuring Stability of the vehicle during driving.
  • the two second upper thrust rods are respectively located on both sides of the central axis in the length direction of the vehicle frame, so that the second axle can transmit the driving force to the central axis of the vehicle frame through the two second upper thrust rods at the same time. Both sides of the vehicle, thus ensuring the uniformity of driving force transmission between the second axle and the frame, and further ensuring the stability of the vehicle during driving.
  • the first upper thrust rod includes: a first rod body; a first joint bearing disposed on the first rod body; a first pin shaft passed through the first joint bearing, and The first axle is connected;
  • the second upper thrust rod includes: the second rod body; the second joint bearing is arranged on the second rod body; the second pin shaft is passed through the first joint bearing and connected with the second axle connected.
  • the first upper thrust rod may include a first rod body, a first joint bearing and a first pin shaft, wherein the first joint bearing is arranged at one end of the first rod body, and the first pin shaft passes through on the first joint bearing and connected with the first axle.
  • the second upper thrust rod may include a second rod body, a second joint bearing and a second pin shaft, wherein the second joint bearing is arranged at one end of the second rod body, and the second pin shaft is passed through the second shaft. Joint bearing, and connected with the second axle.
  • the first upper thrust rod further includes: a first lubricating member disposed on the first rod body and opposite to the first joint bearing;
  • the second upper thrust rod further includes: a second The lubricating element is arranged on the second rod body and opposite to the second joint bearing.
  • the first upper thrust rod can also be provided with a first lubricating piece, which can be set on the first rod body and connected with the first joint bearing, so that the first lubricating piece can pass through the first joint bearing during the running of the vehicle.
  • a lubricating part automatically lubricates the first joint bearing to ensure the degree of lubrication of the first joint bearing, thereby reducing wear of the first joint bearing and increasing the service life of the first upper thrust rod.
  • the second upper thrust rod can also be provided with a second lubricating part, which can be arranged on the second rod body and connected with the second joint bearing, so that the first lubricating part can be passed through during the running of the vehicle.
  • the second joint bearing is automatically lubricated to ensure the degree of lubrication of the second joint bearing, thereby reducing the wear of the first joint bearing and increasing the service life of the second upper thrust rod.
  • the suspension system further includes a first shock absorber, one end of the first shock absorber is connected to the first axle, and the other end is used to connect with the vehicle frame; the second shock absorber One end of the second shock absorber is connected with the second axle, and the other end is used for connecting with the vehicle frame.
  • a first shock absorber may also be provided between the first axle and the frame. Specifically, one end of the first shock absorber is connected to the first axle, and the other end is connected to the frame. connect.
  • a second shock absorber may also be provided between the second axle and the frame. Specifically, one end of the second shock absorber is connected to the second axle, and the other end is connected to the frame.
  • the second shock absorber Through the setting of the second shock absorber, the relative movement between the frame and the second axle can be effectively buffered by the second shock absorber during the driving process of the vehicle, so as to avoid damage to the frame and axle and cause accidents , to ensure the stability of the vehicle operation.
  • the first shock absorber includes a first hydropneumatic suspension; the second shock absorber includes a second hydropneumatic suspension.
  • the first shock absorber may include a first oil-pneumatic suspension, and by setting the first oil-pneumatic suspension, compared with the leaf spring suspension, the buffering effect of the shock absorber can be effectively improved, thereby improving the performance of the vehicle.
  • the second shock absorber may include a second oil-pneumatic suspension.
  • the cushioning effect of the shock absorber can be effectively improved, thereby improving the performance of the vehicle.
  • the first oil-pneumatic suspension includes a first working chamber; the second oil-pneumatic suspension includes a second working chamber; the suspension system also includes a communication pipe, and the two ends of the communication pipe are respectively connected to the first working chamber.
  • the chamber communicates with the second working chamber.
  • the first oil-pneumatic suspension may include a first working chamber, which is used to fill compressed gas and oil, so that the first oil-pneumatic suspension can utilize the compressibility of compressed gas to achieve shock absorption .
  • the second oil-pneumatic suspension may include a second working chamber, and the second working chamber is used for filling compressed gas and oil, so that the second oil-pneumatic suspension can utilize the compressibility of the compressed gas to achieve shock absorption.
  • a communication pipe may also be provided in communication between the first working chamber and the second working chamber, so as to communicate between the first working chamber and the second working chamber.
  • the angle between the length direction of the first shock absorber and the vertical direction is greater than 0 degrees.
  • the length direction of the first shock absorber can be set so that the included angle with respect to the vertical direction is greater than 0 degrees, that is to say, the first shock absorber is arranged obliquely with respect to the vertical direction, so that when the vehicle bumps, it can Guide the pressure in the vertical direction to the side to avoid damage to related components caused by excessive pressure in the vertical direction.
  • the suspension system further includes a first lower thrust rod, one end of the first lower thrust rod is connected to the first axle, and the other end is used to connect with the vehicle frame; the second lower thrust rod One end of the second lower thrust rod is connected with the second axle, and the other end is used for connecting with the vehicle frame.
  • the suspension system may further include a first lower thrust rod and a second lower thrust rod, wherein one end of the first lower thrust rod is connected to the first axle, and the other end is used to be connected to the vehicle frame.
  • first lower thrust rod on the one hand, the stability of the relative position between the first axle and the frame can be further strengthened, the relative movement between the first axle and the frame can be effectively avoided, and the stability of the vehicle structure can be ensured sex.
  • the first lower thrust rod and the first upper thrust rod are simultaneously connected to the vehicle Between the frame and the first axle, thereby acting on the first axle at the same time, it can prevent the first axle from rotating under the force of the tire when the tire rotates, so as to ensure the stability of the vehicle structure.
  • one end of the second lower thrust rod is connected with the second axle, and the other end is used for connecting with the vehicle frame.
  • the stability of the relative position between the second axle and the frame can be further strengthened, effectively avoiding the relative movement between the second axle and the frame, and ensuring the stability of the vehicle structure sex.
  • the second lower thrust rod and the second upper thrust rod are connected between the vehicle frame and the second axle at the same time, thereby acting on the second axle at the same time, which can prevent the second axle from being affected by the rotation of the tire when the tire rotates. Autorotation occurs under force, further ensuring the stability of the vehicle structure.
  • the number of the first lower thrust rods can be two, and the two first lower thrust rods are arranged symmetrically with respect to the central axis of the vehicle frame, and the length direction of the first lower thrust rods and the length direction of the vehicle frame can be set to be parallel .
  • the number of the second lower thrust rods can also be two, and the two second lower thrust rods are arranged symmetrically with respect to the central axis of the vehicle frame, and the length direction of the second lower thrust rods and the length direction of the vehicle frame can be set as parallel.
  • a vehicle including the suspension system according to any one of the above technical solutions.
  • the vehicle provided in this application includes the suspension system proposed by the above technical solution, therefore, the vehicle includes all the beneficial effects of the above suspension system, which will not be repeated here.
  • the vehicle may be a wide-body vehicle.
  • Fig. 1 shows a schematic structural diagram of a vehicle provided by an embodiment of the present application
  • Fig. 2 shows a schematic view of the structure of the vehicle in another direction in Fig. 1;
  • Fig. 3 shows a schematic structural diagram of a vehicle provided by another embodiment of the present application.
  • Fig. 4 shows a schematic structural view of the first upper thrust rod in the vehicle of Fig. 1;
  • Fig. 5 shows a structural schematic diagram of another angle of the first upper thrust rod in Fig. 4;
  • Fig. 6 shows a schematic structural view of the second upper thrust rod in the vehicle of Fig. 1;
  • Fig. 7 shows a structural schematic diagram of another angle of the second upper thrust rod in Fig. 6;
  • Fig. 8 shows a schematic structural view of the first lower thrust rod in the vehicle of Fig. 1;
  • Fig. 9 shows a structural schematic diagram of another angle of the first lower thrust rod in Fig. 8.
  • Fig. 10 shows a schematic structural view of the second lower thrust rod in the vehicle of Fig. 1;
  • FIG. 11 shows a structural schematic diagram of another angle of the second lower thrust rod in FIG. 10 .
  • first upper thrust rod 108 second upper thrust rod
  • 110 first rod body, 112 first joint bearing, 116 second rod body, 118 second joint bearing, 122 first lubricating part, 124 second lubrication 126 first shock absorber, 128 second shock absorber, 130 first lower thrust rod, 132 second lower thrust rod, 134 connecting pipe, 136 support, 138 third rod body, 140 third joint bearing, 142
  • a suspension system 100 and a vehicle 200 according to some embodiments of the present application are described below with reference to FIGS. 1 to 11 .
  • the first aspect of the present application proposes a suspension system 100 for a vehicle 200
  • the vehicle 200 includes a vehicle frame 202
  • the suspension system 100 includes: a first axle And the second vehicle axle (not shown in the figure);
  • the first upper thrust rod 106 and the second upper thrust rod 108 wherein, one end of the first upper thrust rod 106 is connected with the first vehicle axle, and the other end is towards the vehicle frame 202 extends laterally in the length direction; one end of the second upper thrust rod 108 is connected with the second axle;
  • the first upper thrust rod 106 and the second upper thrust rod 108 are located on the same side of the central axis in the length direction of the vehicle frame 202, and the extension direction of the other end of the second upper thrust rod 108 is the same as that of the first upper thrust rod 106.
  • the other end extends in the same direction.
  • the suspension system 100 provided in the present application can be used in a vehicle 200 , wherein the vehicle 200 includes a frame 202 , and the frame 202 is used to carry the main part of the vehicle 200 .
  • the suspension system 100 includes a first axle and a second axle, the two ends of the first axle and the second axle are used to install the tires of the vehicle 200, the length direction of the first axle and the second axle are arranged in parallel, and The length direction of the first axle and the second axle is perpendicular to the length direction of the vehicle frame 202 .
  • the suspension system 100 also includes a first upper thrust rod 106 and a second upper thrust rod 108, wherein one end of the first upper thrust rod 106 is connected with the first axle, and the other end is used for connecting with the frame of the vehicle 200 202 are connected, and the other end of the first thrust rod extends toward the side of the length direction of the vehicle frame 202 .
  • the second upper thrust rod 108 and the first upper thrust rod 106 are located on the same side of the central axis in the length direction of the vehicle frame 202, and one end of the second upper thrust rod 108 is connected to the second axle, and the other end Used to connect with the vehicle frame 202 and extend toward the side of the vehicle frame 202 in the length direction.
  • first upper thrust rod 106 and the second upper thrust rod 108 By arranging the first upper thrust rod 106 and the second upper thrust rod 108 to extend toward the side of the length direction of the vehicle frame 202, the length of the first upper thrust rod 106 and the second upper thrust rod 108 relative to the vehicle frame 202 The direction is inclined to both sides, so that when the vehicle 200 is running, the first axle and the second axle transmit the driving force to the vehicle frame 202 through the first upper thrust rod 106 and the second upper thrust rod 108. Setting the first upper thrust rod 106 and the second upper thrust rod 108 can divide the power of the first vehicle axle and the second vehicle axle, thereby providing the vehicle frame 202 with the driving force in the longitudinal direction and the direction perpendicular to the longitudinal direction at the same time.
  • the driving force is to provide the vehicle frame 202 with the driving force in the forward direction and the driving force in the side direction at the same time. Furthermore, there is no need to separately set up thrust rods in both horizontal and vertical directions, which simplifies the structure of the suspension system 100 .
  • the extension directions of the first upper thrust rod 106 and the second upper thrust rod 108 on the same side of the central axis in the longitudinal direction of the vehicle frame 202 to be the same, when the vehicle 200 bumps up and down during driving, Pushed by the gravity of the vehicle frame 202, the first axle and the second axle can be displaced in the same direction under the push of the first thrust rod and the second thrust rod respectively, thereby ensuring that the first axle and the second The distance between the axles remains unchanged, thereby avoiding relative movement between the first axle and the second axle, effectively reducing wear of tires on the first axle and the second axle, and improving the service life of the tires.
  • the suspension system 100 provided by the present application realizes passing
  • the first upper thrust rod 106 and the second upper thrust rod 108 provide the vehicle frame 202 with forward direction and lateral guiding force at the same time, and the upper thrust rods in the horizontal and vertical directions simplify the structure of the suspension system 100 .
  • the extension direction of the first upper thrust rod 106 and the second upper thrust rod 108 on the same side of the central axis in the longitudinal direction of the vehicle frame 202 to be the same, the first vehicle 200 is avoided in the process of bumping up and down.
  • the relative movement between the axle and the second axle can effectively reduce the wear of the tires on the first axle and the second axle and improve the service life of the tires.
  • the suspension system 100 may be a rear suspension system 100 of a large-tonnage wide-body vehicle, wherein the first axle is the middle axle of the wide-body vehicle, and the second axle is the rear axle of the wide-body vehicle.
  • the setting of the arrangement direction of the rod 106 and the second upper thrust rod 108 can be adapted to the size of the frame 202 of the wide-body vehicle, and on the basis of ensuring the weight requirement of the wide-body vehicle, the structure of the suspension system 100 is simplified, and can The amount of wear of the tires of the vehicle 200 is effectively reduced.
  • the number of the first upper thrust rods 106 is two, and the two first upper thrust rods 106 are respectively arranged on both sides of the central axis; the second upper thrust rods 108 The number is two, and the two second upper thrust rods 108 are respectively arranged on both sides of the central axis.
  • the number of the first upper thrust rods 106 and the second upper thrust rods 108 can be set to two, wherein the two first upper thrust rods 106 are respectively located at two ends of the central axis of the vehicle frame 202 in the length direction. side, so that the first axle can transmit the driving force to both sides of the central axis of the frame 202 through the two first upper thrust rods 106 at the same time, thus ensuring the driving force between the first axle and the frame 202 The uniformity of transmission, thereby ensuring the stability of the vehicle 200 during driving.
  • the two second upper thrust rods 108 are located on both sides of the central axis in the length direction of the vehicle frame 202, so that the second axle can transmit the driving force to the vehicle frame through the two second upper thrust rods 108 at the same time.
  • 202 on both sides of the central axis, thereby ensuring the uniformity of driving force transmission between the second axle and the frame 202, and further ensuring the stability of the vehicle 200 during driving.
  • the two first upper thrust rods 106 are arranged symmetrically with respect to the central axis of the vehicle frame 202, and correspondingly, the two second upper thrust rods 108 are also symmetrically arranged with respect to the central axis of the vehicle frame 202, so that the second upper thrust rods 108 can be further improved.
  • the uniformity of the transmission of the driving force by the first upper thrust rod 106 and the second upper thrust rod 108 further ensures the stability of the vehicle 200 during driving, and at the same time ensures the transmission efficiency of the driving force.
  • the first upper thrust rod 106 includes: a first rod body 110; a first joint bearing 112, arranged on the first rod body 110; the first pin shaft (not shown in the figure), passes through the first joint bearing 112, and is connected with the first axle;
  • the second upper thrust rod 108 includes: the second rod body 116; the second joint The bearing 118 is arranged on the second rod body 116; the second pin shaft (not shown in the figure) is passed through the first joint bearing 112 and connected with the second axle.
  • the first upper thrust rod 106 may include a first rod body 110, a first joint bearing 112 and a first pin shaft, wherein the first joint bearing 112 is arranged at one end of the first rod body 110, and the second A pin shaft passes through the first joint bearing 112 and is connected with the first axle.
  • the second upper thrust rod 108 may include a second rod body 116, a second joint bearing 118 and a second pin shaft, wherein the second joint bearing 118 is arranged at one end of the second rod body 116, and the second pin shaft It passes through the second joint bearing 118 and is connected with the second axle.
  • both the first joint bearing 112 and the second joint bearing 118 may include rigid joint bearings, so as to further improve the stability of the connection.
  • Both the first rod body 110 and the second rod body 116 can be forged from Q690D material steel plate, so as to further increase the strength of the first upper thrust rod 106 and the second upper thrust rod 108 , thereby increasing the maximum load of the vehicle 200 .
  • first upper thrust rod 106 also includes: a first lubricating member 122 disposed on the first rod body 110 and opposite to the first joint bearing 112; the second upper thrust rod 108 further includes: a second lubricating member 124 , arranged on the second rod body 116 and opposite to the second joint bearing 118 .
  • the first upper thrust rod 106 can also be provided with a first lubricating member 122, and the first lubricating member 122 can be arranged on the first rod body 110 and connected with the first joint bearing 112, so that the vehicle 200 can be
  • the first joint bearing 112 is automatically lubricated by the first lubricating member 122 to ensure the degree of lubrication of the first joint bearing 112, thereby reducing the Wear and tear, improve the service life of the first upper thrust rod 106.
  • a through hole can be opened at a position opposite to the first joint bearing 112 on the first rod body 110, the through hole communicates with the first joint bearing 112, and the first lubricating member 122 is arranged in the through hole to realize Installation of the first lubricant 122 .
  • the second upper thrust rod 108 can also be provided with a second lubricating member 124, and the second lubricating member 124 can be arranged on the second rod body 116 and connected with the second joint bearing 118, so that it can be used when the vehicle 200 is running.
  • the second joint bearing 118 is automatically lubricated by the first lubricating member 122 to ensure the degree of lubrication of the second joint bearing 118, thereby reducing the wear of the first joint bearing 112 and improving the service life of the second upper thrust rod 108.
  • a through hole can be opened on the second rod body 116 at a position opposite to the second joint bearing 118, the through hole communicates with the second joint bearing 118, and the second lubricating member 124 is arranged in the through hole to realize Installation of the second lubricant 124 .
  • both the first lubricating part 122 and the second lubricating part 124 may be grease nipples.
  • the suspension system 100 further includes a first shock absorber 126, one end of the first shock absorber 126 is connected to the first axle , the other end is used to connect with the vehicle frame 202 ; the second shock absorber 128 , one end of the second shock absorber 128 is connected with the second axle, and the other end is used to connect with the vehicle frame 202 .
  • a first shock absorber 126 may also be provided between the first axle and the vehicle frame 202. Specifically, one end of the first shock absorber 126 is connected to the first axle, and the other end is connected to the first axle. The frame 202 is connected. Through the setting of the first shock absorber 126, the relative movement between the vehicle frame 202 and the first axle can be effectively buffered by the first shock absorber 126 during the running of the vehicle 200, so as to avoid the vehicle frame 202 and the vehicle axle. Accidents are caused by damage to ensure the stability of the operation of the vehicle 200 .
  • a second shock absorber 128 may also be provided between the second axle and the frame 202. Specifically, one end of the second shock absorber 128 is connected to the second axle, and the other end is connected to the frame 202. connected.
  • the second shock absorber 1228 Through the setting of the second shock absorber 128, the relative movement between the vehicle frame 202 and the second axle can be effectively buffered by the second shock absorber 128 during the running of the vehicle 200, so as to prevent the vehicle frame 202 and the vehicle axle from Accidents are caused by damage to ensure the stability of the operation of the vehicle 200 .
  • first shock absorber 126 includes a first hydropneumatic suspension
  • second shock absorber 128 includes a second hydropneumatic suspension.
  • the first shock absorber 126 may include a first oil-pneumatic suspension.
  • the cushioning effect of the shock absorber can be effectively improved, thereby increasing the maximum performance of the vehicle 200. load, and, through the setting of the first hydro-pneumatic suspension, the ride comfort of the vehicle 200 can be effectively improved, and the driving comfort can be improved.
  • the second shock absorber 128 may include a second oil-pneumatic suspension.
  • the cushioning effect of the shock absorber can be effectively improved, thereby increasing the maximum performance of the vehicle 200. load, and, through the setting of the second oil-pneumatic suspension, the ride comfort of the vehicle 200 can be effectively improved, and the driving comfort can be improved.
  • first oil-pneumatic suspension includes a first working chamber
  • second oil-pneumatic suspension includes a second working chamber
  • the suspension system 100 also includes a communication pipe 134, and the two ends of the communication pipe 134 are respectively connected to the first working chamber and the second working chamber. cavities connected.
  • the first oil-pneumatic suspension may include a first working chamber, which is used for filling compressed gas and oil, so that the first oil-pneumatic suspension can utilize the compressibility of the compressed gas to achieve shock absorption.
  • the second oil-pneumatic suspension may include a second working chamber, and the second working chamber is used for filling compressed gas and oil, so that the second oil-pneumatic suspension can utilize the compressibility of the compressed gas to achieve shock absorption.
  • a communication pipe 134 may also be provided in communication between the first working chamber and the second working chamber, so as to communicate between the first working chamber and the second working chamber.
  • the included angle between the length direction of the first shock absorber 126 and the vertical direction is greater than 0 degrees.
  • the length direction of the first shock absorber 126 can be set to have an included angle greater than 0 degrees relative to the vertical direction, that is, the first shock absorber 126 is arranged obliquely relative to the vertical direction, so that when the vehicle 200 bumps, it can Guide the pressure in the vertical direction to the side to avoid damage to related components caused by excessive pressure in the vertical direction.
  • the suspension system 100 further includes a first lower thrust rod 130, one end of the first lower thrust rod 130 is connected to the first vehicle The bridge is connected, and the other end is used to be connected with the vehicle frame 202 ; the second lower thrust rod 132 , one end of the second lower thrust rod 132 is connected with the second axle, and the other end is used to be connected with the vehicle frame 202 .
  • the suspension system 100 may further include a first lower thrust rod 130 and a second lower thrust rod 132, wherein one end of the first lower thrust rod 130 is connected with the first axle, and the other end is used for connecting with the vehicle axle.
  • the frame 202 is connected.
  • the first lower thrust rod 130 and the first upper thrust rod 106 are connected between the vehicle frame 202 and the first axle at the same time, thereby acting on the first axle at the same time, and can avoid the first axle when the tire rotates. Autorotation occurs under the force of the tires, ensuring the structural stability of the vehicle 200 .
  • one end of the second lower thrust rod 132 is connected with the second axle, and the other end is used for connecting with the vehicle frame 202 .
  • the stability of the relative position between the second axle and the frame 202 can be further strengthened, and the relative movement between the second axle and the frame 202 can be effectively avoided, ensuring that the vehicle 200 structural stability.
  • the second lower thrust rod 132 and the second upper thrust rod 108 are connected between the vehicle frame 202 and the second axle at the same time, thereby acting on the second axle at the same time, and can avoid the second axle when the tire rotates. The autorotation occurs under the force of the tires, which further ensures the structural stability of the vehicle 200 .
  • the number of the first lower thrust rods 130 can be two, and the two first lower thrust rods 130 are arranged symmetrically about the central axis of the vehicle frame 202, and the length direction of the first lower thrust rods 130 is the same as the length of the vehicle frame 202. Orientation can be set to parallel.
  • the number of the second lower thrust rods 132 can also be two, and the two second lower thrust rods 132 are arranged symmetrically with respect to the central axis of the vehicle frame 202 , and the length direction of the second lower thrust rods 132 is the same as that of the vehicle frame 202 .
  • the length direction can be set to parallel.
  • the first lower thrust rod 130 includes a third rod body 138, a third joint bearing 140 and a third pin shaft (not shown in the figure), and the third rod body 138 can communicate with the third joint bearing 140 and the third pin shaft.
  • the first axle is connected to the frame 202 , and the third lubricating member 142 is arranged on the third rod body 138 .
  • the second lower thrust rod 132 includes a fourth rod body 144 , a fourth joint bearing 146 and a fourth pin shaft, and the second rod body 116 can pass between the fourth joint bearing 146 and the fourth pin shaft and the second axle and the vehicle frame 202
  • a fourth lubricating member 148 is disposed on the fourth rod body 144 .
  • the suspension system 100 may also include a plurality of bearings 136, the plurality of bearings 136 are respectively arranged on the vehicle frame 202 and the first axle and the second axle, the first upper thrust rod 106, the second upper thrust rod 108.
  • the first lower thrust rod 130, the second lower thrust rod 132, the first shock absorber 126 and the second shock absorber 128 can all be connected to the vehicle frame 202, the first axle and the second vehicle through the support 136, respectively. bridge connected.
  • a vehicle 200 is proposed, including the suspension system 100 according to any one of the above technical solutions.
  • the vehicle 200 provided in this application includes the suspension system 100 proposed by the above technical solution, therefore, the vehicle 200 includes all the beneficial effects of the above suspension system 100 , which will not be repeated here.
  • the vehicle 200 may be a wide-body vehicle, a truck or a dump truck.
  • connection can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediary.

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

Abstract

一种悬挂系统(100)和车辆(200),其中,悬挂系统(100)包括:第一车桥和第二车桥;第一上推力杆(106),第一上推力杆(106)的一端与第一车桥相连接,另一端朝向车架(202)的长度方向的侧方延伸;第二上推力杆(108),第二上推力杆(108)的一端与第二车桥相连接;其中,第一上推力杆(106)和第二上推力杆(108)位于车架(202)的长度方向的中轴线的同一侧,且第二上推力杆(108)的另一端的延伸方向与第一上推力杆(106)的另一端的延伸方向相同。

Description

悬挂系统和车辆
相关申请的交叉引用
本申请要求于2022年02月25日提交的申请号为202210180404.8,发明名称为“悬挂系统和车辆”的中国专利申请的优先权,其通过引用方式全部并入本文。
技术领域
本申请涉及工程车辆技术领域,具体地,涉及一种悬挂系统和一种车辆。
背景技术
相关技术中,车辆行驶过程中发生颠簸时,会造成相邻的车桥之间的相对距离发生变化,导致轮胎磨损较大。
发明内容
本申请旨在至少解决现有技术或相关技术中存在的技术问题之一。
为此,本申请的第一方面提出了一种悬挂系统。
本申请的第二方面提出了一种车辆。
有鉴于此,本申请的第一方面,提出了一种悬挂系统,用于车辆,车辆包括车架,其中,悬挂系统包括:第一车桥和第二车桥;第一上推力杆,第一上推力杆的一端与第一车桥相连接,另一端朝向车架的长度方向的侧方延伸;第二上推力杆,第二上推力杆的一端与第二车桥相连接;其中,第一上推力杆和第二上推力杆位于车架的长度方向的中轴线的同一侧,且第二上推力杆的另一端的延伸方向与第一上推力杆的另一端的延伸方向相同。
本申请提供的悬挂系统,可用于车辆,其中,车辆包括车架,车架用于承载车辆的主体部分。悬挂系统包括第一车桥和第二车桥,第一车桥和第二车桥的两端用于安装车辆的轮胎,第一车桥与第二车桥的长度方向平行设置,且第一车桥与第二车桥的长度方向与车架的长度方向垂直。进一 步地,悬挂系统还包括第一上推力杆和第二上推力杆,其中,第一上推力杆的一端与第一车桥相连接,另一端用于与车辆的车架相连接,并且,第一推力杆的另一端朝向车架的长度方向的侧方延伸。进一步地,第二上推力杆与第一上推力杆位于车架的长度方向的中轴线的同一侧,并且,第二上推力杆的一端与第二车桥相连接,另一端用于与车架相连接且朝向车架的长度方向的侧方延伸。
通过将第一上推力杆和第二上推力杆设置为朝向车架的长度方向的侧方延伸,使得第一上推力杆和第二上推力杆相对于车架的长度方向向两侧倾斜设置,使得车辆行驶过程中,第一车桥和第二车桥通过第一上推力杆和第二上推力杆将驱动力传递至车架的过程中,倾斜设置第一上推力杆和第二上推力杆能够对第一车桥和第二车桥的动力进行分力,从而为车架同时提供长度方向的推动力和与长度方向垂直方向的推动力,也即为车架同时提供前进方向的推动力和侧方的推动力。进而无需单独设置横向和纵向两个方向的上推力杆,简化了悬挂系统的结构。
进一步地,通过将位于车架的长度方向的中轴线的同一侧的第一上推力杆和第二上推力杆的延伸方向设置为相同,使得车辆行驶过程中发生上下颠簸时,在车架的重力的推动下,第一车桥和第二车桥能够分别在第一推力杆和第二推力杆的推动下朝向同一个方向位移,从而保证了第一车桥和第二车桥之间距离不变,进而避免了第一车桥和第二车桥之间发生相对移动,能够有效地减少第一车桥和第二车桥上的轮胎的磨损,提高轮胎使用寿命。
本申请提供的悬挂系统,通过将第一车桥和第二车桥上的第一上推力杆和第二上推力杆设置为朝向车架长度方向的侧方延伸,实现了通过第一上推力杆和第二上推力杆对车架同时提供前进方向和侧方的导向力,无需单独设置横向和纵向两个方向的上推力杆,简化了悬挂系统的结构。并且通过将位于车架的长度方向的中轴线的同一侧的第一上推力杆和第二上推力杆的延伸方向设置为相同,使得车辆上下颠簸的过程中避免了第一车桥和第二车桥之间发生相对移动,能够有效地减少第一车桥和第二车桥上的轮胎的磨损,提高轮胎使用寿命。
另外,根据本申请提供的上述技术方案中的悬挂系统,还可以具有如 下附加技术特征:
在上述技术方案中,进一步地,第一上推力杆的数量为两个,两个第一上推力杆分别设置于中轴线的两侧;第二上推力杆的数量为两个,两个第二上推力杆分别设置于中轴线的两侧。
在该技术方案中,第一上推力杆和第二上推力杆的数量均可以设置为两个,其中,两个第一上推力杆分别位于车架长度方向的中轴线的两侧,从而使得第一车桥能够通过同时通过两个第一上推力杆将驱动力传递至车架的中轴线的两侧,从而保证了第一车桥与车架之间驱动力传递的均匀性,进而保证车辆行驶过程中的稳定性。相应地,两个第二上推力杆分别位于车架长度方向的中轴线的两侧,从而使得第二车桥能够通过同时通过两个第二上推力杆将驱动力传递至车架的中轴线的两侧,从而保证了第二车桥与车架之间驱动力传递的均匀性,进一步地保证车辆行驶过程中的稳定性。
在上述任一技术方案中,进一步地,第一上推力杆包括:第一杆体;第一关节轴承,设置于第一杆体上;第一销轴,穿设于第一关节轴承上,且与第一车桥相连接;第二上推力杆包括:第二杆体;第二关节轴承,设置于第二杆体上;第二销轴,穿设于第一关节轴承上,且与第二车桥相连接。
在该技术方案中,第一上推力杆可以包括第一杆体、第一关节轴承以及第一销轴,其中,第一关节轴承设置于第一杆体的一端,并且,将第一销轴穿设于第一关节轴承上,并与第一车桥相连接。通过将第一上推力杆与第一车桥之间通过第一关节轴承和第一销轴进行连接,能够有效地提高推力杆与车桥之间的连接稳定性,进而提高车辆的最大载重。
相应地,第二上推力杆可以包括第二杆体、第二关节轴承以及第二销轴,其中,第二关节轴承设置于第二杆体的一端,并且,将第二销轴穿设于第二关节轴承上,并与第二车桥相连接。通过将第二上推力杆与第二车桥之间通过第二关节轴承和第二销轴进行连接,同样能够有效地提高推力杆与车桥之间的连接稳定性,进而提高车辆的最大载重。
在上述任一技术方案中,进一步地,第一上推力杆还包括:第一润滑件,设置于第一杆体上,且与第一关节轴承相对设置;第二上推力杆还包括:第二润滑件,设置于第二杆体上,且与第二关节轴承相对设置。
在该技术方案中,第一上推力杆还可以设置有第一润滑件,第一润滑件可以设置于第一杆体上,并且与第一关节轴承相连接,从而可以在车辆行驶过程中通过第一润滑件对第一关节轴承进行自动润滑,保证第一关节轴承的润滑度,从而减少第一关节轴承的磨损,提高第一上推力杆的使用寿命。
相应地,第二上推力杆还可以设置有第二润滑件,第二润滑件可以设置于第二杆体上,并且与第二关节轴承相连接,从而可以在车辆行驶过程中通过第一润滑件对第二关节轴承进行自动润滑,保证第二关节轴承的润滑度,从而减少第一关节轴承的磨损,提高第二上推力杆的使用寿命。
在上述任一技术方案中,进一步地,悬挂系统还包括第一减震件,第一减震件的一端与第一车桥相连接,另一端用于与车架相连接;第二减震件,第二减震件的一端与第二车桥相连接,另一端用于与车架相连接。
在该技术方案中,在第一车桥与车架之间还可以设置有第一减震件,具体地,第一减震件的一端与第一车桥相连接,另一端与车架相连接。通过第一减震件的设置,可以使得车辆行驶过程中有效地通过第一减震件对车架与第一车桥之间的相对运动进行缓冲,避免车架和车桥发生损坏而造成事故,保证车辆运行的稳定性。
相应地,在第二车桥与车架之间还可以设置有第二减震件,具体地,第二减震件的一端与第二车桥相连接,另一端与车架相连接。通过第二减震件的设置,可以使得车辆行驶过程中有效地通过第二减震件对车架与第二车桥之间的相对运动进行缓冲,避免车架和车桥发生损坏而造成事故,保证车辆运行的稳定性。
在上述任一技术方案中,进一步地,第一减震件包括第一油气悬架;第二减震件包括第二油气悬架。
在该技术方案中,第一减震件可以包括第一油气悬架,通过第一油气悬架的设置,相对于板簧悬架,能够有效地提高减震件的缓冲效果,从而提高车辆的最大载重,并且呢,通过第一油气悬架的设置,可以有效地提升车辆行驶过程平顺性,提高驾驶舒适度。
相应地,第二减震件可以包括第二油气悬架,通过第二油气悬架的设置,相对于板簧悬架,能够有效地提高减震件的缓冲效果,从而提高车辆 的最大载重,并且呢,通过第二油气悬架的设置,可以有效地提升车辆行驶过程平顺性,提高驾驶舒适度。
在上述任一技术方案中,进一步地,第一油气悬架包括第一工作腔;第二油气悬架包括第二工作腔;悬挂系统还包括连通管道,连通管道的两端分别与第一工作腔和第二工作腔相连通。
在该技术方案中,第一油气悬架可以包括第一工作腔,第一工作腔用于填充压缩气体以及油液,以使得第一油气悬架能够利用压缩气体的可压缩性实现减震作用。相应地,第二油气悬架可以包括第二工作腔,第二工作腔用于填充压缩气体以及油液,以使得第二油气悬架能够利用压缩气体的可压缩性实现减震作用。
进一步地,在第一工作腔和第二工作腔之间,还可以连通设置有连通管道,从而将第一工作腔和第二工作腔之间进行连通。通过将第一工作腔与第二工作腔之间相连通,可以平衡第一车桥与第二车桥之间的载荷,从而有效地提高了车辆行驶过程中的稳定性,避免了第一车桥和第二车桥受力相差过大而导致相关部件损坏。
在上述任一技术方案中,进一步地,第一减震件的长度方向与垂直方向的夹角大于0度。
在该技术方案中,第一减震件的长度方向可以设置为相对于垂直方向的夹角大于0度,也就是说,第一减震件相对于垂直方向倾斜设置,从而在车辆颠簸时能够将垂直方向的压力向侧方引导,避免垂直方向的压力过大导致相关部件损坏。
在上述任一技术方案中,进一步地,悬挂系统还包括第一下推力杆,第一下推力杆的一端与第一车桥相连接,另一端用于与车架相连接;第二下推力杆,第二下推力杆的一端与第二车桥相连接,另一端用于与车架相连接。
在该技术方案中,悬挂系统还可以包括第一下推力杆和第二下推力杆,其中,第一下推力杆的一端与第一车桥相连接,另一端用于与车架相连接。通过第一下推力杆的设置,一方面,可以进一步加强第一车桥与车架之间的相对位置的稳定,有效避免第一车桥与车架之间发生相对运动,保证车辆结构的稳定性。另一方面,第一下推力杆和第一上推力杆同时连接于车 架与第一车桥之间,从而同时作用于第一车桥,能够在轮胎转动时避免第一车桥在轮胎的作用力下发生自转,保证车辆结构的稳定性。
相应地,第二下推力杆的一端与第二车桥相连接,另一端用于与车架相连接。通过第二下推力杆的设置,一方面,可以进一步加强第二车桥与车架之间的相对位置的稳定,有效避免第二车桥与车架之间发生相对运动,保证车辆结构的稳定性。另一方面,第二下推力杆和第二上推力杆同时连接于车架与第二车桥之间,从而同时作用于第二车桥,能够在轮胎转动时避免第二车桥在轮胎的作用力下发生自转,进一步保证车辆结构的稳定性。
具体地,第一下推力杆的数量可以为两个,两个第一下推力杆关于车架的中轴线对称设置,并且第一下推力杆的长度方向与车架的长度方向可以设置为平行。相应地,第二下推力杆的数量也可以为两个,两个第二下推力杆关于车架的中轴线对称设置,并且第二下推力杆的长度方向与车架的长度方向可以设置为平行。
根据本申请的第二方面,提出了一种车辆,包括如上述技术方案中任一项的悬挂系统。
本申请提供的车辆,因包括了上述技术方案所提出的悬挂系统,因此,该车辆包括了上述悬挂系统的全部有益效果,在此不再赘述。
具体地,车辆可以为宽体车。
本申请的附加方面和优点将在下面的描述部分中变得明显,或通过本申请的实践了解到。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本申请的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图示出的结构获得其他的附图。
图1示出了本申请一个实施例提供的车辆的结构示意图;
图2示出了图1中车辆另一方向的结构示意图;
图3示出了本申请另一个实施例提供的车辆的结构示意图;
图4示出了图1车辆中第一上推力杆的结构示意图;
图5示出了图4中第一上推力杆另一角度的结构示意图;
图6示出了图1车辆中第二上推力杆的结构示意图;
图7示出了图6中第二上推力杆另一角度的结构示意图;
图8示出了图1车辆中第一下推力杆的结构示意图;
图9示出了图8中第一下推力杆另一角度的结构示意图;
图10示出了图1车辆中第二下推力杆的结构示意图;
图11示出了图10中第二下推力杆另一角度的结构示意图。
其中,图1至图11中的附图标记与部件名称之间的对应关系为:
100悬挂系统,106第一上推力杆,108第二上推力杆,110第一杆体,112第一关节轴承,116第二杆体,118第二关节轴承,122第一润滑件,124第二润滑件,126第一减震件,128第二减震件,130第一下推力杆,132第二下推力杆,134连通管道,136支座,138第三杆体,140第三关节轴承,142第三润滑件,144第四杆体,146第四关节轴承,148第四润滑件,200车辆,202车架。
具体实施方式
为了能够更清楚地理解本申请的上述目的、特征和优点,下面结合附图和具体实施方式对本申请进行进一步的详细描述。需要说明的是,在不冲突的情况下,本申请的实施例及实施例中的特征可以相互组合。
在下面的描述中阐述了很多具体细节以便于充分理解本申请,但是,本申请还可以采用其他不同于在此描述的其他方式来实施,因此,本申请的保护范围并不限于下面公开的具体实施例的限制。
下面参照图1至图11描述根据本申请一些实施例的悬挂系统100和车辆200。
如图1、图2和图3所示,本申请的第一方面,提出了一种悬挂系统100,用于车辆200,车辆200包括车架202,其中,悬挂系统100包括:第一车桥和第二车桥(图中未示出);第一上推力杆106和第二上推力杆108,其中,第一上推力杆106的一端与第一车桥相连接,另一端朝向车架202的长度方向的侧方延伸;第二上推力杆108的一端与第二车桥相连接; 其中,第一上推力杆106和第二上推力杆108位于车架202的长度方向的中轴线的同一侧,且第二上推力杆108的另一端的延伸方向与第一上推力杆106的另一端的延伸方向相同。
本申请提供的悬挂系统100,可用于车辆200,其中,车辆200包括车架202,车架202用于承载车辆200的主体部分。悬挂系统100包括第一车桥和第二车桥,第一车桥和第二车桥的两端用于安装车辆200的轮胎,第一车桥与第二车桥的长度方向平行设置,且第一车桥与第二车桥的长度方向与车架202的长度方向垂直。进一步地,悬挂系统100还包括第一上推力杆106和第二上推力杆108,其中,第一上推力杆106的一端与第一车桥相连接,另一端用于与车辆200的车架202相连接,并且,第一推力杆的另一端朝向车架202的长度方向的侧方延伸。进一步地,第二上推力杆108与第一上推力杆106位于车架202的长度方向的中轴线的同一侧,并且,第二上推力杆108的一端与第二车桥相连接,另一端用于与车架202相连接且朝向车架202的长度方向的侧方延伸。
通过将第一上推力杆106和第二上推力杆108设置为朝向车架202的长度方向的侧方延伸,使得第一上推力杆106和第二上推力杆108相对于车架202的长度方向向两侧倾斜设置,使得车辆200行驶过程中,第一车桥和第二车桥通过第一上推力杆106和第二上推力杆108将驱动力传递至车架202的过程中,倾斜设置第一上推力杆106和第二上推力杆108能够对第一车桥和第二车桥的动力进行分力,从而为车架202同时提供长度方向的推动力和与长度方向垂直方向的推动力,也即为车架202同时提供前进方向的推动力和侧方的推动力。进而无需单独设置横向和纵向两个方向的上推力杆,简化了悬挂系统100的结构。
进一步地,通过将位于车架202的长度方向的中轴线的同一侧的第一上推力杆106和第二上推力杆108的延伸方向设置为相同,使得车辆200行驶过程中发生上下颠簸时,在车架202的重力的推动下,第一车桥和第二车桥能够分别在第一推力杆和第二推力杆的推动下朝向同一个方向位移,从而保证了第一车桥和第二车桥之间距离不变,进而避免了第一车桥和第二车桥之间发生相对移动,能够有效地减少第一车桥和第二车桥上的轮胎的磨损,提高轮胎使用寿命。
本申请提供的悬挂系统100,通过将第一车桥和第二车桥上的第一上推力杆106和第二上推力杆108设置为朝向车架202长度方向的侧方延伸,实现了通过第一上推力杆106和第二上推力杆108对车架202同时提供前进方向和侧方的导向力,横向和纵向两个方向的上推力杆,简化了悬挂系统100的结构。并且通过将位于车架202的长度方向的中轴线的同一侧的第一上推力杆106和第二上推力杆108的延伸方向设置为相同,使得车辆200上下颠簸的过程中避免了第一车桥和第二车桥之间发生相对移动,能够有效地减少第一车桥和第二车桥上的轮胎的磨损,提高轮胎使用寿命。
具体地,悬挂系统100可以为大吨位宽体车的后悬挂系统100,其中,第一车桥为宽体车的中桥,第二车桥为宽体车的后桥,通过第一上推力杆106和第二上推力杆108布置方向的设置,既能够适用于宽体车车架202的尺寸,在保证了宽体车载重量的需求的基础上,简化了悬挂系统100的结构,并且能够有效减小车辆200的轮胎的磨损量。
在上述实施例中,进一步地,如图1所示,第一上推力杆106的数量为两个,两个第一上推力杆106分别设置于中轴线的两侧;第二上推力杆108的数量为两个,两个第二上推力杆108分别设置于中轴线的两侧。
在该实施例中,第一上推力杆106和第二上推力杆108的数量均可以设置为两个,其中,两个第一上推力杆106分别位于车架202长度方向的中轴线的两侧,从而使得第一车桥能够通过同时通过两个第一上推力杆106将驱动力传递至车架202的中轴线的两侧,从而保证了第一车桥与车架202之间驱动力传递的均匀性,进而保证车辆200行驶过程中的稳定性。相应地,两个第二上推力杆108分别位于车架202长度方向的中轴线的两侧,从而使得第二车桥能够通过同时通过两个第二上推力杆108将驱动力传递至车架202的中轴线的两侧,从而保证了第二车桥与车架202之间驱动力传递的均匀性,进一步地保证车辆200行驶过程中的稳定性。
具体地,两个第一上推力杆106相对于车架202的中轴线对称设置,相应地,两个第二上推力杆108也相对于车架202的中轴线对称设置,从而可以进一步提高第一上推力杆106和第二上推力杆108对于驱动力传递的均匀性,进一步保证车辆200行驶过程中的平稳性,同时保证驱动力的传递效率。
在上述任一实施例中,进一步地,如图4、图5、图6和图7所示,第一上推力杆106包括:第一杆体110;第一关节轴承112,设置于第一杆体110上;第一销轴(图中未示出),穿设于第一关节轴承112上,且与第一车桥相连接;第二上推力杆108包括:第二杆体116;第二关节轴承118,设置于第二杆体116上;第二销轴(图中未示出),穿设于第一关节轴承112上,且与第二车桥相连接。
在该实施例中,第一上推力杆106可以包括第一杆体110、第一关节轴承112以及第一销轴,其中,第一关节轴承112设置于第一杆体110的一端,并且,将第一销轴穿设于第一关节轴承112上,并与第一车桥相连接。通过将第一上推力杆106与第一车桥之间通过第一关节轴承112和第一销轴进行连接,能够有效地提高推力杆与车桥之间的连接稳定性,进而提高车辆200的最大载重。
相应地,第二上推力杆108可以包括第二杆体116、第二关节轴承118以及第二销轴,其中,第二关节轴承118设置于第二杆体116的一端,并且,将第二销轴穿设于第二关节轴承118上,并与第二车桥相连接。通过将第二上推力杆108与第二车桥之间通过第二关节轴承118和第二销轴进行连接,同样能够有效地提高推力杆与车桥之间的连接稳定性,进而提高车辆200的最大载重。
具体地,第一关节轴承112和第二关节轴承118均可以包括刚性关节轴承,从而进一步提高连接的稳定性。第一杆体110和第二杆体116均可以采用Q690D材料钢板锻造而成,从而进一步提高第一上推力杆106和第二上推力杆108的强度,进而提高车辆200的最大载重。
进一步地,第一上推力杆106还包括:第一润滑件122,设置于第一杆体110上,且与第一关节轴承112相对设置;第二上推力杆108还包括:第二润滑件124,设置于第二杆体116上,且与第二关节轴承118相对设置。
具体地,第一上推力杆106还可以设置有第一润滑件122,第一润滑件122可以设置于第一杆体110上,并且与第一关节轴承112相连接,从而可以在车辆200行驶过程中通过第一润滑件122对第一关节轴承112进行自动润滑,保证第一关节轴承112的润滑度,从而减少第一关节轴承112 的磨损,提高第一上推力杆106的使用寿命。
具体地,可以在第一杆体110上与第一关节轴承112相对的位置开设通孔,该通孔与第一关节轴承112相连通,将第一润滑件122设置于该通孔中,以实现第一润滑件122的安装。
相应地,第二上推力杆108还可以设置有第二润滑件124,第二润滑件124可以设置于第二杆体116上,并且与第二关节轴承118相连接,从而可以在车辆200行驶过程中通过第一润滑件122对第二关节轴承118进行自动润滑,保证第二关节轴承118的润滑度,从而减少第一关节轴承112的磨损,提高第二上推力杆108的使用寿命。
具体地,可以在第二杆体116上与第二关节轴承118相对的位置开设通孔,该通孔与第二关节轴承118相连通,将第二润滑件124设置于该通孔中,以实现第二润滑件124的安装。
具体地,第一润滑件122和第二润滑件124均可以为黄油嘴。
在上述任一实施例中,进一步地,如图1、图2和图3所示,悬挂系统100还包括第一减震件126,第一减震件126的一端与第一车桥相连接,另一端用于与车架202相连接;第二减震件128,第二减震件128的一端与第二车桥相连接,另一端用于与车架202相连接。
在该实施例中,在第一车桥与车架202之间还可以设置有第一减震件126,具体地,第一减震件126的一端与第一车桥相连接,另一端与车架202相连接。通过第一减震件126的设置,可以使得车辆200行驶过程中有效地通过第一减震件126对车架202与第一车桥之间的相对运动进行缓冲,避免车架202和车桥发生损坏而造成事故,保证车辆200运行的稳定性。
相应地,在第二车桥与车架202之间还可以设置有第二减震件128,具体地,第二减震件128的一端与第二车桥相连接,另一端与车架202相连接。通过第二减震件128的设置,可以使得车辆200行驶过程中有效地通过第二减震件128对车架202与第二车桥之间的相对运动进行缓冲,避免车架202和车桥发生损坏而造成事故,保证车辆200运行的稳定性。
进一步地,第一减震件126包括第一油气悬架;第二减震件128包括第二油气悬架。
具体地,第一减震件126可以包括第一油气悬架,通过第一油气悬架的设置,相对于板簧悬架,能够有效地提高减震件的缓冲效果,从而提高车辆200的最大载重,并且呢,通过第一油气悬架的设置,可以有效地提升车辆200行驶过程平顺性,提高驾驶舒适度。
相应地,第二减震件128可以包括第二油气悬架,通过第二油气悬架的设置,相对于板簧悬架,能够有效地提高减震件的缓冲效果,从而提高车辆200的最大载重,并且呢,通过第二油气悬架的设置,可以有效地提升车辆200行驶过程平顺性,提高驾驶舒适度。
进一步地,第一油气悬架包括第一工作腔;第二油气悬架包括第二工作腔;悬挂系统100还包括连通管道134,连通管道134的两端分别与第一工作腔和第二工作腔相连通。
具体地,第一油气悬架可以包括第一工作腔,第一工作腔用于填充压缩气体以及油液,以使得第一油气悬架能够利用压缩气体的可压缩性实现减震作用。相应地,第二油气悬架可以包括第二工作腔,第二工作腔用于填充压缩气体以及油液,以使得第二油气悬架能够利用压缩气体的可压缩性实现减震作用。
进一步地,在第一工作腔和第二工作腔之间,还可以连通设置有连通管道134,从而将第一工作腔和第二工作腔之间进行连通。通过将第一工作腔与第二工作腔之间相连通,可以平衡第一车桥与第二车桥之间的载荷,从而有效地提高了车辆200行驶过程中的稳定性,避免了第一车桥和第二车桥受力相差过大而导致相关部件损坏。
进一步地,第一减震件126的长度方向与垂直方向的夹角大于0度。
具体地,第一减震件126的长度方向可以设置为相对于垂直方向的夹角大于0度,也就是说,第一减震件126相对于垂直方向倾斜设置,从而在车辆200颠簸时能够将垂直方向的压力向侧方引导,避免垂直方向的压力过大导致相关部件损坏。
在上述任一实施例中,进一步地,如图8、图9、图10和图11所示,悬挂系统100还包括第一下推力杆130,第一下推力杆130的一端与第一车桥相连接,另一端用于与车架202相连接;第二下推力杆132,第二下推力杆132的一端与第二车桥相连接,另一端用于与车架202相连接。
在该实施例中,悬挂系统100还可以包括第一下推力杆130和第二下推力杆132,其中,第一下推力杆130的一端与第一车桥相连接,另一端用于与车架202相连接。通过第一下推力杆130的设置,一方面,可以进一步加强第一车桥与车架202之间的相对位置的稳定,有效避免第一车桥与车架202之间发生相对运动,保证车辆200结构的稳定性。另一方面,第一下推力杆130和第一上推力杆106同时连接于车架202与第一车桥之间,从而同时作用于第一车桥,能够在轮胎转动时避免第一车桥在轮胎的作用力下发生自转,保证车辆200结构的稳定性。
相应地,第二下推力杆132的一端与第二车桥相连接,另一端用于与车架202相连接。通过第二下推力杆132的设置,一方面,可以进一步加强第二车桥与车架202之间的相对位置的稳定,有效避免第二车桥与车架202之间发生相对运动,保证车辆200结构的稳定性。另一方面,第二下推力杆132和第二上推力杆108同时连接于车架202与第二车桥之间,从而同时作用于第二车桥,能够在轮胎转动时避免第二车桥在轮胎的作用力下发生自转,进一步保证车辆200结构的稳定性。
具体地,第一下推力杆130的数量可以为两个,两个第一下推力杆130关于车架202的中轴线对称设置,并且第一下推力杆130的长度方向与车架202的长度方向可以设置为平行。相应地,第二下推力杆132的数量也可以为两个,两个第二下推力杆132关于车架202的中轴线对称设置,并且第二下推力杆132的长度方向与车架202的长度方向可以设置为平行。
具体地,第一下推力杆130包括第三杆体138、第三关节轴承140和第三销轴(图中未示出),第三杆体138可以通过第三关节轴承140以及第三销轴与第一车桥和车架202之间相连接,第三杆体138上设置有第三润滑件142。第二下推力杆132包括第四杆体144、第四关节轴承146和第四销轴,第二杆体116可以通过第四关节轴承146以及第四销轴与第二车桥和车架202之间相连接,第四杆体144上设置有第四润滑件148。
进一步地,悬挂系统100还可包括多个支座136,多个支座136分别设置于车架202以及第一车桥和第二车桥上,第一上推力杆106、第二上推力杆108、第一下推力杆130、第二下推力杆132、第一减震件126和第二减震件128均可以通过支座136分别与车架202、第一车桥以及第二车 桥相连接。
根据本申请的第二方面,如图1、图2和图3所示,提出了一种车辆200,包括如上述技术方案中任一项的悬挂系统100。
本申请提供的车辆200,因包括了上述技术方案所提出的悬挂系统100,因此,该车辆200包括了上述悬挂系统100的全部有益效果,在此不再赘述。
具体地,车辆200可以为宽体车、货车或自卸车。
在本说明书的描述中,术语“第一”、“第二”仅用于描述的目的,而不能理解为指示或暗示相对重要性,除非另有明确的规定和限定;术语“连接”、“安装”、“固定”等均应做广义理解,例如,“连接”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,可以根据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,术语“一个实施例”、“一些实施例”、“具体实施例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或特点包含于本申请的至少一个实施例或示例中。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例。而且,描述的具体特征、结构、材料或特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上仅为本申请的优选实施例而已,并不用于限制本申请,对于本领域的技术人员来说,本申请可以有各种更改和变化。凡在本申请的精神和原则之内,所作的任何修改、等同替换、改进等,均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种悬挂系统,用于车辆,所述车辆包括车架,包括:
    第一车桥和第二车桥;
    第一上推力杆,所述第一上推力杆的一端与所述第一车桥相连接,另一端朝向所述车架的长度方向的侧方延伸;
    第二上推力杆,所述第二上推力杆的一端与所述第二车桥相连接;
    其中,所述第一上推力杆和所述第二上推力杆位于所述车架的长度方向的中轴线的同一侧,且所述第二上推力杆的另一端的延伸方向与所述第一上推力杆的另一端的延伸方向相同。
  2. 根据权利要求1所述的悬挂系统,其中,
    所述第一上推力杆的数量为两个,两个所述第一上推力杆分别设置于所述中轴线的两侧;
    所述第二上推力杆的数量为两个,两个所述第二上推力杆分别设置于所述中轴线的两侧。
  3. 根据权利要求1所述的悬挂系统,其中,
    所述第一上推力杆包括:
    第一杆体;
    第一关节轴承,设置于所述第一杆体上;
    第一销轴,穿设于所述第一关节轴承上,且与所述第一车桥相连接;
    所述第二上推力杆包括:
    第二杆体;
    第二关节轴承,设置于所述第二杆体上;
    第二销轴,穿设于所述第一关节轴承上,且与所述第二车桥相连接。
  4. 根据权利要求3所述的悬挂系统,其中,
    所述第一上推力杆还包括:
    第一润滑件,设置于所述第一杆体上,且与所述第一关节轴承相对设置;
    所述第二上推力杆还包括:
    第二润滑件,设置于所述第二杆体上,且与所述第二关节轴承相对设置。
  5. 根据权利要求1至4中任一项所述的悬挂系统,其中,还包括:
    第一减震件,所述第一减震件的一端与所述第一车桥相连接,另一端用于与所述车架相连接;
    第二减震件,所述第二减震件的一端与所述第二车桥相连接,另一端用于与所述车架相连接。
  6. 根据权利要求5所述的悬挂系统,其中,
    所述第一减震件包括第一油气悬架;
    所述第二减震件包括第二油气悬架。
  7. 根据权利要求6所述的悬挂系统,其中,
    所述第一油气悬架包括第一工作腔;
    所述第二油气悬架包括第二工作腔;
    所述悬挂系统还包括连通管道,所述连通管道的两端分别与所述第一工作腔和所述第二工作腔相连通。
  8. 根据权利要求5所述的悬挂系统,其中,
    所述第一减震件的长度方向与垂直方向的夹角大于0度。
  9. 根据权利要求1至4中任一项所述的悬挂系统,其中,还包括:
    第一下推力杆,所述第一下推力杆的一端与所述第一车桥相连接,另一端用于与所述车架相连接;
    第二下推力杆,所述第二下推力杆的一端与所述第二车桥相连接,另一端用于与所述车架相连接。
  10. 一种车辆,包括:
    如权利要求1至9中任一项所述的悬挂系统。
PCT/CN2023/077876 2022-02-25 2023-02-23 悬挂系统和车辆 WO2023160611A1 (zh)

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CN2933945Y (zh) * 2006-06-30 2007-08-15 泰安航天特种车有限公司 七桥超重型多功能特种汽车
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CN215475366U (zh) * 2021-03-24 2022-01-11 三一汽车起重机械有限公司 一种起重车底盘组件和起重车
CN114435049A (zh) * 2022-02-25 2022-05-06 三一重型装备有限公司 悬挂系统和车辆

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JPH06183234A (ja) * 1992-06-29 1994-07-05 Fujio Inoue 車輌用サスペンション
CN2933945Y (zh) * 2006-06-30 2007-08-15 泰安航天特种车有限公司 七桥超重型多功能特种汽车
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