Oil-gas suspension assembly and vehicle

Abstract

The present invention relates to the field of vehicle technology, and more particularly to a gas-oil suspension assembly and a vehicle. In the gas-oil suspension assembly, the first gas-oil spring primarily bears vertical forces, primarily acting as a shock absorber and steering kingpin, thereby effectively preventing the piston rod of the first gas-oil spring from breaking, thereby improving the safety and reliability of the gas-oil suspension. Existing gas-oil springs are typically located on top of vehicle axles and have a relatively short travel. The second gas-oil spring provided in the present invention is located on the side of the center axle close to the rear axle, and the third gas-oil spring is located on the side of the rear axle away from the center axle. Compared to the prior art, this arrangement can lengthen the travel of the gas-oil springs, thereby improving the vehicle's roadworthiness.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an oil-gas suspension assembly and a vehicle. Background Art

[0002] The suspension is a crucial component of a vehicle, not only connecting the axle and frame and buffering ground impact, but also playing a crucial role in the vehicle's ride comfort and maneuverability. With the development of mining machinery, large-tonnage, wide-body mining dump trucks are gradually adopting oil-gas balanced suspension.

[0003] At present, for the multi-axle oil-gas balanced suspension of engineering vehicles, if the axle passes through a bumpy road during operation, the height difference between the left and right wheels will be small, causing one side of the wheel to be suspended in the air, resulting in poor road passability.

[0004] In addition, when the vehicle bounces, the gas spring is subjected to greater force, bearing both axial force and lateral force, which can easily cause the gas spring piston rod to break, reducing the safety and reliability of the gas suspension.

[0005] Therefore, there is an urgent need for an oil-gas suspension assembly to solve the above technical problems. Summary of the Invention

[0006] The purpose of the present invention is to provide an oil-gas suspension assembly, which can improve the reliability of the oil-gas suspension and the passability of the vehicle.

[0007] To achieve this object, the present invention adopts the following technical solutions:

[0008] A hydro-pneumatic suspension assembly is provided for connecting a vehicle frame and axles located below the frame, wherein the axles include a front axle, a middle axle, and a rear axle. The hydro-pneumatic suspension assembly includes:

[0009] Front hydro-pneumatic suspension, including:

[0010] a first oil-gas spring disposed on an outer side of the vehicle frame, with both ends of the first oil-gas spring being hinged to the vehicle frame and the front axle, respectively; at least two of the first oil-gas springs being symmetrically disposed relative to the vehicle frame, and with top ends of the first oil-gas springs tilted toward the inner side of the vehicle frame;

[0011] a lower swing arm, the lower swing arm being hinged to the vehicle frame and the first oil-gas spring respectively;

[0012] Rear hydro-pneumatic suspension, including:

[0013] a second oil-gas spring, mounted on one end of the middle bridge;

[0014] a third oil-gas spring, mounted on one end of the rear axle, with the second oil-gas spring and the third oil-gas spring located on the same side of the vehicle frame;

[0015] The second oil-gas spring is arranged on a side of the middle bridge close to the rear bridge, and the third oil-gas spring is arranged on a side of the rear bridge away from the middle bridge.

[0016] As an optimal technical solution of the above-mentioned oil-gas suspension assembly, it also includes a lower swing arm, and the lines connecting the two hinge points of the lower swing arm and the frame and the hinge point of the lower swing arm and one hinge point of the first oil-gas spring form a right triangle.

[0017] As an optimal technical solution for the above-mentioned oil-gas suspension assembly, the lower control arm includes a transverse arm, an oblique arm and an oblique rib, the first end of the oblique arm is connected to the first end of the transverse arm, and a first hinge hole is provided at the connection between the oblique arm and the transverse arm, the second end of the oblique arm is provided with a second hinge hole, and the second end of the transverse arm is provided with a third hinge hole, the oblique rib is respectively connected to the oblique arm and the transverse arm, the transverse arm, the oblique arm and the oblique rib form an A-type structure, and the line connecting the center point of the first hinge hole, the center point of the second hinge hole and the center point of the third hinge hole forms a right triangle.

[0018] As a preferred technical solution of the above-mentioned oil-gas suspension assembly, the first oil-gas spring, the second oil-gas spring and the third oil-gas spring all include a cylinder and a piston rod, one end of the piston rod extends into the lower end of the cylinder and can move in the cylinder, the upper end of the cylinder is rotatably connected to the frame, and the other end of the piston rod is interference fit connected to the axle.

[0019] As an optimal technical solution of the above-mentioned oil-gas suspension assembly, the cylinder is connected to the frame through a first joint bearing, the other end of the piston rod is a conical structure, and conical holes are provided on the front axle, the middle axle and the rear axle. The other end of the piston rod passes through the conical hole, and a limiting part is fixedly provided on the part where the other end of the piston rod passes through the conical hole, and the limiting part abuts against the axle. The other end of the piston rod is also hinged to the lower control arm.

[0020] As a preferred technical solution of the above-mentioned oil-gas suspension assembly, it also includes a middle A-frame and a rear A-frame, the middle A-frame is connected to the frame and the middle axle respectively, and the rear A-frame is connected to the frame and the rear axle respectively, and the height of the connection point between the middle A-frame and the frame is less than the height of the connection point between the rear A-frame and the frame.

[0021] As an optimal technical solution of the above-mentioned oil-gas suspension assembly, it also includes a transverse tie rod, and the frame and the middle bridge, as well as the frame and the rear axle are all connected through the transverse tie rod, and the transverse tie rod includes a rod body and a mounting seat arranged at both ends of the rod body and having a circular cross-section, the two mounting seats are centrally symmetrically arranged relative to the central axis of the width direction of the rod body, the side walls of the mounting seat are connected to the side walls of the rod body, the mounting seat arranged at the first end of the rod body protrudes from the first side wall of the rod body, and the side wall of the mounting seat arranged at the first end of the rod body is tangent to the second side wall of the rod body, the mounting seat arranged at the second end of the rod body protrudes from the second side wall of the rod body, and the side wall of the mounting seat at the second end of the rod body is tangent to the first side wall of the rod body.

[0022] As a preferred technical solution of the above-mentioned oil-gas suspension assembly, the mounting point of the frame and the transverse rod is set on the inner side of the longitudinal beam of the frame, the mounting point of the center bridge and the transverse rod is set on the rear side of the center bridge, and the mounting point of the rear axle and the transverse rod is set on the rear side of the rear axle.

[0023] As a preferred technical solution of the above-mentioned oil-gas suspension assembly, it also includes an accumulator, which is installed on the outside of the vehicle frame. The two sides of the accumulator are respectively connected to the second oil-gas spring and the third oil-gas spring through oil pipes, and the accumulator is arranged at an inclined angle relative to the second oil-gas spring and the third oil-gas spring.

[0024] As a preferred technical solution of the above-mentioned oil-gas suspension assembly, the distance from the center point of the accumulator to the center point of the second oil-gas spring is the same as the distance from the center point of the accumulator to the center point of the third oil-gas spring.

[0025] Beneficial effects of the present invention:

[0026] The first oil-gas spring mainly bears vertical force, and the force of the first oil-gas spring is simple. The first oil-gas spring mainly plays the role of shock absorption and steering kingpin, so the lateral force and longitudinal force are mainly borne by the lower arm, which can effectively prevent the piston rod of the first oil-gas spring from breaking, thereby improving the safety and reliability of the oil-gas suspension.

[0027] While existing gas springs are typically installed on top of vehicle axles and have a relatively short travel, the present invention provides a second gas spring positioned on the side of the center axle closer to the rear axle, and a third gas spring positioned on the side of the rear axle farther from the center axle. This arrangement, compared to existing technologies, increases the gas spring travel. This increases the height difference between the left and right wheels of the center and rear axles when the vehicle traverses potholes, increasing the maximum balanced swing angle of the center and rear axles and reducing the possibility of one-sided suspension, thereby improving the vehicle's roadworthiness. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a front view of a vehicle provided by an embodiment of the present invention;

[0029] Figure 2 1 is a schematic structural diagram of a front oil-gas suspension of a vehicle provided by an embodiment of the present invention;

[0030] Figure 3 Schematic diagram of the front oil-gas suspension structure of a vehicle provided by an embodiment of the present invention;

[0031] Figure 4 is a rear view of a front oil-gas suspension provided by an embodiment of the present invention;

[0032] Figure 5 is a side view of a front oil-gas suspension provided by an embodiment of the present invention;

[0033] Figure 6 It is a structural schematic diagram of the lower swing arm provided by an embodiment of the present invention from a first perspective.

[0034] Figure 7 3 is a schematic structural diagram of a lower swing arm provided by an embodiment of the present invention from a second perspective.

[0035] Figure 8 is an exploded schematic diagram of a lower swing arm provided by an embodiment of the present invention;

[0036] Figure 9 Schematic diagram of the connection structure between the axle and the frame provided by an embodiment of the present invention;

[0037] Figure 10 yes Figure 9 A partial enlarged view of point A in the middle;

[0038] Figure 11 1 is a schematic structural diagram of a tie rod provided by an embodiment of the present invention;

[0039] Figure 12 yes Figure 11 sectional view of

[0040] Figure 13 Schematic diagram of the structure of the oil-gas balanced suspension system provided by an embodiment of the present invention;

[0041] Figure 14 It is a cross-sectional view of an accumulator provided by an embodiment of the present invention.

[0042] In the picture:

[0043] 1. The first oil-gas spring;

[0044] 2. Second oil-gas spring;

[0045] 3. The third oil-gas spring;

[0046] 4. Lower arm; 41. Transverse arm; 42. Oblique arm; 43. Oblique rib; 44. First hinge hole; 45. Second hinge hole; 46. Third hinge hole; 47. Second joint bearing; 48. First flange; 49. Bolt; 410. First retaining spring;

[0047] 5. Middle A-frame;

[0048] 6. Rear A-frame;

[0049] 7. Tie rod; 71. Shaft; 711. First end of shaft; 712. Second end of shaft; 713. First side wall; 714. Second side wall; 72. Mounting seat; 73. Third spherical bearing; 74. Second retaining spring;

[0050] 8. Accumulator; 81. Oil chamber; 811. Oil port; 82. First air chamber; 83. First floating piston; 84. Second air chamber; 85. Second floating piston;

[0051] 9. Oil pipe; 91. Rubber hose; 92. Straight crimping joint; 93. Bend crimping joint;

[0052] 10. Cylinder; 11. Piston rod;

[0053] 100, longitudinal beam; 200, cross beam; 300, front axle; 400, middle axle; 500, rear axle. DETAILED DESCRIPTION

[0054] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0055] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0056] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0057] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0058] Aiming at the problems in the prior art that the piston rod of the oil-gas spring is easy to break and the oil-gas spring has a short stroke, the present invention provides a vehicle, such as Figure 1 and Figure 5 As shown, the vehicle includes a steering structure, a frame, axles, and a hydro-pneumatic suspension assembly. The axles include a front axle 300, a middle axle 400, and a rear axle 500. The hydro-pneumatic suspension assembly connects the frame to the axles located below it. The frame includes a crossbeam 200 and two longitudinal beams 100 symmetrically arranged about the widthwise central axis of the crossbeam 200. The ends of the crossbeam 200 are connected to the longitudinal beams 100, i.e., the crossbeam 200 is located between the two longitudinal beams 100. The axle is a disconnectable front axle 300, and a connecting seat is also provided on the axle for rotational connection of the steering structure.

[0059] Optionally, in an embodiment of the present invention, the steering structure includes a steering tie rod arm, a steering rod, and a steering cylinder. The steering tie rod arm is disposed on one side of the crossbeam 200. A connecting seat is disposed on the axle. The ends of the steering cylinder are respectively hinged to the connecting seat and the crossbeam 200. The ends of the steering rod are respectively hinged to the connecting seat and the steering tie rod arm. The steering structure can steer the axle rearwardly through the steering cylinder as needed, thereby ensuring that the vehicle's forward direction can be selected as needed.

[0060] like Figure 1-5As shown, the front oil-gas suspension assembly includes a first oil-gas spring 1 and a lower control arm 4. The first oil-gas spring 1 is arranged on the outside of the vehicle frame. The two ends of the first oil-gas spring 1 are respectively hinged to the vehicle frame and the front axle 300. The first oil-gas spring 1 is arranged symmetrically with respect to the vehicle frame, and the top end of the first oil-gas spring 1 is inclined toward the inside of the vehicle frame. The lower control arm 4 is respectively hinged to the vehicle frame and the first oil-gas spring 1. The rear oil-gas suspension includes a second oil-gas spring 2 and a third oil-gas spring 3. The second oil-gas spring 2 is mounted on one end of the middle axle 400; the third oil-gas spring 3 is mounted on one end of the rear axle 500, and the second and third oil-gas springs 2 and 3 are located on the same side of the vehicle frame. The second oil-gas spring 2 is arranged on the side of the middle axle 400 close to the rear axle 500, and the third oil-gas spring 3 is arranged on the side of the rear axle 500 away from the middle axle 400.

[0061] The top of the first gas spring 1 is tilted inward of the vehicle frame, so it primarily bears vertical forces. Due to its simple force profile, it primarily serves as a shock absorber and kingpin stabilizer. Lateral and longitudinal forces are primarily borne by the lower arm 4, located below the first gas spring 1. This effectively prevents breakage of the piston rod 11 of the first gas spring 1, improving the safety and reliability of the gas suspension.

[0062] While existing gas springs are typically installed on top of vehicle axles and have a relatively short travel, the second gas spring 2 provided in the present invention is installed on the side of the center axle 400 close to the rear axle 500, and the third gas spring 3 is installed on the side of the rear axle 500 away from the center axle 400. This arrangement, compared to existing technologies, allows the gas springs to have a longer travel. This increases the height difference between the left and right wheels of the center axle 400 and rear axle 500 when the vehicle traverses potholes, thereby increasing the maximum balanced swing angle of the center axle 400 and rear axle 500, reducing the possibility of one-sided suspension, and thus improving the vehicle's roadworthiness.

[0063] Optionally, in an embodiment of the present invention, the line connecting the two hinge points of the lower control arm 4 and the vehicle frame and one hinge point of the lower control arm 4 and the first oil-gas spring 1 forms a right triangle. Since the triangle is a right triangle, after the force on each hinge point is decomposed along the cross arm 41, the front suspension will not be subjected to the force in the front-to-back direction, but will only be subjected to the force in the up-and-down direction. Therefore, the structure of the lower control arm 4 enables the hinge point at the axle end to swing up and down around the two hinge points of the vehicle frame without causing any deviation in the front-to-back direction, so that the first oil-gas spring 1 mainly bears the vertical force, thereby improving the safety and reliability of the oil-gas suspension.

[0064] The bottom end of the first oil-gas spring 1 passes through the axle and is hinged to the lower control arm 4. Since the frame includes two symmetrically arranged longitudinal beams 100, a first oil-gas spring 1 is provided on the outer side of the longitudinal beams 100. Therefore, the number of first oil-gas springs 1 is also two, and the number of lower control arms 4 is also two. The first oil-gas spring 1 and the lower control arm 4 are symmetrically arranged relative to the symmetry axis of the two longitudinal beams 100.

[0065] Optionally, in the embodiment of the present invention, continue to refer to FIG. Figure 5 and Figure 13 The first oil-gas spring 1, the second oil-gas spring 2 and the third oil-gas spring 3 all include a cylinder 10 and a piston rod 11. One end of the piston rod 11 extends into the lower end of the cylinder 10 and can move inside the cylinder 10. The upper end of the cylinder 10 is rotatably connected to the vehicle frame, so that the first oil-gas spring 1 can rotate freely, which is convenient for assembly; the other end of the piston rod 11 is interference fit connected to the axle, which can eliminate the assembly gap between the first oil-gas spring 1 and the axle, and prevent the piston rod 11 of the first oil-gas spring 1 from positional displacement and affecting the overall steering accuracy of the vehicle. Specifically, in an embodiment of the present invention, the cylinder 10 is connected to the vehicle frame via a first spherical bearing. The other end of the piston rod 11 is a tapered structure. The front axle 300, the middle axle 400, and the rear axle 500 are each provided with a tapered hole. The tapered structure extends into the tapered hole, and the other end of the piston rod 11 extends out of the tapered hole. A stopper is fixedly provided at the other end of the piston rod 11, which abuts the axle. The other end of the piston rod 11 is also hinged (i.e., pivotally connected) to the lower arm 4. It should be noted that the portion of the piston rod 11 hinged to the lower arm 4 is located below the stopper. After extending out of the axle, this portion hinges with the lower arm 4. Optionally, in this embodiment, the stopper can be a second flange, which is provided above the lower arm 4. The second flange abuts the axle, stabilizing the connection between the piston rod 11 and the axle and preventing the piston rod 11 from detaching from the axle. The first end of the piston rod 11 extends out of the limiting portion and is hinged to the lower swing arm 4 , so that the other end of the piston rod 11 is connected to the axle and the lower swing arm 4 in sequence.

[0066] To limit axle displacement during vertical adjustment to lateral displacement, in this embodiment of the present invention, the central axis of the first gas spring 1 is positioned parallel to a plane perpendicular to the vehicle frame's forward direction. Preferably, the line segment connecting the two hinge points where the first gas spring 1 connects to the front axle 300 and the vehicle frame, respectively, is parallel to the central axis between the two longitudinal beams 100, and the line segment and the central axis are at the same height from the same horizontal plane. This further minimizes axle displacement in directions other than lateral displacement during vertical adjustment.

[0067] To ensure stable vehicle operation, the distance between the connection between the lower control arm 4 and the frame and the central axis between the two longitudinal beams 100 is less than a predetermined distance. This predetermined distance is not specifically defined in the embodiments of the present invention and is determined based on the vehicle type and frame width. This arrangement allows the hinged connection between the lower control arm 4 and the frame to be located closer to the center of the frame, making the lower control arm 4 longer and reducing the amount of offset during vertical axle adjustment.

[0068] In an embodiment of the present invention, Figure 6-8 As shown, the structure of the lower swing arm 4 includes a transverse arm 41, an oblique arm 42 and an oblique rib 43. The first end of the oblique arm 42 is connected to the first end of the transverse arm 41, and a first hinge hole 44 is provided at the connection between the oblique arm 42 and the transverse arm 41. The second end of the oblique arm 42 is provided with a second hinge hole 45, and the second end of the transverse arm 41 is provided with a third hinge hole 46. The oblique rib 43 is respectively connected to the oblique arm 42 and the transverse arm 41. The transverse arm 41, the oblique arm 42 and the oblique rib 43 form an A-type structure, and the line connecting the center point of the first hinge hole 44, the center point of the second hinge hole 45 and the center point of the third hinge hole 46 forms a right triangle.

[0069] Since the line connecting the center point of the first hinge hole 44, the center point of the second hinge hole 45 and the center point of the third hinge hole 46 forms a right triangle, and since the triangle has the best stability, the triangle formed by the three hinge points of the lower control arm 4 can improve the strength and rigidity of the lower control arm 4 and reduce the manufacturing cost of the lower control arm 4. In addition, since the triangle is a right triangle, after the force on each hinge point is decomposed along the cross arm 41, the front suspension will not be subjected to the force in the front and rear directions, but will only be subjected to the force in the up and down directions. Therefore, the structure of the lower control arm 4 can make the hinge point at the end of the front axle 300 swing up and down around the two hinge points of the frame without causing any offset in the front and rear directions.

[0070] Preferably, in an embodiment of the present invention, the lines connecting the center points of the first hinge hole 44, the second hinge hole 45, and the third hinge hole 46 form an isosceles right triangle. The lateral force and the decomposed longitudinal force acting on the lower swing arm 4 are transmitted to the oblique arm 42, resulting in the direction of the resultant force along the length of the oblique arm 42 substantially aligning with that of the oblique arm 42. No additional torque other than that along the length of the oblique arm 42 is generated between the first hinge hole 44 and the third hinge hole 46. This structure reduces the strength requirements of the lower swing arm 4, thereby reducing manufacturing costs.

[0071] Optionally, in an embodiment of the present invention, the central axes of the first hinge hole 44, the second hinge hole 45, and the third hinge hole 46 are not coplanar. In this case, the central axes of the first hinge hole 44, the second hinge hole 45, and the third hinge hole 46 are arranged at an angle. This arrangement can reduce the force acting on the first hinge hole 44 and effectively connect the lower arm 4 structure to the vehicle frame. The first hinge hole 44, the second hinge hole 45, and the third hinge hole 46 are arranged according to the shape and position of the vehicle frame.

[0072] Preferably, in order to allow the lower arm 4 to deform to a certain extent without failure after the vehicle frame is subjected to vibration, in this embodiment, a second joint bearing 47 is provided in each of the first hinge hole 44, the second hinge hole 45, and the third hinge hole 46. The lower arm 4 can rotate to a certain extent according to the actual force applied to it, thereby offsetting the torque generated by the force.

[0073] A first flange 48 is provided at one end of the first hinge hole 44, which abuts the second spherical plain bearing 47. The piston rod 11 of the first oil-gas spring 1 is mounted in the first hinge hole 44, with its axis pointing vertically downward. The second spherical plain bearing 47 is compressed and installed by the first flange 48, eliminating installation clearance for the second spherical plain bearing 47. Optionally, in an embodiment of the present invention, the first flange 48 is fixed to the cross arm 41 by bolts 49. Bolts 49 are provided circumferentially around the first hinge hole 44 to secure the first flange 48 to the cross arm 41.

[0074] Optionally, first retaining springs 410 are provided at both ends of the second hinge hole 45 and the third hinge hole 46 respectively. The first retaining springs 410 can fix the second joint bearing 47 provided in the first hinge hole 44 and the second hinge hole 45 to prevent the second joint bearing 47 from falling off.

[0075] It should be noted that the second hinge hole 45 and the third hinge hole 46 are connected to the vehicle frame through a pin and a spacer, and both ends of the second hinge hole 45 and the third hinge hole 46 are provided with a spacer.

[0076] The piston rod 11 of the first oil-gas spring 1 is mounted in the first hinge hole 44, with its axis pointing vertically downward. The second spherical plain bearing 47 is compressed and installed via the first flange 48 to eliminate installation clearance. The second and third hinge holes 45 and 46 are mounted on the frame support. The axis of the second hinge hole 45 is parallel to the center plane of the vehicle, while the axis of the third hinge hole 46 forms a certain angle (non-parallel) with the axis of the second hinge hole 45. This reduces the stress on the first retaining spring 410 of the second spherical plain bearing 47 in the second and third hinge holes 45 and 46. The second and third hinge holes 45 and 46 are mounted on the frame via pins and spacers to provide axial positioning for the second and third hinge holes 45 and 46.

[0077] Optionally, in this embodiment, continue to refer to Figure 1 The second oil-gas spring 2 is pivotally connected to the vehicle frame and the middle axle 400, respectively, and the third oil-gas spring 3 is pivotally connected to the vehicle frame and the rear axle 500, respectively. Specifically, the top ends of the second oil-gas spring 2 and the third oil-gas spring 3 are both arranged on the side of the vehicle frame, and the bottom ends of the second oil-gas spring 2 and the third oil-gas spring 3 are both arranged on the rear side of the axle. This arrangement enables the second oil-gas spring 2 and the third oil-gas spring 3 to swing when the rear axle 500 and the middle axle 400 are impacted when passing over a pothole, thereby redirecting the impact force on the rear axle 500 and the middle axle 400. From the force decomposition, it can be seen that after the impact force is decomposed, the vertical force becomes smaller, thereby reducing the vertical impact.

[0078] In addition, if Figure 1 As shown, the rear hydro-pneumatic suspension assembly also includes a center A-frame 5 and a rear A-frame 6. The center A-frame 5 is connected to the vehicle frame and the middle axle 400, respectively, while the rear A-frame 6 is connected to the vehicle frame and the rear axle 500, respectively. The height of the connection point between the center A-frame 5 and the vehicle frame is lower than the height of the connection point between the rear A-frame 6 and the vehicle frame. Both the center A-frame 5 and the rear A-frame 6 are fixed to the axle via bolts 49, while both are hinged to the vehicle frame support via a fourth joint bearing and a pin. The center A-frame 5 limits the fore-aft displacement of the middle axle 400, and the fore-aft load of the middle axle 400 is transmitted to the vehicle frame via the center A-frame 5. The rear A-frame 6 limits the fore-aft displacement of the rear axle 500, and the fore-aft load of the rear axle 500 is transmitted to the vehicle frame via the rear A-frame 6. If the height of the connection point between the middle A-frame 5 and the vehicle frame is less than the height of the connection point between the rear A-frame 6 and the vehicle frame, it indicates that the middle A-frame 5 and the rear A-frame 6 are not arranged parallel to each other. In this embodiment, the angle between the middle A-frame 5 and the horizontal plane is substantially zero, which can be considered a parallel arrangement. The middle A-frame 5 is positioned below the drive shaft in the vehicle. The rear A-frame 6, on the other hand, is positioned above the drive shaft at a certain angle to the ground. This arrangement of the middle A-frame 5 and the rear A-frame 6 can eliminate interference between the middle A-frame 5 and the rear A-frame 6 and the drive shaft during vehicle movement. It should be noted that the distances from the hinge points of the middle A-frame 5 and the rear A-frame 6 to the vehicle frame to the centerline of the axle are equal or similar, ensuring that the load lever ratio of the middle axle 400 and the second oil-gas spring 2 is the same as the load lever ratio of the rear axle 500 and the third oil-gas spring 3.

[0079] The placement of the rear A-frame 6 reduces the structural requirements for the rear axle 500, eliminating the lower bulge common to the middle axle 400. This prevents a sudden change in the rear axle 500's cross-section, which could lead to poor force distribution, and also avoids increasing the cost of the rear axle 500. Furthermore, if the rear A-frame 6 were arranged similarly to the middle A-frame 5, it would be too short, which would affect the movement of the axle. A longer A-frame improves axle movement, and if the rear A-frame 6 is positioned above the drive shaft, it avoids interference and maintains its length.

[0080] It should be noted that the specific structures of the middle A-frame 5 and the rear A-frame 6 are set according to actual needs, and their shapes are different in this embodiment.

[0081] Because the increased travel of the second and third oil-gas springs 2 and 3 can increase the left-right offset of the middle axle 400 and rear axle 500 during vertical bouncing, to address this technical issue, in an embodiment of the present invention, the mounting points of the axle and tie rod 7 are positioned as close as possible to the inside of the vehicle frame's longitudinal beam 100, while the mounting points of the frame and tie rod 7 are located on the outside of the vehicle frame. Specifically, the mounting points of the frame and tie rod 7 are located on the inside of the vehicle frame's longitudinal beam 100, the mounting points of the middle axle 400 and tie rod 7 are located behind the middle axle 400, and the mounting points of the rear axle 500 and tie rod 7 are located behind the rear axle 500. This increases the effective length of the tie rod 7, thereby reducing the lateral displacement of the axle during vertical bouncing, thereby reducing the maximum offset of the axle and improving vehicle stability.

[0082] Specifically, in an embodiment of the present invention, the second oil-gas spring 2 and the third oil-gas spring 3 both include a cylinder 10 and a piston rod 11, wherein one end of the piston rod 11 extends into the lower end of the cylinder 10 and can move in the cylinder 10, the upper end of the cylinder 10 is rotatably connected to the vehicle frame, and the other end of the piston rod 11 is rotatably connected to the vehicle axle. It can be understood that the piston rod 11 of the second oil-gas spring 2 is rotatably connected to the middle axle 400, and the piston rod 11 of the third oil-gas spring 3 is rotatably connected to the rear axle 500.

[0083] Specifically, in this embodiment, Figure 9 and Figure 10As shown, one end of the tie rod 7 is pivotally connected to the outer sidewall of one of the longitudinal beams 100, and the other end of the tie rod 7 is pivotally connected to the side of the main reducer housing of the axle away from the longitudinal beam 100. The mounting point of the tie rod 7 to the axle is a first mounting point, and the distance between the first mounting point and the longitudinal beam 100 to which the tie rod 7 is connected is smaller than the distance between the first mounting point and the other longitudinal beam 100. The mounting point of the tie rod 7 to the vehicle frame is set on the outer sidewall of one of the longitudinal beams 100, while the mounting point of the tie rod 7 to the axle is set on the side of the main reducer housing of the axle away from the longitudinal beam 100. This connection method increases the distance between the two mounting seats 72 of the tie rod 7. When the tie rod 7 swings up and down around the mounting point on the longitudinal beam 100, the left and right displacement of the mounting point of the tie rod 7 on the axle is reduced, and the offset is reduced, thereby ensuring vehicle stability and correspondingly extending the service life of the tires.

[0084] like Figure 11 and 12 As shown in the figure, the tie rod 7 includes a rod body 71 and mounting seats 72 provided at both ends of the rod body 71 and having a circular cross-section. The two mounting seats 72 are provided in a centrally symmetrical manner. The side walls of the mounting seats 72 are connected to the side walls of the rod body 71. The mounting seat 72 provided at the first end 711 of the rod body 71 protrudes from the first side wall 713 of the rod body 71, and the side wall of the mounting seat 72 provided at the first end 711 of the rod body 71 is tangent to the second side wall 714 of the rod body 71. The mounting seat 72 provided at the second end 712 of the rod body 71 protrudes from the second side wall 714 of the rod body 71, and the side wall of the mounting seat 72 provided at the second end 712 of the rod body 71 is tangent to the first side wall 713 of the rod body 71. Figure 10 As shown, the second end 712 of the rod body of the tie rod 7 is arranged on the mounting seat 72 protruding from the axle side, that is, the mounting seat 72 for mounting the tie rod 7 and the axle is protruded toward the axle direction, and the mounting seat 72 for mounting the tie rod 7 and the frame is protruded toward the frame direction, which can effectively prevent the tie rod 7 from interfering with the frame and the axle when in the extreme position.

[0085] The tie rod 7 provided in the embodiment of the present invention has two ends of a rod 71 disposed in mounting seats 72. One of the ends protrudes from the first side wall 713 of the rod 71. The space formed between the rod 71 and the mounting seat 72 avoids structures on the axle, preventing the tie rod 7 from interfering with the axle and causing deformation and failure. The other end protrudes from the second side wall 714 of the rod 71. The space formed between the rod 71 and the mounting seat 72 avoids structures on the vehicle frame, preventing the tie rod 7 from interfering with the frame and causing deformation and failure, thereby ensuring the overall stability of the vehicle. Furthermore, the side wall of the mounting seat 72 disposed at the first end 711 of the rod 71 is tangentially disposed to the second side wall 714 of the rod 71, and the side wall of the mounting seat 72 disposed at the second end 712 of the rod 71 is tangentially disposed to the first side wall 713 of the rod 71. Both of these prevent stress concentration at the connection between the rod 71 and the mounting seat 72, avoid structures on the vehicle frame, and prevent the tie rod 7 from interfering with the vehicle frame as a whole.

[0086] It can be understood that in this embodiment, the line connecting the centers of the two mounting seats 72 is set at a certain angle to the central axis of the rod body 71 in the length direction. The angle is an acute angle to ensure that the connection between the rod body 71 and the mounting seat 72 will not be deformed or broken after the transverse rod 7 is subjected to a large impact.

[0087] Optionally, in an embodiment of the present invention, the portion of the mounting seat 72 protruding from the shaft 71 is smoothly connected to the shaft 71. The shaft 71 and the mounting seat 72 are smoothly connected via a large arc, which can avoid stress concentration and prevent the tie rod 7 from being easily broken during operation, thereby further improving the stability of the vehicle. Furthermore, in an embodiment of the present invention, the shaft 71 and the mounting seat 72 are an integrated structure. This structure is easy to manufacture, and there is no obvious connection between the mounting seat 72 and the shaft 71, so there will be no problem of stress concentration at the connection between the two causing the connection to break, thereby further improving the stability of the connection between the shaft 71 and the mounting seat 72.

[0088] In this embodiment, in order to make the rod body 71 and the mounting seat 72 into a structure with equal cross-section and equal stress, as shown in FIG. Figure 12 As shown, the thickness of the rod 71 is the same as the thickness of the two mounting seats 72. This limitation ensures that the thickness of the rod 71 and the mounting seats 72 are the same, while also ensuring that the width of the rod 71 is uniform across the entire length. Compared to tie rods 7 with varying thicknesses, this structure is easier to manufacture, as it can be directly produced from blanks of uniform thickness steel plates and then machined.

[0089] To allow the tie rod 71 to swing relative to the vehicle frame and axle after significant vibration, the tie rod 7 in this embodiment also includes a third spherical bearing 73. The mounting seat 72 is provided with a mounting hole, and the third spherical bearing 73 is disposed within the mounting hole. When the vehicle is subjected to significant vibration, the tie rod 71, relying on the third spherical bearing 73 disposed within the mounting hole, can flexibly rotate, preventing deformation, fracture, and failure of the tie rod 71 caused by the impact force.

[0090] Further, continue to refer to Figure 12 In this embodiment of the present invention, the mounting hole is a stepped hole, and the tie rod 7 further includes a second retaining spring 74. Both the second retaining spring 74 and the third spherical bearing 73 are disposed within the larger hole of the stepped hole. The third spherical bearing 73 abuts the bottom wall of the larger hole and the second retaining spring 74, respectively. To limit the position of the second retaining spring 74, a retaining groove is provided in the wall of the larger hole, and the second retaining spring 74 is disposed within the retaining groove. Of course, in other embodiments of the present invention, the mounting hole and the third spherical bearing 73 may alternatively be connected via an interference fit.

[0091] Specifically, continue to refer to Figure 13 The oil-gas balanced suspension system also includes an accumulator 8, which is mounted on the outside of the vehicle frame. The two ends of the accumulator 8 are connected to the second oil-gas spring 2 and the third oil-gas spring 3 via oil pipes 9, respectively. The accumulator 8 is arranged at an angle relative to the second oil-gas spring 2 and the third oil-gas spring 3. The second oil-gas spring 2 and the third oil-gas spring 3 are both arranged perpendicular to the vehicle.

[0092] In an embodiment of the present invention, the accumulator 8 is respectively connected to the second oil-gas spring 2 and the third oil-gas spring 3, so that the two chambers of the second oil-gas spring 2 and the third oil-gas spring 3 close to the frame can ensure equal pressure at all times, so that no matter which side of the middle bridge 400 and the rear bridge 500 is impacted, both sides can share the impact load in the fastest time, reducing the peak impact load of the single bridge; in addition, the accumulator 8 is installed at an inclined angle on the outside of the frame, which can increase the distance between the accumulator 8 and the guide mechanism of the vehicle and the cargo box of the vehicle, facilitate the inflation and maintenance of the accumulator 8, and at the same time avoid right-angle bends when the oil circuits of the second oil-gas spring 2 and the third oil-gas spring 3 pass through the accumulator 8, so that the oil passes more smoothly, improves the response speed, thereby further reducing the impact on the frame, improving the smoothness of the vehicle, solving the problem of axle suspension due to untimely response, and truly realizing the balancing function of the mechanical structure suspension.

[0093] like Figure 13As shown, the accumulator 8 is located between the second oil-gas spring 2 and the third oil-gas spring 3. If the distance between the second oil-gas spring 2 and the accumulator 8 is smaller than the distance between the third oil-gas spring 3 and the accumulator 8, the oil path between the second oil-gas spring 2 and the accumulator 8 will be too long, and the expansion and contraction amount of the second oil-gas spring 2 and the third oil-gas spring 3 will have a large deviation, resulting in poor stability. For this reason, in the embodiment of the present invention, the distance from the center point of the accumulator 8 to the center point of the second oil-gas spring 2 is the same as the distance from the center point of the accumulator 8 to the center point of the third oil-gas spring 3.

[0094] Optionally, in this embodiment, the angle at which the accumulator 8 is tilted is in the range of 40°-50°. Preferably, the angle is 45°. Of course, in other embodiments, the angle may also be 40°, 41°, 42°, 43°, 44°, 46°, 47°, 48°, 49°, or 50°.

[0095] When the vehicle bears a certain mass, the oil compresses the gas in accumulator 8, allowing accumulator 8 to share the vehicle's load, reducing the expansion and contraction of second and third oil-gas springs 2 and 3. This reduces the height difference between the empty and fully loaded vehicles, improving driving stability and comfort. Accumulator 8 is located on the outside of the vehicle frame because it is less susceptible to vibration than the side closer to the center axle 400 and rear axle 500. This ensures a tight seal between accumulator 8 and oil pipe 9, minimizing the chance of oil leaks and reducing maintenance requirements. Accumulator 8 also acts as a shock absorber.

[0096] The accumulator 8 is connected to the cylinder 10 of the second oil-gas spring 2 through the oil pipe 9, and the accumulator 8 is connected to the cylinder 10 of the third oil-gas spring 3 through the oil pipe 9, so that the pressure in the two chambers of the second oil-gas spring 2 and the third oil-gas spring 3 close to the frame can be guaranteed to be equal at all times. Therefore, no matter which side of the middle bridge 400 and the rear axle 500 is impacted, both sides can share the impact load as quickly as possible, reducing the peak impact load of a single bridge, thereby further reducing the impact on the frame and further improving the smoothness of the vehicle.

[0097] Optionally, in an embodiment of the present invention, continue to refer to Figure 13, the oil pipe 9 is arranged in an S shape. Specifically, the oil pipe 9 includes a hose 91, a straight-through press joint 92 and a bend press joint 93, and the straight-through press joint 92 and the bend press joint 93 are respectively arranged at both ends of the hose 91. The bend press joint 93 can avoid the problem that the oil cannot pass smoothly at the oil port 811 of the accumulator 8 due to obstruction by the right-angle bend. Among them, the bend press joint 93 is a 135° bend press joint, which is selected according to the inclination angle of the accumulator 8. In this embodiment, the inclination angle of the accumulator 8 is 45°, so the bend press joint 93 is a 135° bend press joint. In other embodiments, the angle of the bend press joint 93 is selected according to actual needs. The bend press joint 93 is connected to the accumulator 8, and the straight-through press joint 92 is connected to the second oil-gas spring 2 or the third oil-gas spring 3 connected to the oil pipe 9.

[0098] Optionally, in an embodiment of the present invention, as Figure 14 As shown, the accumulator 8 includes an oil chamber 81, and the two oil ports 811 of the oil chamber 81 are respectively connected to the second oil-gas spring 2 and the third oil-gas spring 3 through two oil pipes 9. The oil in the rodless chamber of the second oil-gas spring 2 can enter the rodless chamber of the third oil-gas spring 3 through the oil pipe 9 and the oil chamber 81, or the oil in the rodless chamber of the third oil-gas spring 3 can enter the rodless chamber of the second oil-gas spring 2 through the oil pipe 9 and the oil chamber 81.

[0099] The accumulator 8 also includes a first air chamber 82, located to one side of the oil chamber 81 and connected to the oil chamber 81 via a first floating piston 83. The first floating piston 83 can compress the oil in the oil chamber 81 or the gas in the first air chamber 82. Preferably, the first air chamber 82 is a low-pressure air chamber filled with low-pressure gas. When the vehicle is loaded, the oil in the oil chamber 81 acts on the first floating piston 83 to compress the gas in the first air chamber 82, thereby helping to share the vehicle's load.

[0100] The accumulator 8 also includes a second air chamber 84, located on the other side of the oil chamber 81 and connected to the oil chamber 81 via a second floating piston 85. The second floating piston 85 can compress the oil in the oil chamber 81 or the gas in the second air chamber 84. Preferably, the second air chamber 84 is a high-pressure air chamber filled with high-pressure gas. When the vehicle is loaded, the oil passes through the oil chamber 81 and acts on the second floating piston 85, compressing the gas in the second air chamber 84 and thereby helping to share the vehicle's load.

[0101] In this embodiment, the gas filled in the first air chamber 82 and the second air chamber 84 is nitrogen. It should be noted that the specific pressure values ​​of the low-pressure gas and the high-pressure gas are set according to the actual unloaded and fully loaded states of the vehicle. The pressure values ​​vary for different models of vehicles and are not specifically limited here.

[0102] When the middle axle 400 and the rear axle 500 are not under stress, the pressure of the hydraulic oil in the oil chamber 81 and the rodless chamber connected to the oil chamber 81 is zero. When the vehicle is unloaded, the pressure of the hydraulic oil in the oil chamber 81 and the rodless chamber connected to the oil chamber 81 is only slightly greater than the nitrogen pressure of the first air chamber 82 (i.e., the low-pressure air chamber), pushing the first floating piston 83 away from the oil chamber 81, and the first air chamber 82 begins to function. When the vehicle is fully loaded, the pressure of the hydraulic oil in the oil chamber 81 and the rodless chamber connected to the oil chamber 81 is greater than the nitrogen pressure of the second air chamber 84 (i.e., the high-pressure air chamber), pushing the first floating piston 83 and the second floating piston 85 away from the oil chamber 81 at the same time, and the first air chamber 82 and the second air chamber 84 begin to function simultaneously.

[0103] The second and third oil-gas springs 2 and 3, located on the same side of the center axle 400 and rear axle 500, share a common accumulator 8. These springs carry the same load. When one of the two springs experiences an impact, the load is distributed to the other spring on the same side via oil pipe 9 and accumulator 8. Accumulator 8 utilizes a high- and low-pressure dual-chamber structure, minimizing the height difference between the empty and fully loaded springs, thereby enhancing vehicle comfort and stability.

[0104] In this embodiment, the rear A-frame 6 and the middle A-frame 5 are used to limit the freedom of the axle in the front-to-back direction, the tie rod 7 is used to limit the freedom of the axle in the left-to-right direction, and the gas spring is used to limit the freedom of the axle in the up-down direction. Through the combination of the A-frame, the tie rod 7 and the gas spring, the position of the axle can be shifted during operation, thereby ensuring the overall stability of the vehicle and ensuring stable vehicle operation.

[0105] Furthermore, the above are only preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, and substitutions are possible for those skilled in the art without departing from the scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments and may include many other equivalent embodiments without departing from the scope of the present invention. The scope of the present invention is determined by the scope of the appended claims.

Claims

1. A hydro-pneumatic suspension assembly, used to connect a vehicle frame and axles located below the frame, wherein the axles include a front axle, a middle axle, and a rear axle, characterized in that: The hydro-pneumatic suspension assembly includes: Front hydro-pneumatic suspension, including: a first oil-gas spring disposed on an outer side of the vehicle frame, with both ends of the first oil-gas spring being hinged to the vehicle frame and the front axle, respectively; at least two of the first oil-gas springs being symmetrically disposed relative to the vehicle frame, and with top ends of the first oil-gas springs tilted toward the inner side of the vehicle frame; a lower swing arm, the lower swing arm being hinged to the vehicle frame and the first oil-gas spring respectively, wherein a line connecting two hinge points of the lower swing arm and the frame and one hinge point of the lower swing arm and the first oil-gas spring forms a right triangle; The lower swing arm includes a transverse arm, an oblique arm, and an oblique rib, wherein a first end of the oblique arm is connected to a first end of the transverse arm, and a first hinge hole is provided at the connection between the oblique arm and the transverse arm, a second hinge hole is provided at the second end of the oblique arm, and a third hinge hole is provided at the second end of the transverse arm, the oblique rib is respectively connected to the oblique arm and the transverse arm, the transverse arm, the oblique arm, and the oblique rib form an A-shaped structure, and a line connecting the center points of the first hinge hole, the second hinge hole, and the third hinge hole forms an isosceles right triangle; Rear hydro-pneumatic suspension, including: a second oil-gas spring, mounted on one end of the middle bridge; a third oil-gas spring, mounted on one end of the rear axle, with the second oil-gas spring and the third oil-gas spring being located on the same side of the vehicle frame; The second oil-gas spring is arranged on a side of the middle bridge close to the rear bridge, and the third oil-gas spring is arranged on a side of the rear bridge away from the middle bridge; The central axis of the first oil-gas spring is arranged parallel to a plane perpendicular to the forward direction of the frame; It also includes a transverse tie rod, and the frame and the center bridge, as well as the frame and the rear bridge are all connected through the transverse tie rod. The transverse tie rod includes a rod body and mounting seats arranged at both ends of the rod body and having a circular cross-section. The two mounting seats are centrally symmetrically arranged relative to the central axis of the width direction of the rod body, and the side walls of the mounting seats are connected to the side walls of the rod body. The mounting seat arranged at the first end of the rod body protrudes from the first side wall of the rod body, and the side wall of the mounting seat arranged at the first end of the rod body is tangent to the second side wall of the rod body. The mounting seat arranged at the second end of the rod body protrudes from the second side wall of the rod body, and the side wall of the mounting seat at the second end of the rod body is tangent to the first side wall of the rod body.

2. The oil-gas suspension assembly according to claim 1, characterized in that: The first oil-gas spring, the second oil-gas spring and the third oil-gas spring each include a cylinder and a piston rod, one end of the piston rod extends into the lower end of the cylinder and can move inside the cylinder, the upper end of the cylinder is rotatably connected to the frame, and the other end of the piston rod is interference fit connected to the axle.

3. The oil-gas suspension assembly according to claim 2, characterized in that: The cylinder is connected to the frame through a first joint bearing, the other end of the piston rod is a conical structure, and conical holes are provided on the front axle, the middle axle and the rear axle. The other end of the piston rod passes through the conical hole, and a limiting part is fixedly provided on the part of the other end of the piston rod passing through the conical hole, and the limiting part abuts against the axle; the other end of the piston rod of the first oil and gas spring is also hinged to the lower control arm.

4. The oil-gas suspension assembly according to claim 1, characterized in that: The vehicle further comprises a middle A-frame and a rear A-frame, wherein the middle A-frame is connected to the vehicle frame and the middle axle respectively, and the rear A-frame is connected to the vehicle frame and the rear axle respectively, and the height of the connection point between the middle A-frame and the vehicle frame is less than the height of the connection point between the rear A-frame and the frame.

5. The oil-gas suspension assembly according to claim 1, characterized in that: The mounting point of the vehicle frame and the transverse tie rod is arranged on the inner side of the longitudinal beam of the vehicle frame, the mounting point of the center bridge and the transverse tie rod is arranged on the rear side of the center bridge, and the mounting point of the rear axle and the transverse tie rod is arranged on the rear side of the rear axle.

6. The oil-gas suspension assembly according to claim 1, characterized in that: It also includes an accumulator, which is installed on the outside of the frame. The two sides of the accumulator are respectively connected to the second oil-gas spring and the third oil-gas spring through oil pipes, and the accumulator is arranged at an angle relative to the second oil-gas spring and the third oil-gas spring.

7. A vehicle, characterized in that: It comprises the oil-gas suspension assembly as described in any one of claims 1 to 6.

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