Hydro-pneumatic suspension, hydro-pneumatic suspension system and vehicle

Abstract

The application provides an oil-gas suspension cylinder, an oil-gas suspension system and a vehicle, and belongs to the technical field of vehicles.The oil-gas suspension cylinder comprises a cylinder barrel which is a hollow cavity with openings at both ends, two piston rods with different cross-sectional areas are arranged at both ends of the cylinder barrel, a partition plate is arranged in the cylinder barrel, the partition plate divides the inside of the cylinder barrel into two independent first chambers, and the two piston rods are arranged in the two independent first chambers respectively; a second chamber and a fixed damper are arranged on the piston rod, and the fixed damper enables the second chamber to communicate with the first chamber. The double-piston rod with different cross-sectional areas is arranged, the large-diameter end is used as a heavy-load piston rod, and the small-diameter end is used as an empty-load piston rod; the empty-load piston rod can improve the pressure during empty-load operation due to the small cross-sectional area, so that the pressure is greater than the starting pressure of the suspension cylinder, the suspension cylinder is convenient to debug, and the problem that the diameter is too large due to the design according to the full-load load, resulting in extremely low empty-load pressure is solved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, specifically relating to an air-hydraulic suspension cylinder, an air-hydraulic suspension system, and a vehicle. Background Technology

[0002] Hydropneumatic suspension is a vehicle suspension technology that combines hydraulic transmission control and suspension systems. It is one of the key technologies for the development of modern special vehicles and large vehicles. Hydropneumatic suspension has a large load-bearing capacity and good vibration isolation performance, which can mitigate impacts, reduce bumps, and thus reduce the loss of loaded materials, while improving driving comfort and vehicle speed.

[0003] Currently, large-tonnage mining dump trucks typically use hydropneumatic suspension cylinders for both the front and rear axles. These cylinders, due to the mixing of oil and gas within a single cavity, are widely used because of their simple structure, reliable operation, and low cost. However, in developing this invention, the inventors discovered at least the following problems with the existing technology: the load-bearing area of ​​the existing suspension cylinders is calculated based on the full load. When operating under no-load conditions, the working pressure of the suspension cylinder is close to its starting pressure, making cylinder adjustment difficult. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0005] To address this, the present invention proposes an oil-gas suspension cylinder, comprising: a cylinder barrel being a hollow cavity with openings at both ends; two piston rods with different cross-sectional areas being disposed at both ends of the cylinder barrel, the two piston rods being used to match different loads; a partition being disposed inside the cylinder barrel, the partition dividing the cylinder barrel interior into two independent first chambers, and the two piston rods being respectively located in the two independent first chambers; a second chamber and a fixed damping being disposed on the piston rods, the fixed damping being used to connect the second chamber with the first chamber.

[0006] In addition, one of the oil-gas suspension cylinders in the above-mentioned technical solutions provided by the present invention may also have the following additional technical features:

[0007] Optionally, the oil-air suspension cylinder is mounted on the vehicle body, wherein the end of the first piston rod away from the cylinder is mounted on the frame, and the end of the second piston rod away from the cylinder is mounted on the axle.

[0008] Optionally, the cross-sectional area of ​​the first piston rod is larger than that of the second piston rod.

[0009] Optionally, a one-way valve is also provided on the piston rod to allow the second chamber to communicate with the first chamber in one direction, so that hydraulic oil can enter the second chamber from the first chamber.

[0010] Optionally, the piston rod is also equipped with a primary damper and a secondary damper. The primary damper and the secondary damper have different opening pressures. The primary damper and the secondary damper are simultaneously connected to the first chamber and the second chamber.

[0011] Optionally, the piston rod is hollow inside, and a piston is movably installed inside the piston rod. A hydraulic chamber and an independent pneumatic chamber are separated inside the piston rod, and the hydraulic chamber is connected to the first chamber.

[0012] Optionally, the piston and piston rod have a tight fit on their inner walls, and the air pressure chamber is a sealed chamber.

[0013] Optionally, a first pressure regulating valve is provided on the piston rod. The first pressure regulating valve is connected to the air pressure chamber and is used to regulate the pressure in the air pressure chamber.

[0014] Optionally, a second pressure regulating valve is provided on the cylinder, which is connected to the first chamber and is used to regulate the pressure of the first chamber.

[0015] Another aspect of this application provides an air suspension system, including the air suspension cylinder as described above.

[0016] In another aspect of this application, a vehicle is provided, including the hydropneumatic suspension system described above.

[0017] Compared with the prior art, the present invention provides an air-fuel suspension cylinder, an air-fuel suspension system, and a vehicle. One of the above technical solutions has the following beneficial effects:

[0018] 1. A double piston rod with different cross-sectional areas is set up. The large diameter end is used as the heavy-load piston rod, and the small diameter end is used as the no-load piston rod. Because the no-load piston rod has a smaller cross-sectional area, it can increase the pressure during no-load operation, making the pressure greater than the starting pressure of the suspension cylinder. This facilitates the adjustment of the suspension cylinder and solves the problem that the suspension cylinder is designed based on the full load load, resulting in an excessively large diameter and extremely low no-load pressure.

[0019] 2. By matching different piston rod cross-sectional areas according to different loads, the dynamic deflection characteristics of the suspension cylinder under two loads are increased, so that the no-load and full-load states work on two independent stiffness curves respectively, realizing dual stiffness matching, taking into account the frequency deviation under no-load and full-load conditions, and ensuring that the vibration isolation performance of the suspension cylinder meets the requirements of no-load and full-load conditions at the same time.

[0020] 3. The cylinder is equipped with a baffle, which makes the cylinder form a single cylinder with two independent piston rods. The heavy-load cylinder and the unloaded cylinder are independent of each other, and their volume and structural space do not affect each other. Moreover, each piston cylinder is equipped with an independent fixed damping to ensure that the vehicle has good stability and comfort when driving on gently undulating road sections under heavy load and unload conditions.

[0021] 4. By setting the piston, the original oil-gas mixing piston chamber is transformed into an oil-gas separation structure, so that the oil flowing through the damper is more saturated, the damping effect is better, and the oil is prevented from being mixed with air bubbles during oil-gas mixing, thus improving the damping effect.

[0022] 5. The piston rod is equipped with different levels of variable damping structure, namely primary damping and secondary damping. The primary and secondary damping are activated separately according to the load and the extension and retraction speed of the suspension cylinder, so that the tire can obtain good ground adhesion and the suspension cylinder has variable damping characteristics. It can be matched with dual stiffness suspension cylinder and has better ride comfort.

[0023] 6. The suspension cylinder has a simple structure, is relatively easy to manufacture, and has low cost. Attached Figure Description

[0024] Figure 1 A schematic diagram of the structure of an oil-gas suspension cylinder according to an embodiment of the present invention;

[0025] Figure 2 for Figure 1 Enlarged view of point A;

[0026] in, Figures 1 to 2 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0027] 10. Cylinder; 11. Piston rod; 11a. First piston rod; 11b. Second piston rod; 12. Baffle; 13. First chamber; 14. Second chamber; 15. Fixed damper; 16. Check valve; 17. Primary damper; 18. Secondary damper; 19. Piston; 20. Hydraulic chamber; 21. Pneumatic chamber; 22. First pressure regulating valve; 23. Second pressure regulating valve. Detailed Implementation

[0028] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0031] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0032] See also Figures 1-2As shown, according to an embodiment provided in this application, an oil-gas suspension cylinder has a cylinder barrel 10 that is a hollow cavity with openings at both ends. Two piston rods 11 with different cross-sectional areas are provided at both ends of the cylinder barrel 10, and the two piston rods 11 are used to match different loads. A partition 12 is provided inside the cylinder barrel 10, which divides the inside of the cylinder barrel 10 into two independent first chambers 13, and the two piston rods 11 are respectively located in the two independent first chambers 13. A second chamber 14 and a fixed damping 15 are provided on the piston rods 11, and the fixed damping 15 connects the second chamber 14 with the first chamber 13. The two piston rods 11 have different cross-sectional areas, corresponding to different loads. The piston rod 11 with a smaller cross-sectional area can withstand a smaller load and serves as the no-load piston rod; the piston rod 11 with a larger cross-sectional area can withstand a larger load and serves as the heavy-load piston rod. By setting up two piston rods 11 with different areas, the phenomenon of the suspension cylinder being designed based on the full-load load and having an excessively large diameter, resulting in extremely low no-load pressure, is avoided. Because the no-load piston rod has a smaller cross-sectional area, it can increase the pressure during no-load operation, making this pressure greater than the starting pressure of the suspension cylinder, which facilitates the adjustment of the suspension cylinder. Moreover, matching different piston rod 11 cross-sectional areas according to different loads increases the dynamic deflection characteristics of the suspension cylinder under two loads, allowing the no-load and full-load states to work on two independent stiffness curves, achieving dual stiffness matching, taking into account the no-load and full-load frequency deviations, and ensuring that the vibration isolation performance of the suspension cylinder meets the no-load and full-load requirements at the same time. By setting a baffle 12 inside the cylinder 10, the cylinder 10 forms a single cylinder with two independent piston rods. The heavy-load cylinder and the unloaded cylinder are independent of each other, and their volume and structural space do not affect each other. Moreover, each piston rod is equipped with an independent fixed damping 15 to ensure that the vehicle has good stability and comfort when driving on gently undulating road sections under heavy load and unload conditions.

[0033] It should be noted that the piston rod area is matched to the load. The heavy-load piston rod has a larger area, suitable for heavy-load vehicles; the unloaded piston rod has a smaller area, suitable for unloaded vehicles. When the vehicle is unloaded, the load is light, and the heavy-load piston rod has a larger cross-sectional area, which is insufficient to compress it. The unloaded piston rod, with its smaller cross-sectional area, is easily compressed and retracts into the first chamber 13, achieving an unloaded buffering function. At this time, the unloaded piston rod continuously compresses and recovers according to road conditions, keeping the fixed damper 15 in operation, thus achieving an unloaded vibration reduction function. When the vehicle is heavily loaded, the unloaded piston rod is in a state of extreme compression, and the heavy-load piston rod overcomes the preset pressure of the suspension cylinder, achieving a heavy-load buffering function, thereby achieving the function of matching different stiffnesses according to different loads.

[0034] Furthermore, the fixed damper 15 is a damping orifice, and the second chamber 14 is an annular cavity. By increasing the area of ​​the second chamber 14, when hydraulic oil enters the second chamber 14 from the fixed damper 15, it can quickly flow to the surrounding area, ensuring uniform oil inlet speed, ensuring damping effect, and improving the shock absorption effect of the suspension cylinder.

[0035] The hydropneumatic suspension cylinder is mounted on the vehicle body. The end of the first piston rod 11a furthest from the cylinder 10 is mounted on the frame, and the end of the second piston rod 11b furthest from the cylinder 10 is mounted on the axle. That is, one piston rod 11 is mounted on the frame, and the other piston rod 11 is mounted on the axle, with the second piston rod 11b located below the first piston rod 11a. By making the cross-sectional areas of the two piston rods 11 at the frame end and the axle end different, i.e., by applying different loads to the two piston rods 11, different stiffness and good dynamic deflection are achieved.

[0036] like Figure 1 As shown, the cross-sectional area of ​​the first piston rod 11a is larger than that of the second piston rod 11b. By making the cross-sectional area of ​​the first piston rod 11a larger than that of the second piston rod 11b, the first piston rod 11a acts as a heavy-duty piston rod 11, and the second piston rod 11b acts as an unloaded piston rod. The unloaded piston rod is close to the wheel. When there are potholes on the road surface, the axle is in direct contact with the unloaded piston rod, which can extend and retract more quickly and respond rapidly. This allows for faster unloaded buffering and vibration reduction, improving the vehicle's ride stability and reducing bumps.

[0037] Furthermore, when the tire passes over a pothole, the suspension pressure is suddenly released, and the heavy-duty piston rod and the unloaded piston rod can respond simultaneously, improving the tire's grip.

[0038] like Figure 2 As shown, a one-way valve 16 is also provided on the piston rod 11 to allow one-way communication between the second chamber 14 and the first chamber 13. By providing a one-way valve 16 on the piston rod 11, it is ensured that the second chamber 14 does not draw in air when the two ends of the suspension cylinder retract rapidly, thus preventing air from entering the second chamber 14 and ensuring the damping effect.

[0039] like Figure 2 As shown, the piston rod 11 is also equipped with a primary damper 17 and a secondary damper 18. The primary damper 17 and the secondary damper 18 have different opening pressures. The primary damper 17 and the secondary damper 18 are simultaneously connected to the first chamber 13 and the second chamber 14. The piston rod 11 is equipped with a variable damping structure of different levels, namely the primary damper 17 and the secondary damper 18. The primary damper 17 and the secondary damper 18 are opened respectively according to the load and the extension and retraction speed of the suspension cylinder, so that the tire obtains good ground adhesion and the suspension cylinder has variable damping characteristics, which can be matched with the dual stiffness suspension cylinder and has better ride comfort.

[0040] Furthermore, the primary damping 17 and secondary damping 18 of the first piston rod 11a are set with different levels of opening pressure according to the heavy load pressure; the primary damping 17 and secondary damping 18 of the second piston rod 11b are set with different levels of opening pressure according to the no-load pressure.

[0041] When there are many potholes on the road surface, a large impact force will be generated on the suspension cylinder, giving the suspension cylinder a large movement speed. At this time, the pressure difference generated between the second chamber 14 of the suspension cylinder and the hydraulic chamber 20 will sequentially activate the independent first-level damping 17 and second-level damping 18, which can enable the vehicle to obtain good grip and smoothness under different loads.

[0042] like Figure 1 As shown, the piston rod 11 is hollow inside, and a piston 19 is movably disposed inside the piston rod 11. A hydraulic chamber 20 and an independent pneumatic chamber 21 are separated inside the piston rod 11. The hydraulic chamber 20 is connected to the first chamber 13. By placing the piston 19 inside the piston rod 11, an oil-gas separation structure is formed inside the piston rod 11, making the oil flowing through the damper more saturated, resulting in better damping effect. This avoids air bubbles being trapped in the oil during oil-gas mixing, thus improving the damping effect. By using the oil-gas separation structure of the piston rod 11 in conjunction with different levels of variable damping structures, it is ensured that no air bubbles are generated in the hydraulic chamber 20 of the piston rod when switching between different levels of damping according to the opening pressure. This further ensures that the variable damping structure can achieve optimal ride comfort with dual stiffness, allowing the vehicle to obtain better grip under different loads and ensuring smooth vehicle operation.

[0043] like Figure 1 As shown, the piston 19 is tightly fitted to the inner wall of the piston rod 11, and the air pressure chamber 21 is a sealed chamber. By sealing the air pressure chamber 21, the air tightness of the air pressure chamber 21 is improved, preventing air leakage failure and improving the smoothness of the cylinder suspension.

[0044] like Figure 1 As shown, a first pressure regulating valve 22 is provided on the piston rod 11. The first pressure regulating valve 22 is connected to the air pressure chamber 21 and is used to regulate the pressure inside the air pressure chamber 21. By charging and releasing gas into the air pressure chamber 21 through the first pressure regulating valve 22, the preset pressure inside the air pressure chamber 21 is adjusted to achieve the no-load buffering function. The no-load piston rod is continuously compressed and restored according to the road conditions, so that the fixed damper 15 and the one-way valve 16 are in working state, thereby achieving the no-load vibration reduction function.

[0045] Specifically, the gas inside the pressure chamber 21 is nitrogen.

[0046] like Figure 2 As shown, a second pressure regulating valve 23 is provided on the cylinder 10. The second pressure regulating valve 23 is connected to the first chamber 13 and is used to regulate the pressure in the first chamber 13. By filling and releasing liquid in the hydraulic chamber 20 through the second pressure regulating valve 23, the preset pressure in the hydraulic chamber 20 is adjusted. When the heavy-load piston rod overcomes the pre-charge pressure of the hydraulic chamber 20, a heavy-load buffer function is realized, thereby realizing the function of matching different stiffness according to different loads.

[0047] According to a second aspect of the present invention, a hydropneumatic suspension system is provided, comprising a hydropneumatic suspension cylinder as described in any of the above-described technical solutions.

[0048] The hydropneumatic suspension system provided by the present invention includes the hydropneumatic suspension cylinder of any of the above-mentioned technical solutions. Therefore, the hydropneumatic suspension system includes all the beneficial effects of the above-mentioned hydropneumatic suspension cylinder, which will not be repeated here.

[0049] Specifically, the hydropneumatic suspension system may include a dual-chamber hydropneumatic suspension system.

[0050] According to a third aspect of the present invention, a vehicle is provided, comprising the hydropneumatic suspension system as described above.

[0051] The vehicle provided by this invention includes the hydropneumatic suspension system described above, and therefore possesses all the beneficial effects of the hydropneumatic suspension system, which will not be elaborated further here.

[0052] Specifically, the vehicles may include mining dump trucks.

[0053] Those skilled in the field can easily understand that, without conflict, the aforementioned advantageous methods can be freely combined and superimposed.

[0054] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application. The above are merely preferred embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of this application, and these improvements and modifications should also be considered within the protection scope of this application.

Claims

1. A gas-oil suspension cylinder, characterized in that, The oil-gas suspension cylinder includes: A cylinder (10) is a hollow cavity with openings at both ends. Two piston rods (11) with different cross-sectional areas are respectively provided at both ends of the cylinder (10). The piston rods (11) include a first piston rod (11a) and a second piston rod (11b). The two piston rods (11) are used to match different loads. A partition (12) is provided inside the cylinder (10). The partition (12) divides the inside of the cylinder (10) into two independent first chambers (13), and the two piston rods (11) are located in the two independent first chambers (13) respectively. A second chamber (14) and a fixed damper (15) are provided on the piston rod (11). The fixed damper (15) is used to connect the second chamber (14) and the first chamber (13). The second chamber is an annular cavity. Hydraulic oil enters the second chamber from the fixed damper. The oil-air suspension cylinder is mounted on the vehicle body, wherein the end of the first piston rod (11a) away from the cylinder (10) is mounted on the vehicle frame, and the end of the second piston rod (11b) away from the cylinder (10) is mounted on the axle; The cross-sectional area of ​​the first piston rod (11a) is greater than the cross-sectional area of ​​the second piston rod (11b).

2. The oil-gas suspension cylinder according to claim 1, characterized in that: The piston rod (11) is also provided with a one-way valve (16) so that the second chamber (14) is in one-way communication with the first chamber (13).

3. The oil-gas suspension cylinder according to claim 1, characterized in that: The piston rod (11) is also provided with a primary damper (17) and a secondary damper (18). The opening pressure of the primary damper (17) and the secondary damper (18) are different. The primary damper (17) and the secondary damper (18) are used to connect the first chamber (13) and the second chamber (14).

4. The oil-gas suspension cylinder according to claim 1, characterized in that: The piston rod (11) is hollow inside, and a piston (19) is movably disposed inside the piston rod (11). A hydraulic chamber (20) and an independent pneumatic chamber (21) are separated inside the piston rod (11). The hydraulic chamber (20) is connected to the first chamber (13).

5. The oil-gas suspension cylinder according to claim 4, characterized in that: The piston (19) is in close contact with the inner wall of the piston rod (11), and the air pressure chamber (21) is a sealed chamber.

6. The oil-gas suspension cylinder according to claim 5, characterized in that: The piston rod (11) is provided with a first pressure regulating valve (22), which is connected to the air pressure chamber (21). The first pressure regulating valve (22) is used to regulate the pressure in the air pressure chamber (21).

7. The oil-gas suspension cylinder according to claim 6, characterized in that: The cylinder (10) is provided with a second pressure regulating valve (23), which is connected to the first chamber (13) and is used to regulate the pressure of the first chamber (13).

8. A hydropneumatic suspension system, characterized in that, Includes the oil-gas suspension cylinder as described in any one of claims 1-7.

9. A vehicle, characterized in that, Including the hydropneumatic suspension system as described in claim 8.

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