A self-adaptive pressure-adjustable oil-pneumatic suspension

Abstract

The present invention discloses an adaptive load-adjustable pressure oil-gas suspension, comprising a load detection device, a hydraulic control structure and a center and rear axle oil-gas suspension body; the oil-gas suspension can actively adjust the accumulator charging pressure of the oil-gas suspension according to the vehicle load conditions, thereby solving the problem of insufficient compressible stroke of the oil-gas cylinder when the vehicle is heavily loaded; the accumulator charging pressure can be actively adjusted to achieve low stiffness when lightly loaded and high stiffness when heavily loaded, thereby satisfying the vehicle's shock absorption performance, improving the vehicle's comfort, and improving the vehicle's load and passability.

Description

Technical Field

[0001] The present invention relates to the field of mechanical devices and transportation technology, and in particular to an adaptive load-adjustable pressure oil-pneumatic suspension. Background Art

[0002] The oil-gas suspension has nonlinear damping and stiffness characteristics, which can ensure good shock absorption effect when the vehicle is lightly loaded and ensure vehicle stability when the vehicle is heavily loaded. It is widely used in the field of heavy-load vehicles.

[0003] There are usually two forms of common oil-gas suspensions. One is to directly charge the gas into the hydraulic cylinder to form an oil-liquid mixing chamber in the cylinder. This method has the characteristics of small volume, but the corresponding load-bearing capacity is low, and it is often used in the front suspension of the vehicle; the other is to use a hydraulic cylinder with an accumulator to provide nonlinear elastic force through the compression of the gas in the accumulator. This structure requires an external accumulator, so it often takes up a larger installation volume, but the corresponding load-bearing capacity is also larger, and it is often used in the rear suspension of the vehicle.

[0004] Because the mass of a heavy-duty vehicle differs significantly between unloaded and loaded conditions, the positive pressure exerted by a heavy load on the gas spring can reach 4-5 times that of a lightly loaded vehicle, resulting in a wide range of positive pressure variations. For the rear suspension, relying solely on gas compression and expansion is insufficient to adapt to the vehicle's changing operating conditions from unloaded to heavily loaded. A dual-chamber accumulator with two different pressures is commonly used to address this issue. Under unloaded (lightly loaded) conditions, the low-pressure chamber operates to ensure comfort, while under fully loaded (heavy) conditions, both the high-pressure chamber and the pressurized low-pressure chamber operate simultaneously to ensure load bearing pressure and stability.

[0005] However, when the pressure in the low-pressure chamber is low, the stiffness of the entire accumulator is relatively small. At this time, if the vehicle is in a light-loaded state, the shock-absorbing stroke is large and the performance is good, but for vehicles with heavy loads, the shock-absorbing effect is very small, or even no shock-absorbing; when the pressure in the low-pressure chamber is high, the stiffness of the entire accumulator is relatively large. At this time, if the vehicle is in a heavy-loaded state, the shock-absorbing stroke is small and the performance is good, but for vehicles with light loads, the shock-absorbing effect is very small, or even no shock-absorbing. Summary of the Invention

[0006] In response to the above-mentioned technical deficiencies, the purpose of the present invention is to provide an adaptive load-adjustable pressure-adjustable oil-gas suspension, which can actively adjust the accumulator charging pressure of the oil-gas suspension according to the vehicle load conditions, thereby solving the problem of insufficient compressible stroke of the oil-gas cylinder when the vehicle is heavily loaded; it can actively adjust the accumulator charging pressure to achieve low stiffness when lightly loaded and high stiffness when heavily loaded, thereby meeting the vehicle's shock absorption performance, improving the vehicle's comfort, and improving the vehicle's load and passability.

[0007] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0008] The present invention provides an adaptive load-adjustable pressure oil-gas suspension, comprising a load detection device, a hydraulic control structure and a center and rear axle oil-gas suspension body;

[0009] The load detection device includes a transmission sleeve fixed on the rear axle of the vehicle body, a guide rod capable of sliding up and down is provided in the cavity of the transmission sleeve, the upper end of the guide rod extends out of the transmission sleeve and is fixed to the vehicle frame, the guide rod and the transmission sleeve are movably connected to one end of a scissor-type transmission link and the scissor-type transmission link is controlled to extend or retract laterally by sliding the guide rod up and down, and the other end of the scissor-type transmission link is movably connected to the piston rod body of the main hydraulic cylinder;

[0010] The hydraulic control structure includes a main hydraulic cylinder fixed to the vehicle body and connected to the rear axle hydraulic cylinder. The main hydraulic cylinder is fixed to the diverter valve and the oil flows out of the diverter valve. The two oil outlets of the diverter valve are respectively connected to the A port of the accumulator and the A1 port of the delay valve. The return port of the diverter valve is provided with an external one-way valve and connected to the A4 port of the delay valve.

[0011] The B port of the delay valve is connected to the accumulator, the B1 port of the delay valve is connected to the double-chamber accumulator, and the outlet of the double-chamber accumulator is connected to the oil inlet of the middle bridge hydraulic cylinder; the piston rods of the rear axle hydraulic cylinder and the middle bridge hydraulic cylinder are movably connected to the vehicle body, and the rear axle hydraulic cylinder, the double-chamber accumulator, and the middle bridge hydraulic cylinder constitute the main body of the middle and rear axle oil-gas suspension.

[0012] Preferably, the transmission sleeve comprises a transmission sleeve body and a transmission sleeve cover fixed together, the transmission sleeve cover has a cross section of a regular hexagon and threaded holes are reserved on two symmetrical sides thereof to facilitate hinge connection with the scissor-type transmission connecting rod.

[0013] Preferably, the piston rod body is provided with a box body for the connecting end of the scissor-type transmission link to extend into, and a rotatable roller is provided in the box body. The connecting end of the scissor-type transmission link is movably connected to both ends of the roller, and a square hole for the scissor-type transmission link to pass through is opened on the piston rod cover of the box body.

[0014] Preferably, the delay valve includes a valve body, which includes an upper layer, a middle layer, and a lower layer fixed together. A transversely arranged cavity is provided inside the upper layer. A push rod and a movable throttling piston are provided inside the cavity from left to right. A blocking sealing sleeve is nested in the outer wall of the push rod. A reset spring is connected between the left side of the push rod and the cavity. The right end of the cavity is through and has an A1 port. The upper layer is also provided with a B1 port connected to the left side of the cavity.

[0015] The middle layer is a one-way valve, the internal valve cavity of which is connected to the upper layer cavity through the A2 port. The left side of the one-way valve is provided with a B2 port connecting the upper layer cavity and the B1 port. The bottom of the one-way valve is provided with an A3 port connecting its valve cavity.

[0016] The lower layer is provided with an A4 port, which is connected to the A3 port at the bottom of the one-way valve and is used to store the discharged oil. The A4 port is also connected to the external one-way valve to recover the oil.

[0017] Preferably, the movable throttling piston in the delay valve can slide in the cavity, and a baffle plate is provided in the cavity to limit the movable position of the movable throttling piston. A spiral damping hole flow channel is opened on the movable throttling piston to control the entry speed and amount of oil. The passing oil will push the push rod to move, thereby driving the blocking sealing sleeve to achieve the purpose of opening or closing the connection between the B1 and B2 ports.

[0018] Preferably, a synchronization rod is provided on the vehicle frame, and the upper end of the guide rod extends out of the transmission sleeve and is fixedly connected to the synchronization rod.

[0019] The beneficial effects of the present invention are:

[0020] 1. The present invention can actively adjust the charging pressure of the accumulator of the oil-gas suspension according to the vehicle load, solving the problem of insufficient compressible stroke of the oil-gas cylinder when the vehicle is heavily loaded;

[0021] 2. The present invention can actively adjust the accumulator charging pressure to achieve low stiffness when lightly loaded and high stiffness when heavily loaded, which not only meets the vehicle's shock absorption performance and improves the vehicle's comfort, but also improves the vehicle's load-bearing and passability. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 A schematic structural diagram of an adaptive load-adjustable pressure oil-pneumatic suspension provided by an embodiment of the present invention;

[0024] Figure 2 A schematic structural diagram of the central and rear axle oil-gas suspension body provided by an embodiment of the present invention;

[0025] Figure 3 A schematic structural diagram of a load detection device provided in an embodiment of the present invention;

[0026] Figure 4 A diagram showing the connection between the scissor-type transmission connecting rod and the piston rod body provided in an embodiment of the present invention;

[0027] Figure 5 A schematic structural diagram of a transmission barrel provided by an embodiment of the present invention;

[0028] Figure 6 A schematic diagram of a hydraulic control structure provided by an embodiment of the present invention;

[0029] Figure 7 A schematic structural diagram of a time delay valve provided in an embodiment of the present invention (closed state);

[0030] Figure 8 A schematic diagram of the working state of the time delay valve provided in an embodiment of the present invention (open state - inflation);

[0031] Figure 9 A schematic diagram of the working state of the time delay valve provided in an embodiment of the present invention (open state - deflation);

[0032] Figure 10 This is a hydraulic control principle diagram of the hydraulic control structure provided by an embodiment of the present invention.

[0033] Description of reference numerals:

[0034] 1. Load detection device, 2. Hydraulic control structure, 3. Middle and rear axle oil-gas suspension body, 11. Transmission sleeve, 12. Position rod, 13. Guide rod, 15. Scissor-type transmission connecting rod, 16. Transmission piston rod, 111. Transmission cylinder body, 112. Transmission cylinder cover, 161. Piston rod cover, 163. Roller, 164. Piston rod body, 21. Main hydraulic cylinder, 22. Diverter valve, 23. Delay valve, 24. External one-way valve, 25. Accumulator, 231. Valve body, 232. Movable throttling piston, 233. Push rod, 234. Blocking sealing sleeve, 235. Return spring, 236. One-way valve, 31. Rear axle hydraulic cylinder, 32. Middle axle hydraulic cylinder. DETAILED DESCRIPTION

[0035] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0036] like Figures 1 to 10 As shown, an adaptive load-adjustable pressure oil-gas suspension includes a load detection device 1, a hydraulic control structure 2 and a center and rear axle oil-gas suspension body 3;

[0037] The load detection device 1 includes a transmission sleeve 11 fixed to the rear axle of the vehicle body, and a guide rod 13 that can slide up and down is provided in the cavity of the transmission sleeve 11. The upper end of the guide rod 13 extends out of the transmission sleeve 11 and is fixed to the vehicle frame. The guide rod 13 and the transmission sleeve 11 are movably connected to one end of a scissor-type transmission link 15, and the scissor-type transmission link 15 is controlled to extend or retract laterally by sliding the guide rod 13 up and down. The other end of the scissor-type transmission link 15 is movably connected to the piston rod body 164 of the main hydraulic cylinder 21.

[0038] The hydraulic control structure 2 includes a main hydraulic cylinder 21 fixed to the vehicle body and connected to the rear axle hydraulic cylinder 31. The main hydraulic cylinder 21 is fixed to a diverter valve 22 and oil flows out of the diverter valve 22. The two oil outlets of the diverter valve 22 are respectively connected to the A port of the accumulator 25 and the A1 port of the delay valve 23. The return oil port of the diverter valve 22 is provided with an external one-way valve 24 and connected to the A4 port of the delay valve 23.

[0039] The B2 port of the delay valve 23 is connected to the accumulator 25, and the B1 port of the delay valve 23 is connected to the dual-chamber accumulator 33. The outlet of the dual-chamber accumulator 33 is connected to the oil inlet of the middle bridge hydraulic cylinder 32; the piston rods of the rear axle hydraulic cylinder 31 and the middle bridge hydraulic cylinder 32 are movably connected to the vehicle body, and the rear axle hydraulic cylinder 31, the dual-chamber accumulator 33, and the middle bridge hydraulic cylinder 32 constitute the middle and rear axle oil-gas suspension body 3.

[0040] Preferably, the transmission sleeve 11 includes a transmission sleeve body 111 and a transmission sleeve cover 112 fixed together. The cross section of the transmission sleeve cover 112 is a regular hexagon and threaded holes are reserved on two symmetrical sides thereof to facilitate articulation with the scissor-type transmission link 15.

[0041] The piston rod body 164 is provided with a box body for the connecting end of the scissor-type transmission link 15 to extend into, and a rotatable roller 163 is provided in the box body. The connecting end of the scissor-type transmission link 15 is movably connected to both ends of the roller 163, and a square hole for the scissor-type transmission link 15 to pass through is opened on the piston rod cover 161 of the box body.

[0042] The time delay valve 23 includes a valve body 231, which includes an upper layer, a middle layer, and a lower layer fixed together. The upper layer has a transversely arranged cavity inside. From left to right, a push rod 233 and a movable throttle piston 232 are arranged inside the cavity. A blocking sealing sleeve 234 is embedded in the outer wall of the push rod 233. A return spring 235 is connected between the left side of the push rod 233 and the cavity. The right end of the cavity is through and has an A1 port. The upper layer also has a B1 port connected to the left side of the cavity.

[0043] The middle layer is a one-way valve 236, whose internal valve cavity is connected to the upper layer cavity through the A2 port. The left side of the one-way valve 236 is provided with a B2 port that connects the upper layer cavity and the B1 port. The bottom of the one-way valve 236 is provided with an A3 port that connects to its valve cavity.

[0044] The lower layer is provided with an A4 port, which is connected to the A3 port at the bottom of the one-way valve 236 and is used to store the discharged oil. The A4 port is also connected to the external one-way valve 24 to recover the oil.

[0045] The movable throttling piston 232 in the delay valve 23 can slide in the cavity, and a baffle plate is provided in the cavity to limit the movable position of the movable throttling piston 232. A spiral damping hole flow channel is opened on the movable throttling piston 232 to control the entry speed and amount of oil. The passing oil will push the push rod 233 to move, thereby driving the blocking sealing sleeve 234 to achieve the purpose of opening or closing the connection between the B1 and B2 ports.

[0046] A synchronization rod 12 is provided on the vehicle frame, and the upper end of the guide rod 13 extends out of the transmission sleeve 11 and is fixedly connected to the synchronization rod 12 .

[0047] Working principle:

[0048] When the vehicle is lightly loaded, the compression amplitude between the rear axle and the frame is small, and the resulting displacement change is insufficient to push the movable throttle piston 232 and the push rod 233, and the delay valve 23 cannot be opened, and the low-pressure chamber of the dual-chamber accumulator 33 has no effect;

[0049] When the vehicle is overloaded, as the load increases, the compression amplitude between the rear axle and the frame increases, driving the scissor-type transmission link 15 to compress longitudinally and extend axially, driving the transmission piston rod 16 to move, and compressing the oil in the main hydraulic cylinder 21. Due to the action of the diverter valve 22, a major part of the oil flows into the accumulator 25, thereby expanding the oil in the accumulator 25 and compressing the air cavity in the accumulator 25; at the same time, a small amount of oil flows out of the main hydraulic cylinder 21 through the diverter valve 22 and enters the accumulator 25. The oil enters the delay valve 23. In the upper layer of the delay valve 23, the oil enters from the A1 port. When the inflowing oil passes through and pushes the movable throttle piston 232, when the flow rate and pressure reach a certain level, the spring force of the return spring 235 is overcome, and the push rod 233 is pushed out, which in turn drives the blocking sealing sleeve 234, thereby opening the B1 port and the B2 port of the delay valve 23. The circuit between the air chamber of the accumulator 25 and the low-pressure chamber of the dual-chamber accumulator 33 is opened, thereby increasing the air pressure in the low-pressure chamber of the dual-chamber accumulator 33.

[0050] When the vehicle encounters a road with a height difference, due to the restrictive effect of the diverter valve 22, the oil in the delay valve 23 is insufficient in a short period of time to push the movable throttle piston 232 and the push rod 233 to open the delay valve 23, thereby ensuring that the pressure in the low-pressure chamber of the dual-chamber accumulator 33 remains unchanged.

[0051] When the vehicle is unloading, similar to when the vehicle is loaded, as the load gradually decreases, the distance between the rear axle and the frame increases, driving the scissor-type transmission link 15 to pull longitudinally and compress axially, driving the transmission piston rod 16 to move, causing the main hydraulic cylinder 21 to return oil, and the oil flows from the accumulator 25 back to the main hydraulic cylinder 21, so that the air pressure in the air chamber of the accumulator 25 is reduced;

[0052] At the same time, the oil in the layer on the delay valve 23 also flows back to the main hydraulic cylinder 21, so that the movable throttling piston 232 is recovered, and due to the pressure effect, the spring force of the return spring 235 is overcome, pushing the push rod 233 to be recovered, thereby driving the blocking sealing sleeve 234, thereby opening the B1 and B2 ports of the delay valve 23 to connect, so that the circuit between the air chamber of the accumulator 25 and the low-pressure chamber of the dual-chamber accumulator 33 is opened, thereby reducing the air pressure in the low-pressure chamber of the dual-chamber accumulator 33.

[0053] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. An adaptive load-adjustable pressure oil-pneumatic suspension, characterized by: It includes a load detection device (1), a hydraulic control structure (2), and a center and rear axle oil-gas suspension body (3); The load detection device (1) includes a transmission sleeve (11) fixed on the rear axle of the vehicle body, a guide rod (13) capable of sliding up and down is provided in the cavity of the transmission sleeve (11), the upper end of the guide rod (13) extends out of the transmission sleeve (11) and is fixed to the vehicle frame, the guide rod (13) and the transmission sleeve (11) are movably connected to one end of a scissor-type transmission link (15) and the scissor-type transmission link (15) is controlled to extend or retract laterally by sliding the guide rod (13) up and down, and the other end of the scissor-type transmission link (15) is movably connected to the piston rod body (164) of the main hydraulic oil cylinder (21); The hydraulic control structure (2) includes a main hydraulic oil cylinder (21) fixed on the vehicle body and connected to the rear axle hydraulic cylinder (31), the main hydraulic oil cylinder (21) is fixed to the diverter valve (22) and the oil flows out of the diverter valve (22), the two oil outlets of the diverter valve (22) are respectively connected to the A port of the accumulator (25) and the A1 port of the delay valve (23), and the oil return port of the diverter valve (22) is provided with an external one-way valve (24) and connected to the A4 port of the delay valve (23); The B2 port of the delay valve (23) is connected to the accumulator (25), and the B1 port of the delay valve (23) is connected to the double-chamber accumulator (33). The outlet of the double-chamber accumulator (33) is connected to the oil inlets of the middle bridge hydraulic cylinder (32) and the rear bridge hydraulic cylinder (31). The piston rods of the rear bridge hydraulic cylinder (31) and the middle bridge hydraulic cylinder (32) are movably connected to the vehicle body. The rear bridge hydraulic cylinder (31), the double-chamber accumulator (33), and the middle bridge hydraulic cylinder (32) constitute the middle and rear bridge oil-gas suspension body (3). The time delay valve (23) includes a valve body (231), and the valve body (231) includes an upper layer, a middle layer, and a lower layer fixed together. A transversely arranged cavity is provided inside the upper layer. A push rod (233) and a movable throttling piston (232) are provided inside the cavity from left to right. A blocking sealing sleeve (234) is nested on the outer wall of the push rod (233). A return spring (235) is connected between the left side of the push rod (233) and the cavity. The right end of the cavity is through and provided with an A1 port. The upper layer is also provided with a B1 port communicating with the left side of the cavity. The middle layer is a one-way valve (236), the inner valve cavity of which is connected to the upper layer cavity through the A2 port. The left side of the one-way valve (236) is provided with a B2 port connected to the upper layer cavity and the B1 port. The bottom of the one-way valve (236) is provided with an A3 port connected to its valve cavity. The lower layer is provided with an A4 port, which is connected to the A3 port at the bottom of the one-way valve (236) and is used to store the discharged oil. The A4 port is also connected to the external one-way valve (24) to recover the oil. The movable throttling piston (232) in the delay valve (23) is capable of sliding in the cavity, and a baffle is provided in the cavity to limit the movable position of the movable throttling piston (232). The movable throttling piston (232) is provided with a spiral damping hole flow channel to control the entry speed and oil volume of the oil. The oil passing through will push the push rod (233) to move, thereby driving the blocking sealing sleeve (234) to achieve the purpose of opening or closing the connection between the B1 and B2 ports.

2. The self-adaptive load-adjustable pressure oil-pneumatic suspension according to claim 1, characterized in that: The transmission sleeve (11) comprises a transmission sleeve body (111) and a transmission sleeve cover (112) fixed together. The transmission sleeve cover (112) has a regular hexagonal cross section and threaded holes are reserved on two symmetrical sides thereof to facilitate articulation with the scissor-type transmission connecting rod (15).

3. The self-adaptive load-adjustable pressure oil-pneumatic suspension according to claim 2, characterized in that: The piston rod body (164) is provided with a box body for the connecting end of the scissor-type transmission link (15) to extend into, and a rotatable roller (163) is provided in the box body. The connecting end of the scissor-type transmission link (15) is movably connected to the two ends of the roller (163), and a square hole for the scissor-type transmission link (15) to pass through is opened on the piston rod cover (161) of the box body.

4. The self-adaptive load-adjustable pressure oil-pneumatic suspension according to claim 1, characterized in that: A synchronization rod (12) is provided on the vehicle frame, and the upper end of the guide rod (13) extends out of the transmission sleeve (11) and is fixedly connected to the synchronization rod (12).

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