A military armored vehicle suspension

Abstract

The application relates to the technical field of armored vehicles and discloses a military armored vehicle suspension, which comprises a main frame mechanism, main buffer mechanisms arranged on the two sides of the main frame mechanism, auxiliary buffer mechanisms, guide mechanisms and buffer stiffness adjusting mechanisms arranged on the two sides of the top of the main frame mechanism respectively, the auxiliary buffer mechanisms being located between the guide mechanisms and the main frame mechanism, the buffer stiffness adjusting mechanisms being located on the top of the guide mechanisms, suspension mechanisms arranged on the two sides of the main frame mechanism, and two main buffer mechanisms being located between the main frame mechanism and the two suspension mechanisms respectively. The military armored vehicle suspension can cooperate with a vehicle-mounted control system and a road surface sensing system, the buffer stiffness adjusting mechanisms and throttle adjusting units are driven according to requirements through the feedforward compensation of the control system through electric signals, the auxiliary buffer mechanisms and damping mechanisms are adjusted, the suspension stiffness is changed in advance, and the damping effect of the suspension is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of armored vehicles, in particular to a military armored vehicle suspension. BACKGROUND

[0002] The military armored vehicle, due to the poor and changeable driving surface, the driving route is also tortuous and changeable, in order to avoid enemy attack, in order to improve the passability of the vehicle, the multi-axle type is often used, and the multi-axle vehicle is usually heavy, high gravity center and many tires, adopts the way of all-wheel drive and multi-bridge steering, compared with ordinary cars, not only the multi-axle vehicle stability problem is more prominent, but also the anti-rollover performance is higher, the suspension system with good performance can improve the vehicle control stability, maneuverability and riding comfort, and prolong the service life of the equipment.

[0003] The stiffness refers to the deformation degree of the shock absorber when subjected to force, the greater the stiffness, the smaller the deformation degree of the shock absorber, and the stronger the resistance to vibration and impact, but too large stiffness will also lead to the increase of the rebound force of the shock absorber, affecting the damping effect, the stiffness of the general suspension system after installation is mostly determined, and the stiffness cannot be actively changed according to the road surface change in use, the stability of the vehicle driving on different road surfaces is relatively large, therefore, a military armored vehicle suspension is needed, so as to cooperate with the vehicle control system and the road surface sensing system, generate an electric signal in advance to change the suspension stiffness according to the demand through the feedforward compensation of the control system, and improve the damping effect of the suspension. SUMMARY

[0004] In view of the deficiencies of the prior art, the present application provides a military armored vehicle suspension, which solves the problems mentioned in the background.

[0005] The present application provides the following technical scheme: a military armored vehicle suspension, comprising: a main frame mechanism, both sides of the main frame mechanism are provided with main buffer mechanisms, both sides of the top of the main frame mechanism are respectively provided with auxiliary buffer mechanisms, guide mechanisms and buffer stiffness adjusting mechanisms, the auxiliary buffer mechanism is located between the guide mechanism and the main frame mechanism, the buffer stiffness adjusting mechanism is located at the top of the guide mechanism, both sides of the main frame mechanism are provided with suspension mechanisms, and the two main buffer mechanisms are respectively located between the main frame mechanism and the two suspension mechanisms, a damping mechanism is arranged between the suspension mechanism and the auxiliary buffer mechanism, and the damping mechanism comprises a damping unit, a feedback unit and a throttling adjusting unit, and the feedback unit and the throttling adjusting unit are located in the damping unit.

[0006] Preferably, the main frame mechanism comprises a connecting frame, an upper cross frame, a lower cross frame and a mounting block, the number of the connecting frames is two, the upper cross frame and the lower cross frame are fixedly connected between the two connecting frames, and the upper cross frame is located above the lower cross frame, and the mounting block is integrally arranged on one side of the connecting frame.

[0007] Preferably, the main buffer mechanism includes a first lower connecting shaft, a lower connecting hook block, a buffer spring, and an upper connecting hook block. The first lower connecting shaft is rotatably connected to the inner wall of one side of the connecting frame via a bearing. The lower connecting hook block is rotatably connected to the surface of the first lower connecting shaft. The buffer spring is disposed on one side of the lower connecting hook block. The upper connecting hook block is disposed at the end of the buffer spring away from the lower connecting hook block, and the buffer spring is hooked between the lower connecting hook block and the upper connecting hook block.

[0008] Preferably, the secondary buffer mechanism includes a first upper connecting shaft, a push column, a connecting rod, a first slider, a first pin, a buffer spring, a second slider, an extension block, and a second pin. The first upper connecting shaft is rotatably connected to the inner wall of one side of the connecting frame via a bearing. The push column is fixedly sleeved on the surface of the first upper connecting shaft. The connecting rod is rotatably connected to one end of the push column. The first slider is located at the end of the connecting rod away from the push column. The first pin is located between the connecting rod and the first slider, and the connecting rod and the first slider are rotatably connected via the first pin. The buffer spring is movably located on one side of the first slider. The second slider is movably located at the end of the buffer spring away from the first slider. The extension block is located on the side of the second slider away from the buffer spring. The second pin is located between the second slider and the extension block, and the second slider and the extension block are rotatably connected via the second pin.

[0009] Preferably, the guiding mechanism includes a connecting frame, a guiding bracket, an end block, a guiding hole, and a support frame. The connecting frame is fixedly connected to one side of the upper cross frame, the guiding bracket is fixedly connected to one side of the connecting frame, the end block is fixedly connected to one side of the guiding bracket, the guiding hole is opened through both sides of the guiding bracket, the support frame is fixedly connected to the top of the guiding bracket, the surfaces of the first slider, the second slider, and the extension block are all slidably connected to the inner wall of the guiding bracket, and the surfaces of the first pin and the second pin are all slidably connected to the inner wall of the guiding hole.

[0010] Preferably, the buffer stiffness adjustment mechanism includes a first adjusting motor, a threaded column, a third slider, and a threaded push block. The first adjusting motor is fixedly mounted on the top of the guide frame. The threaded column is rotatably connected to the output end of the first adjusting motor via a coupling, and the outer wall of the threaded column is rotatably connected to the inner wall of the support frame via a bearing. The third slider is fixedly connected to the side of the extension block away from the second slider via a plug shaft, and the surface of the third slider is slidably connected to the inner wall of the guide frame. The threaded push block is fixedly connected to the inner wall of the extension block via a plug shaft, and the inner wall of the threaded push block is threadedly connected to the surface of the threaded column.

[0011] Preferably, the suspension mechanism includes an upper fork arm, a lower fork arm, a second upper connecting shaft, a second lower connecting shaft, a connecting column, a transition block, an adapter, and a wheel. The upper fork arm is fixedly sleeved on the outer wall of the first upper connecting shaft, and the lower fork arm is fixedly sleeved on the outer wall of the first lower connecting shaft, with the upper and lower fork arms distributed parallel to each other. The second upper connecting shaft is rotatably connected to the inner wall of one end of the upper fork arm via a bearing, and the second lower connecting shaft is rotatably connected to the inner wall of one end of the lower fork arm via a bearing. The connecting column is fixedly connected between the second upper connecting shaft and the second lower connecting shaft on the same side. The transition block is fixedly sleeved on the surface of the second upper connecting shaft and the surface of the second lower connecting shaft, respectively. The adapter is rotatably connected to the inner wall of the transition block via a bearing, and the wheel is fixedly connected to one side of the adapter.

[0012] Preferably, the damping unit includes a lower shaft frame, a piston cylinder, a throttling piston, a throttling orifice, a hydraulic damping cylinder, a sealing end ring, and a first sealing ring. The lower shaft frame is rotatably connected to the outer wall of one end of a second lower connecting shaft via a bearing. The piston cylinder is fixedly connected to one end of the lower shaft frame. The throttling piston is fixedly installed on the outer wall of one end of the piston cylinder. The throttling orifice is opened through the surface of the throttling piston. The hydraulic damping cylinder is slidably connected to the surface of the throttling piston. The sealing end ring is fixedly connected to the outer wall of one end of the hydraulic damping cylinder. The first sealing ring is fixedly installed on the inner wall of the sealing end ring, and the inner wall of the first sealing ring is slidably connected to the outer wall of the piston cylinder.

[0013] Preferably, the feedback unit includes an upper shaft frame, a pressure sensor, an anti-collision ring, and a floating piston. The upper shaft frame is rotatably connected to the outer wall of one end of the first upper connecting shaft via a bearing, and the upper shaft frame is fixedly connected to the hydraulic shock absorber. The pressure sensor is fixedly installed between the upper shaft frame and the hydraulic shock absorber. The anti-collision ring is fixedly connected to the inner wall of the hydraulic shock absorber. The floating piston is slidably connected to the inner wall of the hydraulic shock absorber. The side of the floating piston near the pressure sensor is filled with nitrogen, and the side of the floating piston away from the pressure sensor is filled with damping fluid.

[0014] Preferably, the throttling adjustment unit includes a second adjusting motor, a sealing cylinder, a guide cylinder, a threaded rod, an adjusting column, a throttling plate, a second sealing ring, a guide groove, and a guide ridge. The second adjusting motor is fixedly installed inside the lower shaft frame. The sealing cylinder and the guide cylinder are both fixedly connected to the inner wall of the piston cylinder. The threaded rod is fixedly connected to the output end of the second adjusting motor via a coupling. The adjusting column is threadedly connected to the outer wall of one end of the threaded rod. The throttling plate is fixedly sleeved on the outer wall of one end of the adjusting column, and the throttling plate is located on one side of the throttling piston. The second sealing ring is fixedly installed on the inner wall of the sealing cylinder, and the inner wall of the second sealing ring is slidably connected to the outer wall of the adjusting column. The guide groove is opened on the inner wall of the guide cylinder. The guide ridge is integrally set on the inner wall of one end of the adjusting column, and the surface of the guide ridge is slidably connected to the inner wall of the guide groove.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] The suspension of this military armored vehicle, through its main frame mechanism, main buffer mechanism, secondary buffer mechanism, guide mechanism, buffer stiffness adjustment mechanism, suspension mechanism, and shock absorption mechanism, can cooperate with the vehicle control system and road perception system. Through the feedforward compensation of the control system, the buffer stiffness adjustment mechanism and throttling adjustment unit are driven by electrical signals according to demand, so that the secondary buffer mechanism and shock absorption mechanism are adjusted, thereby changing the suspension stiffness in advance and improving the shock absorption effect of the suspension.

[0017] The suspension of this military armored vehicle, through the setting of a first adjusting motor, a threaded column, a third slider, and a threaded push block, allows the position of the threaded push block to be adjusted by rotating the first adjusting motor, thereby changing the degree of deformation of the buffer spring and indirectly adjusting the stiffness.

[0018] The suspension of this military armored vehicle, through the setting of a second adjusting motor, sealing cylinder, guide cylinder, threaded rod, adjusting column, throttle plate, second sealing ring, guide groove and guide ridge, allows the size of the gap between the throttle plate and the throttle piston to be adjusted by rotating the second adjusting motor, thereby changing the flow rate of the damping fluid and indirectly adjusting the damping ratio. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the present invention;

[0020] Figure 2 This is a schematic diagram of the exploded structure of the present invention;

[0021] Figure 3 This is a schematic diagram of the main frame mechanism of the present invention;

[0022] Figure 4 This is a schematic diagram of the suspension mechanism structure of the present invention;

[0023] Figure 5 This is a schematic diagram of the connection structure between the guide mechanism and the buffer stiffness adjustment mechanism of the present invention;

[0024] Figure 6 This is a schematic diagram of the internal exploded structure of the guide mechanism of the present invention;

[0025] Figure 7 This is a side sectional view of the shock absorption mechanism of the present invention;

[0026] Figure 8 For the present invention Figure 7 Enlarged view of point A in the middle;

[0027] Figure 9 This is a schematic diagram of the internal exploded structure of the throttling regulating unit of the present invention.

[0028] In the diagram: 101, connecting frame; 102, upper crossbeam; 103, lower crossbeam; 104, mounting block; 201, first lower connecting shaft; 202, lower connecting hook block; 203, buffer spring; 204, upper connecting hook block; 301, first upper connecting shaft; 302, push column; 303, connecting rod; 304, first slider; 305, first shaft pin; 306, buffer spring; 307, second slider; 308, extension block; 309, second shaft pin; 401, connecting frame; 402, guide frame; 403, end block; 404, guide hole; 405, support frame; 501, first adjusting motor; 502, threaded column; 503, third slider; 504, threaded push block; 601, upper fork arm; 602, lower fork arm; 6 03. Second upper connecting shaft; 604. Second lower connecting shaft; 605. Connecting column; 606. Adapter block; 607. Adapter joint; 608. Wheel disc; 7011. Lower shaft bracket; 7012. Piston cylinder; 7013. Throttling piston; 7014. Throttling orifice; 7015. Hydraulic shock absorber; 7016. Sealing end ring; 7017. First sealing ring; 7021. Upper shaft bracket; 7022. Air pressure sensor; 7023. Anti-collision ring; 7024. Floating piston; 7031. Second adjusting motor; 7032. Sealing cylinder; 7033. Guide cylinder; 7034. Threaded rod; 7035. Adjusting column; 7036. Throttling plate; 7037. Second sealing ring; 7038. Guide groove; 7039. Guide ridge. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] Please see Figures 1-9A suspension system for military armored vehicles includes: a main frame mechanism; main buffer mechanisms on both sides of the main frame mechanism; secondary buffer mechanisms, guide mechanisms, and buffer stiffness adjustment mechanisms on both sides of the top of the main frame mechanism; the secondary buffer mechanisms located between the guide mechanisms and the main frame mechanism; the buffer stiffness adjustment mechanisms located on top of the guide mechanisms; suspension mechanisms on both sides of the main frame mechanism; two main buffer mechanisms located between the main frame mechanism and two suspension mechanisms respectively; and a shock-absorbing mechanism located between the suspension mechanisms and the secondary buffer mechanisms. The damping mechanism includes a damping unit, a feedback unit, and a throttling adjustment unit. The feedback unit and the throttling adjustment unit are both located inside the damping unit. Through the main frame mechanism, main buffer mechanism, secondary buffer mechanism, guide mechanism, buffer stiffness adjustment mechanism, suspension mechanism, and damping mechanism, it can cooperate with the vehicle control system and road perception system. Through the feedforward compensation of the control system, the buffer stiffness adjustment mechanism and the throttling adjustment unit are driven by electrical signals according to demand, so that the secondary buffer mechanism and the damping mechanism are adjusted, thereby changing the suspension stiffness in advance and improving the damping effect of the suspension.

[0031] The main frame mechanism includes a connecting frame 101, an upper cross frame 102, a lower cross frame 103, and a mounting block 104. There are two connecting frames 101. The upper cross frame 102 and the lower cross frame 103 are fixedly connected between the two connecting frames 101, and the upper cross frame 102 is located above the lower cross frame 103. The mounting block 104 is integrally set on one side of the connecting frame 101 to provide a middle load-bearing installation and support platform, ensuring the independence of the two suspension mechanisms.

[0032] The main buffer mechanism includes a first lower connecting shaft 201, a lower connecting hook block 202, a buffer spring 203, and an upper connecting hook block 204. The first lower connecting shaft 201 is rotatably connected to the inner wall of one side of the connecting frame 101 via a bearing. The lower connecting hook block 202 is rotatably connected to the surface of the first lower connecting shaft 201. The buffer spring 203 is located on one side of the lower connecting hook block 202. The upper connecting hook block 204 is located at the end of the buffer spring 203 away from the lower connecting hook block 202, and the buffer spring 203 is hooked between the lower connecting hook block 202 and the upper connecting hook block 204 to ensure a basic buffering effect and reduce the pressure on the secondary buffer mechanism.

[0033] The secondary buffer mechanism includes a first upper connecting shaft 301, a push column 302, a connecting rod 303, a first slider 304, a first pin 305, a buffer spring 306, a second slider 307, an extension block 308, and a second pin 309. The first upper connecting shaft 301 is rotatably connected to the inner wall of one side of the connecting frame 101 via a bearing. The push column 302 is fixedly sleeved on the surface of the first upper connecting shaft 301. The connecting rod 303 is rotatably connected to one end of the push column 302. The first slider 304 is located at the end of the connecting rod 303 away from the push column 302. The first pin 305 is located between the connecting rod 303 and the first slider 304. 03 is rotatably connected to the first slider 304 via the first shaft pin 305. The buffer spring 306 is movably disposed on one side of the first slider 304. The second slider 307 is movably disposed at the end of the buffer spring 306 away from the first slider 304. The extension block 308 is disposed on the side of the second slider 307 away from the buffer spring 306. The second shaft pin 309 is disposed between the second slider 307 and the extension block 308, and the second slider 307 and the extension block 308 are rotatably connected via the second shaft pin 309, so as to convert the up and down movement of the suspension mechanism during vibration into the back and forth sliding of the first slider 304, which facilitates reverse control of vibration.

[0034] The guiding mechanism includes a connecting frame 401, a guiding bracket 402, an end block 403, a guiding hole 404, and a support frame 405. The connecting frame 401 is fixedly connected to one side of the upper cross frame 102, the guiding bracket 402 is fixedly connected to one side of the connecting frame 401, the end block 403 is fixedly connected to one side of the guiding bracket 402, the guiding hole 404 is opened through both sides of the guiding bracket 402, and the support frame 405 is fixedly connected to the top of the guiding bracket 402. The surfaces of the first slider 304, the second slider 307, and the extension block 308 are all slidably connected to the inner wall of the guiding bracket 402. The surfaces of the first shaft pin 305 and the second shaft pin 309 are all slidably connected to the inner wall of the guiding hole 404, so as to provide a guiding and bearing installation platform and ensure the buffering effect of the buffer spring 306.

[0035] The buffer stiffness adjustment mechanism includes a first adjusting motor 501, a threaded column 502, a third slider 503, and a threaded push block 504. The first adjusting motor 501 is fixedly installed on the top of the guide frame 402. The threaded column 502 is rotatably connected to the output end of the first adjusting motor 501 via a coupling, and the outer wall of the threaded column 502 is rotatably connected to the inner wall of the support frame 405 via a bearing. The third slider 503 is fixedly connected to the side of the extension block 308 away from the second slider 307 via a plug shaft, and the surface of the third slider 503 is slidably connected to the inner wall of the guide frame 402. The threaded push block 504 is fixedly connected to the inner wall of the extension block 308 via a plug shaft, and the inner wall of the threaded push block 504 is threadedly connected to the surface of the threaded column 502. By setting the first adjusting motor 501, the threaded column 502, the third slider 503, and the threaded push block 504, the position of the threaded push block 504 can be adjusted by rotating the first adjusting motor 501, thereby changing the deformation degree of the buffer spring 306 and indirectly adjusting the stiffness.

[0036] The suspension mechanism includes an upper fork arm 601, a lower fork arm 602, a second upper connecting shaft 603, a second lower connecting shaft 604, a connecting column 605, a transition block 606, an adapter 607, and a wheel 608. The upper fork arm 601 is fixedly sleeved on the outer wall of the first upper connecting shaft 301, and the lower fork arm 602 is fixedly sleeved on the outer wall of the first lower connecting shaft 201. The upper fork arm 601 and the lower fork arm 602 are distributed parallel to each other. The second upper connecting shaft 603 is rotatably connected to the inner wall of one end of the upper fork arm 601 through a bearing, and the second lower connecting shaft 604 is rotatably connected to the inner wall of one end of the upper fork arm 601 through a bearing. The connecting post 605 is fixedly connected to the inner wall of one end of the lower fork 602. The connecting post 605 is fixedly connected between the second upper connecting shaft 603 and the second lower connecting shaft 604 on the same side. The adapter block 606 is fixedly sleeved on the surface of the second upper connecting shaft 603 and the surface of the second lower connecting shaft 604 respectively. The adapter 607 is rotatably connected to the inner wall of the adapter block 606 through a bearing. The wheel 608 is fixedly connected to one side of the adapter 607 so that the vibration of the parts can be converted into the up and down movement of the upper fork 601 and the lower fork 602, which facilitates power transmission and ensures that the wheel is always perpendicular to the road surface.

[0037] The damping unit includes a lower shaft frame 7011, a piston cylinder 7012, a throttling piston 7013, a throttling orifice 7014, a hydraulic damping cylinder 7015, a sealing end ring 7016, and a first sealing ring 7017. The lower shaft frame 7011 is rotatably connected to the outer wall of one end of the second lower connecting shaft 604 via a bearing. The piston cylinder 7012 is fixedly connected to one end of the lower shaft frame 7011. The throttling piston 7013 is fixedly installed on the outer wall of one end of the piston cylinder 7012. The throttling orifice 7014 is opened through the surface of the throttling piston 7013. The hydraulic damping cylinder 7015 is slidably connected to the surface of the throttling piston 7013. The sealing end ring 7016 is fixedly connected to the outer wall of one end of the hydraulic damping cylinder 7015. The first sealing ring 7017 is fixedly installed on the inner wall of the sealing end ring 7016, and the inner wall of the first sealing ring 7017 is slidably connected to the outer wall of the piston cylinder 7012 to provide a basic damping structure and ensure the integrity of the parts.

[0038] The feedback unit includes an upper axle frame 7021, a pressure sensor 7022, an anti-collision ring 7023, and a floating piston 7024. The upper axle frame 7021 is rotatably connected to the outer wall of one end of the first upper connecting shaft 301 via a bearing, and the upper axle frame 7021 is fixedly connected to the hydraulic shock absorber 7015. The pressure sensor 7022 is fixedly installed between the upper axle frame 7021 and the hydraulic shock absorber 7015. The anti-collision ring 7023 is fixedly connected to the inner wall of the hydraulic shock absorber 7015. The floating piston 7024 is slidably connected to the inner wall of the hydraulic shock absorber 7015. The side of the floating piston 7024 closest to the pressure sensor 7022 is filled with nitrogen, and the side of the floating piston 7024 furthest from the pressure sensor 7022 is filled with damping fluid, so that the vibration signal can be converted into an electrical signal and transmitted to the control system, which facilitates the control system to make better adjustments to the rear suspension device.

[0039] The throttling adjustment unit includes a second adjusting motor 7031, a sealing cylinder 7032, a guide cylinder 7033, a threaded rod 7034, an adjusting column 7035, a throttling vane 7036, a second sealing ring 7037, a guide groove 7038, and a guide ridge 7039. The second adjusting motor 7031 is fixedly installed inside the lower shaft bracket 7011. The sealing cylinder 7032 and the guide cylinder 7033 are both fixedly connected to the inner wall of the piston cylinder 7012. The threaded rod 7034 is fixedly connected to the output end of the second adjusting motor 7031 via a coupling. The adjusting column 7035 is threadedly connected to the outer wall of one end of the threaded rod 7034. The throttling vane 7036 is fixedly sleeved on the outer wall of one end of the adjusting column 7035, and the throttling vane 7036 is located on one side of the throttling piston 7013. The second sealing ring 7037 is fixedly installed inside the lower shaft bracket 7011. The second sealing ring 7037 is installed on the inner wall of the sealing cylinder 7032, and its inner wall is slidably connected to the outer wall of the adjusting column 7035. The guide groove 7038 is opened on the inner wall of the guide cylinder 7033, and the guide ridge 7039 is integrally set on the inner wall of one end of the adjusting column 7035, and its surface is slidably connected to the inner wall of the guide groove 7038. Through the arrangement of the second adjusting motor 7031, the sealing cylinder 7032, the guide cylinder 7033, the threaded rod 7034, the adjusting column 7035, the throttling plate 7036, the second sealing ring 7037, the guide groove 7038, and the guide ridge 7039, the gap between the throttling plate 7036 and the throttling piston 7013 can be adjusted by rotating the second adjusting motor 7031, thereby changing the flow rate of the damping fluid and indirectly adjusting the damping ratio.

[0040] Working principle: During use, when the wheel encounters a bumpy road surface, the upper fork 601 and lower fork 602 swing up and down. This swinging motion changes the distance between their diagonals, causing the tension spring 203 to provide cushioning. Simultaneously, the swinging of the upper fork 601 drives the push column 302 to swing via the first upper connecting shaft 301. The swinging of the push column 302, through the connecting rod 303, causes the first slider 304 to compress the cushioning spring 306, creating another point of cushioning. Furthermore, the change in the diagonal distance between the upper and lower fork 601 and lower fork 602 also changes the relative distance between the piston cylinder 7012 and the hydraulic shock absorber 7015, causing the throttling piston to... The piston 7013 slides back and forth in the damping fluid inside the hydraulic damping cylinder 7015, causing the damping fluid to flow through the throttle orifice 7014 at a specified flow rate and out through the gap between the throttle piston 7013 and the throttle plate 7036. This prevents the throttle piston 7013 from sliding smoothly in either direction, causing the device to tend towards stability. The reciprocating motion of the throttle piston 7013 generates damping, converting the energy of vibration into heat generated when the damping fluid passes through the throttle orifice 7014, thus achieving vibration reduction. During the reciprocating motion of the throttle piston 7013, the piston cylinder 7012 moves in and out of the hydraulic damping cylinder 7015, causing the internal space of the hydraulic damping cylinder 7015 to constantly change. When the piston cylinder 7012 enters, the hydraulic damping cylinder 7015... As the internal space of the 015 decreases, the internal space of the hydraulic damper 7015 increases when the piston cylinder 7012 extends. Since the damping fluid is incompressible, the space occupied by the piston cylinder 7012 needs to be compressed to accommodate the nitrogen gas. Therefore, the greater the vibration amplitude, the greater the in-and-out amplitude of the piston cylinder 7012, the greater the change amplitude of the floating piston 7024, and the greater the change amplitude of the nitrogen gas pressure on one side of the floating piston 7024. The pressure sensor 7022 transmits the pressure change amplitude to the control system in the form of an electrical signal. The control system combines this signal with the signal received from the road perception system to generate feedback, transmitting the feedback signal to the rear suspension unit. The front suspension unit only receives feedback from the control system based on the signal received from the road perception system. Upon receiving the feedback signal, the first adjusting motor 501 and the second adjusting motor 7031 will start. The first adjusting motor 501, once started, will drive the threaded column 502 to rotate. As the threaded column 502 rotates, it will push the threaded push block 504 to slide along the guide frame 402, causing the third slider 503, the second slider 307, and the extension block 308 to slide synchronously. This compresses the buffer spring 306, controlling its pressure. The greater the pressure on the buffer spring 306, the greater the pressure required for the first slider 304 to deform the buffer spring 306. This results in less deformation of the device when subjected to vibration, greater rigidity, and stronger resistance to vibration and impact. However, the rebound force will increase. Simultaneously, when the second adjusting motor 7031 starts...This will cause the threaded rod 7034 to rotate. When the threaded rod 7034 rotates, it pushes the adjusting column 7035 to slide along the guide groove 7038, thereby adjusting the size of the gap between the throttle plate 7036 and the throttle piston 7013. A larger gap between the throttle plate 7036 and the throttle piston 7013 results in a faster flow rate of the damping fluid, stronger energy dissipation capacity, a higher damping ratio, and smaller vibration and impact amplitude. However, the rebound force will increase. Therefore, the stiffness and damping ratio of the device can be adjusted according to road conditions.

[0041] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A suspension system for military armored vehicles, characterized in that, include: The main frame mechanism has main buffer mechanisms on both sides, and secondary buffer mechanisms, guide mechanisms, and buffer stiffness adjustment mechanisms on both sides of the top of the main frame mechanism. The secondary buffer mechanisms are located between the guide mechanisms and the main frame mechanism, and the buffer stiffness adjustment mechanisms are located on top of the guide mechanisms. Suspension mechanisms are provided on both sides of the main frame mechanism, and two main buffer mechanisms are located between the main frame mechanism and two suspension mechanisms, respectively. A damping mechanism is provided between the suspension mechanisms and the secondary buffer mechanisms, and the damping mechanism includes a damping unit, a feedback unit, and a throttling adjustment unit, with the feedback unit and the throttling adjustment unit both located inside the damping unit. The damping unit includes a lower shaft bracket (7011), a piston cylinder (7012), a throttling piston (7013), a throttling orifice (7014), a hydraulic damping cylinder (7015), a sealing end ring (7016), and a first sealing ring (7017). The lower shaft bracket (7011) is rotatably connected to the outer wall of one end of a second lower connecting shaft (604) via a bearing. The piston cylinder (7012) is fixedly connected to one end of the lower shaft bracket (7011), and the throttling piston (7013) is fixedly mounted on the piston cylinder. The outer wall of one end of (7012) has the throttle hole (7014) through which the throttle piston (7013) is opened. The hydraulic damping cylinder (7015) is slidably connected to the surface of the throttle piston (7013). The sealing end ring (7016) is fixedly connected to the outer wall of one end of the hydraulic damping cylinder (7015). The first sealing ring (7017) is fixedly installed on the inner wall of the sealing end ring (7016), and the inner wall of the first sealing ring (7017) is slidably connected to the outer wall of the piston cylinder (7012). The feedback unit includes an upper shaft frame (7021), a pressure sensor (7022), an anti-collision ring (7023), and a floating piston (7024). The upper shaft frame (7021) is rotatably connected to the outer wall of one end of the first upper connecting shaft (301) via a bearing, and the upper shaft frame (7021) is fixedly connected to the hydraulic damping cylinder (7015). The pressure sensor (7022) is fixedly installed between the upper shaft frame (7021) and the hydraulic damping cylinder (7015). The anti-collision ring (7023) is fixedly connected to the inner wall of the hydraulic damping cylinder (7015). The floating piston (7024) is slidably connected to the inner wall of the hydraulic damping cylinder (7015). The side of the floating piston (7024) closest to the pressure sensor (7022) is filled with nitrogen, and the side of the floating piston (7024) furthest from the pressure sensor (7022) is filled with damping fluid. The throttling adjustment unit includes a second adjusting motor (7031), a sealing cylinder (7032), a guide cylinder (7033), a threaded rod (7034), an adjusting column (7035), a throttling plate (7036), a second sealing ring (7037), a guide groove (7038), and a guide ridge (7039). The second adjusting motor (7031) is fixedly installed inside the lower shaft bracket (7011). The sealing cylinder (7032) and the guide cylinder (7033) are both fixedly connected to the inner wall of the piston cylinder (7012). The threaded rod (7034) is fixedly connected to the output end of the second adjusting motor (7031) through a coupling. The adjusting column (7035) is threaded... The threaded connection is attached to the outer wall of one end of the threaded rod (7034). The throttling plate (7036) is fixedly sleeved on the outer wall of one end of the adjusting column (7035), and the throttling plate (7036) is located on one side of the throttling piston (7013). The second sealing ring (7037) is fixedly installed on the inner wall of the sealing cylinder (7032), and the inner wall of the second sealing ring (7037) is slidably connected to the outer wall of the adjusting column (7035). The guide groove (7038) is opened on the inner wall of the guide cylinder (7033). The guide ridge (7039) is integrally set on the inner wall of one end of the adjusting column (7035), and the surface of the guide ridge (7039) is slidably connected to the inner wall of the guide groove (7038).

2. The suspension system for a military armored vehicle according to claim 1, characterized in that, The main frame mechanism includes a connecting frame (101), an upper cross frame (102), a lower cross frame (103), and a mounting block (104). There are two connecting frames (101). The upper cross frame (102) and the lower cross frame (103) are fixedly connected between the two connecting frames (101), and the upper cross frame (102) is located above the lower cross frame (103). The mounting block (104) is integrally set on one side of the connecting frame (101).

3. A suspension system for military armored vehicles according to claim 2, characterized in that, The main buffer mechanism includes a first lower connecting shaft (201), a lower connecting hook block (202), a buffer spring (203), and an upper connecting hook block (204). The first lower connecting shaft (201) is rotatably connected to the inner wall of one side of the connecting frame (101) via a bearing. The lower connecting hook block (202) is rotatably connected to the surface of the first lower connecting shaft (201). The buffer spring (203) is disposed on one side of the lower connecting hook block (202). The upper connecting hook block (204) is disposed at the end of the buffer spring (203) away from the lower connecting hook block (202), and the buffer spring (203) is hooked between the lower connecting hook block (202) and the upper connecting hook block (204).

4. A suspension system for military armored vehicles according to claim 3, characterized in that, The secondary buffer mechanism includes a first upper connecting shaft (301), a push column (302), a connecting rod (303), a first slider (304), a first pin (305), a buffer spring (306), a second slider (307), an extension block (308), and a second pin (309). The first upper connecting shaft (301) is rotatably connected to the inner wall of one side of the connecting frame (101) via a bearing. The push column (302) is fixedly sleeved on the surface of the first upper connecting shaft (301). The connecting rod (303) is rotatably connected to one end of the push column (302). The first slider (304) is located at the end of the connecting rod (303) away from the push column (302). The first pin (305) is located at the end of the connecting rod (303) away from the push column (302). The second slider (307) is located between the connecting rod (303) and the first slider (304), and the connecting rod (303) and the first slider (304) are rotatably connected by the first axle pin (305). The buffer spring (306) is movably disposed on one side of the first slider (304). The second slider (307) is movably disposed at the end of the buffer spring (306) away from the first slider (304). The extension block (308) is disposed on the side of the second slider (307) away from the buffer spring (306). The second axle pin (309) is disposed between the second slider (307) and the extension block (308), and the second slider (307) and the extension block (308) are rotatably connected by the second axle pin (309).

5. A suspension system for a military armored vehicle according to claim 4, characterized in that, The guiding mechanism includes a connecting frame (401), a guiding frame (402), an end block (403), a guiding hole (404), and a support frame (405). The connecting frame (401) is fixedly connected to one side of the upper cross frame (102), the guiding frame (402) is fixedly connected to one side of the connecting frame (401), the end block (403) is fixedly connected to one side of the guiding frame (402), the guiding hole (404) is opened through both sides of the guiding frame (402), and the support frame (405) is fixedly connected to the top of the guiding frame (402). The surfaces of the first slider (304), the second slider (307), and the extension block (308) are all slidably connected to the inner wall of the guiding frame (402). The surfaces of the first axle pin (305) and the second axle pin (309) are all slidably connected to the inner wall of the guiding hole (404).

6. A suspension system for a military armored vehicle according to claim 5, characterized in that, The buffer stiffness adjustment mechanism includes a first adjusting motor (501), a threaded column (502), a third slider (503), and a threaded push block (504). The first adjusting motor (501) is fixedly installed on the top of the guide frame (402). The threaded column (502) is rotatably connected to the output end of the first adjusting motor (501) through a coupling, and the outer wall of the threaded column (502) is rotatably connected to the inner wall of the support frame (405) through a bearing. The third slider (503) is fixedly connected to the side of the extension block (308) away from the second slider (307) through a plug shaft, and the surface of the third slider (503) is slidably connected to the inner wall of the guide frame (402). The threaded push block (504) is fixedly connected to the inner wall of the extension block (308) through a plug shaft, and the inner wall of the threaded push block (504) is threadedly connected to the surface of the threaded column (502).

7. A suspension system for a military armored vehicle according to claim 4, characterized in that, The suspension mechanism includes an upper fork arm (601), a lower fork arm (602), a second upper connecting shaft (603), a second lower connecting shaft (604), a connecting column (605), a transition block (606), a transition joint (607), and a wheel (608). The upper fork arm (601) is fixedly sleeved on the outer wall of the first upper connecting shaft (301), and the lower fork arm (602) is fixedly sleeved on the outer wall of the first lower connecting shaft (201). The upper fork arm (601) and the lower fork arm (602) are distributed in parallel. The second upper connecting shaft (603) is rotatably connected to the inner wall of one end of the upper fork arm (601) through a bearing. The two lower connecting shafts (604) are rotatably connected to the inner wall of one end of the lower fork arm (602) via bearings. The connecting column (605) is fixedly connected between the second upper connecting shaft (603) and the second lower connecting shaft (604) on the same side. The adapter block (606) is fixedly sleeved on the surface of the second upper connecting shaft (603) and the surface of the second lower connecting shaft (604) respectively. The adapter (607) is rotatably connected to the inner wall of the adapter block (606) via bearings. The wheel (608) is fixedly connected to one side of the adapter (607). The upper connecting hook block (204) is rotatably connected to the second upper connecting shaft (603).

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