Full-hydraulic suspension system for three-axle rigid mine car and three-axle rigid mine car

Abstract

The invention discloses a full-hydraulic suspension system for a three-axle rigid mine car and the three-axle rigid mine car. The full-hydraulic suspension system comprises a front axle suspension assembly and a middle-rear axle suspension assembly. A rodless cavity of the left middle suspension cylinder is connected with a rodless cavity of the left rear suspension cylinder through a third pipeline, a left middle rear rodless cavity energy accumulator is communicated with the third pipeline, a rod cavity of the left middle suspension cylinder is connected with a rod cavity of the left rear suspension cylinder through a fourth pipeline, and a left middle rear rod cavity energy accumulator is communicated with the fourth pipeline. A rodless cavity of the right middle suspension cylinder is connected with a rodless cavity of the right rear suspension cylinder through a fifth pipeline, a right middle rear rodless cavity energy accumulator is communicated with the fifth pipeline, a rod cavity of the right middle suspension cylinder is connected with a rod cavity of the right rear suspension cylinder through a sixth pipeline, and a right middle rear rod cavity energy accumulator is communicated with the sixth pipeline. The third pipeline and the sixth pipeline are connected through a first interconnection pipeline, and the fourth pipeline and the fifth pipeline are connected through a second interconnection pipeline. Intersection and interconnection of suspension of the rear axle in the whole vehicle are achieved, and pitching resistance and roll resistance of the whole vehicle are improved.

Description

Technical Field

[0001] The invention relates to the technical field of suspension systems, in particular to a full hydraulic suspension system for a three-axle rigid mine car and a three-axle rigid mine car. Background Art

[0002] The suspension system is a general term for all force-transmitting connection devices between the vehicle frame and the axle or wheel. It is generally composed of three parts: elastic elements, shock absorbers and guide mechanisms. Its function is to transmit the vertical reaction force (support force), longitudinal reaction force (traction and braking force) and lateral reaction force of the road surface on the wheels, as well as the torque generated by these reaction forces, to the frame, and to cushion the impact force transmitted to the frame or body by uneven road surfaces, and to attenuate the resulting vibration to ensure smooth driving of the vehicle.

[0003] Oil-gas suspension is a passive suspension, but it has the structure and some functions of active suspension. Compared with semi-active suspension and active suspension, oil-gas suspension has lower cost and higher reliability. Compared with traditional steel plate suspension, oil-gas suspension has strong bearing capacity, good nonlinear stiffness and nonlinear damping, so it is widely used in mining dump trucks with axle load of more than 30 tons. After practical application and theoretical research, oil-gas suspension has developed different interconnection methods, such as independent suspension, front and rear interconnected oil-gas suspension on the same side, left and right interconnected oil-gas suspension, X-type interconnected oil-gas suspension and mixed interconnected oil-gas suspension. The above different types of interconnected suspension are suitable for different working conditions to meet the needs of different working conditions.

[0004] In the prior art, the interconnection method of the oil-gas suspension on the mining dump truck mostly adopts one or more of the above-mentioned interconnection methods. For example, in a three-axle rigid mining car, each axle is provided with an oil-gas suspension. In order to ensure the driving stability of the three-axle rigid mining car, the adjacent oil-gas suspensions mostly adopt one or more interconnection methods to improve the stability of the whole vehicle. However, the anti-pitch performance, anti-roll performance and handling stability of the existing three-axle rigid mining car's oil-gas suspension still need to be improved and enhanced. Summary of the invention

[0005] In view of this, the present invention provides a full hydraulic suspension system for a three-axle rigid mining car, which can provide the whole vehicle with better anti-pitch performance and anti-roll function, and improve the handling stability of the whole vehicle.

[0006] To achieve the above object, the present invention provides the following technical solutions: A full hydraulic suspension system for a three-axle rigid mining car comprises a front axle suspension component and a middle and rear axle suspension component.

[0007] Among them, the front axle suspension assembly includes a left front suspension cylinder, a left front accumulator, a right front suspension cylinder and a right front accumulator. The rodless chamber of the left front suspension cylinder is connected to the rod chamber of the right front suspension cylinder through a first pipeline, the right front accumulator is connected to the first pipeline, the rodless chamber of the right front suspension cylinder is connected to the rod chamber of the left front suspension cylinder through a second pipeline, and the left front accumulator is connected to the second pipeline; the mid-rear axle suspension assembly includes a left middle suspension cylinder, a right middle suspension cylinder, a left rear suspension cylinder, a right rear suspension cylinder, a left middle rear rodless chamber accumulator, a left middle rear rod chamber accumulator, a right middle rear rodless chamber accumulator and a right middle rear rod chamber accumulator. The rodless chamber of the left middle suspension cylinder is connected to the left middle suspension cylinder through a third pipeline. The rodless chamber of the rear suspension cylinder is connected, the left middle rear rodless chamber accumulator is connected to the third pipeline, the rod chamber of the left middle suspension cylinder is connected to the rod chamber of the left rear suspension cylinder through the fourth pipeline, the left middle rear rod chamber accumulator is connected to the fourth pipeline, the rodless chamber of the right middle suspension cylinder is connected to the rodless chamber of the right rear suspension cylinder through the fifth pipeline, the right middle rear rodless chamber accumulator is connected to the fifth pipeline, the rod chamber of the right middle suspension cylinder is connected to the rod chamber of the right rear suspension cylinder through the sixth pipeline, and the right middle rear rod chamber accumulator is connected to the sixth pipeline; wherein, the third pipeline and the sixth pipeline are connected through the first interconnecting pipeline, and the fourth pipeline and the fifth pipeline are connected through the second interconnecting pipeline.

[0008] Preferably, a first one-way valve is provided at the rodless chamber of the left front suspension cylinder and the rodless chamber of the right front suspension cylinder, and two of the first one-way valves are respectively provided in parallel on the first pipeline and the second pipeline.

[0009] Preferably, the first pipeline and the second pipeline are both provided with a first damping device, and a plurality of the first damping devices are respectively arranged at the rod chamber and the rodless chamber of the left front suspension cylinder and the rod chamber and the rodless chamber of the right front suspension cylinder, and the first damping devices at the rodless chambers of the left front suspension cylinder and the right front suspension cylinder are each connected in parallel with one of the first one-way valves.

[0010] Preferably, the first damping device is also provided at the left front accumulator and the right front accumulator.

[0011] Preferably, the rodless chamber of the left middle suspension cylinder, the rodless chamber of the left rear suspension cylinder, the rodless chamber of the right middle suspension cylinder and the rodless chamber of the right rear suspension cylinder are all provided with a second one-way valve, wherein two of the second one-way valves are respectively connected in parallel on the third pipeline, and two of the second one-way valves are respectively connected in parallel on the fifth pipeline.

[0012] Preferably, the third pipeline, the fourth pipeline, the fifth pipeline and the sixth pipeline are all provided with second damping devices, and multiple second damping devices are respectively arranged at the rod chamber and the rodless chamber of the left middle suspension cylinder, the rod chamber and the rodless chamber of the left rear suspension cylinder, the rod chamber and the rodless chamber of the right middle suspension cylinder and the rod chamber and the rodless chamber of the right rear suspension cylinder, and the second damping devices at the rodless chambers of the left middle suspension cylinder and the left rear suspension cylinder are each connected in parallel with a second one-way valve, and the second damping devices at the rodless chambers of the right middle suspension cylinder and the right rear suspension cylinder are each connected in parallel with a second one-way valve.

[0013] Preferably, the second damping device is also provided at the left middle and rear rodless chamber accumulator, the left middle and rear rod chamber accumulator, the right middle and rear rodless chamber accumulator and the right middle and rear rod chamber accumulator.

[0014] The present invention also discloses a three-bridge rigid mining car, comprising the above-mentioned full hydraulic suspension system for the three-bridge rigid mining car.

[0015] Compared with the prior art, the present application discloses a full hydraulic suspension system for a three-axle rigid mining car. The front axle suspension assembly adopts a left-right interconnected oil-gas suspension to cross-interconnect the left front suspension cylinder and the right front suspension cylinder in the front axle suspension assembly. This can increase the roll stiffness of the front axle suspension without increasing the vertical stiffness of the front axle suspension, thereby effectively improving the anti-roll performance of the entire vehicle and making the entire vehicle less likely to roll over. In the suspension design of the middle and rear axles, the suspensions on the middle and rear axles of the entire vehicle are cross-interconnected, which can effectively improve the anti-pitch performance, anti-roll performance and handling stability of the entire vehicle.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is an assembly diagram of a full hydraulic suspension system for a three-axle rigid mining vehicle disclosed in an embodiment of the present application; Figure 2 It is a schematic diagram of a fully hydraulic suspension system for a three-axle rigid mining car disclosed in an embodiment of the present application.

[0018] Reference numerals: 1. Front axle suspension assembly; 11. Left front suspension cylinder; 12. Left front accumulator; 13. Right front suspension cylinder; 14. Right front accumulator; 2. Center-rear axle suspension assembly; 21. Left center suspension cylinder; 22. Right center suspension cylinder; 23. Left rear suspension cylinder; 24. Right rear suspension cylinder; 25. Left center-rear rodless chamber accumulator; 26. Left center-rear rod chamber accumulator; 27. Right center-rear rodless chamber accumulator; 28. Right center-rear rod chamber accumulator; 3. First pipeline; 4. Second pipeline; 5. Third pipeline; 6. Fourth pipeline; 7. Fifth pipeline; 8. Sixth pipeline; 9. First interconnected pipeline; 10. Second interconnected pipeline; 20. First one-way valve (not all shown in the figure); 30. Second one-way valve (not all shown in the figure); 40. First damping device (not all shown in the figure); 50. Second damping device (not all shown in the figure). DETAILED DESCRIPTION

[0019] The invention discloses a full hydraulic suspension system for a three-axle rigid mining car, which can provide the whole vehicle with better anti-pitch performance and anti-roll function and improve the handling stability of the whole vehicle.

[0020] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0021] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0022] Reference below Figure 1 and Figure 2 The full hydraulic suspension system for a three-axle rigid mining vehicle in an embodiment of the present invention is described.

[0023] The embodiment of the present application discloses a full hydraulic suspension system for a three-axle rigid mining vehicle, comprising: a front axle suspension assembly 1 and a middle and rear axle suspension assembly 2.

[0024] Among them, the front axle suspension component 1 includes a left front suspension cylinder 11, a left front accumulator 12, a right front suspension cylinder 13 and a right front accumulator 14. The rodless chamber of the left front suspension cylinder 11 is connected to the rod chamber of the right front suspension cylinder 13 through the first pipeline 3, the right front accumulator 14 is connected to the first pipeline 3, the rodless chamber of the right front suspension cylinder 13 is connected to the rod chamber of the left front suspension cylinder 11 through the second pipeline 4, and the left front accumulator 12 is connected to the second pipeline 4; the front axle suspension component 1 adopts a left-right interconnected oil-gas suspension to cross-interconnect the left front suspension cylinder 11 and the right front suspension cylinder 13 in the front axle suspension component 1, which can increase the roll stiffness of the front axle suspension without increasing the vertical stiffness, thereby effectively improving the anti-roll performance of the vehicle and making the vehicle less likely to roll over.

[0025] The center-rear axle suspension assembly 2 comprises a left center suspension cylinder 21, a right center suspension cylinder 22, a left rear suspension cylinder 23, a right rear suspension cylinder 24, a left center rear rodless chamber accumulator 25, a left center rear rod chamber accumulator 26, a right center rear rodless chamber accumulator 27 and a right center rear rod chamber accumulator 28. The rodless chamber of the left center suspension cylinder 21 is connected to the rodless chamber of the left rear suspension cylinder 23 via a third pipeline 5, the left center rear rodless chamber accumulator 25 is connected to the third pipeline 5, the rod chamber of the left center suspension cylinder 21 is connected to the rod chamber of the left rear suspension cylinder 23 via a fourth pipeline 6, and the left The middle and rear rod chamber accumulator 26 is connected to the fourth pipeline 6, the rodless chamber of the right middle suspension cylinder 22 is connected to the rodless chamber of the right rear suspension cylinder 24 through the fifth pipeline 7, the right middle and rear rodless chamber accumulator 27 is connected to the fifth pipeline 7, the rod chamber of the right middle suspension cylinder 22 is connected to the rod chamber of the right rear suspension cylinder 24 through the sixth pipeline 8, and the right middle and rear rod chamber accumulator 28 is connected to the sixth pipeline 8; wherein, the third pipeline 5 and the sixth pipeline 8 are connected through the first interconnecting pipeline 9, and the fourth pipeline 6 and the fifth pipeline 7 are connected through the second interconnecting pipeline 10.

[0026] In the suspension design of the rear axle of the vehicle, on the one hand, the design of front and rear interconnection of the oil and gas suspension on the same side is adopted, for example Figure 1 and Figure 2As shown, the left center suspension cylinder 21 on the left side is connected with the left rear suspension cylinder 23, and the right center suspension cylinder 22 on the right side is connected with the right rear suspension cylinder 24, the rodless chambers of the suspension cylinders on the same side share an accumulator, and the rod chambers of the suspension cylinders on the same side share an accumulator. In this way, when the mid-rear axle suspension is impacted, the suspension on the mid-axle can cooperate with the suspension on the rear axle. For example, the piston rod of the left center suspension cylinder 21 contracts, the volume of the rodless chamber decreases, and the oil flows into the rodless chamber of the left rear suspension cylinder 23 through the third pipeline 5, so that the piston rod of the left rear suspension cylinder 23 extends, thereby further lifting the rear axle of the vehicle, increasing the vertical deformation of the left center suspension cylinder 21 to absorb more impact, thereby improving the passability of the entire vehicle, effectively reducing the pitch stiffness of the entire vehicle, and balancing the loads on the mid-rear wheels, making the load distribution more uniform.

[0027] On the other hand, it also integrates the left-right interconnected design of the oil-gas suspension and the X-type interconnected design of the oil-gas suspension, such as Figure 2 As shown, by setting the first interconnecting pipeline 9 and the second interconnecting pipeline 10, the third pipeline 5 and the sixth pipeline 8, as well as the fourth pipeline 6 and the fifth pipeline 7 are connected, so that the left and right side suspensions on the center bridge of the whole vehicle are connected, and the left and right side suspensions on the rear axle of the whole vehicle are connected. At the same time, since the center and rear axle suspensions on the same side of the whole vehicle are connected, the suspensions on the center and rear axles of the whole vehicle are X-shaped interconnected, that is, the left center suspension cylinder 21 is connected to the right rear suspension cylinder 24, and the right center suspension cylinder 22 is connected to the left rear suspension cylinder 23. In this way, the suspensions on the center and rear axles of the whole vehicle are cross-connected, which can effectively improve the anti-pitch performance, anti-roll performance and handling stability of the whole vehicle.

[0028] For example, when the left suspension cylinder of the rear axle is compressed, the height of the left vehicle body is reduced, and the pressure of the rodless chamber of the left suspension cylinder increases. Since the chamber is connected to the rod chamber of the right suspension cylinder, the increased pressure is transmitted to the rod chamber on the right side, causing the pressure to increase accordingly; while the pressure of the rod chamber of the left suspension cylinder decreases, the oil in the rodless chamber of the right suspension cylinder enters the rod chamber of the left suspension cylinder under pressure. In this way, when the left suspension cylinder is forced to compress, the piston and piston rod of the right suspension cylinder retract relative to the cylinder barrel under pressure, and the height of the right vehicle body is reduced accordingly, thereby reducing the height difference between the left and right sides, providing the vehicle with an anti-roll function.

[0029] In some embodiments, a first one-way valve 20 is provided at the rodless chamber of the left front suspension cylinder 11 and the rodless chamber of the right front suspension cylinder 13, and the two first one-way valves 20 are respectively provided in parallel on the first pipeline 3 and the second pipeline 4; a first damping device 40 is provided on the first pipeline 3 and the second pipeline 4, and multiple first damping devices 40 are respectively provided at the rod chamber and the rodless chamber of the left front suspension cylinder 11 and the rod chamber and the rodless chamber of the right front suspension cylinder 13, and the first damping devices 40 at the rodless chambers of the left front suspension cylinder 11 and the right front suspension cylinder 13 are each connected in parallel with a first one-way valve 20.

[0030] For example Figure 2 As shown, when the suspension of the front axle of the whole vehicle is stressed, the piston rod in the suspension cylinder is contracted by the force, the frame descends, the space of the rodless chamber of the suspension cylinder is reduced, the internal oil is squeezed, and flows out along the pipeline. At this time, the resistance of the first damping device 40 in the pipeline is relatively large, and the channel resistance of the first one-way valve 20 connected in parallel to the pipeline is small. Therefore, most of the oil flows out through the channel of the first one-way valve 20, among which a part of the oil flows into the rod chamber of the suspension cylinder on the opposite side, and the other part of the oil flows into the accumulator on the opposite side. The gas in the accumulator is compressed by the oil to absorb the pressure brought by the load, thereby playing the role of a gas spring.

[0031] Furthermore, when the gas pressure inside the accumulator is equal to the pressure brought by the external load, the relative position of the frame and the axle of the whole vehicle no longer changes; when the suspension force of the whole vehicle decreases, the high-pressure gas inside the accumulators on both sides begins to release the pressure and re-send the oil into the rodless cavity of the opposite suspension cylinder. At this time, the space of the rodless cavity of the suspension cylinder increases, the piston rod in the suspension cylinder extends, the frame rises, and the distance between the frame and the axle becomes longer. As the pressure release in the accumulators on both sides gradually decreases, the rise of the frame gradually slows down until it reaches a balanced state again, the frame stops rising, and the suspension of the whole vehicle is restored to balance.

[0032] Furthermore, when the oil flows back to the rodless chamber of the suspension cylinder, due to the presence of the first one-way valve 20, the oil cannot pass through the channel of the first one-way valve 20. Therefore, the oil flows back to the rodless chamber through the first damping device 40 in the pipeline. The presence of the first damping device 40 will increase the reflux resistance of the oil. In this way, the reflux speed of the returning oil can be reduced, so that the oil can slowly enter the rodless chamber of the suspension cylinder, and then the accumulated pressure in the accumulator can be slowly released, avoiding too fast pressure release, causing the piston rod in the suspension cylinder to extend too quickly, causing the frame to bounce, and causing a driving safety hazard.

[0033] In addition, first damping devices 40 are also provided at the left front accumulator 12 and the right front accumulator 14. The first dampers provided here can further slow down the reflux speed of the oil in the accumulator.

[0034] In some embodiments, the first damping device 40 can be a damping hole, an adjustable damping, etc.

[0035] In some embodiments, a second one-way valve 30 is provided at the rodless cavity of the left middle suspension cylinder 21, the rodless cavity of the left rear suspension cylinder 23, the rodless cavity of the right middle suspension cylinder 22 and the rodless cavity of the right rear suspension cylinder 24, wherein two second one-way valves 30 are respectively connected in parallel to the third pipeline 5, and two second one-way valves 30 are respectively connected in parallel to the fifth pipeline 7; the third pipeline 5, the fourth pipeline 6, the fifth pipeline 7 and the sixth pipeline 8 are all provided with a second damping device 50, and multiple second damping devices 50 are respectively arranged at the rod chamber and rodless chamber of the left middle suspension cylinder 21, the rod chamber and rodless chamber of the left rear suspension cylinder 23, the rod chamber and rodless chamber of the right middle suspension cylinder 22 and the rod chamber and rodless chamber of the right rear suspension cylinder 24, and the second damping device 50 at the rodless chamber of the left middle suspension cylinder 21 and the left rear suspension cylinder 23 is respectively connected in parallel with a second one-way valve 30, and the second damping device 50 at the rodless chamber of the right middle suspension cylinder 21 and the right rear suspension cylinder 23 is respectively connected in parallel with a second one-way valve 30.

[0036] For example Figure 2 As shown, when the center and rear axle suspensions of the vehicle are subjected to stress, the piston rods in the suspension cylinders on both sides are contracted by the stress, the frame descends, the space in the rodless chambers of the suspension cylinders on both sides is reduced, the internal oil is squeezed, and flows out along the pipeline. At this time, the resistance of the second damping device 50 in the pipeline is relatively large, while the channel resistance of the second one-way valve 30 connected in parallel to the pipeline is small. Therefore, most of the oil flows out through the channel of the second one-way valve 30, wherein a part of the oil flows into the rod chamber of the suspension cylinder on the opposite side, and the other part of the oil is divided into two paths, one path flows into the rodless chamber accumulator on the same side, and the other path flows into the rod chamber accumulator on the other side. By compressing the gas in the accumulators on both sides to release the pressure caused by the load, the piston rod of the suspension cylinder is quickly recovered.

[0037] Furthermore, when the gas pressure inside the accumulators on both sides is equal to the pressure brought by the external load, the relative position of the frame and the axle of the whole vehicle no longer changes; when the suspension force of the rear axle of the whole vehicle decreases, the high-pressure gas inside the accumulators on both sides begins to release the pressure and re-send the oil into the rodless cavity of the suspension cylinder. At this time, the space of the rodless cavity of the suspension cylinder increases, the piston rod in the suspension cylinder extends, the frame rises, and the distance between the frame and the axle becomes longer. As the pressure release in the accumulator gradually decreases, the rise of the frame gradually slows down until it reaches a balanced state again, the frame stops rising, and the suspension of the whole vehicle is restored to balance.

[0038] Furthermore, the second damping device 50 of the rear axle of the vehicle has the same purpose as the first damping device 40 of the front axle, both of which are to increase the return resistance of the oil to slow down the extension speed of the suspension cylinder piston rod to avoid excessive force on the frame and cause frame vibration.

[0039] At the same time, the left middle rear rodless chamber accumulator 25, the left middle rear rod chamber accumulator 26, the right middle rear rodless chamber accumulator 27 and the right middle rear rod chamber accumulator 28 are also provided with a second damping device 50. The design purpose is also to further slow down the oil reflux speed in the accumulator.

[0040] In some embodiments, the second damping device 50 can be a damping hole, an adjustable damping, etc.

[0041] The present invention also discloses a three-axle rigid mining car, comprising the full hydraulic suspension system for the three-axle rigid mining car in the above embodiment.

[0042] The full hydraulic suspension system for a three-axle rigid mine car according to the embodiment of the present invention and other structures and operations of the three-axle rigid mine car are well known to those skilled in the art and will not be described in detail here.

[0043] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0044] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A fully hydraulic suspension system for a three-axle rigid mining car, characterized in that: include: Front axle suspension components and mid-rear axle suspension components; The front axle suspension assembly includes a left front suspension cylinder, a left front accumulator, a right front suspension cylinder and a right front accumulator, the rodless chamber of the left front suspension cylinder is connected to the rod chamber of the right front suspension cylinder through a first pipeline, the right front accumulator is connected to the first pipeline, the rodless chamber of the right front suspension cylinder is connected to the rod chamber of the left front suspension cylinder through a second pipeline, and the left front accumulator is connected to the second pipeline; The center-rear axle suspension assembly includes a left center suspension cylinder, a right center suspension cylinder, a left rear suspension cylinder, a right rear suspension cylinder, a left center rear rodless chamber accumulator, a left center rear rod chamber accumulator, a right center rear rodless chamber accumulator and a right center rear rod chamber accumulator, the rodless chamber of the left center suspension cylinder is connected to the rodless chamber of the left rear suspension cylinder through a third pipeline, the left center rear rodless chamber accumulator is connected to the third pipeline, the rod chamber of the left center suspension cylinder is connected to the rod chamber of the left rear suspension cylinder through a fourth pipeline, the left center rear rod chamber accumulator is connected to the fourth pipeline, the rodless chamber of the right center suspension cylinder is connected to the rodless chamber of the right rear suspension cylinder through a fifth pipeline, the right center rear rodless chamber accumulator is connected to the fifth pipeline, the rod chamber of the right center suspension cylinder is connected to the rod chamber of the right rear suspension cylinder through a sixth pipeline, and the right center rear rod chamber accumulator is connected to the sixth pipeline; The third pipeline is connected to the sixth pipeline via a first interconnected pipeline, and the fourth pipeline is connected to the fifth pipeline via a second interconnected pipeline.

2. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 1, characterized in that: A first one-way valve is disposed at the rodless chamber of the left front suspension cylinder and the rodless chamber of the right front suspension cylinder, and two first one-way valves are respectively disposed in parallel on the first pipeline and the second pipeline.

3. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 2 is characterized in that: The first pipeline and the second pipeline are both provided with a first damping device, and a plurality of the first damping devices are respectively arranged at the rod chamber and the rodless chamber of the left front suspension cylinder and the rod chamber and the rodless chamber of the right front suspension cylinder, and the first damping devices at the rodless chambers of the left front suspension cylinder and the right front suspension cylinder are each connected in parallel with a first one-way valve.

4. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 3 is characterized in that: The first damping device is also provided at the left front accumulator and the right front accumulator.

5. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 1, characterized in that: The rodless chamber of the left middle suspension cylinder, the rodless chamber of the left rear suspension cylinder, the rodless chamber of the right middle suspension cylinder and the rodless chamber of the right rear suspension cylinder are all provided with second one-way valves, wherein two of the second one-way valves are respectively connected in parallel on the third pipeline, and two of the second one-way valves are respectively connected in parallel on the fifth pipeline.

6. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 5, characterized in that: The third pipeline, the fourth pipeline, the fifth pipeline and the sixth pipeline are all provided with second damping devices, and multiple second damping devices are respectively arranged at the rod chamber and the rodless chamber of the left middle suspension cylinder, the rod chamber and the rodless chamber of the left rear suspension cylinder, the rod chamber and the rodless chamber of the right middle suspension cylinder and the rod chamber and the rodless chamber of the right rear suspension cylinder, and the second damping devices at the rodless chambers of the left middle suspension cylinder and the left rear suspension cylinder are each connected in parallel with a second one-way valve, and the second damping devices at the rodless chambers of the right middle suspension cylinder and the right rear suspension cylinder are each connected in parallel with a second one-way valve.

7. The full hydraulic suspension system for a three-axle rigid mining vehicle according to claim 6, characterized in that: The second damping device is also provided at the left middle and rear rodless chamber accumulator, the left middle and rear rod chamber accumulator, the right middle and rear rodless chamber accumulator and the right middle and rear rod chamber accumulator.

8. A three-bridge rigid mining car, characterized in that: It comprises a full hydraulic suspension system for a three-axle rigid mining car as described in any one of claims 1 to 7.

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