Suspension system for mining dump truck and mining dump truck

Abstract

The invention discloses a suspension system for a mining dump truck and the mining dump truck. The suspension system comprises a guide mechanism and a hydro-pneumatic spring. The guide mechanism comprises an upper longitudinal thrust rod and a lower longitudinal thrust rod, one end of the upper longitudinal thrust rod and one end of the lower longitudinal thrust rod are hinged to an axle located below the frame, and the other end of the upper longitudinal thrust rod and the other end of the lower longitudinal thrust rod are hinged to the frame. The upper longitudinal thrust rod comprises a first upper longitudinal thrust rod and a second upper longitudinal thrust rod, and the lower longitudinal thrust rod comprises a first lower longitudinal thrust rod and a second lower longitudinal thrust rod; the distance between the two ends, close to the axle, of the first upper longitudinal thrust rod and the second upper longitudinal thrust rod is smaller than the distance between the two ends, close to the frame, of the first upper longitudinal thrust rod and the second upper longitudinal thrust rod, and the distance between the two ends, close to the axle, of the first lower longitudinal thrust rod and the second lower longitudinal thrust rod is equal to the distance between the two ends, close to the frame. According to the method, the motion trail of the axle under the complex road condition is effectively controlled, the lateral displacement amount is reduced to a theoretical zero value, and abnormal abrasion of tires is remarkably reduced. The axial stress mode of the hydro-pneumatic spring reduces the abrasion rate of the sealing structure and prolongs the service life.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mining vehicles, in particular to a suspension system for a mining dump truck and the mining dump truck. BACKGROUND

[0002] The existing suspension guide mechanism has many problems. During the bumpy driving of the vehicle, the axle will produce left and right displacement, which not only causes abnormal wear of the tire, but also seriously affects the driving stability of the vehicle.

[0003] The guide mechanism adopted in the prior art is mainly a structure of four connecting rods cooperating with a horizontal pull rod and an A-shaped frame. This structure is difficult to effectively constrain the displacement of the axle under complex working conditions. The lateral displacement of the axle will cause abnormal wear of the tire. SUMMARY

[0004] Therefore, the present application provides a suspension system for a mining dump truck, which has the advantages of effectively constraining the displacement of the axle, reducing abnormal wear of the tire, and prolonging the service life of the oil gas spring.

[0005] To achieve the above-mentioned purpose, the present application provides the following technical scheme: A suspension system for a mining dump truck, comprising a guide mechanism and an oil gas spring; the guide mechanism comprises an upper longitudinal thrust rod and a lower longitudinal thrust rod, the upper longitudinal thrust rod is located above the lower longitudinal thrust rod, and both the upper longitudinal thrust rod and the lower longitudinal thrust rod are hinged at one end to an axle located below a vehicle frame and hinged at the other end to the vehicle frame; the upper end of the oil gas spring is hinged to the vehicle frame, and the lower end of the oil gas spring is hinged to the vehicle frame; the upper longitudinal thrust rod comprises a first upper longitudinal thrust rod and a second upper longitudinal thrust rod, and the lower longitudinal thrust rod comprises a first lower longitudinal thrust rod and a second lower longitudinal thrust rod; the first upper longitudinal thrust rod and the second upper longitudinal thrust rod, and the first lower longitudinal thrust rod and the second lower longitudinal thrust rod are symmetrically arranged about the vehicle frame central axis; the distance between the two ends of the first upper longitudinal thrust rod and the second upper longitudinal thrust rod close to the axle is smaller than the distance between the two ends close to the vehicle frame, and the distance between the two ends of the first lower longitudinal thrust rod and the second lower longitudinal thrust rod close to the axle is equal to the distance between the two ends close to the vehicle frame.

[0006] Preferably, in the full load parking condition and on the same side of the vehicle body, the included angle between the projection line segment of the connecting line of the hinged center points of the upper longitudinal thrust rod close to the axle and the hinged center points of the lower longitudinal thrust rod close to the axle along the vehicle width direction and the projection line segment of the axis of the upper longitudinal thrust rod along the vehicle width direction is greater than or equal to 90°; in the full load parking condition and on the same side of the vehicle body, the included angle between the projection line segment of the connecting line of the hinged center points of the upper longitudinal thrust rod close to the axle and the hinged center points of the lower longitudinal thrust rod close to the axle along the vehicle width direction and the projection line segment of the axis of the lower longitudinal thrust rod along the vehicle width direction is greater than or equal to 90°.

[0007] Preferably, the included angle between the projection line segment of the connecting line of the upper longitudinal push rod near the hinged center point of the axle and the lower longitudinal push rod near the hinged center point of the axle along the vehicle width direction and the projection line segment of the axis of the oil-gas spring along the vehicle width direction is 1°-3°.

[0008] Preferably, under the full load parking condition, the upper longitudinal push rod and the lower longitudinal push rod are both parallel to the horizontal plane.

[0009] Preferably, the length of the upper longitudinal push rod is less than the length of the lower longitudinal push rod.

[0010] The application further provides a mine dump truck comprising the mine dump truck suspension system, the frame and the axle of any one of the above embodiments.

[0011] Preferably, the axle comprises a middle axle and a rear axle, the middle axle is arranged at the middle part of the frame, and the rear axle is arranged at the rear end of the frame.

[0012] Preferably, the guide mechanism is arranged on the middle axle and the rear axle, and the arrangement form and the arrangement direction of the guide mechanism on the middle axle are the same as those of the guide mechanism on the rear axle.

[0013] Preferably, the hinge seat is arranged on the frame and is hinged with the guide mechanism and the oil-gas spring.

[0014] Compared with the prior art, the application effectively controls the motion trajectory of the axle under complex road conditions, reduces the lateral displacement to a theoretical zero value, and significantly reduces the abnormal wear of the tire. The axial stress mode of the oil-gas spring reduces the wear rate of the sealing structure and prolongs the service life. The optimized layout of the push rod system enhances the overall stiffness of the suspension, improves the driving stability of the vehicle, and meets the working condition requirements of the mine dump truck under heavy load and high frequency impact.

[0015] Additional aspects and advantages of the application will be given in part in the following description, part will become obvious from the following description, or will be understood by those skilled in the art through practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the assembly view of the mine dump truck suspension system of the application; Figure 2 is the exploded view of the guide mechanism and the oil-gas spring of the application; Figure 3 is the position relationship diagram of the push rod and the oil-gas spring of the application.

[0017] Reference signs: 1, frame; 2, oil-gas spring; 3, pin shaft; 401, middle axle; 402, rear axle; 5, guide mechanism; 501, first upper longitudinal push rod; 502, second upper longitudinal push rod; 503, first lower longitudinal push rod; 504, second lower longitudinal push rod; 505, mounting hole surface. DETAILED DESCRIPTION

[0018] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present application, and cannot be understood as limiting the present application.

[0019] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited.

[0020] Reference is made below to Figures 1 to 3 A suspension system for a mine dump truck in an embodiment of the present application is described.

[0021] A suspension system for a mine dump truck is disclosed in an embodiment of the present application, comprising: a guide mechanism 5 and an oil-gas spring 2; the guide mechanism 5 comprises upper longitudinal push rods and lower longitudinal push rods, the upper longitudinal push rods are located above the lower longitudinal push rods, and the upper longitudinal push rods and the lower longitudinal push rods are both hinged at one end to an axle located below a vehicle frame 1 and hinged at the other end to the vehicle frame 1; the upper end of the oil-gas spring 2 is hinged to the vehicle frame 1, and the lower end is hinged to the vehicle frame 1; the upper longitudinal push rods comprise first upper longitudinal push rods 501 and second upper longitudinal push rods 502, and the lower longitudinal push rods comprise first lower longitudinal push rods 503 and second lower longitudinal push rods 504, the first upper longitudinal push rods 501 and the second upper longitudinal push rods 502, and the first lower longitudinal push rods 503 and the second lower longitudinal push rods 504 are arranged symmetrically about the center axis of the vehicle frame 1; the distance between the two ends of the first upper longitudinal push rods 501 and the second upper longitudinal push rods 502 close to the axle is less than the distance between the two ends close to the vehicle frame 1, and the distance between the two ends of the first lower longitudinal push rods 503 and the second lower longitudinal push rods 504 close to the axle is equal to the distance between the two ends close to the vehicle frame 1.

[0022] The two ends of the first upper longitudinal thrust rod 501 and the second upper longitudinal thrust rod 502 close to the axle end have a smaller distance than the two ends close to the frame 1 end. This structure produces geometric interference when the axle jumps, thereby inhibiting lateral displacement. The two ends of the first lower longitudinal thrust rod 503 and the second lower longitudinal thrust rod 504 are equidistantly arranged, and specifically adopt a parallel double-rod structure to maintain the stability of longitudinal constraint. The left-right symmetrical arrangement means that the thrust rod groups are mirror-symmetrically distributed on both sides of the frame 1 center axis, and specifically, the same length and installation angle of the thrust rods can be used to realize symmetrical installation with the center axis as the reference. This arrangement forms balanced constraint force through geometric symmetry, and eliminates lateral displacement caused by force difference of unilateral thrust rods.

[0023] Specifically, when the vehicle is running, the "eight" shaped expanding layout of the first upper longitudinal thrust rod 501 and the second upper longitudinal thrust rod 502 forms a spatial constraint to limit the lateral deviation of the axle. The parallel arrangement of the first lower longitudinal thrust rod 503 and the second lower longitudinal thrust rod 504 maintains the longitudinal stiffness and prevents the axle from swinging forward and backward. The oil gas spring 2 maintains axial expansion and contraction through the linkage action of the thrust rod when the axle vertically moves, avoiding lateral load. The multi-degree-of-freedom design of the hinge point allows the system to adaptively adjust within a limited range and balance the force in each direction.

[0024] Further, when the axle jumps under vertical load, the left-right symmetrical thrust rod groups produce synchronous constraint effect. The first upper longitudinal thrust rod 501 and the second upper longitudinal thrust rod 502 are symmetrically hinged on both sides of the frame 1 to form a symmetrical parallelogram constraint structure; the symmetrical arrangement of the first lower longitudinal thrust rod 503 and the second lower longitudinal thrust rod 504 further strengthens the longitudinal constraint. This symmetrical arrangement makes the lateral component of the axle during the jumping process be counteracted by the symmetrical reaction force of the two-side thrust rods, thereby limiting the displacement of the axle in the longitudinal plane and avoiding lateral deviation caused by asymmetric arrangement.

[0025] Compared with the prior art, the traditional scheme uses additional cross tie rods and A-shaped frames to compensate for the insufficient constraint of the four-bar linkage, resulting in a complex structure and increasing the failure points. The present scheme optimizes the geometric parameters of the four-bar linkage itself to realize motion control, simplifying the structure while improving reliability. In the prior art, the equal length and equidistant arrangement of the thrust rods leads to single constraint direction, and the present scheme differentiates the design of the thrust rod parameters to form multi-dimensional spatial constraint, which more effectively inhibits the composite displacement of the axle.

[0026] By the technical scheme, the motion track of the axle under complex road conditions is effectively controlled, the lateral displacement is reduced to a theoretical zero value, the lateral displacement during the jumping of the axle is effectively inhibited, and the lateral friction loss between the tire and the ground is reduced. The axial stress mode of the oil gas spring 2 reduces the wear rate of the sealing structure, improves the load transmission uniformity of the suspension system under braking and driving conditions, and prolongs the service life of the thrust rod and the hinged components. The optimized layout of the thrust rod system enhances the overall stiffness of the suspension, improves the driving stability of the vehicle, and meets the working condition requirements of the mine dump truck under heavy load and high frequency impact.

[0027] In some embodiments, for example Figure 1 and Figure 2 As shown in the drawings, the length of the upper longitudinal thrust rod is less than the length of the lower longitudinal thrust rod. The length of the upper longitudinal thrust rod refers to the straight-line distance between the two end hinge points thereof. The length of the lower longitudinal thrust rod refers to the straight-line distance between the two end hinge points thereof. The length difference is realized by size control during processing of the rod, and is fine-tuned by adjusting the thread fit amount of the connecting head during the assembly stage.

[0028] Specifically, the upper longitudinal thrust rod and the lower longitudinal thrust rod form an asymmetric structure system in the four-bar linkage mechanism. When the axle produces vertical displacement, the shorter length of the upper longitudinal thrust rod enhances the longitudinal constraint stiffness, and the longer length of the lower longitudinal thrust rod maintains the structural load-carrying capacity. The length difference between the two rods increases the equivalent swing radius of the four-bar linkage mechanism, and the longitudinal displacement component produced by the axle during vertical movement is geometrically constrained. Under braking conditions, the longer lower longitudinal thrust rod can effectively disperse impact loads, and the shorter upper longitudinal thrust rod limits the rearward movement trend of the axle by rigid support.

[0029] Compared with the prior art, the conventional four-bar linkage mechanism usually adopts equal-length thrust rods, resulting in a large longitudinal displacement of the axle when the axle jumps. The present scheme establishes an asymmetric rod length system, while maintaining the basic motion degrees of freedom of the suspension, and significantly reduces the longitudinal displacement amplitude of the axle by using the geometric constraint effect formed by the length difference between the rods.

[0030] By the technical scheme, the longitudinal displacement of the axle during vertical jumping is effectively inhibited, the slip amount of the tire and the ground contact area is reduced, and the abnormal wear of the tire is reduced. The motion track of the suspension system is optimized, and the stable guiding performance is maintained under complex working conditions, thereby prolonging the service life of the tire.

[0031] In some embodiments, for example Figure 1 and Figure 2As shown, the angle between the projection line segment of the connecting line of the hinging center point of the upper longitudinal thrust rod near the axle and the hinging center point of the lower longitudinal thrust rod near the axle along the vehicle width direction and the projection line segment of the axis of the upper longitudinal thrust rod along the vehicle width direction is greater than or equal to 90° in the full-load parking condition and on the same side of the vehicle body; the angle between the projection line segment of the connecting line of the hinging center point of the upper longitudinal thrust rod near the axle and the hinging center point of the lower longitudinal thrust rod near the axle along the vehicle width direction and the projection line segment of the axis of the lower longitudinal thrust rod along the vehicle width direction is greater than or equal to 90° in the full-load parking condition and on the same side of the vehicle body.

[0032] The projection angle refers to the angle between the axes of the upper longitudinal thrust rod and the lower longitudinal thrust rod when viewed in the extension direction of the axle, which is greater than or equal to 90°, and can be achieved by adjusting the hinging point position of the thrust rod on the axle and the vehicle frame 1. This design makes the longitudinal force borne by the thrust rod in the braking or driving condition closer to the axial direction, avoiding the generation of lateral force.

[0033] Specifically, when the vehicle brakes or drives, the longitudinal load is transmitted to the thrust rod system through the axle. Due to the projection angle being greater than or equal to 90°, the upper longitudinal thrust rod and the lower longitudinal thrust rod form a front-wide rear-narrow spatial layout, so that the longitudinal force is decomposed into a main force component along the axial direction of the thrust rod, reducing the generation of lateral force. The force direction of the thrust rod tends to be consistent with the axis, avoiding local stress concentration caused by lateral stress, thereby improving the uniformity of the force borne by the thrust rod.

[0034] Compared with the prior art, the projection angle of the thrust rod in the traditional suspension system is usually an acute angle, resulting in a large lateral force when the longitudinal load is transmitted, causing asymmetric wear of the thrust rod and the hinging point. The present application optimizes the load transmission path of the thrust rod by obtuse angle arrangement, so that the longitudinal force is uniformly distributed along the axial direction of the thrust rod, reducing the local stress peak.

[0035] Through the above technical solutions, the present application effectively solves the problem of uneven force borne by the thrust rod of the mine dump truck during braking and driving, reduces the asymmetric wear of the thrust rod and the hinging point, and improves the load stability and service life of the suspension system.

[0036] In some embodiments, for example Figure 1 and Figure 2 As shown, the angle between the projection line segment of the connecting line of the hinging center point of the upper longitudinal thrust rod near the axle and the hinging center point of the lower longitudinal thrust rod near the axle along the vehicle width direction and the projection line segment of the axis of the oil-gas spring 2 along the vehicle width direction is 1°-3°, preferably, for example Figure 3As shown, the included angle between the projection line segment of the connecting line of the upper longitudinal thrust rod close to the hinged center point of the axle and the lower longitudinal thrust rod close to the hinged center point of the axle and the projection line segment of the axis of the hydro-pneumatic spring 2 in the vehicle width direction is 2.7°. Among them, the projection line segment refers to the straight line segment formed by the orthographic projection of the connecting line of the hinged points of the upper longitudinal thrust rod and the lower longitudinal thrust rod at the end of the axle in the direction of the longitudinal center line of the axle, which reflects the guiding characteristics of the movement trajectory of the axle through geometric constraint relationship. Among them, the included angle refers to the acute angle or obtuse angle formed by the projection line segment and the center axis of the hydro-pneumatic spring 2 in the plane perpendicular to the axle axis, which is adjusted through the spatial geometric layout, and the specific implementation can be achieved by optimizing the design of the hinged point position of the thrust rod, so that the movement trajectory of the axle and the extension direction of the hydro-pneumatic spring 2 form a small angle deviation.

[0037] Specifically, when the axle jumps up and down under the action of the load, the projection direction of the connecting line of the hinged points of the upper longitudinal thrust rod and the lower longitudinal thrust rod at the end of the axle and the axis of the hydro-pneumatic spring 2 form an included angle of 1°-3°, and the angle range makes the movement trajectory of the axle and the axis direction of the hydro-pneumatic spring 2 close to parallel but with a controllable deviation. Under this angle constraint, the extension direction of the hydro-pneumatic spring 2 is basically coincident with the axis direction, effectively eliminating the radial component force generated by the deviation of the movement trajectory from the axis. At the same time, the small angle setting avoids the structural interference problem that may be caused by the complete parallel arrangement, and ensures the movement stability of the suspension system under extreme working conditions.

[0038] Compared with the prior art, the arrangement of the thrust rod in the traditional suspension system does not consider the angle matching between the movement trajectory of the axle and the axis of the hydro-pneumatic spring 2, resulting in that the hydro-pneumatic spring 2 bears a large radial load when the axle jumps. The projection angle formed by precisely controlling the position of the hinged point of the thrust rod in the present scheme makes the hydro-pneumatic spring 2 only bear axial compression force during the movement of the axle, which significantly reduces the wear risk of the sealing structure.

[0039] Through the above technical scheme, the present application effectively solves the problem of abnormal wear of the sealing element caused by the radial force borne by the hydro-pneumatic spring 2 when the axle jumps up and down, makes the hydro-pneumatic spring 2 maintain an axial stress state under dynamic working conditions, prolongs the service life of the sealing structure, and at the same time maintains the compact layout characteristics of the suspension system.

[0040] In some embodiments, for example Figure 1 and Figure 2 As shown, in the full load parking condition, the upper longitudinal thrust rod and the lower longitudinal thrust rod are both parallel to the horizontal plane. Among them, parallel to the horizontal plane means that when the thrust rod is installed, its axis is parallel to the ground, and the specific implementation can be achieved by using the installation mode of the hinged seat cooperating with the pin shaft 3, and by adjusting the spatial coordinates of the hinged point to make the rod body in a horizontal state. This arrangement makes the thrust rod only transmit axial force when bearing longitudinal load, avoiding the generation of lateral component force.

[0041] Specifically, when the axle bears braking or driving load, the horizontally arranged upper and lower longitudinal thrust rods convert the longitudinal force into tension or pressure along the axial direction of the rod. Since the rod has no inclination angle, the force transmission path is completely coincident with the extension direction of the rod body, avoiding the generation of bending moment. During the vertical jumping of the axle, the thrust rod system parallel to the horizontal plane forms a parallelogram motion trajectory, constraining the axle to translate in the vertical direction and avoiding motion interference caused by the inclination of the rod.

[0042] Through the above technical solution, the present application effectively avoids the bending stress of the thrust rod caused by the deviation of the force direction from the axis, reduces the radial friction between the rod and the hinge point, and makes the oil gas spring 2 axis parallel to the thrust rod endpoint line, thereby reducing the radial load borne by the oil gas spring 2 sealing structure during the jumping of the axle and prolonging the service life of the sealing element.

[0043] In some embodiments, for example Figure 1 As shown, a pin shaft 3 is arranged at each hinge point. Specifically, the pin shaft 3 is arranged at each hinge position of the suspension system, so that the upper and lower longitudinal thrust rods form a rigid rotary pair with the frame 1 and the axle. When the axle jumps under complex road conditions, the pin shaft 3 uniformly transmits the load to the connecting components through the shaft hole cooperation, avoiding local stress concentration. Since the cooperation precision between the pin shaft 3 and the mounting hole is high, the displacement of the axle in the front-rear and up-down directions is strictly limited, and only rotation around the axis of the pin shaft 3 is allowed. This design effectively prevents abnormal wear of the hinge point caused by multi-directional stress under the working condition of the mine dump truck frequently bearing impact load, while maintaining the accurate control of the motion trajectory of the axle by the guide mechanism 5.

[0044] Through the above technical solution, the present application realizes high-precision cooperation of the connecting part and uniform distribution of the load, significantly improving the structural stability of the suspension system under complex working conditions. This scheme effectively suppresses the phenomenon of accelerated wear of the hinge point caused by vibration and impact, prolongs the service life of the key components of the guide mechanism 5, and at the same time ensures the accurate control of the motion trajectory of the axle, providing reliable guarantee for reducing abnormal wear of the tire.

[0045] The present application also proposes a mine dump truck, which comprises the suspension system for mine dump truck of any one of the above embodiments, the frame 1 and the axle; the axle comprises a middle axle 401 and a rear axle 402, the middle axle 401 is arranged in the middle of the frame 1, and the rear axle 402 is arranged at the rear end of the frame 1.

[0046] Specifically, the middle axle 401 is installed in the middle region of the frame 1, and the axis thereof is perpendicular to the longitudinal center line of the frame 1. The rear axle 402 is installed in the terminal region of the frame 1 and maintains a set distance from the middle axle 401. The guide mechanisms 5 of the suspension system are respectively fixed to the two sides of the axle housing of the middle axle 401 and the rear axle 402, and form four-point connection with the frame 1 through the hinged seats. When the vehicle is running, the suspension systems of the middle axle 401 and the rear axle 402 work synchronously, the upper and lower longitudinal push rods of the guide mechanisms 5 constrain the lateral displacement of the axles, and the oil-gas springs 2 absorb the vertical impact load. The middle axle 401 and the rear axle 402 adopt the suspension systems with the same arrangement direction, so that the force directions of the two sets of guide mechanisms 5 are consistent, and mechanical interference in the middle and rear axle 402 region is avoided.

[0047] Through the above technical solution, the present application effectively reduces the tire uneven wear phenomenon caused by abnormal displacement of the axle. The cooperative movement of the middle axle 401 and the rear axle 402 enables the vehicle to maintain a stable running track under complex road conditions. The optimization of the arrangement mode of the axle solves the space conflict problem in the middle and rear axle 402 region of the multi-axle vehicle, and makes the force distribution of the suspension system more uniform under the braking and driving conditions, thereby prolonging the service life of the key components.

[0048] In some embodiments, for example Figure 1 As shown, the guide mechanisms 5 are arranged on the middle axle 401 and the rear axle 402, and the arrangement form and arrangement direction of the guide mechanisms 5 on the middle axle 401 are the same as those of the guide mechanisms 5 on the rear axle 402. The arrangement form refers to the spatial arrangement mode of the push rod group between the axle and the frame 1, which can be realized by adopting the same length ratio of the push rods and the same spacing ratio of the hinged points, and is used to establish an equivalent mechanical transmission path. The arrangement direction refers to the installation orientation of the push rod group in the longitudinal plane of the vehicle, which can be realized by adopting the mirror-symmetrical or parallel positioning mode, and is used to eliminate the structural interference between different axles.

[0049] Specifically, the guide mechanisms 5 of the middle axle 401 and the rear axle 402 adopt the same push rod length combination and hinged point layout, forming a translationally symmetrical installation mode. When the vehicle is running, the two sets of guide mechanisms 5 synchronously constrain the movement trajectories of the respective axles, and the spatial redundancy caused by the traditional symmetrical arrangement is eliminated through completely consistent geometric parameters. Under the braking or driving conditions, the same arrangement direction makes the longitudinal force components borne by the push rod groups of the middle axle 401 and the rear axle 402 balanced, avoiding local stress concentration caused by structural differences.

[0050] Compared with the prior art, when the traditional middle and rear axles are symmetrically arranged, the installation angles of the two axle thrust rod groups are mirror images of each other, resulting in spatial interference between the axles. The scheme unifies the arrangement directions, so that the installation planes of the middle and rear axle thrust rod groups remain parallel, effectively reducing the longitudinal space occupied by the inter-axle equipment. At the same time, the same arrangement form makes the equivalent lengths and stress angles of the axle thrust rod groups completely consistent, forming uniform load distribution when the vehicle turns or bounces.

[0051] Through the above technical scheme, the application solves the problem of limited installation space of the middle and rear axle guide mechanisms 5, and at the same time makes the dynamic load borne by each axle thrust rod group tend to be balanced under complex road conditions. The unified arrangement mode of the thrust rod groups avoids the difference in mechanical transmission paths between different axles, effectively reduces the risk of fatigue damage of local components, and prolongs the service life of the suspension system.

[0052] In some embodiments, for example Figure 1 As shown, the frame 1 is provided with a hinged seat hinged with the guide mechanism 5 and the oil-gas spring 2. Specifically, the hinged seat is arranged at the intersection area of the longitudinal beam and the cross beam of the frame 1, and the installation surface thereof is machined to ensure flatness. The two ends of the thrust rod are connected with the end hinged seats of the axle and the frame 1 through the pin shaft 3, forming double-hinged constraints; and the upper and lower end hinged seats of the oil-gas spring 2 are spatially positioned according to the axis angle requirement. During the bouncing of the axle, the hinged seat limits the movement freedom of each component, so that the geometric constraint relationship of the thrust rod remains stable, and at the same time, the axis of the oil-gas spring 2 and the line connecting the end points of the thrust rod form a preset included angle, and the change amount of the included angle in the dynamic adjustment process is controlled within the range of 1°-3°, so as to maintain the axial stress state.

[0053] Through the above technical scheme, the application effectively solves the problem of motion interference caused by insufficient installation and positioning precision of the guide mechanism 5 and the oil-gas spring 2, so that each component maintains a preset motion trajectory under dynamic working conditions, avoiding additional radial load caused by displacement of the connection points. At the same time, by optimizing the layout of the hinged seat, the constraint force of the thrust rod is directly transmitted to the rigid support area of the frame 1, reducing the friction loss of the connection part and improving the reliability of the suspension system under complex working conditions.

[0054] The other configurations and operations of the mine dump truck suspension system and the mine dump truck according to the embodiments of the application are known to those skilled in the art, and will not be described in detail here.

[0055] In the description of the specification, the description using the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" etc. means that the particular feature, structure, material or characteristic being described is included in at least one embodiment or example of the present application. The illustrative appearances of the above-mentioned terms in various places in the specification are not necessarily referred to the same embodiment or example. Moreover, the particular features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples. Furthermore, the description herein of certain examples does not necessarily exclude these examples from the scope of the application, and these examples can be combined with each other for the purpose of patentable inventions.

[0056] Although the embodiments of the present application have been shown and described, it would be appreciated by those skilled in the art that changes, modifications, alternatives and variations to these embodiments could be made without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension system for a mining dump truck, characterized in that, Comprise: a guide mechanism and an oil-gas spring; the guide mechanism comprises an upper longitudinal push rod and a lower longitudinal push rod, the upper longitudinal push rod is above the lower longitudinal push rod, and the upper longitudinal push rod and the lower longitudinal push rod are both hinged at one end to an axle below a frame and hinged at the other end to the frame; the upper end of the oil-gas spring is hinged to the frame, and the lower end is hinged to the frame; the upper longitudinal push rod comprises a first upper longitudinal push rod and a second upper longitudinal push rod, and the lower longitudinal push rod comprises a first lower longitudinal push rod and a second lower longitudinal push rod, and the first upper longitudinal push rod and the second upper longitudinal push rod, and the first lower longitudinal push rod and the second lower longitudinal push rod are arranged symmetrically about the center axis of the frame; the distance between the two ends of the first upper longitudinal push rod and the second upper longitudinal push rod close to the axle is less than the distance between the two ends close to the frame, and the distance between the two ends of the first lower longitudinal push rod and the second lower longitudinal push rod close to the axle is equal to the distance between the two ends close to the frame.

2. The mining dump truck suspension system of claim 1, wherein, In the same side of the vehicle body under the full load parking condition, the included angle between the projection line segment of the connecting line of the hinged center points of the upper longitudinal push rod close to the axle and the hinged center points of the lower longitudinal push rod close to the axle along the vehicle width direction and the projection line segment of the axis of the upper longitudinal push rod along the vehicle width direction is greater than or equal to 90°; In the same side of the vehicle body under the full load parking condition, the included angle between the projection line segment of the connecting line of the hinged center points of the upper longitudinal push rod close to the axle and the hinged center points of the lower longitudinal push rod close to the axle along the vehicle width direction and the projection line segment of the axis of the lower longitudinal push rod along the vehicle width direction is greater than or equal to 90°.

3. The mining dump truck suspension system of claim 1, wherein, The included angle between the projection line segment of the connecting line of the hinged center points of the upper longitudinal push rod close to the axle and the hinged center points of the lower longitudinal push rod close to the axle along the vehicle width direction and the projection line segment of the axis of the oil-gas spring along the vehicle width direction is 1°-3°.

4. The mining dump truck suspension system of claim 1, wherein, Under the full load parking condition, the upper longitudinal push rod and the lower longitudinal push rod are parallel to the horizontal plane.

5. The mining dump truck suspension system of claim 1, wherein, The length of the upper longitudinal push rod is less than the length of the lower longitudinal push rod.

6. A mining dump truck characterized in that, The suspension system for a mine dump truck, the frame and the axle of any one of the preceding claims 1-5 are included.

7. The mining dump truck of claim 6, wherein, The axle comprises a middle axle and a rear axle, the middle axle is arranged in the middle of the frame, and the rear axle is arranged at the rear end of the frame.

8. The mining dump truck of claim 7, wherein, The guide mechanism is arranged on the middle axle and the rear axle, and the arrangement form and direction of the guide mechanism on the middle axle are the same as those on the rear axle.

9. The mining dump truck of claim 7, wherein, The frame is provided with a hinged seat hinged with the guide mechanism and the oil-gas spring.

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