Torsion axle with adjustable damping structure

Abstract

The invention relates to the technical field of torsion axles, in particular to a torsion axle with an adjustable damping structure. Two crank arm shaft head assemblies are in an axial symmetry relation; the two torsion shaft assemblies respectively comprise a half shaft whose outer end fixedly sleeves the top end of the crank arm shaft head assembly and a plurality of first torsion plates which are axially fixed on the outer peripheral wall of the half shaft. Each axle tube assembly comprises a tube body rotationally arranged outside the half shaft in a sleeving mode and a plurality of second torsion plates fixed to the inner circumferential wall of the tube body in the axial direction, and the second torsion plates and the first torsion plates are alternately arranged. The U-shaped bolt is used for fixedly connecting the pipe body to a trailer chassis; the two sides of the air distribution seat are fixedly connected with the inner end of the pipe body, the opening ends of the air bags are connected to the two side walls of the air distribution seat in a sleeving mode, the air bags extend to the position between the first torsion plate and the second torsion plate, and the air distribution valve set is used for inflating and deflating the air bags. The torsion axle has the function of flexible adjustment and shock absorption, and therefore the requirements of different use working conditions are well met.

Description

Technical Field

[0001] This invention relates to the field of torsion axle technology, specifically to a torsion axle with an adjustable damping structure. Background Technology

[0002] Towable caravans and trailers are extremely popular in Europe and America, and their market share in China has been growing rapidly in recent years. For towable caravans and trailers, the torsion axle is a crucial component. The torsion axle transmits torque through a torsion shaft, withstands loads, and buffers vibrations, serving multiple functions including load-bearing, braking, and stability.

[0003] Currently, most axles used in the trailer industry are still fixed-damping spring leaf and spiral leaf structures, none of which have adjustable damping capabilities. This significantly limits the operating conditions of trailer products.

[0004] Therefore, there is an urgent need for a torsion axle with an adjustable damping structure to facilitate suspension stiffness adjustment and chassis height adjustment, thereby meeting the different operating conditions of trailers. Summary of the Invention

[0005] The purpose of this invention is to provide a torsion axle with an adjustable damping structure to solve the problem that existing torsion axles do not have adjustable damping function, thus making it difficult to meet the needs of different operating conditions.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a torsion axle with an adjustable shock absorption structure, wherein the two crank arm axle head assemblies are axially symmetrical; each of the two torsion axle assemblies includes a half-shaft whose outer end is fixedly sleeved on the top of the crank arm axle head assembly and a plurality of torsion plates one respectively fixed axially to the outer peripheral wall of the half-shaft; each of the two axle tube assemblies includes a tube body rotatably sleeved on the outside of the half-shaft and a plurality of torsion plates two respectively fixed axially to the inner peripheral wall of the tube body, wherein the torsion plates two and the torsion plates one are alternately arranged; U-bolts are used to fix the tube body to the trailer chassis; the shock absorption valve assembly includes a valve seat fixedly connected to the inner end of the tube body on both sides, a plurality of airbags with open ends sleeved on both sides of the valve seat and extending to the space between the torsion plates one and two, and a valve group for inflating and deflating the airbags.

[0007] Preferably, the crank arm shaft head assembly includes a crank arm, a baffle, and an end bolt. The top end of the crank arm is provided with a shaft cavity, and the outer end of the half shaft is provided with a shaft head that is axially slidably fitted and matched with the shaft cavity. The end bolt passes through the baffle and is threadedly fitted with the outer end face of the shaft head.

[0008] Preferably, the top of the tube near both ends is fixed with a fixing seat, and the front and rear ends of the fixing seat are respectively provided with through holes that match the U-bolts.

[0009] Preferably, a fixing ring is fixed to the outer edge of the inner end of the tube body, and the air distribution seat includes a cylindrical seat and connecting rings fixed to the outer edges of both ends of the cylindrical seat. A plurality of through holes arranged circumferentially on the side wall of the connecting ring are fitted with connecting bolts that are threadedly matched with the fixing ring. A plurality of air outlet channels are arranged circumferentially on the inner wall of the cylindrical seat, with both ends respectively matched with the opening end of the airbag.

[0010] Preferably, the outer peripheral wall of the cylindrical seat is fitted with vent bolts corresponding to the positions of the air outlet channels, and the inner cavities of the vent bolts are respectively connected to the air supply ports of the air distribution valve group.

[0011] Preferably, the gas distribution valve assembly includes an electrically controlled valve, a connecting pipe between the gas supply port of the electrically controlled valve and the gas passage bolt, an air inlet connector installed at the air inlet of the electrically controlled valve for connecting to a gas source, a vent valve installed at the exhaust port of the electrically controlled valve, and an electrical socket provided on the electrically controlled valve.

[0012] Preferably, the air outlet channels are divided into two groups, and the air outlet channels in the two groups are spaced apart from each other. The air outlet channels in the same group are connected by air distribution pipes between the corresponding air passage bolts.

[0013] Preferably, a bushing one is rotatably sleeved between the outer end of the half shaft and the tube body, and a bushing two is rotatably sleeved between the inner end of the half shaft and the cylindrical seat. A retaining ring is fitted into the inner end of the half shaft at the position outside the bushing two through an annular groove on the outer peripheral wall.

[0014] Preferably, a vent valve is fitted on the peripheral wall of the cylindrical seat at a position offset from the vent channel, an axial hole is provided on the inner end face of the half shaft along its axial direction, and a radial hole communicating with the axial hole is provided on the half shaft at a position corresponding to the inner cavity of the tube.

[0015] Preferably, the airbag is equipped with a pressure sensor for detecting the internal air pressure.

[0016] Compared with the prior art, the beneficial effects of the present invention are:

[0017] The present invention relates to a torsion axle with an adjustable damping structure, which can not only adjust the stiffness of the suspension, but also adjust the height of the chassis, thereby making it easier for the trailer to adapt to different road conditions and special working conditions. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the entire invention;

[0019] Figure 2 This is an exploded structural diagram of the crank arm shaft head assembly of the present invention;

[0020] Figure 3 This is a three-dimensional structural schematic diagram of the torsion shaft assembly of the present invention;

[0021] Figure 4 This is a three-dimensional structural schematic diagram of the bridge tube assembly of the present invention;

[0022] Figure 5 This is a three-dimensional structural schematic diagram of the shock-absorbing valve train assembly of the present invention;

[0023] Figure 6 This is a three-dimensional structural schematic diagram of the gas distribution seat of the present invention;

[0024] Figure 7 This is a three-dimensional structural diagram of the gas distribution valve assembly of the present invention;

[0025] Figure 8 This is a cross-sectional view of the torsion shaft of the present invention;

[0026] Figure 9 This is a cross-sectional view of the shock-absorbing air distribution component of the present invention.

[0027] In the diagram: 1-Crank arm shaft head assembly; 1.1-Crank arm; 1.1.1-Shaft cavity; 1.2-Baffle; 1.3-End bolt;

[0028] 2-Torque shaft assembly; 2.1-Half shaft; 2.1.1-Axial hole; 2.1.2-Radial hole; 2.1.3-Shaft end;

[0029] 2.2 Torsion plate one; 2.3 Bushing one; 2.4 Bushing two; 2.5 Retaining ring;

[0030] 3-U-bolts;

[0031] 4-Bridge tube assembly; 4.1-Tube body; 4.2-Fixing seat; 4.3-Torsion plate II; 4.4-Fixing ring;

[0032] 5-Shock-damping air distribution assembly; 5.1-Air distribution seat; 5.1.1-Cylindrical seat; 5.1.2-Connecting ring; 5.1.3-Air passage bolt; 5.1.4-Air distribution pipe; 5.1.5-Air outlet channel; 5.1.6-Air vent valve; 5.2-Airbag; 5.3-Air distribution valve assembly; 5.3.1-Electrically controlled valve; 5.3.2-Air inlet connector; 5.3.3-Air release valve; 5.3.4-Air connection pipe; 5.3.5-Electric socket; 5.4-Connecting bolt. Detailed Implementation

[0033] 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.

[0034] Please see Figure 1-9 The present invention provides a technical solution: a torsion axle with an adjustable shock absorption structure, wherein two crank arm axle head assemblies 1 are axially symmetrical; wherein, the crank arm axle head assembly 1 includes a crank arm 1.1, a baffle 1.2 and an end bolt 1.3, the top of the crank arm 1.1 is provided with an axle cavity 1.1.1, and the bottom of the crank arm 1.1 is assembled and connected to the wheel hub unit.

[0035] The two torsion shaft assemblies 2 each include a half-shaft 2.1 whose outer end is fixedly sleeved on the top of the crank arm shaft head assembly 1, and multiple torsion plates 2.2 respectively fixed axially to the outer peripheral wall of the half-shaft 2.1; wherein, the outer end of the half-shaft 2.1 is provided with a shaft head 2.1.3 that is axially slidably sleeved with the shaft cavity 1.1.1, and the shaft head 2.1.3 and the shaft cavity 1.1.1 can be sleeved in a spline assembly. The end bolt 1.3 passes through the baffle 1.2 and is threadedly sleeved on the outer end face of the shaft head 2.1.3. The baffle 1.2 is supported on the outer edge of the outer end of the shaft cavity 1.1.1 to prevent the shaft head 2.1.3 from slipping relative to the shaft cavity 1.1.1. A bushing 2.3 is rotatably fitted to the outer end of the half-shaft 2.1, with the outer side of bushing 2.3 abutting against the outer edge of the inner end of the shaft cavity 1.1.1. A bushing 2.4 is rotatably fitted to the inner end of the half-shaft 2.1. To prevent bushing 2.4 from falling off the inner end of the half-shaft 2.1, a retaining ring 2.5 is fitted to the inner end of the half-shaft 2.1 outside bushing 2.4 via an annular groove on its outer peripheral wall. Additionally, three torsion plates 2.2 are provided, with an included angle of 120° between each pair. To ensure the rigidity of torsion plates 2.2, a reinforcing structure is provided. Since the shaft head 2.1.3 and the shaft cavity 1.1.1 are connected by a spline assembly, the initial angle of the entire crank arm shaft head assembly 1 relative to the torsion shaft assembly 2 can be adjusted.

[0036] The two bridge tube assemblies 4 each include a tube body 4.1 rotatably fitted onto the outside of a half-shaft 2.1, and multiple torsion plates 4.3 axially fixed to the inner circumferential wall of the tube body 4.1. Three torsion plates 4.3 are provided, with an included angle of 120° between each pair. Torsion plates 4.3 and torsion plates 2.2 are alternately arranged. The outer end of the half-shaft 2.1 is rotatably fitted with the tube body 4.1 via a bushing 2.3. A fixing seat 4.2 is fixed to the top of the tube body 4.1 near both ends. The front and rear ends of the fixing seat 4.2 have vertically arranged through holes for fitting with U-bolts 3, i.e., the U-bolts 3 are used to fix the tube body 4.1 to the trailer chassis via the fixing seat 4.2. A fixing ring 4.4 is fixed to the outer edge of the inner end of the tube body 4.1. The fixing ring 4.4 has multiple threaded connection holes along its circumferential direction on its end face.

[0037] The shock-absorbing air distribution assembly 5 includes an air distribution seat 5.1 fixedly connected to the inner end of the pipe body 4.1 on both sides, multiple airbags 5.2 with open ends sleeved on the two side walls of the air distribution seat 5.1 and extending between the first torsion plate 2.2 and the second torsion plate 4.3, and an air distribution valve group 5.3 for inflating and deflating the airbags 5.2. The air distribution seat 5.1 includes a cylindrical seat 5.1.1 and connecting rings 5.1.2 fixed to the outer edges of both ends of the cylindrical seat 5.1.1. Multiple through holes arranged circumferentially on the side wall of the connecting rings 5.1.2 are fitted with connecting bolts 5.4 that are threadedly fitted into the threaded connecting holes on the fixing rings 4.4. Multiple air outlet channels 5.1.5 are arranged circumferentially within the wall of the cylindrical seat 5.1.1, with both ends sleeved into the open ends of the airbags 5.2. The outer peripheral wall of the cylindrical seat 5.1.1 is fitted with vent bolts 5.1.3 corresponding to the positions of the vent passage 5.1.5. The inner cavities of the vent bolts 5.1.3 are connected to the air supply ports of the air distribution valve assembly 5.3. The air distribution valve assembly 5.3 includes an electric control valve 5.3.1, a connecting pipe 5.3.4 connecting the air supply port of the electric control valve 5.3.1 and the vent bolts 5.1.3, an air inlet connector 5.3.2 installed at the air inlet of the electric control valve 5.3.1 for connecting to the air source, a vent valve 5.3.3 installed at the exhaust port of the electric control valve 5.3.1, and an electrical socket 5.3.5 provided on the electric control valve 5.3.1. The electrically controlled valve 5.3.1 is electrically connected to an external control system and power supply via an electrical socket 5.3.5. Control signals from the control system enable the valve 5.3.1 to control the on / off state of the air source and the deflation valve 5.3.3, thereby regulating the inflation and deflation of the airbag 5.2. When inflating the airbag 5.2, the valve 5.3.1 connects the air inlet connector 5.3.2 and the connecting pipe 5.3.4. The air source inflates the airbag 5.2 sequentially through the air inlet connector 5.3.2, the connecting pipe 5.3.4, the air passage bolt 5.1.3, and the air outlet 5.1.5. When deflating and depressurizing the airbag 5.2, the electric control valve 5.3.1 connects the air passage between the air connecting pipe 5.3.4 and the deflating valve 5.3.3. The gas in the airbag 5.2 is then discharged sequentially through the air outlet 5.1.5, the air passage bolt 5.1.3, the air connecting pipe 5.3.4, and the deflating valve 5.3.3, thereby realizing the deflating and depressurizing process of the airbag 5.2.

[0038] The air outlet 5.1.5 is divided into two groups, and the air outlet 5.1.5 in the two groups are spaced apart from each other. The air outlet 5.1.5 in the same group is connected to the air distribution pipe 5.1.4 through the corresponding air bolt 5.1.3. The air bolt 5.1.3 in the two groups of air outlet 5.1.5 are independently connected to the air supply port of the solenoid valve 5.3.1 through the connecting pipe 5.3.4.

[0039] In summary, combining Figure 8The airbags 5.2 are numbered as follows: a, c, and e correspond to one group of airbags 5.2, while b, d, and f correspond to two groups of airbags 5.2. When one group of airbags 5.2 is inflated and the second group of airbags 5.2 is deflated, the half-shaft 2.1 rotates clockwise; conversely, the half-shaft 2.1 rotates counterclockwise. The half-shaft 2.1 drives the crank arm axle assembly 1 to swing in the corresponding direction, thereby adjusting the height of the trailer chassis.

[0040] In addition, inflating and pressurizing all airbags 5.2 can adjust the shock absorption stiffness to be stiffer; deflating and depressurizing all airbags 5.2 can adjust the shock absorption stiffness to be softer.

[0041] A vent valve 5.1.6 is fitted on the circumferential wall of the cylindrical seat 5.1.1 at a position offset from the vent channel 5.1.5. An axial hole 2.1.1 is provided on the inner end face of the half-shaft 2.1 along its axial direction. A radial hole 2.1.2, communicating with the axial hole 2.1.1, is provided on the half-shaft 2.1, corresponding to the position of the inner cavity of the tube body 4.1. External air enters the inner cavity of the cylindrical seat 5.1.1 through the vent valve 5.1.6, and then sequentially enters the inner cavity of the tube body 4.1 through the axial hole 2.1.1 and the radial hole 2.1.2, thereby achieving pressure balance between the inside and outside.

[0042] A pressure sensor is installed at the end of the airbag 5.2 to detect the internal air pressure. That is, by detecting the internal air pressure of the airbag 5.2, the wheel bumps can be sensed by detecting changes in air pressure. Alternatively, wheel bumps can also be sensed by installing a ground displacement sensor on the outside of the tube.

[0043] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0044] 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 torsion axle with an adjustable damping structure, characterized in that, include: Crank arm axle head assembly (1), the two crank arm axle head assemblies (1) are axially symmetrical; Torque shaft assembly (2), the two torsion shaft assemblies (2) respectively include a half shaft (2.1) whose outer end is fixedly sleeved on the top of the crank arm shaft head assembly (1) and a plurality of torsion plates (2.2) respectively fixed axially to the outer peripheral wall of the half shaft (2.1). Bridge tube assembly (4), each of the two bridge tube assemblies (4) includes a tube body (4.1) rotatably fitted outside the half shaft (2.1) and a plurality of torsion plates two (4.3) respectively fixed axially to the inner peripheral wall of the tube body (4.1), the torsion plates two (4.3) and the torsion plates one (2.2) are alternately arranged; U-bolts (3) are used to fix the tube body (4.1) to the trailer chassis; The shock-absorbing air distribution assembly (5) includes an air distribution seat (5.1) fixedly connected to the inner end of the tube body (4.1) on both sides, multiple airbags (5.2) with open ends sleeved on both sides of the air distribution seat (5.1) and extending to the space between the first torsion plate (2.2) and the second torsion plate (4.3), and an air distribution valve group (5.3) for inflating and deflating the airbags (5.2).

2. The torsion axle with an adjustable damping structure according to claim 1, characterized in that: The crank arm axle assembly (1) includes a crank arm (1.1), a baffle (1.2), and an end bolt (1.3). The top end of the crank arm (1.1) is provided with a shaft cavity. 1.1.1), the outer end of the half shaft (2.1) is provided with a shaft head (2.1.3) that is axially slidably fitted and matched with the shaft cavity (1.1.1), and the end bolt (1.3) passes through the baffle (1.2) and is threadedly fitted with the outer end face of the shaft head (2.1.3).

3. The torsion axle with an adjustable damping structure according to claim 1, characterized in that: The tube body (4.1) is fixed with a fixing seat (4.2) near the top of both ends. The front and rear ends of the fixing seat (4.2) are respectively provided with through holes in the vertical direction to match the U-bolt (3).

4. A torsion axle with an adjustable damping structure according to claim 1, characterized in that: A fixing ring (4.4) is fixed to the outer edge of the inner end of the pipe body (4.1). The gas distribution seat (5.1) includes a cylindrical seat (5.1.1) and connecting rings fixed to the outer edges of both ends of the cylindrical seat (5.1.1). 5.1.2), the connecting ring (5.1.2) has multiple perforations along the circumferential direction on its side wall, each fitted with a connecting bolt (5.4) that is threaded and matched with the fixing ring (4.4). The cylindrical seat (5.1.1) has multiple air outlet channels (5.1.5) along the circumferential direction in its wall, each with both ends that are fitted and matched with the opening end of the airbag (5.2).

5. A torsion axle with an adjustable damping structure according to claim 4, characterized in that: The outer peripheral wall of the cylindrical seat (5.1.1) is fitted with vent bolts (5.1.3) at the positions corresponding to the air outlet (5.1.5), and the inner cavity of the vent bolts (5.1.3) is connected to the air supply port of the air distribution valve group (5.3).

6. A torsion axle with an adjustable damping structure according to claim 5, characterized in that: The gas distribution valve assembly (5.3) includes an electrically controlled valve (5.3.1), a connecting pipe (5.3.4) connecting the gas supply port of the electrically controlled valve (5.3.1) and the gas passage bolt (5.1.3), an air inlet connector (5.3.2) installed at the air inlet of the electrically controlled valve (5.3.1) and used to connect to a gas source, a vent valve (5.3.3) installed at the exhaust port of the electrically controlled valve (5.3.1), and an electrical socket (5.3.5) provided on the electrically controlled valve (5.3.1).

7. A torsion axle with an adjustable damping structure according to claim 5, characterized in that: The air outlet channel (5.1.5) is divided into two groups, and the air outlet channels in the two groups ( 5.1.5) They are arranged at intervals, and the air outlets (5.1.5) in the same group are connected by air distribution pipes (5.1.4) to the corresponding air bolts (5.1.3).

8. A torsion axle with an adjustable damping structure according to claim 4, characterized in that: A bushing one (2.3) is rotatably sleeved between the outer end of the half shaft (2.1) and the tube body (4.1), and a bushing two (2.4) is rotatably sleeved between the inner end of the half shaft (2.1) and the cylindrical seat (5.1.1). A retaining ring (2.5) is fitted into the outer peripheral wall annular groove at the position of the inner end of the half shaft (2.1) outside the bushing two (2.4).

9. A torsion axle with an adjustable damping structure according to claim 4, characterized in that: A vent valve (5.1.6) is fitted onto the peripheral wall of the cylindrical seat (5.1.1) at a position offset from the vent channel (5.1.5). An axial hole is provided along the axial direction on the inner end face of the half-shaft (2.1). 2.1.1), the half-shaft (2.1) is provided with a radial hole along the radial direction corresponding to the position of the inner cavity of the tube body (4.1), which communicates with the axial hole (2.1.1). 2.1.2）。 10. A torsion axle with an adjustable damping structure according to claim 1, characterized in that: The airbag (5.2) is equipped with a pressure sensor at its end for detecting the internal air pressure.

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