Damping device for refrigerator van

Abstract

The utility model provides a damping device for a refrigerator van, and belongs to the technical field of refrigerated vehicles. The damping device of the refrigerator van comprises a frame, a van and an elastic cylinder, hydraulic cylinders are hinged to the two sides of the frame, the hydraulic cylinders on the two sides are hinged to the van in an X shape, a limiting mechanism is arranged between the frame and the van, and the hydraulic cylinders on the two sides are communicated with the elastic cylinder in a limited mode. In the application, elastic support or rigid support is obtained by utilizing limited communication of the hydraulic cylinders and the elastic cylinders, so that the carriage can incline towards one side, and the hydraulic cylinders with the two sides arranged in an X shape are utilized to support and buffer the carriage, so that the carriage can incline towards one side, the centrifugal force of turning of the vehicle is resisted, and meanwhile, the damping capacity is reserved.

Description

Technical Field

[0001] The present application relates to the technical field of refrigerated vehicles, and in particular to a shock absorbing device for a refrigerated compartment. Background Art

[0002] General refrigerated transport vehicles have poor shock absorption, which can easily cause damage to fragile items.

[0003] In this regard, China's patent application number CN202120421955.X discloses a refrigerated compartment shock absorption device. This solution mainly arranges multiple buffer shock-absorbing rods and buffer cylinders on the periphery of the compartment to achieve buffering and shock absorption of the compartment.

[0004] However, in the process of implementing the technical solution in the embodiments of the present application, the inventor of the present application found that the above technology has at least the following technical problems:

[0005] Since the car body can sway from side to side, the center of gravity shifts when the vehicle turns, creating the risk of rollover. Utility Model Content

[0006] In order to make up for the above shortcomings, the present application provides a refrigerated compartment shock absorbing device, which aims to improve the problems mentioned in the above background technology.

[0007] An embodiment of the present application provides a shock absorbing device for a refrigerated compartment, comprising a frame, a compartment and an elastic cylinder, wherein hydraulic cylinders are hinged on both sides of the frame, and the hydraulic cylinders on both sides are hinged to the compartment in an X shape, and a limiting mechanism is arranged between the frame and the compartment, and the hydraulic cylinders on both sides are respectively connected to the elastic cylinders in a limited manner.

[0008] In a specific implementation, the limiting mechanism includes a front baffle, the front baffle is fixedly connected to the front end of the frame, and the carriage movably rests against the front baffle.

[0009] In the above implementation process, the front baffle plays a major supporting role and is used to support the forward rush of the car body when braking.

[0010] In a specific implementation, side baffles are fixedly connected to both sides of the front baffle, and the side baffles are located on both sides of the carriage.

[0011] In the above implementation process, the side baffle is used to provide a limit for the left and right swing of the carriage to avoid a large amplitude and danger.

[0012] In a specific embodiment, the limiting mechanism further includes a tailgate, the tailgate is fixedly connected to the carriage, and the tailgate movably rests against the frame.

[0013] In the above implementation process, the tailgate is used to provide support for the car body when the vehicle accelerates. In this embodiment, friction plates are attached to the front fender, rear fender and side fenders. The friction plates are made of polytetrafluoroethylene pads, which can reduce the friction between the car body and the front fender and rear fender, and can also provide a certain buffer.

[0014] In a specific embodiment, a shock-absorbing rod is arranged between the carriage and the frame.

[0015] In the above implementation process, the shock absorber rod is used to provide a tendency for the car body to return to the center, so that when the vehicle is traveling in a straight line, the car body is located in a central vertical state, and also provides a certain vertical buffering capacity.

[0016] In a specific implementation, the elastic cylinder includes a cylinder body, a piston is arranged in the cylinder body, hydraulic oil and compressed air are respectively arranged on both sides of the piston, and the hydraulic oil is connected to the hydraulic cylinders on both sides.

[0017] In the above implementation process, the hydraulic cylinder is compressed as the car shakes, and the hydraulic oil enters the cylinder body, pushing the piston to further compress the compressed air on the other side to produce a buffering effect.

[0018] In a specific implementation manner, a solenoid valve is provided on the oil supply nozzle of each hydraulic cylinder, and an acceleration sensor is provided on the frame to be linked with the solenoid valve.

[0019] In the above implementation process, the acceleration sensor senses the centrifugal force when the vehicle turns, and controls the solenoid valve switch through the on-board computer, so that the hydraulic cylinder on one side loses its elasticity, and the car body tilts to the other side to counteract the centrifugal force, which is beneficial to the stability of the car body when turning.

[0020] In a specific implementation manner, the hydraulic cylinders are arranged in pairs, each pair of the hydraulic cylinders is arranged in an X shape, and each pair of the hydraulic cylinders corresponds to one elastic cylinder.

[0021] In the above implementation process, when the vehicle shakes left and right, the two hydraulic cylinders extend and contract one, the hydraulic oil in the elastic cylinder flows in and out equally, the piston does not move, and the left and right buffers mainly rely on the left and right shock absorber rods. When the vehicle shakes up and down, the two hydraulic cylinders extend and contract at the same time, pushing the piston to move, and generating elasticity through compressed air to play a buffering role. At the same time, the two shock absorber rods extend and contract at the same time to play a damping role and also provide a certain elasticity. When the vehicle turns right, from the perspective of the hydraulic cylinders connected to the car body, the elasticity of the hydraulic cylinder on the left is cut off by the solenoid valve and the length is kept unchanged. After the hydraulic cylinder on the right is compressed, the car body tilts to the right, thereby counteracting the centrifugal force during turning. In another embodiment, each hydraulic cylinder is respectively connected to an elastic cylinder and an electromagnetic lock, which can play a similar role, but will increase the cost.

[0022] Compared with the prior art, the beneficial effects of the present application are: utilizing limited connection between the hydraulic cylinder and the elastic cylinder to obtain elastic support or rigid support, so that the car body can tilt to one side, and utilizing hydraulic cylinders arranged in an X shape on both sides to support the buffer car body, which is conducive to the car body tilting to one side, thereby counteracting the centrifugal force of the vehicle turning, while retaining the shock absorbing ability. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the implementation methods of the present application, the drawings required for use in the implementation methods will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 is a schematic diagram of a refrigerated compartment shock absorbing device provided in an embodiment of the present application;

[0025] Figure 2 A schematic diagram of the connection relationship between the hydraulic cylinder and the elastic cylinder provided in the embodiment of the present application;

[0026] Figure 3 This is a schematic diagram of the elastic cylinder structure provided in an embodiment of the present application.

[0027] In the figure: 10-frame; 20-carriage; 30-elastic cylinder; 31-cylinder body; 32-piston; 33-solenoid valve; 40-hydraulic cylinder; 50-limiting mechanism; 51-front baffle; 52-side baffle; 53-rear baffle; 60-shock-absorbing rod. DETAILED DESCRIPTION

[0028] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0029] See also Figure 1-Figure 3 The present application provides a shock absorbing device for a refrigerated compartment, comprising a frame 10, a compartment 20 and an elastic cylinder 30. A hydraulic cylinder 40 is hinged on both sides of the frame 10. The hydraulic cylinders 40 on both sides are hinged to the compartment 20 in an X shape. A limit mechanism 50 is provided between the frame 10 and the compartment 20. The hydraulic cylinders 40 on both sides are respectively connected to the elastic cylinder 30 in a limited manner. The elastic support or rigid support is obtained by using the limited connection between the hydraulic cylinder 40 and the elastic cylinder 30, so that the compartment 20 can be tilted to one side, and the hydraulic cylinders 40 arranged in an X shape on both sides are used to support the buffer compartment 20, which is conducive to the compartment 20 tilting to one side, thereby resisting the centrifugal force of the vehicle turning, while retaining the shock absorbing ability.

[0030] See also Figure 1-Figure 3The limiting mechanism 50 includes a front baffle 51, which is fixedly connected to the front end of the frame 10, and the carriage 20 is movably supported on the front baffle 51. The front baffle 51 plays a major supporting role and is used to support the forward rush of the carriage 20 during braking.

[0031] See also Figure 1-Figure 3 , side baffles 52 are fixedly connected on both sides of the front baffle 51, and the side baffles 52 are located on both sides of the carriage 20. The side baffles 52 are used to provide a limit for the left and right swing of the carriage 20 to avoid a large amplitude and danger.

[0032] See also Figure 1-Figure 3 The limiting mechanism 50 further includes a rear baffle 53, which is fixedly connected to the carriage 20 and movably abuts against the frame 10. The rear baffle 53 is used to provide support for the carriage 20 when the vehicle accelerates. In this embodiment, friction plates are attached to the front baffle 51, the rear baffle 53 and the side baffles 52. The friction plates are made of polytetrafluoroethylene pads, which can reduce the friction between the carriage 20 and the front baffle 51 and the rear baffle 53, and can also provide a certain buffer.

[0033] See also Figure 1-Figure 3 A shock-absorbing rod 60 is provided between the carriage 20 and the frame 10. The shock-absorbing rod 60 is used to provide a tendency for the carriage 20 to return to the center, so that when the vehicle is traveling in a straight line, the carriage 20 is located in a central vertical state, and also provides a certain vertical buffering capacity.

[0034] See also Figure 1-Figure 3 The elastic cylinder 30 includes a cylinder body 31, a piston 32 is arranged in the cylinder body 31, hydraulic oil and compressed air are arranged on both sides of the piston 32, and the hydraulic oil is connected to the hydraulic cylinders 40 on both sides. The hydraulic cylinder 40 is compressed as the carriage 20 shakes, and the hydraulic oil enters the cylinder body 31, pushing the piston 32 to further compress the compressed air on the other side to produce a buffering effect.

[0035] See also Figure 1-Figure 3 A solenoid valve 33 is provided on the oil supply nozzle of each hydraulic cylinder 40, and an acceleration sensor is provided on the frame 10 to be linked with the solenoid valve 33. The acceleration sensor senses the centrifugal force when the vehicle turns, and controls the switch of the solenoid valve 33 through the on-board computer, so that the hydraulic cylinder 40 on one side loses its elasticity, and the carriage 20 tilts to the other side to resist the centrifugal force, which is beneficial to the stability of the carriage 20 when turning.

[0036] See also Figure 1-Figure 3, the hydraulic cylinders 40 are arranged in pairs, each pair of hydraulic cylinders 40 is arranged in an X shape, and each pair of hydraulic cylinders 40 corresponds to an elastic cylinder 30. When the vehicle shakes left and right, the two hydraulic cylinders 40 extend and contract, and the hydraulic oil in the elastic cylinder 30 flows in and out equally, and the piston 32 does not move. The left and right buffers mainly rely on the left and right shock-absorbing rods 60. When the vehicle shakes up and down, the two hydraulic cylinders 40 extend and contract at the same time, pushing the piston 32 to move, and generating elasticity through compressed air to play a buffering role. At the same time, the two shock-absorbing rods 60 extend and contract at the same time, playing a damping role, and also providing a certain elasticity. When the vehicle turns right, from the hydraulic cylinders 40 connected to the carriage 20, the hydraulic cylinder 40 on the left is cut off by the electromagnetic valve 33 and keeps the length unchanged. After the hydraulic cylinder 40 on the right is compressed, the carriage 20 tilts to the right, thereby resisting the centrifugal force during the turn. In another embodiment, each hydraulic cylinder 40 is connected to an elastic cylinder 30 and an electromagnetic lock respectively, which can play a similar role, but it will increase the cost.

[0037] The working principle of the refrigerated compartment shock absorbing device is as follows: when the vehicle shakes left and right, the two hydraulic cylinders 40 extend and contract one by one, the hydraulic oil in the elastic cylinder 30 flows in and out equally, the piston 32 does not move, and the left and right buffering mainly relies on the left and right shock absorbing rods 60. When the vehicle shakes up and down, the two hydraulic cylinders 40 extend and contract at the same time, pushing the piston 32 to move, generating elasticity through compressed air to play a buffering role. At the same time, the two shock absorbing rods 60 extend and contract at the same time to play a damping role and also provide a certain degree of elasticity. When the vehicle turns right, from the perspective of the hydraulic cylinder 40 connected to the compartment 20, the hydraulic cylinder 40 on the left is cut off from elasticity by the solenoid valve 33 and keeps the length unchanged. After the hydraulic cylinder 40 on the right is compressed, the car 20 tilts to the right, thereby counteracting the centrifugal force during turning. Since the hydraulic cylinders 40 on both sides are arranged in an X shape, a small amount of compression stroke of the right compression cylinder can obtain a larger tilt angle of the car 20, which is conducive to the tilting action. In summary, the hydraulic cylinder 40 is connected with the elastic cylinder 30 in a limited manner to obtain elastic support or rigid support, so that the car 20 can tilt to one side, and the hydraulic cylinders 40 arranged in an X shape on both sides are used to support the buffer car 20, which is conducive to the car 20 tilting to one side, thereby counteracting the centrifugal force of the vehicle turning, while retaining the shock absorption ability.

[0038] The above are only embodiments of the present application and are not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, improvement or equivalent replacement made within the spirit and principle of the present application shall be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

Claims

1. A refrigerated compartment shock absorbing device, characterized in that: The invention comprises a vehicle frame (10), a vehicle compartment (20) and an elastic cylinder (30), wherein hydraulic cylinders (40) are hingedly connected to both sides of the vehicle frame (10), and the hydraulic cylinders (40) on both sides are hingedly connected to the vehicle compartment (20) in an X shape, and a limiting mechanism (50) is arranged between the vehicle frame (10) and the vehicle compartment (20), and the hydraulic cylinders (40) on both sides are respectively connected to the elastic cylinder (30) in a limited manner.

2. A refrigerated compartment shock absorbing device according to claim 1, characterized in that: The limiting mechanism (50) comprises a front baffle (51), the front baffle (51) is fixedly connected to the front end of the vehicle frame (10), and the vehicle compartment (20) movably abuts against the front baffle (51).

3. A refrigerated compartment shock absorbing device according to claim 2, characterized in that: Side baffles (52) are fixedly connected to both sides of the front baffle (51), and the side baffles (52) are located on both sides of the carriage (20).

4. A refrigerated compartment shock absorbing device according to claim 3, characterized in that: The limiting mechanism (50) also includes a rear baffle (53), the rear baffle (53) is fixedly connected to the vehicle compartment (20), and the rear baffle (53) is movably abutted against the vehicle frame (10).

5. A refrigerated compartment shock absorbing device according to claim 4, characterized in that: A shock-absorbing rod (60) is arranged between the vehicle body (20) and the vehicle frame (10).

6. A refrigerated compartment shock absorbing device according to claim 5, characterized in that: The elastic cylinder (30) comprises a cylinder body (31), a piston (32) is arranged in the cylinder body (31), hydraulic oil and compressed air are respectively arranged on both sides of the piston (32), and the hydraulic oil is connected to the hydraulic cylinders (40) on both sides.

7. A refrigerated compartment shock absorbing device according to claim 6, characterized in that: A solenoid valve (33) is provided on the oil supply nozzle of each hydraulic cylinder (40), and an acceleration sensor is provided on the vehicle frame (10) and is linked to the solenoid valve (33).

8. A refrigerated compartment shock absorbing device according to claim 7, characterized in that: The hydraulic cylinders (40) are arranged in pairs, each pair of the hydraulic cylinders (40) is arranged in an X shape, and each pair of the hydraulic cylinders (40) corresponds to one elastic cylinder (30).

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