Vehicle chassis air bag adjusting system

Abstract

The utility model relates to the technical field of axles, and provides a vehicle chassis air bag adjusting system which comprises a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, an air storage tank, a front axle lifting unit, a drive axle lifting unit, a front axle descending unit, a follow-up axle steering unit and a follow-up axle descending unit. The air inlet of each electromagnetic valve is communicated with the air storage tank, and the air outlet of the first electromagnetic valve is communicated with the front axle lifting unit and the drive axle lifting unit so as to control the ascending of the vehicle chassis; an air outlet of the second electromagnetic valve is communicated with the front axle descending unit so as to control the front axle of the vehicle to kneel downwards; an air outlet of the third electromagnetic valve is communicated with the follow-up axle steering unit so as to control the follow-up axle not to follow up under the condition of a certain vehicle speed; and an air outlet of the fourth electromagnetic valve is communicated with the follow-up bridge descending unit so as to control the follow-up bridge to descend. In this way, flexible adjustment of the vehicle chassis is achieved, and the running stability of the vehicle is ensured.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle axles, in particular to a vehicle chassis airbag adjustment system. Background Art

[0002] The wide application and popularity of modern automobiles have greatly increased people's requirements for automobile safety and comfort. The goal of suspension system design is to provide drivers and passengers with good riding comfort, body posture and driving safety. At the same time, automobile suspension, as a force transmission device connecting the frame or body and the axle or wheel, is also an important component to ensure automobile driving safety.

[0003] With the continuous development of modern automobile technology, traditional leaf spring suspensions are gradually being phased out and replaced by intelligent electronically controlled suspension systems, which greatly improves the performance of automobiles. Among them, air suspensions have been widely used in the field of commercial vehicles and have achieved remarkable results due to their advantages such as stable control, adjustable height, lighter weight, and good vibration reduction.

[0004] Among them, the air spring, as the core component of the air suspension, uses the compressibility of gas to achieve spring action. By controlling the inflation amount of the air spring, the length of the airbag can be adjusted to adjust the height of the vehicle body. For different loads of the car, the pressure of the air spring can also be adjusted to ensure the stability of the spring stiffness.

[0005] In the prior art, three solenoid valves are usually connected to the front axle, drive axle and tag axle respectively to achieve height control of the suspension system, but its flexible adjustability to the vehicle is limited. At the same time, under the condition of a certain vehicle speed, the stability of the tag axle cannot be guaranteed, thus affecting the ride comfort of the car. Utility Model Content

[0006] The utility model aims to provide a vehicle chassis airbag adjustment system, aiming to improve the problem of relatively poor driving stability of existing vehicles and relatively poor flexibility of chassis airbag adjustment.

[0007] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0008] A vehicle chassis airbag adjustment system, comprising:

[0009] A first solenoid valve, a second solenoid valve, a third solenoid valve, a fourth solenoid valve, an air tank, a front axle lifting unit, a drive axle lifting unit, a front axle lowering unit, a tag axle steering unit, and a tag axle lowering unit;

[0010] The air inlet of the first solenoid valve is communicated with the air storage tank, and the air outlet of the first solenoid valve is communicated with the front axle lifting unit and the drive axle lifting unit;

[0011] The air inlet of the second solenoid valve is communicated with the air storage tank, and the air outlet of the second solenoid valve is communicated with the front axle lowering unit;

[0012] The air inlet of the third solenoid valve is communicated with the air storage tank, and the air outlet of the third solenoid valve is communicated with the tag axle steering unit;

[0013] The air inlet of the fourth solenoid valve is communicated with the air storage tank, and the air outlet of the fourth solenoid valve is communicated with the tag-axle lowering unit.

[0014] Preferably, the front axle lifting unit is a front axle airbag connected to a first mechanical height valve, and the drive axle lifting unit is a drive axle airbag connected to a second mechanical height valve.

[0015] Preferably, the front axle lowering unit is a front axle airbag connected to the correction unit.

[0016] Preferably, the tag axle steering unit comprises a locking cylinder and a steering knuckle arm, and the locking cylinder fixes or releases the steering knuckle arm.

[0017] Preferably, the tag-along axle lowering unit is a tag-along axle airbag connected to a pneumatically controlled two-position three-way solenoid valve.

[0018] Preferably, there are two front axle airbags, which are respectively arranged on the left and right sides of the front axle of the vehicle.

[0019] Preferably, there are four drive axle airbags, which are distributed in a matrix on the vehicle drive axle; there are two second mechanical height valves, and one of the second mechanical height valves is connected to two drive axle airbags arranged on the same side.

[0020] Preferably, there are two tag-along axle airbags, which are respectively arranged on the left and right sides of the tag-along axle of the vehicle; there are two pneumatically controlled two-position three-way solenoid valves, and one pneumatically controlled two-position three-way solenoid valve is connected to one tag-along axle airbag.

[0021] Preferably, the pneumatically controlled two-position three-way solenoid valve is connected to the overflow valve.

[0022] After adopting the above technical solution, the utility model has the following advantages compared with the background technology:

[0023] 1. In the utility model, the inflation and deflation of airbags at different positions are realized by flexibly controlling the switches of different solenoid valves, thereby realizing the lifting and partial lowering of the vehicle. Raising the vehicle body can improve the ground clearance of the vehicle and enhance the vehicle's passability; while the vehicle is driving, the height of the partial vehicle body can be lowered to improve the driving stability of the vehicle; and the vehicle can be adaptively kept at the same height according to the weight of the vehicle.

[0024] 2. In the present utility model, the third solenoid valve is connected to the locking cylinder, and the locking cylinder is controlled by adjusting the air pressure so that the follower wheel cannot turn, thereby ensuring the stability of the vehicle's driving direction.

[0025] 3. The airbag of the tag axle can be controlled to deflate independently, so that it can descend. When the tires of the driving axle are off the ground under special road conditions, there will be a loss of power. As the tag axle descends, the tires of the driving axle can be reattached to the ground and the drive can be restored.

[0026] 4. The axle load distribution function of the driving axle and the tag axle can be realized by selecting different load-bearing airbag types for the airbags of the driving axle and the tag axle, thereby meeting different load distribution requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of the vehicle chassis airbag adjustment system of the utility model;

[0028] Figure 2 This is another structural schematic diagram of the vehicle chassis airbag adjustment system described in the utility model.

[0029] Description of reference numerals:

[0030] 1. First solenoid valve; 2. Second solenoid valve; 3. Third solenoid valve; 4. Fourth solenoid valve; 5. Air tank; 6. Front axle lifting unit; 7. Drive axle lifting unit; 8. Front axle lowering unit; 9. Tag axle steering unit; 10. Tag axle lowering unit; 11. Front axle airbag; 12. Drive axle airbag; 13. Tag axle airbag; 14. First mechanical height valve; 15. Second mechanical height valve; 16. Correction unit; 17. Locking cylinder; 18. Air-controlled two-position three-way solenoid valve; 19. Overflow valve. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the utility model and are not used to limit the utility model.

[0032] In addition, it should be noted that the terms "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element of the present invention must have a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0033] When an element is referred to as being “fixed to” or “disposed on” or “provided on” another element, it may be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it may be directly connected to the other element or indirectly connected to the other element.

[0034] Unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the utility model can be understood according to specific circumstances.

[0035] Example

[0036] Please refer to Figure 1 and Figure 2 As shown, the present embodiment provides a vehicle chassis airbag adjustment system, including: a first solenoid valve 1, a second solenoid valve 2, a third solenoid valve 3, a fourth solenoid valve 4, an air tank 5, a front axle lifting unit 6, a drive axle lifting unit 7, a front axle lowering unit 8, a tag axle steering unit 9 and a tag axle lowering unit 10.

[0037] The air inlet of the first solenoid valve 1 is connected to the air storage tank 5, and the air outlet of the first solenoid valve 1 is connected to the front axle lifting unit 6 and the drive axle lifting unit 7, wherein the front axle lifting unit 6 is a front axle airbag 11 connected to the first mechanical height valve 14, there are two front axle airbags 11, and they are respectively arranged on the left and right sides of the front axle of the vehicle, and there is one first mechanical height valve 14, which is connected to the two front axle airbags 11; the drive axle lifting unit 7 is a drive axle airbag 12 connected to the second mechanical height valve 15, there are four drive axle airbags 12, and they are distributed in a matrix on the drive axle of the vehicle, and there are two second mechanical height valves 15, and one second mechanical height valve 15 is connected to two drive axle airbags 12 arranged on the same side.

[0038] Specifically, when the vehicle body needs to be raised, the switch of the first solenoid valve 1 is opened, and the air will flow from the air tank 5 along the inflation pipeline due to the pressure difference into the first mechanical height valve 14. The first mechanical height valve 14 dynamically senses the change in vehicle height and completes the air intake action in time. As the gas mass in the front axle airbag 11 and the drive axle airbag 12 increases, the air pressure also increases, which will push the sprung mass to move upward. At this time, the first solenoid valve 1 is closed. Due to the effect of inertia, the sprung mass continues to move upward. As the height of the air spring increases, the volume also increases, and the internal air pressure gradually decreases. Finally, the sprung mass will remain stationary at a certain height, thereby completing the ascent of the entire vehicle.

[0039] In addition, in the present embodiment, four drive axle airbags 12 are designed to make the overall vehicle body rise and fall more smoothly, thereby improving the comfort of the entire vehicle.

[0040] The air inlet of the second solenoid valve 2 is connected to the air tank 5 , and the air outlet of the second solenoid valve 2 is connected to the front axle lowering unit 8 ; wherein the front axle lowering unit 8 is the front axle airbag 11 connected to the correction unit 16 .

[0041] Specifically, when the vehicle needs to kneel forward, the switch of the second solenoid valve 2 is opened, and the air will be discharged from the front axle airbag 11 to the air tank 5 along the deflation pipeline. As the mass of the gas in the front axle airbag 11 decreases, the air pressure decreases, and the sprung mass moves downward. At this time, the second solenoid valve 2 is closed. Due to the effect of inertia, the sprung mass will continue to move downward. As the height of the front axle airbag 11 decreases and the volume decreases, the internal air pressure increases, and finally the sprung mass remains balanced.

[0042] At the same time, the correction unit 8 can realize the reverse rotation of the first mechanical height valve 14, so that the front axle airbag 11 is further deflated to realize the lowering of the front axle.

[0043] The air inlet of the third solenoid valve 3 is connected to the air tank 5, and the air outlet of the third solenoid valve 3 is connected to the tag-along axle steering unit 9, wherein the tag-along axle steering unit 9 includes a locking cylinder 17 and a steering knuckle arm, and the locking cylinder 17 fixes or releases the steering knuckle arm.

[0044] Specifically, when the vehicle speed is under certain conditions, such as high-speed driving or reversing, the switch of the third solenoid valve 3 is opened, and the air flows along the inflation pipeline due to the pressure difference to reach the locking cylinder 17. The locking cylinder 17 uses the air pressure force to apply the final amplified force to the piston rod, so that it can support the steering knuckle arm of the follower bridge, thereby limiting the rotation of the steering knuckle arm, making the follower wheel unable to turn, and ensuring the stability of the direction of the car.

[0045] The air inlet of the fourth solenoid valve 4 is connected to the air tank 5, and the air outlet of the fourth solenoid valve 4 is connected to the tag-along axle lowering unit 10, wherein the tag-along axle lowering unit 10 is a tag-along axle airbag 13 connected to the pneumatically controlled two-position three-way solenoid valve 18. There are two tag-along axle airbags 13, which are arranged on the left and right sides of the tag-along axle of the vehicle; there are two pneumatically controlled two-position three-way solenoid valves 18, one pneumatically controlled two-position three-way solenoid valve 18 is connected to one tag-along axle airbag 13, and both pneumatically controlled two-position three-way solenoid valves 18 are connected to a relief valve 19.

[0046] Specifically, when the vehicle's tag-along axle needs to descend, the switch of the fourth solenoid valve 4 is opened, and the air will flow along the deflation pipeline from the tag-along axle airbag 13 to the air storage tank 5 through the air-controlled two-position three-way solenoid valve 18. As the mass of gas in the tag-along axle airbag 13 decreases, the air pressure decreases, and the sprung mass moves downward. At this time, the fourth solenoid valve 4 is closed. Due to inertia, the sprung mass will continue to move downward. As the height of the front axle airbag 11 decreases and the volume decreases, the internal air pressure increases, and finally the sprung mass remains balanced.

[0047] At the same time, the relief valve 19 plays a safety protection role. When the pressure exceeds the specified value, the relief valve 19 opens to discharge part of the gas in the pipeline into the atmosphere, so that the pressure in the pipe does not exceed the allowable value, thereby ensuring that the pipeline does not cause accidents due to excessive pressure.

[0048] In summary, by flexibly controlling the switches of different solenoid valves, the airbags at different positions can be inflated and deflated, and the vehicle can be lifted and partially lowered. Lifting the vehicle body can improve the vehicle's ground clearance and improve the vehicle's passability; when the vehicle is driving, the vehicle's driving stability can be improved by lowering the local vehicle body height. At the same time, the third solenoid valve 3 is connected to the locking cylinder 17, and the locking cylinder 17 is controlled by adjusting the air pressure, so that the follower wheel cannot turn, ensuring the stability of the vehicle's driving direction.

[0049] The above is only a preferred specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the utility model should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims

1. A vehicle chassis airbag adjustment system, characterized in that: include: A first solenoid valve, a second solenoid valve, a third solenoid valve, a fourth solenoid valve, an air tank, a front axle lifting unit, a drive axle lifting unit, a front axle lowering unit, a tag axle steering unit, and a tag axle lowering unit; The air inlet of the first solenoid valve is communicated with the air storage tank, and the air outlet of the first solenoid valve is communicated with the front axle lifting unit and the drive axle lifting unit; The air inlet of the second solenoid valve is communicated with the air storage tank, and the air outlet of the second solenoid valve is communicated with the front axle lowering unit; The air inlet of the third solenoid valve is communicated with the air storage tank, and the air outlet of the third solenoid valve is communicated with the tag axle steering unit; The air inlet of the fourth solenoid valve is communicated with the air storage tank, and the air outlet of the fourth solenoid valve is communicated with the tag-axle lowering unit.

2. The vehicle chassis airbag adjustment system according to claim 1, characterized in that: The front axle lifting unit is a front axle airbag connected to a first mechanical height valve, and the drive axle lifting unit is a drive axle airbag connected to a second mechanical height valve.

3. The vehicle chassis airbag adjustment system according to claim 1, characterized in that: The front axle lowering unit is a front axle airbag connected to the correction unit.

4. The vehicle chassis airbag adjustment system according to claim 1, characterized in that: The tag axle steering unit comprises a locking cylinder and a steering knuckle arm, wherein the locking cylinder fixes or releases the steering knuckle arm.

5. The vehicle chassis airbag adjustment system according to claim 1, characterized in that: The tag-along bridge lowering unit is a tag-along bridge airbag connected to a pneumatically controlled two-position three-way solenoid valve.

6. The vehicle chassis airbag adjustment system according to claim 2 or 3, characterized in that: There are two front axle airbags, which are arranged on the left and right sides of the front axle of the vehicle.

7. The vehicle chassis airbag adjustment system according to claim 2, characterized in that: There are four drive axle airbags, which are distributed in a matrix on the vehicle drive axle; There are two second mechanical height valves, and one of the second mechanical height valves is connected to two drive axle airbags arranged on the same side.

8. The vehicle chassis airbag adjustment system according to claim 5, characterized in that: There are two tag-along axle airbags, which are respectively arranged on the left and right sides of the tag-along axle of the vehicle; There are two pneumatically controlled two-position three-way solenoid valves, and one pneumatically controlled two-position three-way solenoid valve is connected to one follower bridge airbag.

9. The vehicle chassis airbag adjustment system according to claim 5, characterized in that: The pneumatically controlled two-position three-way solenoid valve is communicated with the overflow valve.

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