Oil gas suspension system and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to an oil-gas suspension system and a vehicle, the oil-gas suspension system is provided with oil-gas damping devices arranged on two sides of the width direction of the vehicle; a pressure source configured to provide pressurized liquid to the second chamber; the liquid storage container is configured to receive liquid from the second chamber; the load sensing valve group is in fluid connection with the oil gas damping device; the load sensing valve group is configured to fluidly connect one of the pressure source and the liquid storage container to the second chamber; on at least one side of the width direction of the vehicle, when the distance between the axle and the frame is smaller than the preset distance, liquid is supplemented into the second chamber of the oil gas damping device on one side from the pressure source; when the distance between the axle and the frame is larger than the preset distance, the liquid is discharged from the oil gas damping device on one side to the liquid storage container, the oil gas suspension system can dynamically adjust the posture of the frame according to different working conditions, and the safety of vehicle running is improved. The vehicle comprises the hydro-pneumatic suspension system.

Description

Technical Field

[0001] This utility model relates to a vehicle, specifically to an oil-gas suspension system and the vehicle. Background Technology

[0002] Heavy-duty engineering vehicles operate under harsh conditions, with uneven and bumpy roads. In severe cases, this can cause the transport vehicle to lose balance, damage its parts, and even cause mechanical and personal accidents. Therefore, engineering vehicles must be equipped with shock absorption devices.

[0003] Some existing heavy-duty engineering vehicles use leaf springs as elastic damping elements connecting the axle and the frame. However, some problems also exist, such as... Figure 1 As shown, when the load is unevenly distributed (i.e., the weight of the cargo is not evenly distributed in the width direction of the vehicle), the force exerted on the frame by the cargo is uneven in the width direction of the vehicle, with the heavier side of the cargo ( Figure 1 The leaf spring on the left side of the vehicle experiences greater pressure and correspondingly greater deformation, causing the frame to tilt to that side. This leads to further slippage of the cargo to that side, resulting in additional tilting, and in severe cases, even vehicle overturning. Utility Model Content

[0004] In view of the above-mentioned prior art, this utility model provides an oil-gas suspension system and vehicle to solve the above-mentioned technical problems.

[0005] One aspect of this utility model provides a hydropneumatic suspension system, comprising:

[0006] A hydropneumatic vibration damping device is installed on both sides of the vehicle in the width direction. One end of the hydropneumatic vibration damping device is connected to the vehicle frame, and the other end is connected to the axle. The hydropneumatic vibration damping device defines a first chamber for containing gas and a second chamber for containing liquid. The volume of gas in the first chamber is inversely related to the axial pressure load value on the hydropneumatic vibration damping device, and the length of the hydropneumatic vibration damping device is directly related to the volume of liquid in the second chamber.

[0007] A pressure source configured to supply pressurized liquid to the second chamber;

[0008] A liquid storage container configured to receive liquid from a second chamber;

[0009] A load-sensing valve assembly is fluidly connected to the oil-gas vibration damping device; the load-sensing valve assembly is configured to fluidly connect one of the pressure source and the liquid storage container to the second chamber.

[0010] In at least one side of the vehicle width direction, when the distance between the axle and the vehicle frame is less than a preset distance, liquid is supplied from the pressure source to the second chamber of the shock absorber on the side; when the distance between the axle and the vehicle frame is greater than the preset distance, liquid is discharged from the shock absorber on the side to the liquid storage container.

[0011] As a preferred embodiment, the load sensing valve group has a closed state for closing the second chamber, a refilling state for connecting the pressure source and the second chamber, and a draining state for connecting the liquid storage container and the second chamber.

[0012] As a preferred embodiment, the load sensing valve group has a balance valve, the balance valve has a balance valve inlet line connected with the pressure source, a balance valve outlet line connected with the liquid storage container, and a working port line connected with the second chamber.

[0013] In the refilling state, the balance valve inlet line is connected with the working port line,

[0014] In the draining state, the balance valve outlet line is connected with the working port line.

[0015] In the closed state, the balance valve inlet line, the balance valve outlet line and the working port line are all closed.

[0016] As a preferred embodiment, the load sensing valve group has a balance valve,

[0017] The load sensing valve group is fixed to the vehicle frame, and the spool of the balance valve is elastically and detachably connected to the axle.

[0018] As a preferred embodiment, the load sensing valve group further comprises a damping unit, the damping unit defines a first cavity and a second cavity, and the first cavity and the second cavity are configured to have a flow-restricted communication path.

[0019] The first cavity and the second cavity have a piston therebetween, and the piston is connected with the spool of the balance valve.

[0020] As a preferred embodiment, in the damping unit, a return spring is arranged in the first cavity for pushing the spool downward when the spool is separated from the axle.

[0021] As a preferred embodiment, the load sensing valve group comprises a feedback rod, one end of the feedback rod is connected with the spool of the balance valve, and the other end of the feedback rod abuts against an elastic element fixed to the axle.

[0022] The elastic force of the elastic element is greater than the elastic force of the return spring.

[0023] As a preferred embodiment, the elastic element is an elastic spring piece,

[0024] When the vehicle has two axles in the front-rear direction, the two ends of the elastic spring piece are connected with the front axle and the rear axle respectively, and the lower end of the feedback rod is in abutment with the middle part of the elastic spring piece.

[0025] As a preferred embodiment, the pressure source further comprises an accumulator fluidly connected with the load sensing valve group for supplying the load sensing valve group with liquid under pressure.

[0026] The utility model discloses another aspect provides a kind of vehicle, including the oil-gas suspension system as described above.

[0027] According to the utility model, by dynamically adjusting the length of the oil-gas damping device, the vehicle frame is kept approximately parallel to the road surface, reducing the risk of vehicle rollover. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is the schematic diagram when the prior art vehicle is off-load;

[0029] Figure 2 is the structural schematic diagram of the vehicle of an embodiment of the utility model;

[0030] Figure 3 is the structural diagram of the oil-gas damping device of an embodiment of the utility model;

[0031] Figure 4 is the hydraulic principle schematic diagram of the oil-gas suspension system of the first embodiment of the utility model;

[0032] Figure 5 shows the hydraulic principle schematic diagram of the load sensing valve group in the oil-gas suspension system of the first embodiment of the utility model in closed state;

[0033] Figure 6 shows the hydraulic principle schematic diagram of the load sensing valve group in the oil-gas suspension system of the first embodiment of the utility model in oil supplementing state;

[0034] Figure 7 shows the hydraulic principle schematic diagram of the load sensing valve group in the oil-gas suspension system of the first embodiment of the utility model in oil discharging state;

[0035] Figure 8 is the state schematic diagram of the vehicle applying the oil-gas suspension system of the first embodiment of the utility model driving on inclined road surface;

[0036] Figure 9 is the hydraulic principle schematic diagram of the load sensing valve group in the oil-gas suspension system of the second embodiment of the utility model in closed state.

[0037] Figure 10 The hydraulic principle schematic view that the oil gas suspension system of second embodiment of the utility model is in the oil supplement state of the load sensing valve group;

[0038] Figure 11 The hydraulic principle schematic view that the oil gas suspension system of second embodiment of the utility model is in the oil discharge state of the load sensing valve group;

[0039] Figure 12 The state schematic view that the vehicle of application the oil gas suspension system of second embodiment of the utility model is in the inclined road surface.

[0040] Symbol explanation

[0041] 1, vehicle;2, vehicle body;3, vehicle frame;4, wheel;

[0042] 10, 20, oil gas suspension system;

[0043] 12, hydraulic source;13, oil supply pipeline;14, liquid storage container;

[0044] 15, oil return pipeline;16, accumulator;18, 18a, 18b oil gas damping device;

[0045] 20, axle;22, feedback rod;24, elastic element;

[0046] 26, outer cylinder;27, inner cylinder;28, telescopic cylinder;29, annular space;30, oil supplement and discharge port;31, one-way valve;32, first chamber;33, outer cavity;34, second chamber;35, second containing chamber;36, piston;37, third containing chamber;38, first orifice;39, second orifice;

[0047] 40, controller;42, inclination sensor;

[0048] 100, 200, load sensing valve group;

[0049] P, oil inlet;T, oil return port;A, oil outlet;

[0050] 101, pilot valve;102, pilot valve inlet pipeline;104, pilot valve outlet pipeline;

[0051] 103, first pilot flow path;105, second pilot flow path;

[0052] 106, first intermediate pipeline;107, intermediate pipeline;108 second intermediate pipeline;

[0053] 110, damping unit;112, first cavity;114, second cavity;116, piston rod;117, piston;

[0054] 118, return spring;

[0055] 120, throttle valve; 122, first throttle valve; 126, second throttle valve;

[0056] 130, balance valve; 132, balance valve inlet line; 134, balance valve outlet line;

[0057] 133, oil drain passage; 135, oil supply passage;

[0058] 136, working port line. DETAILED DESCRIPTION

[0059] Hereinafter, preferred embodiments of the present application will be described in detail with reference to the accompanying drawings.

[0060] Figure 2 is a structural schematic view of a vehicle according to an embodiment of the present application. For the sake of convenience of description, Figure 2 The upper side and the right side are indicated by a coordinate system, and the opposite side of the upper side is the lower side, and the opposite side of the right side is the left side. Also, the left-right direction can be described as the "width direction of the vehicle" in the specification.

[0061]

Vehicle 1

[0062] As shown in Figure 2 , the vehicle 1 can be, for example, a heavy-duty engineering vehicle, which includes a vehicle cabin 2, a vehicle frame 3, and an axle 20. The axle 20 is located on the lower side of the vehicle frame 3, and the axle 20 has vehicle wheels 4 mounted at both ends thereof. A plurality of oil-gas shock absorbers 18 are mounted between the vehicle frame 3 and the axle 20. The upper end of the oil-gas shock absorber 18 is pivotally connected to the vehicle frame 3, and the lower end thereof is pivotally connected to the axle 20. The oil-gas shock absorber 18 is used to transmit a support force between the axle 20 and the vehicle frame 3.

[0063]

Oil-gas shock absorber 18

[0064] Figure 3 is a structural view of the oil-gas shock absorber 18 according to an embodiment of the present application.

[0065] The oil-gas shock absorber 18 has a first chamber 32 for accommodating gas and a second chamber 34 for accommodating hydraulic oil.

[0066] Specifically, the oil-gas shock absorber 18 includes an outer cylinder 26, an inner cylinder 27, and an extension cylinder 28. The inner cylinder 27 is arranged on the inner side of the outer cylinder 26, the upper end of the extension cylinder 28 is located in an annular space 29 between the outer cylinder 26 and the inner cylinder 27, and the extension cylinder 28 is connected to the outer cylinder 26 in a sliding manner.

[0067] The inner cylinder 27 is internally provided with a piston 36 which is slidable up and down, and the piston 36 divides the inner cavity of the inner cylinder 27 into a first chamber 32 on the upper side of the piston 36 and a second containing chamber 35 on the lower side of the piston 36.

[0068] The annular space 29 is directly communicated with the third containing chamber 37 on the lower side of the telescopic cylinder 28 through the annular gap between the telescopic cylinder 28 and the inner cylinder 27.

[0069] The outer cavity 33 between the telescopic cylinder 28 and the outer cylinder 26 is communicated through a second throttling hole 39. The second throttling hole 39 is used to slow down the movement speed of the telescopic cylinder 28 relative to the outer cylinder 26 when the telescopic cylinder 28 is extended and retracted, thereby damping the vehicle.

[0070] The lower end of the inner cylinder 27 is provided with a one-way valve 31 and a first throttling hole 38. The one-way valve 31 is used to limit the one-way flow of hydraulic oil from the third containing chamber 37, and the first throttling hole 38 is used to throttle the hydraulic oil flowing from the second containing chamber 35 to the third containing chamber 37 when the one-way valve 31 is closed. Thus, when the vehicle is running on a bumpy road, the hydraulic oil can quickly flow from the third containing chamber 37 to the second containing chamber 35, so that the piston 36 compresses the nitrogen in the first chamber 32, thereby damping the vehicle. The fluid flowing from the second containing chamber 35 to the third containing chamber 37 is throttled, thereby avoiding the oil-gas damping device 18 from being too long and causing the vehicle to shake.

[0071] The annular space 29, the outer cavity 33, the second containing chamber 35, and the third containing chamber 37 form the second chamber 34 for containing hydraulic oil.

[0072] Since the gas is compressible, filling the gas in the first chamber 32 can make the oil-gas damping device 18 elastic. The gas can be nitrogen, carbon dioxide, inert gas, etc.

[0073] The side wall of the outer cylinder 26 is provided with a hydraulic oil supplementing port 30 which is communicated with the second chamber 34. Since the oil is incompressible, filling the oil in the second chamber 34 can make the telescopic cylinder 28 extend downward, thereby increasing the length of the oil-gas damping device 18, and discharging the hydraulic oil in the second chamber 34 can make the telescopic cylinder 28 retract, thereby reducing the length of the oil-gas damping device 18. The hydraulic oil in the second chamber 34 can also be replaced by other incompressible fluids.

[0074] In addition, the applicant of the present application has previously applied for a Chinese utility model patent CN220726954U for an oil-gas damping device with the structure.

[0075]

Oil-gas suspension system 10

[0076] Figure 4A hydraulic schematic diagram of an embodiment of the hydropneumatic suspension system 10 of this utility model is shown. Figure 4 As shown, the hydropneumatic suspension system 10 may include a hydraulic source 12 for supplying pressurized hydraulic oil to the hydropneumatic suspension system 10. The hydraulic source 12 may be, for example, a hydraulic pump, which can be driven by the vehicle's engine or an electric motor. The hydropneumatic suspension system 10 may include a fluid storage container 14 for storing the hydraulic oil circulating in the hydraulic system. The hydraulic source 12 can draw hydraulic oil from the fluid storage container 14, and after circulating through the system, the hydraulic oil eventually returns to the fluid storage container 14, thus forming a hydraulic circulation path.

[0077] Hydraulic source 12 is fluidly connected to the inlet P of load-sensing valve assembly 100 via oil supply line 13, supplying hydraulic oil to load-sensing valve assembly 100. The return port T of load-sensing valve assembly 100 is fluidly connected to liquid storage container 14 via return line 15, and its outlet A is fluidly connected to the replenishment / relief port 30 of hydropneumatic damping device 18a, used to replenish oil to hydropneumatic damping device 18a or return hydraulic oil discharged from hydropneumatic damping device 18a to liquid storage container 14. Preferably, an accumulator 16 can be installed on oil supply line 13, enabling the supply of high-pressure hydraulic oil to hydropneumatic suspension system 10 even when hydraulic source 12 stops operating.

[0078] A hydraulic damper 18a is installed on the left side of the vehicle 1 in the width direction, and a hydraulic damper 18b is installed on the right side of the vehicle 1 in the width direction. There can be one or more hydraulic dampers 18a; correspondingly, there can also be one or more hydraulic dampers 18b. When there are multiple hydraulic dampers 18a on the left side in the width direction, these multiple dampers 18a are arranged, for example, in the front-rear direction; when there are multiple hydraulic dampers 18b on the right side in the width direction, these multiple dampers 18b are arranged, for example, in the front-rear direction. Furthermore, the oil inlet / outlet ports 30 of the hydraulic dampers 18a or 18b on the same side can be connected in parallel, allowing the hydraulic oil in the hydraulic dampers 18a and 18b to flow between each other, thereby forming a balanced suspension in the front-rear direction of the vehicle and reducing the vibration amplitude.

[0079] Accordingly, two sets of the above-mentioned hydropneumatic suspension system 10 can be installed on vehicle 1, one set of hydropneumatic suspension system 10 being fluidly connected to hydropneumatic damping device 18a; and the other set of hydropneumatic suspension system 10 being fluidly connected to hydropneumatic damping device 18b.

[0080]

Load-sensing valve assembly 100

[0081] The load-sensing valve assembly 100 adjusts the distance between the vehicle frame 3 and the axle 20 based on changes in the distance between them. This adjustment involves either replenishing hydraulic oil to the hydropneumatic damping devices 18a / 18b or draining hydraulic oil from the devices, thereby adjusting the distance between the left or right side of the frame 3 and the axle 20. For example, Figure 2 In the working condition shown, the weight of the cargo on the left side of the vehicle body 2 compresses the gas volume inside the left-side hydropneumatic damping device 18a, shortening the length of the hydropneumatic damping device 18a. The vehicle 1 of this invention can use the hydropneumatic suspension system 10 to fill the left-side hydropneumatic damping device 18a with hydraulic oil, increasing the length of the hydropneumatic damping device 18a and making the vehicle frame 3 approximately parallel to the road surface.

[0082] like Figure 4 As shown, the free end of the feedback rod 22 of the load-sensing valve assembly 100 is elastically and separably connected to the axle 20. The free end of the feedback rod 22 can abut against the elastic element 24, which can be fixed to the axle 20. The feedback rod 22 of the load-sensing valve assembly 100 can detect changes in the relative position between the frame 3 and the axle 20, and output corresponding oil flow to the hydropneumatic damping device 18 based on these changes, controlling the extension and retraction of the hydropneumatic damping device 18 to achieve dynamic load control between the frame 3 and the axle 20. Furthermore, the lower end of the feedback rod 22 will only contact the frame 3 when the distance between the axle 20 and the frame 3 is about to fall below a preset distance, preventing frequent operation of the load-sensing valve assembly 100 and thus avoiding significant energy loss.

[0083] In addition, the feedback rod 22 itself can also be elastic, for example, the feedback rod 22 is a coil spring, and the lower end of the feedback rod 22 abuts against the axle 20, which can also achieve the above function.

[0084] Furthermore, when there are two axles 20 (referring to the number of axles located at the rear of the vehicle for bearing the weight of the cargo box), the aforementioned elastic element 24 can be, for example, an elastic spring. One end of the elastic spring is connected to the front axle 20, and the other end is connected to the rear axle 20, while the free end of the feedback rod 22 abuts against the middle of the elastic spring. In this way, the distance between the axle 20 and the frame 3 is the average of the distances between the front and rear axles and the frame 3, which can buffer vehicle vibration.

[0085] Figure 5 This shows that the load-sensing valve assembly 100 is in the closed state; Figure 6 This indicates that the load-sensing valve assembly 100 is in the oil replenishment state; Figure 7 The load-sensing valve assembly 100 is shown to be in a draining state.

[0086] like Figure 4 and Figure 5As shown, when the vehicle frame 3 is in the balanced position (i.e. the relative height of the left side and the right side relative to the axle 20 is the same), the load sensing valve group 100 is in the closed state.

[0087] Specifically, the load sensing valve group 100 includes a damping unit 110 and a balance valve 130. The hydraulic source 12 is in communication with the oil inlet P of the load sensing valve group 100, and the oil return port T of the load sensing valve group 100 is in communication with the liquid storage container 14. The oil outlet A of the load sensing valve group 100 is in communication with the oil relief port 30 of the oil-gas damping device 18a.

[0088] The damping unit 110 has a piston rod 116 that can reciprocate up and down. A first cavity 112 is formed in the upper part of the damping unit 110, and a second cavity 114 is formed in the lower part. The piston 117 of the damping unit 110 is between the first cavity 112 and the second cavity 114. One end of the intermediate pipeline 107 is in communication with the first cavity 112, and the other end is in communication with the second cavity 114. A throttle valve 120 is connected in series on the intermediate pipeline 107. The throttle valve 120 is used to adjust the flow rate of the fluid in the intermediate pipeline 107, thereby producing a damping effect on the up and down movement of the piston rod 116.

[0089] The upper end of the piston rod 116 is connected to the piston 117, and the lower end of the piston rod 116 is connected to the spool of the balance valve 130. When the vehicle 1 is running on a bumpy road, the axle 20 will vibrate up and down with the wheels, and the vibration will be transmitted to the spool of the balance valve 130 through the elastic element 24. If there is no damping effect of the damping unit 110, the balance valve 130 will frequently switch states, causing a large loss of pressure oil. By providing the damping unit 110, the present application can produce a damping effect on the movement of the spool of the balance valve 130, so that the oil-gas suspension system is immune to the influence of road bumps, and the above problem is avoided.

[0090] A return spring 118 is installed in the first cavity 112 of the damping unit 110. The upper end of the return spring 118 abuts against the upper end surface of the inner cavity of the first cavity 112, and the other end abuts against the upper end of the piston 117 of the damping unit 110. When the spool of the balance valve 130 is disconnected from the interaction with the axle 20 (when the feedback rod 22 and the elastic element 24 are provided, the lower end of the feedback rod 22 is disconnected from the elastic element 24), the return spring 118 can push the spool of the balance valve 130 downward to the Figure 6 state shown.

[0091] It should be noted that the elastic force of the elastic element 24 is much greater than the elastic force of the return spring 118, so that when the axle 20 acts on the spool of the balance valve 130 through the elastic element 24 and the feedback rod 22, it can push the spool of the balance valve 130 to compress the return spring 118 and move upward.

[0092] In Figure 2In the illustrated operating condition, the axle 20 on the left side of vehicle 1 and the frame 3 move closer together under the weight of the heavier cargo on the left (due to the compression of nitrogen gas in the oil-gas damping device 18a). In this invention, as... Figure 6 As shown, the axle 20 pushes the valve core of the balance valve 130 upward through the elastic element 24, and the load sensing valve assembly 100 switches from the closed state to the oil replenishment state. The high-pressure hydraulic oil at the oil inlet P sequentially enters the oil-gas damping device 18a through the balance valve inlet pipe 132, the oil replenishment flow path 135, and the working port pipe 136. The telescopic cylinder 28 of the oil-gas damping device 18a extends, increasing its length to compensate for the shortening caused by the compression of nitrogen. When the frame 3 and the axle 20 return to a parallel state, under the action of the return spring 118, the valve core of the balance valve 130 moves downward, and the load sensing valve assembly 100 returns to the closed state. Figure 5 The screen is closed as shown.

[0093] When the cargo in the cargo box 2 is unloaded, or rearranged to be roughly the same width in the vehicle 1, the compressed nitrogen increases in volume due to the reduced load. Furthermore, because the amount of oil in the hydropneumatic damping device 18a is greater than that in the hydropneumatic damping device 18b, the left side of the frame 3 is higher than its right side. Therefore, under the elastic force of the return spring 118 of the left-side hydropneumatic suspension system, the valve core of the balance valve 130 is pushed downwards, and the load-sensing valve assembly 100 switches from the closed state to the open state. Figure 7 The oil leakage condition is shown. (As indicated) Figure 7 As shown, excess oil in the oil-gas damping device 18a is discharged to the return port T through the working port pipe 136, the drain pipe 133, and the balance valve outlet pipe 134. When the distance between the frame 3 and the axle 20 returns to the same state on the left and right sides, the left part of the axle 20 pushes the valve core of the balance valve 130 upward through the elastic element 24 and the feedback rod 22. Figure 5 The screen is closed as shown.

[0094] like Figure 8 As shown, when vehicle 1 is traveling on a sloping road surface (for example, the left side of the road is higher than the right side), due to the cargo (such as powder, liquid, etc.) in the cargo box 2 partially sliding to the right and the shift of the line of gravity to the right, the compressive force on the balance damping device 18b is greater than that on the balance damping device 18a. Under the action of the hydropneumatic suspension system 10, the length of the left balance damping device 18a is the same as the length of the right balance damping device 18b, thereby keeping the frame 3 parallel to the road surface without additional tilting and reducing the risk of vehicle rollover.

[0095] However, in Figure 8In the shown state, the vehicle compartment 2 is still in the inclined state, and how to make the bottom surface of the vehicle compartment 2 horizontal when the vehicle 1 runs on the inclined road surface is a technical problem that the person skilled in the art has long hoped to solve. For this purpose, the applicant of the utility model has long groped and tested and proposed an oil-gas suspension system 20 which can adjust the inclined state of the vehicle compartment 2 according to the inclined state of the road surface, so that the vehicle compartment 2 is horizontal, to solve the above technical problem.

[0096]

Oil-gas suspension system 20

[0097] The oil-gas suspension system 20 is different from the oil-gas suspension system 10 in that a pilot valve 101 is added in the load sensing valve group 200 of the oil-gas suspension system 20, and a control system is correspondingly added. The pilot valve 101 may, for example, selectively supply oil to or drain oil from the oil-gas shock absorbers 18a, 18b in response to a control signal of the control system. The pilot valve 101 may, for example, be an electromagnetic reversing valve. In addition, the pilot valve 101 may be a single three-position electromagnetic valve, or a combination of multiple two-position electromagnetic valves or other similar combinations.

[0098] The above control system may, for example, include a controller 40 and an inclination sensor 42. The inclination sensor 42 is fixedly connected with the vehicle frame 3 and is used to detect the inclination state of the vehicle frame 3 in the left-right direction and send a detected vehicle frame inclination signal to the controller 42. The controller 40 is in signal connection with the inclination sensor 42 and is used to receive and respond to the above vehicle frame inclination signal, control the switching state of the pilot valve 101, and in turn control the oil supply or drainage of the oil-gas shock absorbers 18a, 18b, so as to adjust the inclination state of the vehicle frame 3 and the vehicle compartment 2 in the left-right direction.

[0099] Specifically, as shown in Figure 9 The load sensing valve group 200 includes the pilot valve 101, a damping unit 110 and a balance valve 130. The hydraulic source 12 is in communication with the oil inlet port P of the load sensing valve group 200, and the oil return port T of the load sensing valve group 200 is in communication with the liquid storage container 14. The oil outlet port A of the load sensing valve group 200 is in communication with the oil supply and drainage port 30 of the oil-gas shock absorber 18a.

[0100] The pilot valve 101 has a first state, a second state and a third state. Among them, Figure 9 The pilot valve 101 is in the second state; Figure 10 The pilot valve 101 is in the first state; Figure 11 The pilot valve 101 is in the third state.

[0101] In the load sensing valve group 200, the oil inlet port P is in fluid connection with the pilot valve inlet pipeline 102 of the pilot valve 101; and the oil return port T is in fluid connection with the pilot valve outlet pipeline 104 of the pilot valve 101.

[0102] When the load-sensing valve assembly 200 is in the closed state, both the pilot valve inlet line 102 and the pilot valve outlet line 104 are closed within the pilot valve 101. The first intermediate line 106 and the second intermediate line 108 are connected within the pilot valve 101.

[0103] The damping unit 110 has a piston rod 116 that can reciprocate up and down. A first cavity 112 is formed in the upper part of the damping unit 110, and a second cavity 114 is formed in the lower part. The piston of the damping unit 110 is located between the first cavity 112 and the second cavity 114. A first intermediate pipe 106 is fluidly connected to the first cavity 112, and a first throttle valve 122 can be connected in series in the flow path between the first intermediate pipe 106 and the first cavity 112. A second intermediate pipe 108 is connected to the second cavity 114, and preferably, a second throttle valve 126 is connected in series in the flow path between the second intermediate pipe 108 and the second cavity 114. The first throttle valve 122 and the second throttle valve 126 are used to adjust the liquid flow rate in their respective flow paths, thereby controlling the movement speed of the piston rod 116.

[0104] The lower end of the piston rod 116 is connected to the valve core of the balance valve 130. When oil is filled into the first chamber 112, the high-pressure hydraulic oil can push the piston rod 116 down to switch the state of the balance valve 130. Similarly, when hydraulic oil is filled into the second chamber 114, the high-pressure hydraulic oil can push the piston rod 116 up to switch the state of the balance valve 130.

[0105] exist Figure 9 In this configuration, pilot valve 101 is in the second state, and balance valve 130 is in the closed state. Specifically, balance valve 130 has a balance valve inlet pipe 132, a balance valve outlet pipe 134, and a working port pipe 136. Balance valve inlet pipe 132 is connected to the aforementioned oil inlet P, balance valve outlet pipe 134 is connected to the aforementioned oil return port T, and working port pipe 136 is connected to the oil supply / drainage port 30 of the oil-gas vibration damping device 18a.

[0106] When the balancing valve 130 is in the closed state, the balancing valve inlet pipe 132, the balancing valve outlet pipe 134, and the working port pipe 136 are all in a closed state within the balancing valve 130.

[0107] like Figure 9 As shown, since the first intermediate pipe 106 and the second intermediate pipe 108 are in a connected state, that is, the first chamber 112 and the second chamber 114 of the damping unit 110 are in a connected state, the first throttle valve 122 and the second throttle valve 126 can dampen the up and down movement of the piston rod 116 of the damping unit 110. At this time, Figure 9The state of the oil-gas suspension system 20 shown is similar to the working mode of the oil-gas suspension system 10 (i.e. without the pilot valve 101), and the balance valve 130 is in the closed state, and will not be described in detail.

[0108] When the vehicle 1 just drives onto a sloping road (for example, with the left side of the road higher than the right side), the tilt sensor 42 detects that the vehicle frame 3 is in a tilted state and sends a signal to the controller 40. The controller 40 then controls the pilot valve 101 to act and switch to Figure 10 the state shown. Figure 10 In the state shown, the pilot valve 101 is in the first state, and the first pilot flow path 103 is formed between the pilot valve inlet pipe 102 and the second intermediate pipe 108; and the second pilot flow path 105 is formed between the pilot valve outlet pipe 104 and the first intermediate pipe 106. Figure 11 In the working state shown, the high-pressure fluid at the oil inlet P is connected to the second chamber 114 of the damping unit 110 through the first pilot flow path 103, and the pilot valve outlet pipe 104 is connected to the first intermediate pipe 106 through the second pilot flow path 105. Further, the high-pressure fluid at the oil inlet P can be filled into the second chamber 114 of the damping unit 110 through the first pilot flow path 103 to push the piston rod 116 to move upwards, and the fluid in the first chamber 112 of the damping unit 110 flows to the oil return port T through the second pilot flow path 105. The upward movement of the piston rod 116 further drives the valve core of the balance valve 130 to move upwards, and the oil supplement flow path 135 is formed between the balance valve outlet pipe 134 and the working port pipe 136. The high-pressure fluid at the oil inlet P can be filled into the oil-gas shock absorber 18b on the right side of the vehicle through the oil supplement flow path 135. The telescopic cylinder 28 of the oil-gas shock absorber 18b extends out, and the right side of the vehicle frame 3 is lifted, so that the left and right sides of the vehicle frame 3 are at about the same height (as shown in Figure 12 ).

[0109] When the vehicle 1 drives onto a flat road again, in the state shown Figure 11 , the pilot valve 101 is in the third state, and the first pilot flow path 103 and the second pilot flow path 105 are formed in the pilot valve 101. The pilot valve inlet pipe 102 and the first intermediate pipe 106 are connected through the first pilot flow path 103; and the pilot valve outlet pipe 104 and the second intermediate pipe 108 are connected through the second pilot flow path 105. Further, the high-pressure fluid at the oil inlet P supplements the first chamber 112 of the damping unit 110 through the first pilot flow path 103 to push the piston rod 116 to move downwards. The fluid in the second chamber 114 returns to the oil return port T through the second pilot flow path 105.

[0110] The piston rod 116 moves downward to further push the valve core of the balance valve 130 downward, to form a drain flow path 133 in the balance valve 130, the balance valve inlet pipeline 132 is connected with the working port pipeline 136 through the drain flow path 133, the fluid in the oil-gas damping device 18b flows to the oil return port T through the oil supplement flow path 135, the height of the oil-gas damping device 18b is reduced to reduce the height of the same side of the vehicle frame 3 and the oil-gas damping device 18b, so as to maintain the left side and the right side of the vehicle frame 3 at the same height.

[0111] It should be noted that for the same vehicle 1, two oil-gas suspension systems 20 can be provided, one of which is connected with the left oil-gas damping device 18a, and the other of which is connected with the right oil-gas damping device 18b. The controller 40 is connected with the pilot valve 101 in each oil-gas suspension system 20, so that the left and right oil-gas damping devices 18a and 18b can work coordinately.

[0112] Therefore, as shown in Figure 12 When the vehicle 1 drives on the left side of the inclined road with a higher height, the purpose of keeping the vehicle frame 1 at the same height can also be achieved by simultaneously draining the oil from the left oil-gas damping device 18a. Alternatively, the right oil-gas suspension system 20 can be started first to charge the oil into the right oil-gas damping device 18b, and after a delay of a predetermined time (for example, 1-5s), the inclination sensor 42 detects that the inclination angle (the angle between the upper surface of the axle and the horizontal surface) of the vehicle frame 3 cannot be less than the preset value, and then the left oil-gas damping device 18a is shortened. Under the combined action of the oil-gas damping device 18a and the oil-gas damping device 18b, the vehicle frame 3 can quickly reach the horizontal state.

[0113] Similarly, when the vehicle 1 drives on the horizontal road again, a part of the hydraulic oil in the right oil-gas damping device 18b can be drained first, and after a delay of a predetermined time, the inclination sensor 42 detects that the inclination angle of the vehicle frame 3 cannot be less than the preset value, and then the left oil-gas damping device 18a is charged with oil, so that the vehicle frame 3 can quickly reach the horizontal state.

[0114] The above describes the oil-gas suspension system, vehicle and method of the preferred embodiment of the utility model, but those skilled in the art can make various modifications, changes, combinations, etc. on the basis of the above, and these modifications, changes, combinations all fall within the protection scope of the claims of the present application.

Claims

1. A hydrogas suspension system characterized by, Having: Hydro-pneumatic shock absorbers arranged on both sides in the vehicle width direction, one end of the hydro-pneumatic shock absorbers being connected to a vehicle frame and the other end being connected to a vehicle axle; the hydro-pneumatic shock absorbers defining a first chamber for accommodating gas and a second chamber for accommodating liquid; the volume of the gas in the first chamber being inversely related to the axial pressure load value received by the hydro-pneumatic shock absorbers, and the length of the hydro-pneumatic shock absorbers being positively related to the volume of the liquid in the second chamber, a pressure source configured to supply pressurized liquid to the second chamber; a liquid storage container configured to receive liquid from the second chamber; a load sensing valve group fluidly connected to the hydro-pneumatic shock absorbers; the load sensing valve group being configured to fluidly connect one of the pressure source and the liquid storage container to the second chamber; wherein, on at least one side in the vehicle width direction, when the distance between the vehicle axle and the vehicle frame is less than a predetermined distance, liquid is replenished from the pressure source to the second chamber of the hydro-pneumatic shock absorber on the side; when the distance between the vehicle axle and the vehicle frame is greater than the predetermined distance, liquid is discharged from the hydro-pneumatic shock absorber on the side to the liquid storage container; the pressure source includes an accumulator fluidly connected to the load sensing valve group for supplying pressurized liquid to the load sensing valve group.

2. The hydro-pneumatic suspension system of claim 1, wherein: the load sensing valve group has a closed state in which the second chamber is closed, a liquid replenishing state in which the pressure source is communicated with the second chamber, and a liquid discharging state in which the liquid storage container is communicated with the second chamber.

3. The hydro-pneumatic suspension system of claim 2, wherein: the load sensing valve group has a balance valve having a balance valve inlet line communicated with the pressure source, a balance valve outlet line communicated with the liquid storage container, and a working port line communicated with the second chamber; in the liquid replenishing state, the balance valve inlet line is communicated with the working port line, in the liquid discharging state, the balance valve outlet line is communicated with the working port line; in the closed state, the balance valve inlet line, the balance valve outlet line, and the working port line are all closed.

4. The hydro-pneumatic suspension system of claim 1, wherein: the load sensing valve group has a balance valve, the load sensing valve group is fixed to the vehicle frame, and a spool of the balance valve is elastically and detachably connected to the vehicle axle.

5. The hydro-pneumatic suspension system of claim 4, wherein: the load sensing valve group further includes a damping unit defining a first cavity and a second cavity, the first cavity and the second cavity being configured to have a flow-restricted communication path; a piston is provided between the first cavity and the second cavity, the piston being connected to the spool of the balance valve.

6. The hydro-pneumatic suspension system of claim 5, wherein: in the damping unit, a return spring is provided in the first cavity for pushing the spool downward when the spool is detached from the vehicle axle.

7. The hydro-pneumatic suspension system of claim 6, wherein: The load sensing valve group comprises a feedback rod, one end of the feedback rod is connected with a spool of the balance valve, and the other end is abutted against an elastic element fixed on the axle; The elastic force of the elastic element is greater than the elastic force of the return spring.

8. The hydro-pneumatic suspension system according to claim 7, characterized in that The elastic element is an elastic spring piece, When the axles are adjacent in the front-rear direction of the vehicle, the two ends of the elastic spring piece are connected with the front axle and the rear axle respectively, and the lower end of the feedback rod is abutted against the middle part of the elastic spring piece.

9. A vehicle characterized by comprising: The hydro-pneumatic suspension system according to any one of claims 1 to 8.

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