Off-highway wide-body dumper suspension and all-wheel drive type off-highway wide-body dumper

Abstract

The utility model discloses an off-highway wide-body dumper suspension which is used for connecting an axle and a frame and comprises a beam end support, an axle end support, an upper thrust rod assembly, a transverse stabilizer bar assembly and an axle end support base plate. One end of the upper thrust rod assembly is hinged to the bridge end support, and the other end of the upper thrust rod assembly is hinged to the beam end support. One end of the transverse stabilizer bar assembly is hinged to the axle end support, and the other end of the transverse stabilizer bar assembly is hinged to the frame; the upper thrust rod assembly and the transverse stabilizer bar assembly are distributed in a T shape on the horizontal plane; the bottom of the axle end support base plate is fixedly connected with the axle, and the top of the axle end support base plate is fixedly connected with the axle end support and used for limiting the inclination angle between the upper thrust rod assembly and the horizontal plane. The rear axle assembly has the advantages of being suitable for a middle axle assembly and a rear axle assembly of an all-wheel drive vehicle body, capable of meeting the requirement that a chassis of the all-wheel drive vehicle body is high, stable in structure, long in service life, high in reliability and strong in bearing capacity.

Description

TECHNICAL FIELD

[0001] The utility model relates to the suspension structure field, more specifically, the utility model relates to a non -highway wide -body dump truck suspension. BACKGROUND

[0002] In the south of China and the Southeast Asian countries and regions (tropical rainforest climate and tropical monsoon climate), the rainfall is frequent, the rain season duration is longer, the road surface is soft, muddy, wet, and uneven, if the non -highway wide -body dump truck only adopts the middle and rear wheel drive, the phenomenon such as skidding and insufficient passing capacity still appears under the above working condition, therefore, the all -wheel drive non -highway wide -body dump truck emerges as the times require, and the use under the above working condition can be well satisfied.

[0003] In the traditional non -highway wide -body dump truck's rod system structure, the connecting structure of the upper push rod assembly and the axle and the frame is that the axle is provided with a bridge end support, the frame is provided with a beam end support, one end of the upper push rod assembly is hinged with the axle through the bridge end support, and the other end is hinged with the frame through the beam end support. However, compared with the traditional non -highway wide -body dump truck, the all -wheel drive non -highway wide -body dump truck with excellent off -road performance has the characteristic of higher chassis. When the traditional connecting structure of the upper push rod assembly and the axle and the frame is directly applied to the all -wheel drive non -highway wide -body dump truck with higher chassis, because the chassis of the all -wheel drive non -highway wide -body dump truck is higher, it is equivalent to directly lifting the hinge point of the upper push rod assembly and the frame, which directly leads to the decrease of the overall stability of the suspension, and then leads to the breakage of the rod body of the upper push rod assembly.

[0004] Therefore, it is urgent to improve the non -highway wide -body dump truck suspension of the traditional non -highway wide -body dump truck to adapt to the all -wheel drive non -highway wide -body dump truck with the characteristic of higher chassis. CONTENT OF UTILITY MODEL

[0005] One object of the utility model is to solve at least the above problems, and provide at least the advantages to be explained later.

[0006] Another object of the utility model is to provide a non -highway wide -body dump truck suspension, which is suitable for the middle and rear axle assembly of the all -wheel drive vehicle body, can satisfy the characteristic of higher chassis of the all -wheel drive vehicle body, and has the advantages of stable structure, long service life, high reliability and strong carrying capacity.

[0007] In order to realize these objects and other advantages according to the utility model, a non -highway wide -body dump truck suspension is provided for connecting the axle and the frame, which comprises: a beam end support, a bridge end support, an upper push rod assembly, a transverse stabilizer bar assembly and a bridge end support pad.

[0008] One end of the upper push rod assembly is hinged to the bridge end support, and the other end is hinged to the beam end support;

[0009] One end of the transverse stabilizer bar assembly is hinged to the bridge end support, and the other end is hinged to the vehicle frame;

[0010] The upper push rod assembly and the transverse stabilizer bar assembly are distributed in a T shape in the horizontal plane;

[0011] The bottom of the bridge end support base plate is fixedly connected to the axle, and the top of the bridge end support base plate is fixedly connected to the bridge end support, for defining the inclination angle of the upper push rod assembly with the horizontal plane.

[0012] Preferably, the inclination angle of the upper push rod assembly with the horizontal plane is 0°-11°.

[0013] Preferably, the protection structure is in a U shape, the opening end of the U-shaped protection structure is fixedly connected to the bridge end support, and the protection structure is located below the upper push rod assembly.

[0014] Preferably, the part of the protection structure connected to the bridge end support is made of rigid material, and the remaining part is made of rigid or flexible material.

[0015] Preferably, the plate spring assembly includes a balance suspension assembly arranged at the bottom of the vehicle frame, a plate spring sliding plate seat arranged on the axle, a rear steel plate spring assembly, and a straight bolt;

[0016] The rear steel plate spring assembly is installed on the balance suspension assembly through the straight bolt;

[0017] The rear steel plate spring assembly includes a plurality of stacked steel plates, the lower part of the plurality of stacked steel plates is a plurality of main steel plates with equal lengths, and the two ends of the plurality of main steel plates with equal lengths extend into the plate spring sliding plate seat;

[0018] Among them, the top surface of the two ends of each main steel plate is provided with a groove, the bottom of the lowermost main steel plate among the plurality of main steel plates is smooth, and the bottom of the remaining main steel plates is provided with a convex rib matched with the groove, for connecting the plurality of main steel plates in a concave-convex manner.

[0019] Preferably, the side guide assembly includes a mounting plate and a guide plate;

[0020] The side guide assembly is arranged between the vehicle frame and the rear steel plate spring assembly;

[0021] The mounting plate is fixedly connected to the vehicle frame, and the guide plate is fixedly connected to the mounting plate.

[0022] Preferably, the plate spring sliding plate seat inner bottom wall is provided with a wear-resistant plate.

[0023] Preferably, the side limiting assembly comprises a bracket and an elastic limiting block, the bracket is arranged on the outer wall of the vehicle frame longitudinal beam, and the elastic limiting block is arranged at the bottom of the bracket and above the plate spring sliding plate seat.

[0024] Preferably, the lower push rod assembly is hingedly connected to the vehicle bridge at one end and to the balance suspension assembly at the other end.

[0025] The all-wheel drive off-road wide-body dump truck comprises the off-road wide-body dump truck suspension.

[0026] The utility model at least has following beneficial effects:

[0027] By arranging the bridge end support, the transverse push rod assembly, the upper push rod assembly, the bridge end support pad and the beam end support, the height of the hinged point position of the upper push rod assembly and the vehicle bridge is increased through the bridge end support pad, the arrangement angle of the upper push rod assembly is within a specified range, the arrangement angle is the inclination angle of the upper push rod assembly, that is, the included angle θ (see Figure 1 ) between the upper push rod assembly and the horizontal plane, and the included angle is preferably 0-11°; on the whole, the design of the utility model can prevent the upper push rod assembly from being easily broken and ensure that the upper push rod assembly can exert its maximum force, and the shortcomings of the traditional suspension structure not being applicable to the all-wheel drive off-road wide-body dump truck with a higher chassis are overcome, so that the applicability range of the suspension structure is wider.

[0028] Other advantages, objects and features of the utility model will be embodied partly through the following description, and will be understood by those skilled in the art through research and practice of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 It is a schematic view of the arrangement angle of the upper push rod assembly;

[0030] Figure 2 It is a lower limiting schematic view of the traditional off-road wide-body dump truck suspension;

[0031] Figure 3 It is a schematic view of the traditional lower limiting bracket after being increased in height;

[0032] Figure 4 It is a whole structure perspective view of the off-road wide-body dump truck suspension, the main vehicle frame longitudinal beam, the middle bridge and the rear bridge according to one of the technical schemes of the utility model;

[0033] Figure 5 The structure connection schematic view of the rear axle, axle end support and upper thrust rod assembly is shown in one of the technical solutions of the utility model;

[0034] Figure 6 The structure schematic view of the protection structure is shown in one of the technical solutions of the utility model;

[0035] Figure 7 The structure schematic view of the rear leaf spring assembly is shown in one of the technical solutions of the utility model;

[0036] Figure 8 The structure schematic view of the traditional rear leaf spring assembly when being dislocated is shown in one of the technical solutions of the utility model.

[0037] BRIEF DESCRIPTION OF DRAWINGS: 1-cross push support; 2-transverse stabilizer bar assembly; 3-axle end support pad; 4-axle end support; 5-upper thrust rod assembly; 6-leaf spring sliding plate seat; 7-rear leaf spring assembly; 8-mounting plate; 9-guide plate; 10-balance suspension assembly; 11-straight bolt; 12-lower thrust rod assembly; 13-lower thrust rod support; 14-leaf spring pressing plate; 15-rubber limiting block; 16-bracket; 17-protection structure; 18-main frame; 19-beam end support; 21-rear axle; 22-wear plate; 23-middle axle; 24-beam end support hinge point; 25-axle end support hinge point; 26-main piece steel plate; 27-secondary piece steel plate; 28-groove. DETAILED DESCRIPTION

[0038] The utility model will be further explained in detail below in combination with the drawings, so that the person skilled in the art can implement according to the description text.

[0039] It should be understood that the terms such as "have", "contain" and "include" used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0040] As Figures 1-8 The utility model provides a kind of off-highway wide-body dump truck suspension for connecting axle and frame, comprising: beam end support 19, axle end support 4, upper thrust rod assembly 5, transverse stabilizer bar assembly 2, axle end support pad 3.

[0041] The upper thrust rod assembly 5 one end is hinged with the axle end support 4, and the other end is hinged with the beam end support 19;

[0042] The transverse stabilizer bar assembly 2 one end is hinged with the axle end support 4, and the other end is hinged with the frame;

[0043] The upper thrust rod assembly 5 and the transverse stabilizer bar assembly 2 are T-shaped distribution in horizontal plane;

[0044] The bottom of the bridge end support pad 3 is fixedly connected to the axle, and the top of the bridge end support pad 3 is fixedly connected to the bridge end support 4, which is used to limit the tilt angle between the upper thrust rod assembly 5 and the horizontal plane.

[0045] In the above technical solution, the beam end support 19, the bridge end support 4, the upper thrust rod assembly 5, and the lateral stabilizer assembly 2 are all existing structures in the art and correspond to the vehicle axle;

[0046] One end of the beam end support 19 is installed on the crossbeam connecting the longitudinal beams on both sides of the main frame 18. The end of the beam end support 19 away from the crossbeam is the hinged end. The bottom of the bridge end support 4 is installed on the top of the bridge end support pad 3, and the top is the hinged end. One end of the upper thrust rod assembly 5 is the bridge end support hinge point 25, and the other end is the beam end support hinge point 24 (e.g., ...). Figure 1 As shown, the upper thrust rod assembly 5 is inclined and arranged longitudinally along the vehicle. The inclination angle refers to the angle between the upper thrust rod assembly 5 and the horizontal plane, and the longitudinal arrangement refers to the projection of the upper thrust rod assembly 5 on the horizontal plane being parallel to the longitudinal beam of the vehicle frame. The high end of the upper thrust rod is hinged to the hinge end of the beam end support 19, and the low end is hinged to the hinge end of the axle end support 4. The bottom of the axle end support pad 3 is installed on the top of the axle to increase the height of the hinge between the low end of the upper thrust rod assembly 5 and the axle. Furthermore, the height of the bridge end support plate 3 can be flexibly designed according to the actual situation, so that the tilt angle of the upper thrust rod assembly 5 is within a reasonable range, thereby giving full play to the function of the upper thrust rod assembly 5, while avoiding the situation where the upper thrust rod assembly 5 is prone to breakage due to excessive tilt angle; the upper thrust rod assembly 5 transmits the longitudinal force when the vehicle moves forward and backward, ensuring that the axle only rotates slightly under changes in no-load and full-load conditions, so that the axle maintains a good vertical posture;

[0047] A transverse thrust support 1 is installed on the inner wall of one of the longitudinal beams of the main frame 18. The end of the transverse thrust support 1 away from the longitudinal beam is a hinged end. The transverse stabilizer assembly 2 is arranged along the direction perpendicular to the length of the longitudinal beam of the main frame 18. One end of the transverse stabilizer assembly 2 is hinged to the hinged end of the transverse thrust support 1, and the other end is hinged to the axle end support 4. It should be noted that in order to meet the hinged installation of the transverse stabilizer assembly 2 and the upper thrust rod assembly 5, the top of the existing axle end support 4 is machined with two hinged mounting parts for hinged to the upper thrust rod assembly 5 and the transverse stabilizer assembly 2 respectively. The transverse thrust rod assembly plays the role of transmitting the lateral force during turning, reducing the lateral displacement and sway of the axle during turning, and improving the overall vehicle stability.

[0048] The upper push rod assembly 5 and the transverse stabilizer bar assembly 2 are in T-shaped distribution in the horizontal plane. Such a layout design can better limit the displacement of the axle in all directions during the operation of the vehicle, maintain the good posture of the vehicle, and improve the stability of the operation of the vehicle. In actual use, the above-mentioned hinged connection can be achieved through ball pin hinged connection to realize universal rotation. It should be noted that, in order to facilitate the understanding of the structure, Figure 4 The longitudinal beams of the main frame 18 are transparently displayed in the figure;

[0049] Further, the axle includes a middle axle 23 and a rear axle 21. In actual use, the above-mentioned suspension structure can be selected between the middle axle 23 and the frame and / or between the rear axle 21 and the frame according to the situation. However, in order to improve the stability of the operation of the vehicle, the above-mentioned suspension structure is preferably arranged between the middle axle 23 and the frame and between the rear axle 21 and the frame to connect the middle axle 23 and the frame and the rear axle 21 and the frame, respectively. The following provides a specific embodiment to further illustrate how the above-mentioned suspension structure is arranged between the middle axle 23 and the frame and between the rear axle 21 and the frame:

[0050] The beam end support 19, the bridge end support 4, the upper push rod assembly 5, the transverse stabilizer bar assembly 2, the bridge end support pad 3, and the transverse push support 1 are a pair of and respectively correspond to the middle axle 23 and the rear axle 21;

[0051] The connection between the pair of upper push rod assemblies 5 and the axle and the frame is as follows: the pair of beam end supports 19 are arranged on the cross beam between the longitudinal beams on both sides of the main frame 18, that is, the hinged ends of the pair of beam end supports 19 are opposite to each other, the pair of bridge end support pads 3 are arranged on the top of the middle axle 23 and the rear axle 21, the bottoms of the pair of bridge end supports 4 are arranged on the top of the pair of bridge end support pads 3, and the pair of upper push rod assemblies 5 are arranged on both sides of the cross beam and are symmetrical about the cross beam. One end of the upper push rod assembly 5 is hinged to the hinged end of the corresponding beam end support 19, and the other end is hinged to the hinged end of the corresponding bridge end support 4.

[0052] The connection between the pair of transverse stabilizer bar assemblies 2 and the axle and the frame is as follows: the pair of transverse push supports 1 are arranged on the inner wall of the same longitudinal beam of the main frame 18 and are arranged on both sides of the cross beam, the pair of transverse push supports 1, the pair of transverse stabilizer bar assemblies 2, and the pair of bridge end supports 4 correspond to each other, one end of each transverse stabilizer bar assembly 2 is hinged to the corresponding transverse push support 1, and the other end is hinged to the corresponding bridge end support 4; the pair of transverse stabilizer bar assemblies 2 are symmetrically arranged in front of and behind each other.

[0053] The transverse thrust rod assembly and the corresponding upper thrust rod assembly 5 are distributed in a T shape in the horizontal plane, specifically, the horizontal projection of the transverse thrust rod assembly and the upper thrust rod assembly 5, which are both hinged to the bridge end support 4 on the middle bridge 23, is in a T shape, and the horizontal projection of the transverse thrust rod assembly and the upper thrust rod assembly 5, which are both hinged to the bridge end support 4 on the rear bridge 21, is also in a T shape, and the transverse stabilizing thrust rod assembly on both sides of the beam and the corresponding upper thrust rod assembly 5 form a T-shaped structure;

[0054] By adopting the technical scheme, the obtained beneficial effects are that, by arranging the bridge end support 4, the transverse thrust rod assembly, the upper thrust rod assembly 5, the bridge end support pad 3, the beam end support 19 and the transverse thrust support 1, and by increasing the height of the hinge position of the upper thrust rod assembly 5 and the vehicle bridge through the bridge end support pad 3, the difficulty of “higher chassis” of the all-wheel drive off-road wide-body dump truck can be overcome, the inclination angle of the upper thrust rod assembly 5 is within a reasonable range, which can ensure that the upper thrust rod assembly 5 is not easy to break and can exert its maximum force, and the shortcomings of the traditional suspension structure that is not suitable for the all-wheel drive off-road wide-body dump truck with “higher chassis” are overcome, so that the applicability range of the suspension structure is wider.

[0055] In another technical scheme, the inclination angle of the upper thrust rod assembly 5 and the horizontal plane is 0°-11°, which can maximize the effect of the upper thrust rod assembly 5 and make the vehicle run more stably.

[0056] In another technical scheme, the protection structure 17 is further included, the protection structure 17 is in a U shape, the open end of the protection structure 17 in the U shape is fixedly connected with the bridge end support 4, and the protection structure 17 is located below the upper thrust rod assembly 5.

[0057] In the above technical scheme, the bridge end support 4 is provided with the protection structure 17, the protection structure 17 is in a U shape, the open end of the protection structure 17 is connected with one end of the bridge end support 4 close to the corresponding beam end support 19, the curved part of the protection structure 17 forms an intercepting part, the intercepting part is located below the part of the upper thrust rod assembly 5 close to the bridge end support 4, so that when the connecting bolt of the upper thrust rod assembly 5 and the bridge end support 4 breaks, the upper thrust rod assembly 5 will fall down, at this time, the intercepting part can support the falling upper thrust rod assembly 5 to prevent it from falling down further and breaking the outer shell of the rear bridge 21, and breaking the outer shell of the rear bridge 21 assembly will cause greater economic loss, so the protection structure 17 can well protect the rear bridge 21 shell as a whole.

[0058] In another technical solution, the part of the protection structure 17 connected with the bridge end support 4 is made of rigid material, and the remaining part is made of rigid material or flexible material. Specifically, the part of the protection structure 17 connected with the bridge end support 4 is a mounting portion, and the mounting portion is made of rigid material such as rigid metal. The remaining part of the protection structure 17, except the mounting portion, can be made of rigid material such as rigid metal or flexible material such as a net-shaped belt or a bundled protective belt, which can catch the ball head of the upper push rod assembly 5 that falls. Such a design broadens the material selection range of the protection structure 17, making the material selection and preparation of the protection structure 17 easier and more practical.

[0059] In another technical solution, a leaf spring assembly is further included, which comprises the balance suspension assembly 10 arranged at the bottom of the frame, the leaf spring sliding plate seat 6 arranged on the axle, the rear leaf spring assembly 7, and the straight bolt 11;

[0060] The rear leaf spring assembly 7 is installed on the balance suspension assembly 10 through the straight bolt 11.

[0061] The rear leaf spring assembly 7 comprises a plurality of stacked steel plates, the lower part of the plurality of stacked steel plates is a plurality of main steel plates 26 with equal lengths, and the two ends of the plurality of main steel plates 26 with equal lengths extend into the leaf spring sliding plate seat 6.

[0062] Among them, the top surface of the two ends of each main steel plate 26 is provided with a groove 28, and among the plurality of main steel plates 26, the bottom of the lowermost main steel plate 26 is smooth, and the bottom of the remaining main steel plates 26 is provided with a convex edge matched with the groove 28, for connecting the plurality of main steel plates 26 in concave-convex manner.

[0063] In the above technical solution, the bottom of the pair of longitudinal beams of the main frame 18 is vertically provided with the balance suspension assembly 10. Specifically, the balance suspension assembly 10 is a prior structure, which comprises a balance shaft vertically and fixedly arranged at the bottom of the longitudinal beam of the main frame 18, and a pair of rotating parts arranged at the two ends of the balance shaft. The rotating parts are rotationally connected with the balance shaft, and rotate around the central axis of the balance shaft.

[0064] The axle is provided with the leaf spring sliding plate seat 6. Specifically, the middle axle 23 and the rear axle 21 are provided with the leaf spring sliding plate seat 6 at the two ends along the width direction of the longitudinal beam of the main frame 18. The leaf spring sliding plate seat 6 is a vertical L-shaped structure, and the bottom thereof is fixedly arranged on the corresponding axle (middle axle 23 / rear axle 21). The four leaf spring sliding plate seats 6, i.e., two pairs of leaf spring sliding plate seats 6, are arranged at the two sides of the pair of longitudinal beams of the main frame 18 along the width direction of the longitudinal beam.

[0065] The rear steel plate spring assembly 7 is a pair, and the pair of rear steel plate spring assemblies 7 is arranged on both sides of the longitudinal beam along the longitudinal beam width direction of the main frame 18, and the pair of rear steel plate spring assemblies 7 corresponds to the pair of rotating parts and the two pairs of leaf spring sliding plate seats 6; each rear steel plate spring assembly 7 includes a plurality of stacked steel plates, the lower part of the plurality of stacked steel plates is a plurality of main pieces of steel plates 26 with equal lengths, and the upper part is a plurality of secondary pieces of steel plates 27 with lengths decreasing from bottom to top, the main pieces of steel plates 26 and the secondary pieces of steel plates 27 are arranged along the length direction of the longitudinal beam of the main frame 18, wherein the length of the lowermost secondary piece of steel plate 27 is less than the length of the uppermost main piece of steel plate 26;

[0066] The rear steel plate spring assembly 7 is installed on the corresponding rotating part through the straight bolts 11, specifically, the upper part of each rear steel plate spring assembly 7 is provided with a leaf spring pressing plate 14, and eight straight bolts 11 are connected between each leaf spring pressing plate 14 and the corresponding rotating part, so as to press the rear steel plate spring assembly 7 on the corresponding rotating part, in addition, the two ends of the plurality of main pieces of steel plates 26 along the length direction of the longitudinal beam of the main frame 18 correspond to the same side of the pair of leaf spring sliding plate seats 6, the height of the inner cavity of the leaf spring sliding plate seat 6 is slightly greater than the thickness of the plurality of main pieces of steel plates 26, and the width of the leaf spring sliding plate seat 6 is also slightly greater than the width of the plurality of main pieces of steel plates 26, so that the two ends of the plurality of main pieces of steel plates 26 can extend into the corresponding leaf spring sliding plate seat 6 and slide along the corresponding leaf spring sliding plate seat 6, so that when the rear steel plate spring assembly 7 jumps up and down or rotates during the running of the vehicle, the plurality of main pieces of steel plates can slide along the corresponding leaf spring sliding plate seat 6 to adapt to the running of the vehicle, and the inner top wall of the leaf spring sliding plate seat 6 can also form an upper limit for the plurality of main pieces of steel plates 26, specifically, when the rear axle 21 falls downward, the inner cavity of the leaf spring sliding plate seat 6 is in contact with the upper surface of the plurality of main pieces of steel plates 26 to form a limit, so as to avoid the continuous downward falling of the rear axle 21; the specific size of the leaf spring sliding plate seat 6 is designed according to the actual situation;

[0067] Further, since the distance between the middle axle 23 and the rear axle 21 of the all-wheel drive off-road wide-body dump truck is longer, that is, it has the characteristic of "longer wheelbase", therefore, in actual design, the length of the main piece of steel plate needs to be increased adaptively, for example: the longest leaf spring currently mass-produced and installed in the field of off-road wide-body dump trucks is 2200mm, and the total length of the main piece of the rear steel plate spring assembly of the utility model can be designed as 2300mm to adapt to the characteristic of longer wheelbase; since the main piece of steel plate 26 is lengthened, in the running process of the vehicle, for example, when the rear axle 21 falls downward, the inner cavity of the leaf spring sliding plate seat 6 is in contact with the upper surface of the plurality of main pieces of steel plates 26 to form a limit, so as to avoid the continuous downward falling of the rear axle 21; the specific size of the leaf spring sliding plate seat 6 is designed according to the actual situation; Figure 8As shown, the main sheet steel plate 26 is prone to misalignment, therefore in the technical solution, the top of each main sheet steel plate 26 is also provided with a groove 28 at both ends along the length direction of the longitudinal beam of the main frame 18, and among the plurality of main sheet steel plates 26, the bottom of each main sheet steel plate 26 is provided with a protrusion at both ends along the length direction of the longitudinal beam of the main frame 18, except that the bottom of the lowermost main sheet steel plate 26 is smooth, the protrusion is matched with the groove 28, so that when the protrusion on the upper main sheet steel plate 26 is matched with the groove 28 on the top of the main sheet steel plate below the adjacent main sheet steel plate, the two main sheet steel plates 26 are connected by the protrusion and groove, which can prevent the plurality of main sheet steel plates 26 from misaligning during vehicle operation.

[0068] By adopting the technical solution, the main sheet steel plates 26 after lengthening are connected by the protrusion and groove, which can meet the requirements of the full-time four-wheel drive vehicle with a long middle and rear wheelbase, prevent the plurality of main sheet steel plates 26 from misaligning during vehicle operation, and further affect the stability of the vehicle. The leaf spring assembly is provided to elastically connect the middle axle 23, the rear axle 21 and the main frame 18, and the leaf spring assembly mainly bears the vertical load and has good load isolation effect.

[0069] In another technical solution, the side guiding assembly is further provided, which comprises a mounting plate 8 and a guiding plate 9.

[0070] The side guiding assembly is arranged between the frame and the rear leaf spring assembly 7.

[0071] The mounting plate 8 is fixedly connected with the frame, and the guiding plate 9 is fixedly connected with the mounting plate 8.

[0072] In the above technical solution, specifically, a pair of side guiding assemblies are arranged between the longitudinal beam of each main frame 18 and the rear leaf spring assembly 7 close to the longitudinal beam, each side guiding assembly comprises a vertical mounting plate 8 and a vertical guiding plate 9, the mounting plate 8 is connected with the side wall of the longitudinal beam of the main frame 18 close to the mounting plate 8, the guiding plate 9 is connected with the side wall of the mounting plate 8 away from the longitudinal beam of the main frame 18, and the side wall of the guiding plate 9 away from the mounting plate 8 is attached to the side wall of the rear leaf spring assembly 7. During vehicle operation, the rear leaf spring assembly 7 may rotate around the center axis of the balance suspension assembly 10, the guiding plate 9 and the mounting plate 8 are designed to guide and limit the side of the rear leaf spring assembly 7, avoid the vehicle instability caused by excessive deviation of the rear leaf spring assembly 7 without limiting, and further make the rear leaf spring assembly 7 slide on the guiding plate 9 during rotation, and avoid the possibility of direct contact between the rear leaf spring assembly 7 and the longitudinal beam of the main frame 18.

[0073] In another technical solution, the inner bottom wall of the leaf spring sliding plate seat 6 is provided with a wear-resistant plate 22; specifically, the inner bottom wall of each leaf spring sliding plate seat 6 is provided with a wear-resistant plate 22, the end of the plurality of main piece steel plates 26 extending into the corresponding leaf spring sliding plate seat 6 slides on the corresponding wear-resistant plate 22, and the wear-resistant plate 22 is preferably made of alloy steel; by adopting this technical solution, the beneficial effects obtained are that by designing the wear-resistant plate 22, on the one hand, the direct contact between the two ends of the main piece steel plate 26 and the inner bottom wall of the leaf spring sliding plate seat 6 can be avoided, thereby reducing the service life of the leaf spring sliding plate seat 6 due to the contact wear caused by long-term action, and indirectly protecting the intermediate bridge 23, the rear axle 21 and the main piece steel plate 26; once the wear-resistant plate 22 is worn, only the wear-resistant plate 22 needs to be replaced regularly, and the use and maintenance cost is also relatively low; on the other hand, the cooperation of the wear-resistant plate 22 and the balance suspension assembly 10 can balance the up-and-down wheel jump of the intermediate and rear axles 21, can make the vehicle adapt to more complex road conditions, and improve the road passing performance of the vehicle.

[0074] In another technical solution, a side limiting component is further included, which comprises a bracket 16 and an elastic limiting block, the bracket 16 is arranged on the outer wall of the vehicle frame longitudinal beam, and the elastic limiting block is arranged at the bottom of the bracket 16 and located above the corresponding leaf spring sliding plate seat 6; specifically, the number of the side limiting component corresponds to the number of the leaf spring sliding plate seat 6, each side limiting component comprises a bracket 16 and an elastic limiting block, the bracket 16 is arranged on the outer wall of the main vehicle frame 18 longitudinal beam, the elastic limiting block is arranged at the bottom of the bracket 16 and located above the corresponding leaf spring sliding plate seat 6, and the material of the elastic limiting block can be rubber; by arranging the bracket 16 and the elastic limiting block, on the one hand, when the vehicle is running, the intermediate and rear axles 21 will jump up and down, thereby driving the leaf spring sliding plate seat 6 to jump up and down; when the leaf spring sliding plate seat 6 jumps up, the rubber limiting block 15 is in contact with the upper surface of the leaf spring sliding plate seat 6, thereby limiting the upward jump rotation of the intermediate and rear axles 21 and protecting the parts from motion interference; when the intermediate and rear axles 21 fall down, the inner top wall of the leaf spring sliding plate seat 6 is in contact with the upper surface of the plurality of main piece steel plates 26, thereby limiting the falling of the rear steel plate spring assembly 7 and further improving the practicability and service life of the vehicle; on the other hand, as shown in Figure 2 the traditional way to limit the upward jump of the intermediate and rear axles 21 is to arrange a bracket 16 and a rubber limiting block 15 below the longitudinal beam of the main vehicle frame 18; as shown in Figure 3 if the limiting structure is continued to be arranged in the traditional way, the height of the bracket 16 for installing the rubber limiting block 15 will be too high, thereby causing the problem that the tightening bolt is too long to be arranged; therefore, in the present technical solution, the bracket 16 and the rubber limiting block 15 are arranged on the longitudinal beam of the main vehicle frame 18, so that the side limiting structure can be conveniently installed and the installation efficiency is improved.

[0075] In another technical solution, a lower push rod assembly 12 is further included, one end of the lower push rod assembly 12 is hinged with the axle, and the other end is hinged with the balance suspension assembly 10; specifically, the lower push rod assembly 12 is preferably four, and the four lower push rod assemblies 12 are installed as follows: four lower push rod supports 13 are provided on the middle axle 23 and the rear axle 21, two by two, the four lower push rod supports 13 are provided on the middle axle 23 and the rear axle 21, two by two, the four lower push rod assemblies 12 correspond to the four lower push rod supports 13, and the four lower push rod assemblies 12 are provided on both sides of the balance suspension assembly 10 in an eight-character shape, one end of the lower push rod assembly 12 is hinged with the rotating part of the adjacent balance suspension assembly 10, and the other end is hinged with the corresponding lower push rod support 13, and the hinged mode can be hinged through a ball pin to realize universal rotation; the lower push rod assembly 12 is arranged in parallel with the upper push rod assembly 5, connects the middle and rear axles 21 and the main frame 18, and mainly transmits the longitudinal force during vehicle forward and backward movement, so as to ensure that the middle axle 23 and the rear axle 21 only have slight self-rotation during the change of the empty load and full load working conditions, and keep the middle axle 23 and the rear axle 21 in a good vertical posture; it should be noted that, Figure 4 only the upper right corner of the lower push rod assembly 12 is shown, and the lower right corner of the lower push rod assembly 12 is not shown;

[0076] The utility model also provides a full wheel drive type off -highway wide body dump truck, it includes off -highway wide body dump truck suspension, when actually using, the full wheel drive type off -highway wide body dump truck adopts off -highway wide body dump truck suspension of the utility model, other components can directly adopt existing structure, the full wheel drive type off -highway wide body dump truck obtained in this way includes rear suspension structure, and is applied to the middle axle 23 and rear axle 21 of the full wheel drive type off -highway wide body dump truck, wherein the upper push rod assembly 5, the lower push rod assembly 12, the transverse stabilizer bar assembly and the bridge end support pad 3 form a T-shaped rod system component, four supports 16, elastic limit block, mounting plate 8, guide plate 9, leaf spring sliding plate seat 6 form four-point side limiting mechanism, the combination and matching of four-point side limiting mechanism and T-shaped rod system component can meet the characteristics of high full wheel drive type vehicle body chassis, improve the average speed of vehicle and thus improve the operation efficiency of mine vehicle, and have good production economic benefit; in addition, based on the characteristics of longer wheelbase, after lengthening the length of the main piece steel plate 26, the multiple main piece steel plates 26 adopt the concave-convex connection form, which can prevent the poor vertical load bearing stress effect caused by the misalignment of the main piece steel plates 26, can meet the characteristics of longer wheelbase between the middle and rear wheels of the full wheel drive type vehicle body, and has the advantages of stable structure, long service life, high reliability and strong carrying capacity.

[0077] The number of devices and the scale of processing described herein are used to simplify the description of the present application. The application of modifications and changes to the off-highway wide-body dump truck suspension described herein will be apparent to those skilled in the art.

[0078] Although embodiments of the present application have been disclosed in connection with the above description and examples, it will be apparent to those skilled in the art that numerous modifications and variations can be made without departing from the general concepts of the present application. Therefore, the present application is not to be limited to the particular details and examples described herein but is to be afforded the full scope of the claims and equivalents thereof.

Claims

1. Off-highway wide-body dump truck suspension for connecting an axle to a frame, characterized in that, The application relates to a non-highway wide-body self-unloading vehicle suspension. The beam end support, the bridge end support, the upper push rod assembly, the transverse stabilizing rod assembly and the bridge end support pad plate are arranged in a T-shaped distribution in a horizontal plane. The bridge end support pad plate is fixedly connected with the vehicle bridge at the bottom and fixedly connected with the bridge end support at the top, so as to limit the inclination angle of the upper push rod assembly and the horizontal plane. The inclination angle of the upper push rod assembly and the horizontal plane is 0-11 degrees. The protection structure is arranged below the upper push rod assembly. The protection structure is made of rigid material, flexible material or a combination of rigid material and flexible material.

2. The off-highway wide-base dump truck suspension of claim 1, wherein, The plate spring assembly comprises a balance suspension assembly arranged at the bottom of the vehicle frame, a plate spring sliding plate seat arranged on the vehicle bridge, a rear steel plate spring assembly and a straight bolt.

3. The off-highway wide-base dump truck suspension of claim 1, wherein, The rear steel plate spring assembly is arranged on the balance suspension assembly through the straight bolt.

4. The off-highway wide-body dump truck suspension of claim 3, wherein, The rear steel plate spring assembly comprises a plurality of steel plates arranged in a stack, wherein the lower part of the plurality of steel plates is a plurality of main steel plates with equal length, and the two ends of the main steel plates extend into the plate spring sliding plate seat.

5. The off-highway wide-base dump truck suspension of claim 1, wherein, The two end top surfaces of each main steel plate are provided with grooves, the bottom of the lowermost main steel plate is smooth, and the bottoms of the remaining main steel plates are provided with convex edges matched with the grooves. The side guiding assembly comprises a mounting plate and a guiding plate. The side guiding assembly is arranged between the vehicle frame and the rear steel plate spring assembly. The mounting plate is fixedly connected with the vehicle frame, and the guiding plate is fixedly connected with the mounting plate.

6. The off-highway wide-base dump truck suspension of claim 5, wherein, The inner bottom wall of the plate spring sliding plate seat is provided with a wear plate. The side limiting assembly comprises a support and an elastic limiting block. The lower push rod assembly is arranged at one end of the vehicle bridge and at the other end of the balance suspension assembly.

7. The off-highway wide-base dump truck suspension of claim 5, wherein, The application further relates to a non-highway wide-body self-unloading vehicle suspension.

8. The off-highway wide-base dump truck suspension of claim 5, wherein, ​ 9. The off-highway wide-base dump truck suspension of claim 5, wherein, ​ 10. An all-wheel drive off-highway wide-body dump truck characterized by, ​

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