Upper H-shaped arm and suspension system

Abstract

The utility model relates to the technical field of suspension systems, in particular to an upper H-shaped arm and a suspension system. The upper H-shaped arm comprises a transverse arm and two longitudinal arms; the first end of each longitudinal arm is used for being movably connected with a front frame, and the second end of each longitudinal arm is used for being movably connected with a steering knuckle. One end of the transverse arm is connected with one of the two longitudinal arms, and the other end of the transverse arm is connected with the other of the two longitudinal arms; the transverse arm and the two longitudinal arms are of an H-shaped integrally-formed structure. The H-shaped arm provided by the utility model has higher mechanical property and structural reliability, and can bear stronger load so as to meet the strength and rigidity requirements of the load of a vehicle under the working conditions of traction, braking, steering, sudden stop and the like.

Description

TECHNICAL FIELD

[0001] The utility model relates to suspension system technical field especially relates to a kind of upper H-shaped arm and suspension system. BACKGROUND

[0002] The upper H-shaped arm is an important component part in the suspension system of mining truck, but the structure of the upper H-shaped arm is relatively complex, and currently most of them are assembled by two arm sheet metal structures. The sheet metal structure is limited by forming process and cannot be integrally formed with the upper H-shaped arm. Therefore, the upper H-shaped arm needs to be split into two arms and then connected by bolts. Therefore, the existing upper H-shaped arm cannot meet the requirement of load bearing capacity. SUMMARY

[0003] The utility model is intended to solve at least one of the technical problems existing in the prior art or related art.

[0004] Therefore, the utility model provides an upper H-shaped arm with high mechanical properties and structural reliability, and can bear stronger load to meet the strength and rigidity requirements of vehicle in traction, braking, steering, emergency stop and other working conditions.

[0005] The utility model also provides a suspension system comprising the above-mentioned upper H-shaped arm.

[0006] According to the utility model, the upper H-shaped arm is applied to the suspension system and comprises:

[0007] Two longitudinal arms are arranged in parallel. The first end of each longitudinal arm is used for active connection with the front frame, and the second end of each longitudinal arm is used for active connection with the steering knuckle.

[0008] A transverse arm is connected to one of the two longitudinal arms at one end and connected to the other of the two longitudinal arms at the other end. The transverse arm and the two longitudinal arms are integrally formed in H shape.

[0009] Optionally, the first end of the longitudinal arm is provided with a first fixing lug, and the first fixing lug is used for active connection with the front frame. The first fixing lug and the longitudinal arm are integrally formed. The first lug hole is provided on the first fixing lug, and the central axis direction of the first lug hole is parallel to the length direction of the transverse arm.

[0010] Optionally, a first groove is formed in the inner wall of the first lug hole, and the first groove is coaxial with the first lug hole. The first groove is used for installing a first snap spring for limiting the axial rotation angle of the joint bearing.

[0011] Optionally, the second end of the longitudinal arm is provided with a second fixing lug, and the second fixing lug is used for active connection with the steering knuckle. The second fixing lug and the longitudinal arm are integrally formed. The second lug hole is provided on the second fixing lug, and the central axis direction of the second lug hole is parallel to the length direction of the transverse arm.

[0012] Optionally, a second groove is formed in the inner wall of the second ear hole, and the second groove is coaxial with the second ear hole; the second groove is used for mounting a second snap spring for limiting the axial rotation angle of the knuckle bearing.

[0013] Optionally, the width of the cross arm is not less than twice the width of the longitudinal arm.

[0014] Optionally, the distance between the first end of the longitudinal arm and the cross arm is greater than the distance between the second end of the longitudinal arm and the cross arm, and transition arcs are arranged at both sides of the connection between the longitudinal arm and the cross arm; wherein the size of the transition arc close to the first end of the longitudinal arm is greater than the size of the transition arc close to the second end of the longitudinal arm.

[0015] Optionally, the two longitudinal arms are symmetrically arranged with the transverse center line of the cross arm as the axis of symmetry.

[0016] Optionally, the upper H-shaped arm is made of cast steel 28NiMoA.

[0017] According to the second aspect of the present application, a suspension system comprises the upper H-shaped arm of the first aspect or any of the embodiments.

[0018] The above technical solution has at least the following advantages or beneficial effects:

[0019] For the upper H-shaped arm of the present application, the first end of the longitudinal arm is used for being movably connected with the front frame, and the second end of the longitudinal arm is used for being movably connected with the knuckle, the front frame and the knuckle are connected through the upper H-shaped arm, and the up-down bouncing of the knuckle is converted into the up-down swinging of the upper H-shaped arm relative to the front frame; at the same time, the cross arm and the two longitudinal arms are selected as an H-shaped integral structure, which can improve the mechanical properties and structural reliability of the upper H-shaped arm, so that the upper H-shaped arm has stronger load bearing capacity, and the mechanical properties of the upper H-shaped arm can meet the strength and rigidity requirements of the vehicle under the working conditions of traction, braking, steering and emergency stop.

[0020] The suspension system provided by the present application comprises the upper H-shaped arm described above, and since the upper H-shaped arm has the above technical effects, the suspension system comprising the upper H-shaped arm should also have corresponding technical effects. BRIEF DESCRIPTION OF DRAWINGS

[0021] Fig. 1 Fig. 1 shows a structure schematic diagram of the upper H-shaped arm and the front frame after connection according to an embodiment of the present application;

[0022] Fig. 2 Fig. 1 shows a structure schematic diagram of the upper H-shaped arm and the front frame after connection according to an embodiment of the present application;

[0023] Fig. 3A top view of an upper H-shaped arm of one embodiment provided by the utility model is shown.

[0024] Fig. 4 A side view of the upper H-shaped arm of one embodiment provided by the utility model is shown.

[0025]

Explanation of reference numerals

[0026] 1, cross arm;

[0027] 2, longitudinal arm, 201, first longitudinal arm section, 202, connecting section, 203, second longitudinal arm section;

[0028] 3, third ear plate;

[0029] 4, steering knuckle;

[0030] 5, first fixed ear, 501, first ear hole, 502, first recess;

[0031] 6, joint bearing;

[0032] 7, connecting plate pin;

[0033] 8, bushing;

[0034] 9, second fixed ear, 901, second ear hole, 902, second recess;

[0035] 10, fourth ear plate;

[0036] 11, transition arc part. DETAILED DESCRIPTION

[0037] In order to better explain the utility model, so as to facilitate understanding, the utility model is described in detail below by specific embodiments combined with the drawings.

[0038] When the underground coal transport vehicle is working, the independent suspension in the suspension system needs to transmit the traction, braking, steering, emergency stop and other working condition loads of the wheel edge driving system to the front frame, so as to work for the whole vehicle, at the same time, the independent suspension swings up and down around the front frame to provide support for the up and down movement of the suspension cylinder, therefore, the independent suspension is a heavy component in the suspension system of the underground coal transport vehicle.

[0039] At present, the independent suspension used by commercial vehicles and part of mine vehicles is mostly upper and lower A-shaped arm structure, the upper and lower arms each have two connection points connected with the frame, the other end each has one connection point connected with the steering knuckle, and the suspension cylinder shock absorber passes through the middle of the A-shaped arm to connect with the front frame and the steering knuckle, so as to realize the steering control function of the front wheel. In order to ensure the suspension cylinder shock effect, these independent suspension systems need a larger installation height after meeting the minimum length requirement of the suspension cylinder, which cannot meet the low height use requirement of the underground coal transport vehicle.

[0040] Although part of the mine car will be as an independent suspension H-shaped arm, can solve the A-shaped arm exists above the problem, but the structure of the upper H-shaped arm is more complex, at present mostly for 2 arm sheet metal structure assembled into, this sheet metal structure is limited by forming process, can't be integrated into the upper H-shaped arm, need to split the upper H-shaped arm into 2 arms, and then through the bolt joint, therefore, the existing upper H-shaped arm can't meet the requirement of being able to withstand the load capacity.

[0041] In order to solve at least one of the problems in the prior art or related art, the utility model provides a upper H-shaped arm, the upper H-shaped arm includes a cross arm and two longitudinal arms, the two longitudinal arms are arranged in parallel, the first end of each longitudinal arm is used for being movably connected with a front frame, the second end of each longitudinal arm is used for being movably connected with a steering knuckle, one end of the cross arm is connected with one of the two longitudinal arms, the other end of the cross arm is connected with the other of the two longitudinal arms, and the cross arm and the two longitudinal arms are integrally formed in an H-shaped structure.

[0042] The upper H-shaped arm and the suspension system according to some embodiments provided by the utility model are described below with reference to the drawings.

[0043] Referring to Figs. 1 to 4 The utility model provides a upper H-shaped arm, applied to suspension system, the upper H-shaped arm includes a cross arm 1 and two longitudinal arms 2, the two longitudinal arms 2 are arranged in parallel, the first end of each longitudinal arm 2 is used for being movably connected with a front frame, the second end of each longitudinal arm 2 is used for being movably connected with a steering knuckle 4, one end of the cross arm 1 is connected with one of the two longitudinal arms 2, the other end of the cross arm 1 is connected with the other of the two longitudinal arms 2, and the cross arm 1 and the two longitudinal arms 2 are integrally formed in an H-shaped structure.

[0044] Here, by selecting the upper H-shaped arm as an integrally formed structure of the cross arm 1 and the two longitudinal arms 2, not only the upper H-shaped arm can be mass-produced, but also the mechanical properties and structural reliability of the upper H-shaped arm can be guaranteed.

[0045] It should be noted that, in order to guarantee the installation precision between the front frame and the longitudinal arm 2, the front frame is prepared by using a post-weld machining method.

[0046] In the embodiment, by using the first end of the trailing arm 2 to be movably connected with the front frame and using the second end of the trailing arm 2 to be movably connected with the knuckle 4, by realizing that the front frame and the knuckle 4 are connected through the upper H-shaped arm and converting the up-and-down jumping of the knuckle 4 into the up-and-down swinging of the upper H-shaped arm relative to the front frame; at the same time, by selecting the trailing arm 2 and the transverse arm 1 to be an integrally formed structure of H-shaped, the mechanical performance and structural reliability of the upper H-shaped arm can be improved, so that the upper H-shaped arm has stronger ability to bear load, thereby ensuring that the mechanical performance of the upper H-shaped arm meets the strength and rigidity requirements of the vehicle under the working conditions of traction, braking, steering, emergency stop and the like.

[0047] In some possible implementation embodiments, the first end of the trailing arm 2 is provided with a first fixed lug 5, the first fixed lug 5 is used to be movably connected with the front frame; the first fixed lug 5 and the trailing arm 2 are an integrally formed structure; wherein the first fixed lug 5 is provided with a first lug hole 501, the central axis direction of the first lug hole 501 is parallel to the length direction of the transverse arm 1.

[0048] It should be noted that the front frame is provided with oppositely arranged first and second lug plates, the first lug plate is provided with a third lug hole, the second lug plate is provided with a fourth lug hole, and the third lug hole and the fourth lug hole are coaxially arranged; when the front frame is connected with the trailing arm 2, the first fixed lug 5 is placed between the first and second lug plates; then the position of the first fixed lug 5 is adjusted so that the first lug hole 501 on the first fixed lug 5 is coaxial with the third and fourth lug holes; then the joint bearing 6 is sequentially inserted through the third lug hole, the first lug hole 501 and the fourth lug hole; finally, the two ends of the joint bearing 6 are connected to the first and second lug plates respectively. Here, the first fixed lug 5 is movably connected with the front frame through the cooperation between the joint bearing 6 and the first lug hole 501; one end of the joint bearing 6 is connected to the first lug plate through the connecting plate pin shaft 7, and the other end is connected to the second lug plate through the bushing 8.

[0049] In the embodiment, by providing the first fixed lug 5 which is integrally formed with the trailing arm 2 at the first end of the trailing arm 2, the trailing arm 2 can be movably connected with the front frame through the first fixed lug 5; at the same time, by making the central axis direction of the first lug hole 501 on the first fixed lug 5 parallel to the length direction of the transverse arm 1, the trailing arm 2 can rotate towards or away from the front frame with the joint bearing 6 in the first lug hole 501 on the first fixed lug 5 as the center.

[0050] Further, the inner wall of the first lug hole 501 is provided with a first recess 502, the first recess 502 is coaxial with the first lug hole 501; the first recess 502 is used to install a first clamping spring which limits the axial rotation angle of the joint bearing 6.

[0051] Since the trailing arm 2 is movably connected to the front frame through the joint bearing 6 located in the first ear hole 501, and the joint bearing 6 located in the first ear hole 501 can rotate axially in the first ear hole 501, but the angle of rotation of the upper H-shaped arm relative to the front frame needs to be limited within a certain range, therefore, a first recess 502 coaxial with the first ear hole 501 is formed on the inner wall of the first ear hole 501, and a snap spring capable of limiting the axial rotation angle of the joint bearing 6 is installed in the first recess 502, so as to limit the axial rotation angle of the joint bearing 6 in the first ear hole 501, and further limit the rotation angle of the upper H-shaped arm relative to the front frame.

[0052] In some possible embodiments, the second end of the trailing arm 2 is provided with a second fixed ear 9 for movably connecting with the knuckle 4; the second fixed ear 9 and the trailing arm 2 are integrally formed; wherein the second fixed ear 9 is provided with a second ear hole 901, and the central axis direction of the second ear hole 901 is parallel to the length direction of the transverse arm 1.

[0053] It should be noted that the knuckle 4 is provided with oppositely arranged third and fourth ear plates 3 and 10, the third ear plate 3 is provided with a fifth ear hole, the fourth ear plate 10 is provided with a sixth ear hole, and the fifth and sixth ear holes are coaxially arranged; when the knuckle 4 is connected with the trailing arm 2, the second fixed ear 9 is placed between the third and fourth ear plates 3 and 10; then the position of the second fixed ear 9 is adjusted so that the second ear hole 901 on the second fixed ear 9 is coaxial with the fifth and sixth ear holes; then the joint bearing 6 is sequentially inserted through the fifth ear hole, the second ear hole 901 and the sixth ear hole; finally, the two ends of the joint bearing 6 are connected to the third and fourth ear plates 3 and 10, respectively. Here, the second fixed ear 9 is movably connected with the knuckle 4 through the cooperation between the joint bearing 6 and the second ear hole 901; one end of the joint bearing 6 is connected to the third ear plate 3 through the connecting plate pin shaft 7, and the other end is connected to the fourth ear plate 10 through the bushing 8.

[0054] In the embodiment, the second fixed ear 9 integrally formed with the trailing arm 2 is arranged at the first end of the trailing arm 2, so that the trailing arm 2 is movably connected with the knuckle 4 through the second fixed ear 9; at the same time, the central axis direction of the second ear hole 901 on the second fixed ear 9 is parallel to the length direction of the transverse arm 1, so that the trailing arm 2 rotates towards or away from the knuckle 4 with the joint bearing 6 located in the second ear hole 901 on the second fixed ear 9 as the center.

[0055] Further, a second recess 902 coaxial with the second ear hole 901 is formed on the inner wall of the second ear hole 901; the second recess 902 is used for installing a second snap spring for limiting the axial rotation angle of the joint bearing 6.

[0056] Since the longitudinal arm 2 is movably connected to the steering knuckle 4 through the joint bearing 6 located in the second ear hole 901, and the joint bearing 6 located in the second ear hole 901 can rotate axially in the second ear hole 901, but the angle of rotation of the upper H-shaped arm relative to the steering knuckle 4 needs to be limited within a certain range, therefore, here a second groove 902 coaxial with the second ear hole 901 is opened on the inner wall of the second ear hole 901, and a snap spring capable of limiting the axial rotation angle of the joint bearing 6 is installed in the second groove 902, so as to realize the limitation of the axial rotation angle of the joint bearing 6 in the second ear hole 901, and further realize the limitation of the rotation angle of the upper H-shaped arm relative to the steering knuckle 4.

[0057] In some possible implementation examples, the width of the transverse arm 1 is not less than twice the width of the longitudinal arm 2.

[0058] Here, by designing the width of the transverse arm 1 to be not less than twice the width of the longitudinal arm 2, the transverse arm 1 can not only maintain the stability of the connection of the two longitudinal arms 2 on the transverse arm 1, but also enhance the mechanical strength of the entire upper H-shaped arm, so as to avoid the problem of deformation of the upper H-shaped arm.

[0059] In some possible implementation examples, the distance between the first end of the longitudinal arm 2 and the transverse arm 1 is greater than the distance between the second end of the longitudinal arm 2 and the transverse arm 1, and transition arc portions 11 are arranged at the connection positions of the longitudinal arm 2 and the transverse arm 1 on both sides; wherein the size of the transition arc portion 11 close to the first end of the longitudinal arm 2 is greater than the size of the transition arc portion 11 close to the second end of the longitudinal arm 2.

[0060] It should be noted that the longitudinal arm 2 comprises a first longitudinal arm section 201, a connecting section 202 and a second longitudinal arm section 203 connected in sequence; the first longitudinal arm section 201 is a longitudinal arm section between the first end of the longitudinal arm 2 and the transverse arm 1, and the second longitudinal arm section 203 is a longitudinal arm section between the second end of the longitudinal arm 2 and the transverse arm 1; the connecting section 202 is a longitudinal arm section connected with the transverse arm 1.

[0061] Since the distance between the first end of the longitudinal arm 2 and the transverse arm 1 is greater than the distance between the second end of the longitudinal arm 2 and the transverse arm 1, the length of the first longitudinal arm section 201 is greater than the length of the second longitudinal arm section 203, and the first longitudinal arm section 201 bears a relatively large force compared with the second longitudinal arm section 203, therefore, here the size of the transition arc portion 11 close to the first end of the longitudinal arm 2 is greater than the size of the transition arc portion 11 close to the second end of the longitudinal arm 2, so as to increase the connection area between the first longitudinal arm section 201 and the transverse arm 1, and enable the first longitudinal arm section 201 to bear a larger force.

[0062] Further, the two longitudinal arms 2 are symmetrically arranged with the transverse center line of the transverse arm 1 as the axis of symmetry.

[0063] Here, by symmetrically arranging the two longitudinal arms 2 with the transverse center line of the transverse arm 1 as the axis of symmetry, the H-shaped arm can be parallel to the transverse center line of the front frame after being connected with the front frame and the knuckle 4, and the two longitudinal arms 2 can transmit the working load generated by the wheel-side driving system to the front frame with the same load force.

[0064] In some possible implementation embodiments, the H-shaped arm is made of cast steel 28NiMoA.

[0065] Here, the material of the H-shaped arm is selected as cast steel 28NiMoA, which can ensure that the mechanical properties of the H-shaped arm composed of the transverse arm 1 and the two longitudinal arms 2 meet the strength and rigidity requirements of the vehicle under working load conditions such as traction, braking, steering, and emergency stop.

[0066] One embodiment of the suspension system of the utility model comprises the H-shaped arm in any of the above embodiments.

[0067] Since the coal truck of the embodiment comprises any of the H-shaped arms in the first aspect, the coal truck has the beneficial effects of any of the above embodiments, which will not be described herein.

[0068] In the description of the utility model, it should be understood that the terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first" and "second" can explicitly or implicitly include one or more of the features. In the description of the utility model, the meaning of "multiple" is two or more than two, unless otherwise specifically limited.

[0069] In the utility model, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood in a broad sense, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication or interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to the specific circumstances.

[0070] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Moreover, the first feature is "above", "over" and "on" the second feature, which can be directly above or obliquely above the first feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature is "below", "under" and "under" the second feature, which can be directly below or obliquely below the first feature, or only indicates that the horizontal height of the first feature is lower than that of the second feature.

[0071] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "embodiment", "exemplary embodiment", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or features of different embodiments or examples described in the present application without contradiction.

[0072] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can modify, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An upper H-arm, used in a suspension system, characterized in that, The application relates to a front axle suspension of a vehicle, comprising: two longitudinal arms, each first end of the longitudinal arms being used for being movably connected with a front frame, and each second end of the longitudinal arms being used for being movably connected with a steering knuckle; a transverse arm, one end of the transverse arm being connected with one of the two longitudinal arms, and the other end of the transverse arm being connected with the other of the two longitudinal arms; the transverse arm and the two longitudinal arms are integrally formed in an H-shaped structure.

2. The upper H-arm of claim 1, wherein, The first end of the longitudinal arm is provided with a first fixing lug, the first fixing lug being used for being movably connected with the front frame; the first fixing lug and the longitudinal arm are integrally formed; wherein the first fixing lug is provided with a first lug hole, and the central axis direction of the first lug hole is parallel to the length direction of the transverse arm.

3. The upper H-arm of claim 2, wherein, A first groove is formed in the inner wall of the first lug hole, and the first groove is coaxial with the first lug hole; the first groove is used for mounting a first clamping spring for limiting the axial rotation angle of a joint bearing.

4. The upper H-arm of claim 1, wherein, The second end of the longitudinal arm is provided with a second fixing lug, the second fixing lug being used for being movably connected with the steering knuckle; the second fixing lug and the longitudinal arm are integrally formed; wherein the second fixing lug is provided with a second lug hole, and the central axis direction of the second lug hole is parallel to the length direction of the transverse arm.

5. The upper H-arm of claim 4, wherein, A second groove is formed in the inner wall of the second lug hole, and the second groove is coaxial with the second lug hole; the second groove is used for mounting a second clamping spring for limiting the axial rotation angle of a joint bearing.

6. The upper H-arm of claim 1, wherein, The width of the transverse arm is not less than twice the width of the longitudinal arm.

7. The upper H-arm of claim 6, wherein, The distance between the first end of the longitudinal arm and the transverse arm is greater than the distance between the second end of the longitudinal arm and the transverse arm, and transition arc portions are arranged at the connection positions of the longitudinal arm and the transverse arm on both sides; wherein the size of the transition arc portion close to the first end of the longitudinal arm is greater than the size of the transition arc portion close to the second end of the longitudinal arm.

8. The upper H-arm of claim 1, wherein, The two longitudinal arms are symmetrically arranged with the transverse center line of the transverse arm as the symmetric axis.

9. The upper H-arm of claim 1, wherein, The upper H-shaped arm is prepared from cast steel 28NiMoA.

10. A suspension system characterized by, The application further relates to a vehicle comprising the upper H-shaped arm according to any one of claims 1 to 9.

Images