Front hydro-pneumatic suspension structure

Abstract

The utility model provides a front hydro-pneumatic suspension structure, which belongs to the technical field of suspensions of off-highway mining dump trucks, and adopts the technical scheme that the front hydro-pneumatic suspension structure comprises two front hydro-pneumatic springs, the two front hydro-pneumatic springs are respectively arranged on two sides of a frame, and the tops of the front hydro-pneumatic springs are hinged with the frame through hydro-pneumatic spring supports; the bottoms of the front oil-gas springs are hinged to the front axle, the tops of the oil-gas spring supports are higher than the upper surface of the frame, racks are fixed to the tops of the two oil-gas spring supports, and a rack cross beam is connected between the two racks; the bottoms of the oil-gas spring supports are lower than the lower surface of the frame, and an oil-gas spring lower cross beam is connected between the bottoms of the two oil-gas spring supports. The utility model has the beneficial effects that the overall structural strength and the torsional strength of the frame are obviously improved, and the stress concentration is avoided, so that the overall structure has stronger load impact resistance and is more durable.

Description

Technical Field

[0001] This utility model belongs to the field of suspension technology for off-highway mining dump trucks, specifically relating to a front oil-gas suspension structure. Background Technology

[0002] When off-highway mining dump trucks operate in harsh conditions such as large open-pit mines, their suspension system, as a key force transmission mechanism between the frame and axles, is crucial to the overall vehicle safety and reliability. This system must bear hundreds of tons of load and efficiently disperse impact forces to prevent damage to the vehicle structure due to overload. Simultaneously, through shock absorption and cushioning, it absorbs severe vibrations from rough terrain, significantly reducing equipment wear and the risk of metal fatigue, and extending the lifespan of core components. Under dynamic operating conditions, the front suspension system maintains vehicle stability by adjusting wheel contact pressure in real time, preventing mechanical breakage accidents caused by impacts during emergency braking or steering, and ensuring traction and handling safety in complex terrain.

[0003] Currently, the front suspension system of large-tonnage off-highway mining dump trucks generally adopts a front air spring structure, which mainly consists of a front air spring and its support. The front air spring support mounts the front air spring between the frame and the axle. The front air spring achieves shock absorption and load-bearing functions through the synergistic action of hydraulic oil and gas.

[0004] However, in actual use, large-tonnage mining dump trucks face harsh road conditions and ever-increasing loads, leading to a significant increase in the load impact on the front air suspension system. These extreme working conditions make the vehicle prone to serious problems such as cracking and deformation of the front air spring supports, and even frame cracking during operation. Utility Model Content

[0005] This invention addresses the problem that existing front air spring structures are easily damaged under load impact, and provides a front air suspension structure with stronger load impact resistance and less susceptibility to damage.

[0006] To solve the above problems, the technical solution adopted by this utility model is a front air suspension structure, including two front air springs. The two front air springs are respectively disposed on both sides of the vehicle frame, with the top of the air springs hinged to the vehicle frame via air spring supports, and the bottom of the air springs hinged to the front axle. The top of the air spring supports is higher than the upper surface of the vehicle frame, and a frame is fixed to the top of each air spring support, with a frame crossbeam connecting the two frames. The bottom of the air spring supports is lower than the lower surface of the vehicle frame, and a lower air spring crossbeam connects the bottom of the two air spring supports. The tops of the air spring supports on both sides of the vehicle frame are higher than the upper surface of the vehicle frame, and a frame is fixed to the top of each air spring support, with the two frames connected by a frame crossbeam. Simultaneously, the bottoms of the air spring supports on both sides of the vehicle frame are lower than the lower surface of the vehicle frame, and a lower air spring crossbeam connects the bottom of the two air spring supports. The frame crossbeam, the lower crossbeam of the air spring, and the two air spring supports together form a ring beam structure. This design effectively improves the overall structural strength and the overall torsional strength of the frame. Through the air spring supports, load impacts are transferred and distributed to the longitudinal beams and frame of the frame, avoiding stress concentration, thus making the overall structure more resistant to load impacts and less prone to damage.

[0007] Furthermore, the front air suspension structure also includes an inner connecting plate, which is riveted to the inner side of the longitudinal beams of the frame, and its position corresponds to the air spring support. The inner connecting plate is riveted to the inner side of the longitudinal beams of the frame and, together with the air spring support, is riveted to the longitudinal beams of the frame. This design can distribute stress across the longitudinal beams of the frame, avoiding stress concentration and thus effectively protecting the frame structure.

[0008] Furthermore, the front air suspension structure also includes two connecting assemblies, located on opposite sides of the vehicle frame. The upper parts of both assemblies are fixedly connected to the frame, and a second crossbeam connects their lower parts. This structural configuration enhances the overall torsional strength of the frame and improves its reliability.

[0009] Furthermore, the connecting assembly includes a crossbeam connecting seat and a crossbeam connecting plate. The upper part of the crossbeam connecting seat is fixedly connected to the outer side of the longitudinal beam of the frame, the lower part of the crossbeam connecting seat is fixedly connected to the upper part of the crossbeam connecting plate, and the lower part of the crossbeam connecting plate is fixedly connected to the second crossbeam. Both ends of the second crossbeam are fixedly connected to the crossbeam connecting plates on both sides of the frame, respectively. The crossbeam connecting plates are then fixedly connected to the crossbeam connecting seats, which in turn are fixedly connected to the frame. The frame, crossbeam connecting seats, crossbeam connecting plates, and second crossbeam together form an integral structure. This design further enhances the overall torsional strength of the frame.

[0010] Furthermore, the connecting assembly also includes an L-shaped connecting plate. The L-shaped connecting plate is located on the inner side of the longitudinal beams of the frame, and its position corresponds to the crossbeam connecting seat. The outer side of the vertical plate of the L-shaped connecting plate is riveted to the inner side of the longitudinal beams of the frame, and the outer side of the cross plate is fixedly connected to the frame. The outer side of the vertical plate of the L-shaped connecting plate cooperates with the crossbeam connecting seat and is riveted together to the longitudinal beams of the frame. This design can distribute stress to the longitudinal beams of the frame, avoiding stress concentration and thus effectively protecting the frame structure.

[0011] Furthermore, the connecting assembly also includes a spacer block, which is fixed between the outer side of the cross plate of the L-shaped connecting plate and the crossbeam connecting seat. The spacer block is fixed between the outer side of the cross plate of the L-shaped connecting plate and the crossbeam connecting seat, thus clamping the frame between these two parts. This eliminates the need to drill holes in the lower surface of the frame, thereby avoiding the risk of cracking. In addition, the spacer block also provides support, protecting the frame.

[0012] Furthermore, the front air suspension structure also includes two front thrust rod supports, located on both sides of the vehicle frame, with the upper part of each support fixedly connected to the outer side of the longitudinal beam of the axle. An upper front thrust rod is positioned between the middle of the front thrust rod support and the front axle, while a lower front thrust rod is positioned between the lower part of the front thrust rod support and the front axle. This integrated structure effectively reduces lateral swaying during vehicle operation, thereby improving vehicle stability.

[0013] Furthermore, one end of the upper front thrust rod is hinged to the middle of the front thrust rod support, and the other end is hinged to the top of the front axle. One end of the lower front thrust rod is hinged to the lower part of the front thrust rod support, and the other end is hinged to the front side surface of the front axle. The upper and lower front thrust rods work together to effectively reduce lateral swaying of the vehicle during driving, thereby improving overall stability.

[0014] Furthermore, the two front upper thrust rods are positioned in a V-shape, with the opening of the V-shape facing away from the front axle. This effectively prevents lateral displacement of the front axle and improves the vehicle's lateral stability.

[0015] Furthermore, the front air suspension structure also includes a first crossbeam, which is located below the vehicle frame, and both ends of the first crossbeam are fixedly connected to the front thrust rod supports on both sides of the vehicle frame. This design enhances the stability of the front thrust rod supports and improves their overall strength.

[0016] As can be seen from the above technical solutions, the advantages of this utility model are as follows: the frame crossbeam, the lower crossbeam of the gas spring, and the two gas spring supports together form a ring beam structure, which effectively improves the overall structural strength and the torsional strength of the frame. Simultaneously, the load impact is transferred and distributed to the longitudinal beams and frame of the frame through the gas spring supports, avoiding stress concentration. The crossbeam connecting seat, crossbeam connecting plate, and second crossbeam further enhance the torsional strength of the frame and improve reliability. Furthermore, the front upper thrust rod and front lower thrust rod effectively reduce lateral swaying during vehicle operation, improving vehicle stability. In summary, this structure significantly improves the overall structural strength and the torsional strength of the frame, avoids stress concentration, and makes the overall structure more resistant to load impact and more durable. Attached Figure Description

[0017] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a structural diagram illustrating a specific embodiment of the present invention. Figure 1 .

[0019] Figure 2 for Figure 1 A magnified view of part A.

[0020] Figure 3 for Figure 1 A magnified view of section B.

[0021] Figure 4 This is a structural diagram illustrating a specific embodiment of the present invention. Figure 2 .

[0022] Figure 5 for Figure 4 A magnified view of a portion of point C.

[0023] Figure 6 for Figure 4 A magnified view of a portion of point D.

[0024] Figure 7 for Figure 4 A magnified view of a portion at point E.

[0025] Figure 8 This is a structural schematic diagram of the crossbeam connecting seat in a specific embodiment of this utility model.

[0026] In the diagram: 1. Frame, 11. Gas spring support, 111. Front gas spring, 12. Lower crossbeam of gas spring, 13. Bench, 14. Bench crossbeam, 15. Inner connecting plate, 2. Front axle, 3. Connecting assembly, 31. Crossbeam connecting seat, 311. L-shaped connecting groove, 32. Crossbeam connecting plate, 33. L-shaped connecting plate, 34. Pad, 4. Front support of thrust rod, 41. First crossbeam, 5. Thrust rod assembly, 51. Front upper thrust rod, 52. Front lower thrust rod, 6. Second crossbeam. Detailed Implementation

[0027] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0028] A front air suspension structure, such as Figure 1 As shown, the frame includes two gas spring supports 11, which are respectively mounted on both sides of the frame 1. The tops of the two gas spring supports 11 are connected by a frame crossbeam 14, while the bottoms are connected by a lower gas spring crossbeam 12. The frame crossbeam 14, the lower gas spring crossbeam 12, and the two gas spring supports 11 together form a stable ring beam structure, which not only enhances the overall structural strength but also significantly improves the overall torsional strength of the frame 1. Furthermore, as... Figure 4 As shown, connecting components 3 are also provided on both sides of the frame 1. The two connecting components 3 are connected by a second crossbeam 6, which further enhances the torsional resistance of the frame 1. In order to improve the stability of the vehicle, thrust rod front supports 4 are also provided on both sides of the frame 1. The thrust rod front supports 4 are tightly connected to the front axle 2 through the thrust rod assembly 5, which effectively reduces the lateral sway of the whole vehicle during driving.

[0029] In this specific embodiment, the gas spring support 11 is in close contact with the outer side of the longitudinal beam of the frame 1. The top of the gas spring support 11 is higher than the upper surface of the frame 1, and the bottom of the gas spring support 11 is lower than the lower surface of the frame 1. An inner connecting plate 15 is provided on the inner side of the longitudinal beam of the frame 1. There are two inner connecting plates 15, and the positions of the two inner connecting plates 15 correspond to the two gas spring supports 11 respectively. The inner connecting plates 15 and the gas spring supports 11 are fixedly connected to the longitudinal beam of the frame 1 by riveting.

[0030] like Figure 2As shown, each of the two gas spring supports 11 is equipped with a front gas spring 111. The top of the front gas spring 111 is hinged to the gas spring support 11 via a pin, and the bottom of the front gas spring 111 is hinged to the front axle 2 via a pin. The front axle 2 is located below the frame 1, and the lower crossbeam 12 of the gas spring is located between the frame 1 and the front axle 2. The two ends of the lower crossbeam 12 of the gas spring are fixedly connected to the bottom of the gas spring supports 11 on both sides of the frame 1 by riveting.

[0031] like Figure 7 As shown, a subframe 1 is bolted to the upper surface of the frame 1. The surface of the gas spring support 11 that contacts the frame 1 also contacts the outer surface of the subframe 1, and the gas spring support 11 is riveted to the subframe 1 through this contact surface. A frame 13 is riveted to the top of each of the two gas spring supports 11, and one side of the frame 13 is in close contact with the outer surface of the subframe 1 and is fixedly connected by riveting. A frame crossbeam 14 is provided above the subframe 1, and both ends of the frame crossbeam 14 are fixedly connected to the top of the two frames 13 by riveting.

[0032] like Figure 5 As shown, two connecting components 3 on the frame 1 are located on both sides of the frame 1, and the upper parts of both connecting components 3 are fixedly connected to the frame 1. A second crossbeam 6 is connected between the lower parts of the two connecting components 3, that is, the second crossbeam 6 is located below the frame 1. In this embodiment, the connecting component 3 includes a crossbeam connecting seat 31, a crossbeam connecting plate 32, an L-shaped connecting plate 33, and a pad 34. Figure 8 As shown, the upper part of the crossbeam connecting seat 31 is provided with an L-shaped connecting groove 311. The vertical surface of the L-shaped connecting groove 311 is in close contact with the outer side of the longitudinal beam of the frame 1 and is fixedly connected by riveting. The horizontal surface of the L-shaped connecting groove 311 is in close contact with the lower surface of the frame 1. The lower part of the crossbeam connecting seat 31 is riveted to the upper part of the crossbeam connecting plate 32, and the lower part of the crossbeam connecting plate 32 is riveted to the second crossbeam 6, so that the two ends of the second crossbeam 6 are respectively fixedly connected to the lower parts of the crossbeam connecting plates 32 on both sides of the frame 1 by riveting.

[0033] like Figure 6 As shown, the L-shaped connecting plate 33 is located on the inner side of the longitudinal beam of the frame 1, and its position corresponds to that of the crossbeam connecting seat 31. The outer side of the vertical plate of the L-shaped connecting plate 33 is in close contact with the inner side of the longitudinal beam of the frame 1 and is connected by riveting, that is, the vertical surface of the connecting groove and the outer side of the vertical plate of the L-shaped connecting plate 33 are riveted together to the longitudinal beam of the frame 1. The outer side of the horizontal plate of the L-shaped connecting plate 33 is in close contact with the frame 1, and the pad 34 is located between the outer side of the horizontal plate of the L-shaped connecting plate 33 and the horizontal surface of the connecting groove. By rivets passing through the horizontal plate of the L-shaped connecting plate 33, the pad 34, and the horizontal surface of the connecting groove in sequence, the frame 1 can be clamped and fixed between the upper part of the L-shaped connecting plate 33 and the crossbeam connecting seat 31.

[0034] like Figure 3 As shown, there are two thrust rod front supports 4 on the frame 1. The two thrust rod front supports 4 are located on both sides of the frame 1, and the upper part of the thrust rod front supports 4 is riveted to the outer side of the longitudinal beam of the axle. A first crossbeam 41 is provided between the two thrust rod front supports 4. The first crossbeam 41 is located below the frame 1, and both ends of the first crossbeam 41 are riveted to the thrust rod front supports 4 on both sides of the frame 1.

[0035] The thrust rod assembly 5 includes a front upper thrust rod 51 and a front lower thrust rod 52. One end of the front upper thrust rod 51 is hinged to the middle of the front thrust rod support 4, and the other end is hinged to the top of the front axle 2. One end of the front lower thrust rod 52 is hinged to the lower part of the front thrust rod support 4, and the other end is hinged to the front side of the front axle 2. There are two thrust rod assemblies 5, which respectively cooperate with the two front thrust rod supports 4. In addition, the two front upper thrust rods 51 in the two thrust rod assemblies 5 are placed in a V-shape, and the opening direction of the V-shape is away from the front axle 2.

[0036] As can be seen from the above embodiments, the beneficial effects of this utility model are as follows: the frame crossbeam, the lower crossbeam of the gas spring, and the two gas spring supports together constitute a ring beam structure, which effectively improves the overall structural strength and the torsional strength of the frame. Simultaneously, the load impact is transferred and dispersed to the longitudinal beams and frame of the frame through the gas spring supports, avoiding stress concentration. The crossbeam connecting seat, crossbeam connecting plate, and second crossbeam further enhance the torsional strength of the frame and improve reliability. Furthermore, the front upper thrust rod and front lower thrust rod effectively reduce lateral swaying during vehicle operation, improving vehicle stability. In summary, this structure significantly improves the overall structural strength and the torsional strength of the frame, avoids stress concentration, and makes the overall structure more resistant to load impact and more durable.

[0037] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A front hydro-pneumatic suspension structure, comprising two front hydro-pneumatic springs (111) arranged respectively on both sides of a vehicle frame (1), and the top of each front hydro-pneumatic spring (111) is hinged to the vehicle frame (1) through a hydro-pneumatic spring support (11), and the bottom of each front hydro-pneumatic spring (111) is hinged to a front axle (2), characterized in that, The top of the oil-gas spring support (11) is higher than the upper surface of the frame (1), and the top of the two oil-gas spring supports (11) is fixed with a rack (13), and the two racks (13) are connected with a rack cross beam (14); the bottom of the oil-gas spring support (11) is lower than the lower surface of the frame (1), and the bottom of the two oil-gas spring supports (11) is connected with an oil-gas spring lower cross beam (12).

2. The front oil gas suspension structure according to claim 1, characterized by The front oil-gas suspension structure further comprises an inner connecting plate (15), which is riveted to the inner side of the longitudinal beam of the frame (1), and the position of the inner connecting plate (15) corresponds to the oil-gas spring support (11).

3. The front oil gas suspension structure according to claim 1, characterized by The front oil-gas suspension structure further comprises two connecting assemblies (3), which are respectively located on both sides of the frame (1), and the upper part of the two connecting assemblies (3) is fixedly connected with the frame (1), and the lower part of the two connecting assemblies (3) is connected with a second cross beam (6).

4. The front oil gas suspension structure according to claim 3, characterized by The connecting assembly (3) comprises a cross beam connecting seat (31) and a cross beam connecting plate (32), the upper part of the cross beam connecting seat (31) is fixedly connected with the outer side of the longitudinal beam of the frame (1), the lower part of the cross beam connecting seat (31) is fixedly connected with the upper part of the cross beam connecting plate (32), and the lower part of the cross beam connecting plate (32) is fixedly connected with the second cross beam (6).

5. The front hydro-pneumatic suspension structure according to claim 4, characterized by The connecting assembly (3) further comprises an L-shaped connecting plate (33), which is located on the inner side of the longitudinal beam of the frame (1), and the position of the L-shaped connecting plate (33) corresponds to the cross beam connecting seat (31), the outer side of the vertical plate of the L-shaped connecting plate (33) is riveted to the inner side of the longitudinal beam of the frame (1), and the outer side of the horizontal plate of the L-shaped connecting plate (33) is fixedly connected with the frame (1).

6. The front oil gas suspension structure according to claim 5, characterized by The connecting assembly (3) further comprises a cushion block (34), and the cushion block (34) is fixed between the outer side of the horizontal plate of the L-shaped connecting plate (33) and the cross beam connecting seat (31).

7. The front hydro-pneumatic suspension structure according to claim 1, characterized by The front oil-gas suspension structure further comprises two front thrust rod supports (4), which are respectively located on both sides of the frame (1), and the upper part of the front thrust rod support (4) is fixedly connected with the outer side of the longitudinal beam of the frame (1); a front upper thrust rod (51) is arranged between the middle part of the front thrust rod support (4) and the front axle (2), and a front lower thrust rod (52) is arranged between the lower part of the front thrust rod support (4) and the front axle (2).

8. The front oil gas suspension structure according to claim 7, characterized by One end of the front upper thrust rod (51) is hinged to the middle part of the front thrust rod support (4), the other end of the front upper thrust rod (51) is hinged to the top of the front axle (2), one end of the front lower thrust rod (52) is hinged to the lower part of the front thrust rod support (4), and the other end of the front lower thrust rod (52) is hinged to the front side of the front axle (2).

9. The front hydro-pneumatic suspension structure according to claim 7, characterized by The two front upper thrust rods (51) are placed in a V shape, and the opening direction of the V shape is away from the front axle (2).

10. The front hydro-pneumatic suspension structure according to claim 7, characterized by The front oil-gas suspension structure further comprises a first cross beam (41), which is located below the frame (1), and the two ends of the first cross beam (41) are fixedly connected with the front thrust rod supports (4) on both sides of the frame (1).

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