Air damping spring type large vehicle traction device

Abstract

The utility model discloses an air damping spring type large vehicle traction device, and belongs to the technical field of vehicle traction. An air damping spring type large vehicle traction device comprises a front traction beam and a rear traction beam hinged to the front traction beam, and the rear traction beam comprises a rear beam body and a cylinder fixedly connected to the rear beam body; one end of the traction rod is hinged to the front traction beam, a piston is fixedly connected to the traction rod and divides an inner cavity of the cylinder body into two damping cavities, damping parts are arranged in the two damping cavities, a through flow guide channel is formed in the piston, and the flow guide channel communicates with the two damping cavities; first-stage buffering is formed through the elastic force of the elastic damping piece, in the buffering process, along with the movement of the piston, gas in the two cavities is exchanged through the flow guide channel, and therefore the second-stage buffering and two-stage buffering mode is formed, and the buffering effect can be improved while the special strength of the traction rod is not increased. And a high buffering effect is still achieved for high impact force of braking of large vehicles.

Description

A large vehicle traction device with air damping spring Technical Field

[0001] This utility model relates to the field of vehicle traction technology, and in particular to an air-damped spring type large vehicle traction device. Background Technology

[0002] When a vehicle breaks down and cannot move on its own, it needs to be towed to a designated location. For large vehicles, there are two towing methods: soft towing and hard towing. Soft towing is more dangerous, while hard towing is relatively safer, so hard towing is more commonly used. However, in the event of an emergency braking situation, both hard and soft towing will be affected by the vehicle model or counterweight. That is, the larger the vehicle model or counterweight, the greater the impact generated by inertia during braking. Therefore, the strength requirements for the towing bar are very high. Under normal use, the towing bar is prone to deformation or even breakage, which can also cause significant damage to the towing vehicle.

[0003] Currently, in order to reduce the impact force during emergency braking and to lower the strength requirements of the towing rod, there is an urgent need to design an air-damped spring type towing device for large vehicles. Summary of the Invention

[0004] The purpose of this invention is to solve the problem of how to reduce the impact force through a standard-designed traction rod during emergency braking in the prior art, and to propose an air-damped spring type traction device for large vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] An air-damped spring type large vehicle traction device includes a front traction beam and a rear traction beam hinged thereto. The rear traction beam includes: a rear beam body and a cylinder body fixedly connected to the rear beam body; a traction rod passing through both ends of the cylinder body, one end of the traction rod being hinged to the front traction beam. A piston is fixedly connected to the traction rod, and the piston divides the inner cavity of the cylinder body into two damping chambers. Each damping chamber is provided with a damping element, and a through-flow channel is provided on the piston, which connects the two damping chambers.

[0007] Preferably, the flow channel is a stepped hole or a straight hole.

[0008] To control the damping strength, multiple sets of flow channels are provided, and these multiple sets of flow channels are arranged circumferentially and equidistantly on the piston.

[0009] To ensure the reliability of the damping, preferably, the damping element includes a spring, and the damping chamber includes a first chamber and a second chamber. Two springs are respectively disposed in the first chamber and the second chamber, and the two ends of the springs abut against the inner wall of the damping chamber and the piston, respectively.

[0010] To ensure effective buffering between the two traction beams, preferably, the two ends of the traction rod are respectively fixedly connected with an earring and a limiting member, and the earring is hinged to the front traction beam.

[0011] To facilitate the connection and separation of the two traction beams, the front traction beam further includes a front beam body, a positioning shaft is fixedly connected to the front beam body, a hinge seat is rotatably connected to the positioning shaft, a pin is inserted into the hinge seat, and the pin passes through the earring.

[0012] Furthermore, traction rings are fixedly connected to both the front beam and the rear beam.

[0013] Compared with the prior art, this utility model provides an air-damped spring type large vehicle traction device, which has the following beneficial effects:

[0014] 1. The air-damped spring type large vehicle traction device forms a first-stage damping buffer by setting elastic damping elements in both damping chambers, and a through flow channel is opened on the piston, which connects the two damping chambers to form a second-stage damping buffer.

[0015] 2. This air-damped spring type large vehicle traction device, by arranging the guide channels circumferentially at equal intervals on the piston, can ensure that the piston is subjected to more uniform force during its movement and reduce its local friction.

[0016] 3. This air-damped spring-type large vehicle traction device fully utilizes the characteristics of air, making it lightweight and highly compressible. Based on spring damping, a guide channel is opened on the plunger to implement air damping. The greater the impact, the greater the damping, resulting in good buffering function and high safety. It is suitable for traction of large vehicles. Furthermore, the cylinder body is a sealed space, unaffected by external environmental pollution such as sand and rain, making it highly adaptable.

[0017] The parts of this device not described herein are the same as or can be implemented using existing technologies. This utility model installs elastic damping components in the two chambers of the cylinder to keep the space of the two chambers equal, so that when the vehicle is driving normally or braking suddenly, the elastic force of the elastic damping components can form a first-stage buffering effect. Furthermore, during the buffering process, as the piston inevitably moves, the gas in the two chambers is exchanged using the guide channel, thereby forming a second-stage buffering. The two-stage buffering method can still have a high buffering effect against the high impact force of braking of large vehicles without increasing the special strength of the traction rod. Attached Figure Description

[0018] Figure 1 is a plan view of an air-damped spring type large vehicle traction device proposed in this utility model;

[0019] Figure 2 is an enlarged view of part A in Figure 1 of an air-damped spring type large vehicle traction device proposed in this utility model.

[0020] Figure 3 is a partial structural diagram of an air-damped spring type large vehicle traction device proposed in this utility model.

[0021] Figure 4 is a schematic diagram of the front traction beam of an air-damped spring type large vehicle traction device proposed in this utility model.

[0022] In the diagram: 1. Front beam; 2. Positioning shaft; 3. Hinge seat; 4. Pin; 5. Traction ring; 6. Rear beam; 7. Cylinder; 8. First chamber; 9. Second chamber; 10. Traction rod; 11. Piston; 12. Guide channel; 13. Spring; 14. Earring; 15. Limiting component; 16. Support rod. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0024] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0025] The traction device for large vehicles mainly consists of two parts: a front traction beam and a rear traction beam. The front and rear traction beams are fixed to the cab and the cargo box respectively by traction rings 5. The front beam 1 of the front traction beam is rotatably connected to a hinge seat 3 via a positioning shaft 2 on a triangular plate. A pin 4 can be inserted into the hinge seat 3. The rear beam 6 of the rear traction beam is connected to a damping structure, which is hinged to the hinge seat 3. This connection method is convenient and widely used. For large vehicles, a damping structure is often used on the rear traction beam to buffer the inertia generated during emergency braking, prevent excessive impact force, and thus protect the cab and cargo box. The specific damping structure is shown in the following embodiment.

[0026] Example:

[0027] Referring to Figures 1-4, a large vehicle traction device with air damping spring is proposed. A cylindrical cylinder 7 is fixedly installed on the rear beam 6. The rear beam 6 is connected to the cylinder 7 by two support rods 16, forming a triangular area to ensure the stability of the cylinder 7 under impact. A traction rod 10 passes through the cylinder 7. One end of the traction rod 10 is rotatably connected to the hinge seat 3 through an ear ring 14. The other end of the traction rod 10 is fixedly connected to a cylindrical limiting member 15, the diameter of which is larger than that of the traction rod 10. This prevents the traction rod 10 from detaching from the cylinder 7 in extreme conditions, thus improving the safety protection effect. A piston 11 is fixedly connected to the middle of the traction rod 10. The piston 11 divides the inner cavity of the cylinder 7 into two damping chambers. Each damping chamber is equipped with an elastic damping element to form a first-stage damping buffer. A through-flow channel 12 is opened on the piston 11, which connects the two damping chambers to form a second-stage damping buffer.

[0028] In the above design, by installing elastic damping components in the two chambers of the cylinder 7 to keep the space of the two chambers equal, the elastic force of the elastic damping components can form a first-stage buffering effect when the vehicle is driving normally or braking suddenly. Furthermore, during the buffering process, as the piston 11 moves unavoidably, the gas in the two chambers is exchanged using the guide channel 12, thereby forming a second-stage buffering. The two-stage buffering method can still have a high buffering effect against the high impact force of braking of large vehicles without increasing the special strength of the traction rod 10.

[0029] Here, when the flow channel 12 is designed as a straight hole, since the diameter of the flow channel 12 is much smaller than the diameter of the chamber, when the gas crosses from one chamber to another, it will undergo a process of throttling and sudden expansion. Furthermore, the frictional resistance generated by the gas passing through the straight hole of equal diameter can achieve a damping effect, and its damping effect is close to linear.

[0030] When selecting a stepped bore, due to the change in diameter,

[0031] The first section, from large diameter to small diameter, is characterized by the fluid accelerating through the narrow section at a higher velocity, resulting in a significant drop in static pressure, which is known as the throttling effect. The local resistance loss mainly comes from the energy dissipation during the contraction.

[0032] The second stage, from small diameter to large diameter, is where the fluid enters the diffuser section. Theoretically, the flow velocity decreases and the static pressure increases, but due to the potentially excessive expansion angle, the actual static pressure recovery is limited, and eddy current losses are significant.

[0033] In summary, the total pressure loss of a stepped orifice is much greater than that of a straight orifice of equal diameter, the damping force is significantly enhanced, and the damping effect exhibits a nonlinear behavior.

[0034] In addition, there are 2 to 8 flow channels 12, preferably 6 here, and the 6 flow channels 12 are arranged circumferentially and equally on the piston 11 to ensure that the piston 11 is subjected to more uniform force during the process and reduce its local friction.

[0035] Specifically, the damping element is a cylindrical spring 13, and the damping chambers are a first chamber 8 and a second chamber 9. The two springs 13 are respectively located in the first chamber 8 and the second chamber 9, and the two ends of the springs 13 abut against the inner wall of the damping chamber and the piston 11 respectively. When the piston 11 moves, the two springs 13 are subjected to tension and pressure respectively, thereby achieving the first-order double damping effect.

[0036] In this invention, when a stepped orifice is selected, the transitions between the diameters of the orifice are right-angled steps. Compared to a smooth transition, its sudden expansion creates a large-area low-pressure vortex region, consuming a large amount of kinetic energy, thereby further enhancing the damping effect. Specifically, when the piston 11 moves forward under impact, the volume of the second chamber 9 decreases and the pressure increases, while the volume of the first chamber 8 increases and the pressure decreases, forcing the fluid to flow from the front chamber to the rear chamber through the guide channel 12. During this process, if the larger diameter D of the stepped orifice approaches the second chamber 9 and the smaller diameter d approaches the first chamber 8, the airflow will be more efficient. When the gas enters chamber D, it undergoes a first contraction kinetic energy dissipation. Then, it enters chamber d, undergoing a second contraction kinetic energy dissipation. When the gas enters the first chamber 8, which is much larger than its diameter, the gas entering the first chamber 8 will form a sudden expansion vortex due to its high speed. Strong turbulent mixing occurs in the low-speed region between the main stream and the chamber wall, resulting in a large amount of energy being dissipated in the form of vortices, i.e., sudden expansion loss, which further enhances the damping effect. When returning, the gas first enters D through d and then enters the second chamber 9. This process involves contraction followed by sudden expansion, which can also prevent the piston 11 from moving suddenly and ensure the smoothness of the return stroke.

[0037] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present utility model, based on the technical solution and the inventive concept of the present utility model, should be included within the protection scope of the present utility model.

Claims

1. An air-damped spring type traction device for large vehicles, comprising a front traction beam and a rear traction beam hinged thereto, characterized in that, The rear traction beam includes: a rear beam body (6) and a cylinder (7) fixedly connected to the rear beam body (6); a traction rod (10) passing through both ends of the cylinder (7), one end of the traction rod (10) being hinged to the front traction beam, wherein a piston (11) is fixedly connected to the traction rod (10), the piston (11) dividing the inner cavity of the cylinder (7) into two damping chambers, each of the two damping chambers being provided with a damping element, and a through guide channel (12) being opened on the piston (11), the guide channel (12) connecting the two damping chambers.

2. The air-damped spring type large vehicle traction device according to claim 1, characterized in that, The flow channel (12) is a stepped hole or a straight hole.

3. A large vehicle traction device with air damping spring according to claim 1 or 2, characterized in that, The flow channel (12) is provided in multiple sets, and the multiple sets of flow channels (12) are arranged circumferentially and equally on the piston (11).

4. The air-damped spring type large vehicle traction device according to claim 1, characterized in that, The damping element includes a spring (13), and the damping chamber includes a first chamber (8) and a second chamber (9). Two springs (13) are respectively disposed in the first chamber (8) and the second chamber (9), and the two ends of the springs (13) abut against the inner wall of the damping chamber and the piston (11) respectively.

5. The air-damped spring type large vehicle traction device according to claim 1, characterized in that, The two ends of the traction rod (10) are respectively fixedly connected to an earring (14) and a limiting member (15), and the earring (14) is hinged to the front traction beam.

6. The air-damped spring type large vehicle traction device according to claim 5, characterized in that, The front traction beam includes a front beam body (1), a positioning shaft (2) is fixedly connected to the front beam body (1), a hinge seat (3) is rotatably connected to the positioning shaft (2), a pin (4) is inserted into the hinge seat (3), and the pin (4) passes through the earring (14).

7. The air-damped spring type large vehicle traction device according to claim 6, characterized in that, Both the front beam (1) and the rear beam (6) are fixedly connected with traction rings (5).

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