阅读说明：本技术 新型货车悬架变刚度辅助装置 (Novel truck suspension becomes rigidity supplementary device ) 是由 陈子龙 杨勋 王意东 于 2019-08-27 设计创作，主要内容包括：本发明公开了新型货车悬架变刚度辅助装置,辅助空气弹簧的充气装置直接加装在现有的空气制动系统中,不需要单独设置供气管路,悬架改造成本低,辅助进气阀打开,则辅助空气弹簧的上表面与车架底部接触并紧贴,此时悬架的刚度由钢板弹簧和辅助空气弹簧并联构成,悬架整体刚度较大；与辅助空气弹簧连接的泄压阀打开放气,刚度减小,提高货车的乘坐舒适性和滤振性。(The invention discloses a novel variable-stiffness auxiliary device for a truck suspension, wherein an inflating device of an auxiliary air spring is directly additionally arranged in an existing air braking system without independently arranging an air supply pipeline, the transformation cost of the suspension is low, an auxiliary air inlet valve is opened, the upper surface of the auxiliary air spring is contacted and attached to the bottom of a frame, the stiffness of the suspension is formed by connecting a steel plate spring and the auxiliary air spring in parallel, and the overall stiffness of the suspension is higher; and a pressure release valve connected with the auxiliary air spring is opened to release air, so that the rigidity is reduced, and the riding comfort and the vibration filtering performance of the truck are improved.)

1. The novel variable-rigidity auxiliary device for the truck suspension is characterized in that the auxiliary device is installed on a truck chassis, a frame (1) is installed above the truck chassis, an axle (2) is arranged at the front part and the rear part of the truck chassis respectively, wheels (3) are arranged at two ends of the axle (2), the front axle (2) is a steering axle, the rear axle (2) is a driving axle, and a steel plate spring (4) and a shock absorber (5) are arranged between the axle (2) and a truck body;

the method is characterized in that: an auxiliary air spring (12) is arranged on the inner side of the steel plate spring (4) and the axle (2), a base of the auxiliary air spring (12) is installed on a shell of the axle (2) through a bolt, a gap is reserved between the upper surface of the auxiliary air spring (12) and the bottom of a vehicle body when the air pressure in the auxiliary air spring is low, and the upper surface of the auxiliary air spring (12) is in contact with the bottom of the vehicle body when the air pressure in the auxiliary air spring (12) is high; the air outlet of the auxiliary air spring (12) is communicated with the atmosphere through a pressure relief valve (16);

an air inlet of an auxiliary air spring (12) is sequentially connected with an auxiliary air inlet pipe and an outlet of a pneumatic electromagnetic valve (13), an inlet of the pneumatic electromagnetic valve (13) is connected with an outlet of an auxiliary air storage chamber (15), the auxiliary air storage chamber (15) is also provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve (16), the two inlets are respectively connected with an outlet of a one-way valve (14), an inlet of the one-way valve (14) is connected with an outlet of a two-position three-way electromagnetic valve (17), an inlet of one of the two-position three-way electromagnetic valves (17) is connected with an exhaust port of a front relay valve (18), an inlet of the other of the two-position three-way electromagnetic valves (17) is connected with an exhaust port of a rear relay valve (19), and the other outlet of the two; an air outlet of the front relay valve (18) is connected with two drum membrane type brake subchambers (20) of a front axle of the truck, and a push rod of the drum membrane type brake subchambers (20) pushes brake shoes of a drum brake to form braking force; an air outlet of the subsequent brake valve (19) is connected with two drum membrane type brake subchambers (20) of the truck rear axle, and a push rod of the drum membrane type brake subchambers (20) pushes brake shoes of a drum brake to form braking force; an air inlet of the front relay valve (18) is respectively connected with one air outlet of the front air storage chamber (23) and one air outlet of the rear air storage chamber (24), an air inlet of the rear relay valve (19) is respectively connected with one air outlet of the front air storage chamber (23) and one air outlet of the rear air storage chamber (24), an inlet of a control air chamber of the front relay valve (18) is communicated with one of the two air outlets of the main control valve (21), and an inlet of the control air chamber of the rear relay valve (19) is communicated with one of the two air outlets of the main control valve (21); one of the two air inlets arranged on the main control valve (21) is communicated with one air outlet of the front air storage chamber (23), and one of the two air inlets arranged on the main control valve (21) is communicated with one air outlet of the rear air storage chamber (24); a valve body piston rod of the main control valve (21) is connected with a brake pedal (22) through a lever; the inlets of the front air storage chamber (23) and the rear air storage chamber (24) are respectively connected with the outlet of the air pump (8) through a drier (25) and an air filter (26) in sequence;

the manual control switches of the pneumatic electromagnetic valve (13), the two-position three-way electromagnetic valve (17) and the pressure release valve (16) connected with the auxiliary air spring (12) are respectively communicated with a manual switch arranged in the cab through pull wires;

a distance sensor (9) is arranged on a wheel fender at the bottom of a frame of the truck in a bolt or buckle mode; an air flow sensor (10) is arranged between the auxiliary air storage chamber (15) and the pneumatic electromagnetic valve (13), and a pressure sensor (11) is arranged between the outlet of the pneumatic electromagnetic valve (13) and the air inlet of the auxiliary air spring (12); the signal lines of the distance sensor (9), the air flow sensor (10) and the pressure sensor (11) are respectively connected with the signal input end of the controller (30), and the control signal lines of the pneumatic electromagnetic valve (13) and the two-position three-way electromagnetic valve (17) are respectively connected with the signal output end of the controller (30); the control lines of the two pressure relief valves (16) are respectively connected with the signal output end of the controller (30);

the signal input end of the controller (30) is in communication connection with a pedal displacement sensor or a pedal angle sensor, and the pedal displacement sensor or the pedal angle sensor is installed on a brake pedal and an accelerator pedal.

2. The novel variable stiffness truck suspension assist device as claimed in claim 1, wherein: the pedal displacement sensor is a Milan KTM-100mm micro pull rod type linear displacement sensor, and the pedal angle sensor is a WG9725570010 electronic pedal.

3. The novel variable stiffness truck suspension assist device as claimed in claim 1, wherein: the pneumatic electromagnetic valve (13) is a positive Tai N2V025-08 two-position two-way DC24V electromagnetic valve; the two-position three-way electromagnetic valve (17) is a Delwey 3V21008 two-position three-way electromagnetic valve or a VX33-15-08DC12V two-position three-way electromagnetic valve; the pressure release valve (16) is an AR2002-02 type pressure release valve or an IR2000-02BG pneumatic high-precision pressure release valve.

Technical Field

The invention relates to the field of automobile safety, in particular to a novel variable-rigidity auxiliary device for a truck suspension.

Background

The truck suspension is an important component of the unmanned truck, and has the functions of transmitting force and torque acting between wheels and a frame, buffering impact force transmitted to the frame or a truck body from an uneven road surface, and attenuating vibration caused by the impact force so as to ensure that the truck can smoothly run. The suspension of the traditional truck mostly adopts a steel plate spring suspension, and the suspension is simple in structure, low in manufacturing cost and durable, so that the suspension is widely applied, but the rigidity of the suspension is difficult to adjust, and the change of the empty and heavy trucks of the truck cannot be well adapted, therefore, a main spring and auxiliary spring type spring is required to be designed, or auxiliary devices such as a load sensing proportional valve and the like are added to adjust the height and the rigidity of the suspension of the empty and heavy trucks, so that the suspension system is relatively complex, and even if the device is added, the steel plate spring still has the problems of poor comfort, poor vibration filtering performance and the like;

the suspension of present novel freight train is not simple leaf spring suspension, but adopts air suspension system, compares with traditional steel car suspension system, and air suspension has many advantages, and the most important one is the elastic coefficient of spring that the hardness of spring also can automatically regulated as required. The empty wagon and the heavy wagon of the wagon are changed greatly, the height of the wagon body of the wagon is adjusted by the air spring through the internal air pressure of the air spring, the height of the wagon body of the wagon under different wagon weights can be guaranteed to be consistent, passengers can take the wagon comfortably, the operation performance of the wagon is excellent, and the riding comfort of the passengers can be greatly improved, so that the air spring system is used for the newly-manufactured middle-large wagon at present.

However, many existing trucks still have a steel plate spring as a suspension due to an early delivery date, if the existing trucks are directly replaced by air springs, the refitting cost is high, the structures needing to be replaced are complex, and the air supply systems of the existing air spring devices are independently arranged, so that two sets of air supply systems are actually required to be installed on the trucks, and the other set of air supply systems is used for air braking, which also results in a large number of spare and accessory parts on the trucks and high cost.

Disclosure of Invention

The present invention aims to overcome the above-mentioned shortcomings and provide a technical solution to solve the above-mentioned problems.

The novel variable-rigidity auxiliary device for the truck suspension is characterized in that the auxiliary device is installed on a truck chassis, a frame is installed on the truck chassis, an axle is arranged at the front part and the rear part of the truck chassis respectively, wheels are arranged at two ends of the axle, the front axle is a steering axle, the rear axle is a driving axle, and a steel plate spring and a shock absorber are arranged between the axle and a truck body;

the inner side of the steel plate spring and the axle are provided with auxiliary air springs, the bases of the auxiliary air springs are installed on the shell of the axle through bolts, the upper surfaces of the auxiliary air springs are in contact with the bottom of the vehicle body but are not connected, a gap is reserved between the upper surfaces of the auxiliary air springs and the bottom of the vehicle body when the air pressure in the auxiliary air springs is low, and the upper surfaces of the auxiliary air springs are in contact with the bottom of the vehicle body when the air pressure in the auxiliary air; the air outlet of the auxiliary air spring is communicated with the atmosphere through a pressure relief valve;

the air inlet of the auxiliary air spring is sequentially connected with an auxiliary air inlet pipe and the outlet of a pneumatic electromagnetic valve, the inlet of the pneumatic electromagnetic valve is connected with the outlet of the auxiliary air storage chamber, the auxiliary air storage chamber is also provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve, the two inlets are respectively connected with the outlet of a one-way valve, the inlet of the one-way valve is connected with one outlet of a two-position three-way electromagnetic valve, the inlets of the two three-way valves are respectively connected with the exhaust ports of the front relay valve and the rear relay valve, and the other outlet; the air outlet of the front relay valve is connected with two drum membrane type brake subchambers of a front axle of the truck, and a push rod of the drum membrane type brake subchambers pushes brake shoes of a drum brake to form braking force; the air outlet of the subsequent brake valve is connected with two drum type brake subchambers of the truck rear axle, and a push rod of the drum type brake subchambers pushes brake shoes of a drum brake to form braking force; the air inlets of the front relay valve and the rear relay valve are respectively connected with one air outlet of the front air storage chamber and one air outlet of the rear air storage chamber; the inlet of each control air chamber of the front relay valve and the rear relay valve is respectively communicated with two air outlets of the main control valve, two air inlets arranged on the main control valve are respectively communicated with one air outlet of each front air storage chamber and one air outlet of each rear air storage chamber, and a valve body piston rod of the main control valve is connected with the brake pedal through a lever; the inlets of the front air storage chamber and the rear air storage chamber are respectively connected with the outlet of the air pump through the dryer and the air filter in sequence;

the manual control switches of the pneumatic electromagnetic valve, the two-position three-way electromagnetic valve and the pressure relief valve in the auxiliary air spring are respectively communicated with a manual switch or a knob or a handle or a pull rod arranged in the cab through pull wires.

Preferably, a distance sensor is connected to a wheel fender at the bottom of a frame of the truck or the corresponding position at the bottom of the frame in a bolt or buckle mode; the distance sensor detects the vertical distance between the wheel and the frame; an air flow sensor is arranged between the auxiliary air storage chamber and the pneumatic electromagnetic valve, and a pressure sensor is arranged between the outlet of the pneumatic electromagnetic valve and the air inlet of the auxiliary air spring;

the signal lines of the distance sensor, the air flow sensor and the pressure sensor are respectively connected with the signal input end of the controller, and the control signal lines of the pneumatic electromagnetic valve and the two-position three-way electromagnetic valve are respectively connected with the signal output end of the controller; the control lines of the two pressure release valves are respectively connected with the signal output end of the controller;

the distance sensor, the air flow sensor, the pressure sensor, the pneumatic electromagnetic valve, the pressure release valve, the two-position three-way electromagnetic valve and the controller are respectively connected with a storage battery through power lines directly or through a power adapter, and the storage battery is a 12V or 24V lithium ion storage battery or a starting storage battery for a truck engine.

Preferably, the distance sensor is an ARS410 millimeter wave radar, the working frequency of the distance sensor is 77GHz, and the effective sensing distance is 170 m; the air flow sensor is a dn15 vortex shedding flowmeter or an MF5706 air flow counter; the pressure sensor is an MIK-P300 diffused silicon pressure transmitter or an AS-131 diffused silicon pressure transmitter; the controller is an AT89C51 singlechip or an AT89C52 singlechip or other singlechips; the pneumatic electromagnetic valve is a positive Tai N2V025-08 two-position two-way DC24V electromagnetic valve or other types of two-position two-way electromagnetic valves; the two-position three-way electromagnetic valve is a Delwey 3V21008 two-position three-way electromagnetic valve or a VX33-15-08DC12V two-position three-way electromagnetic valve of a klqd company; the pressure release valve is an AR2002-02 type pressure release valve or an IR2000-02BG pneumatic high-precision pressure release valve.

Preferably, the front relay valve and the rear relay valve are balance pressurization relay valves of Dongfeng company or 140-type relay valves of Dongfeng company, and the main control valve is a release J6 manual control valve or a first-steam release Onwei brake master cylinder; the drum membrane type brake chamber is a brake chamber assembly of a brake cylinder spring of Ruili company or an Dongfeng 140 brake cylinder.

Compared with the prior art, the invention has the beneficial effects that: when the rigidity needs to be improved, the auxiliary air spring and the steel plate spring are used in parallel, when the suspension rigidity needs to be reduced, the auxiliary air spring is deflated, the inflation pipeline and the deflation pipeline of the auxiliary air spring are independently arranged, compressed air of the auxiliary air storage chamber comes from the existing air brake pipeline of the truck, the compressed air can be directly added and transformed on the existing truck air brake system, the transformation cost is low, the compressed air utilization rate of the air pump is high, and the economical efficiency is good.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic diagram of the connection between the pneumatic lines of the auxiliary device and the pneumatic lines of the truck brake in case one;

FIG. 2 is a schematic diagram of the connection between the pneumatic line of the auxiliary device and the pneumatic line of the truck brake in case two;

FIG. 3 is a schematic diagram of the operating principle of the main control valve;

FIG. 4 is an operational view of the open state of the forward relay valve;

FIG. 5 is a schematic diagram of the operation of the forward relay valve closure;

figure 6 is a schematic diagram of a truck suspension connection.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to the novel variable stiffness auxiliary device for the truck suspension shown in fig. 1-6, the auxiliary device is mounted on a truck chassis, a frame 1 is mounted on the truck chassis, an axle 2 is respectively arranged at the front and the rear of the truck chassis, wheels 3 are arranged at two ends of the axle 2, the front axle 2 is a steering axle, the rear axle 2 is a drive axle, and a steel plate spring 4 and a shock absorber 5 are arranged between the axle 3 and a truck body;

an auxiliary air spring 12 is arranged on the inner side of the steel plate spring 4 and the axle 2, the base of the auxiliary air spring 12 is installed on the shell of the axle 2 through a bolt, the upper surface of the auxiliary air spring 12 is in contact with the bottom of the vehicle body but is not connected with the bottom of the vehicle body, a gap is reserved between the upper surface of the auxiliary air spring 12 and the bottom of the vehicle body when the air pressure in the auxiliary air spring 12 is low, and the upper surface of the auxiliary air spring 12 is in contact with the bottom of the; the air outlet of the auxiliary air spring 12 is communicated with the atmosphere through a pressure relief valve 16;

an air inlet of the auxiliary air spring 12 is sequentially connected with an auxiliary air inlet pipe and an outlet of the pneumatic electromagnetic valve 13, an inlet of the pneumatic electromagnetic valve 13 is connected with an outlet of the auxiliary air storage chamber 15, the auxiliary air storage chamber 15 is further provided with two inlets and a pressure relief port, the pressure relief port is communicated with the atmosphere through a pressure relief valve 16, the two inlets are respectively connected with an outlet of a one-way valve 14, an inlet of the one-way valve 14 is connected with an outlet of a two-position three-way electromagnetic valve 17, an inlet of one of the two-position three-way electromagnetic valves 17 is connected with an exhaust port of a front relay valve 18, an inlet of the other of the two-position three-way electromagnetic valves 17 is connected with an exhaust port of a subsequent relay valve; the air outlet of the front relay valve 18 is connected with two drum type brake subchambers 20 of a front axle of the truck, and a push rod of the drum type brake subchambers 20 pushes brake shoes of a drum brake to form braking force; the air outlet of the subsequent brake valve 19 is connected with two drum type brake subchambers 20 of a rear axle of the truck, and a push rod of the drum type brake subchambers 20 pushes brake shoes of a drum brake to form braking force; the air inlet of the front relay valve 18 is respectively connected with one air outlet of each of the front air storage chamber 23 and the rear air storage chamber 24, the air inlet of the rear relay valve 19 is respectively connected with one air outlet of each of the front air storage chamber 23 and the rear air storage chamber 24, the inlet of the control air chamber of the front relay valve 18 is communicated with one of the two air outlets of the main control valve 21, and the inlet of the control air chamber of the rear relay valve 19 is communicated with one of the two air outlets of the main control valve 21; one of the two air inlets arranged on the main control valve 21 is communicated with one air outlet of the front air storage chamber 23, and one of the two air inlets arranged on the main control valve 21 is communicated with one air outlet of the rear air storage chamber 24;

a valve body piston rod of the main control valve 21 is connected with a brake pedal 22 through a lever; the inlets of the front air storage chamber 23 and the rear air storage chamber 24 are respectively connected with the outlet of the air pump 8 through a drier 25 and an air filter 26 in sequence;