WO2012024945A1 - 悬挂阀、油气悬架系统及工程车辆 - Google Patents

悬挂阀、油气悬架系统及工程车辆 Download PDF

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Publication number
WO2012024945A1
WO2012024945A1 PCT/CN2011/074254 CN2011074254W WO2012024945A1 WO 2012024945 A1 WO2012024945 A1 WO 2012024945A1 CN 2011074254 W CN2011074254 W CN 2011074254W WO 2012024945 A1 WO2012024945 A1 WO 2012024945A1
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WO
WIPO (PCT)
Prior art keywords
suspension
valve
oil
interface
differential pressure
Prior art date
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Ceased
Application number
PCT/CN2011/074254
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English (en)
French (fr)
Inventor
詹纯新
刘权
李英智
张建军
郭堃
李义
郭纪梅
胡廷江
王启涛
刘学检
冯科喜
奉松生
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Hunan Zoomlion Special Vehicle Co Ltd
Changsha Zoomlion Heavy Industry Science and Technology Development Co Ltd
Original Assignee
Hunan Zoomlion Special Vehicle Co Ltd
Changsha Zoomlion Heavy Industry Science and Technology Development Co Ltd
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Application filed by Hunan Zoomlion Special Vehicle Co Ltd, Changsha Zoomlion Heavy Industry Science and Technology Development Co Ltd filed Critical Hunan Zoomlion Special Vehicle Co Ltd
Publication of WO2012024945A1 publication Critical patent/WO2012024945A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics

Definitions

  • the invention relates to a suspension valve. Furthermore, the invention relates to an oil and gas suspension system and an engineering vehicle comprising the suspension valve. Background technique
  • Hydro-pneumatic suspension systems are widely used in a variety of mobile construction machinery, such as wheel loaders, mine dump trucks, wheeled excavators, and mobile cranes.
  • the existing oil and gas suspension system is mainly realized by a combination of a suspension cylinder and an accumulator, a suspension cylinder and an accumulator plus a suspension valve combination.
  • Each manufacturer basically adopts a suspension cylinder and an accumulator plus a suspension valve combination.
  • each of the axles A is symmetrically disposed with suspension cylinders 7, 10, the upper ends of the suspension cylinders 7, 10 are hinged to the frame F or the body, and the lower ends are hinged to the corresponding axles A.
  • Each pair of suspension cylinders 7, 10 is connected with a matching suspension valve 8, 9 and an accumulator 4, and the existing suspension technology, such as the patent CN 101618669A, uses a two-position two-way valve to control the same side suspension cylinder.
  • the rod cavity is connected with the accumulator to realize the rigid and flexible conversion of the suspension system.
  • the so-called rigid state means that the suspension cylinder is only subjected to the weight of the whole vehicle by a certain rod cavity, and the cylinder has a rod cavity and a damping component.
  • the accumulator is connected, and the flexible state is reversed; the rigid state is generally used when the vehicle is hoisting (such as a mobile crane lifting heavy objects) and the vehicle is completely extinguished and broken, and the rest of the working conditions generally use a flexible state. .
  • each suspension cylinder communicates with the accumulator on the opposite side thereof to obtain a large roll stiffness, and the pressure oil passage and the return oil passage are respectively controlled by the 2/2-way valve and the rodless cavity of the suspension cylinder respectively.
  • the connection between the two to achieve the lifting control of the vehicle body, the oil and gas suspension circuit of the middle axle and the rear axle oil and gas suspension control loop is a lifting control group to realize the leveling operation of the vehicle body, which is essentially through the suspension valve Suspension cylinders and accumulators are connected to this universal mode for suspension.
  • the existing hydro-pneumatic suspension technology adopts a two-position two-way valve for rigid flexible conversion, which is affected by the suspension cylinder, and the suspension system cannot be effectively locked in a rigid state, in a flexible state.
  • the two-position two-way valve directly bears the vehicle pressure, because the hydraulic pressure and the air pressure of the two-position two-way valve are relatively large, and there is a possibility that the flexibility is automatically converted into rigidity when the pressure of the air pressure changes.
  • the suspension valve preferentially causes the suspension to rise, resulting in a complicated logic relationship of the suspension valve, and the number of hydraulic components used for the lifting function must be increased, which also increases the difficulty of logic control.
  • the technical problem to be solved by the present invention is to provide a suspension valve which can ensure the stability of the flexible working condition and realize the main functions of the suspension valve, and has the advantages of strong control capability, simple control logic relationship and reliable operation.
  • the invention also provides an oil and gas suspension system, which can ensure stable and flexible working conditions, has strong control capability, simple control logic relationship and reliable operation.
  • the present invention also provides an engineering vehicle, wherein the oil and gas suspension system of the engineering vehicle can ensure stable and flexible working conditions, has strong control capability, simple control logic relationship, and reliable operation.
  • the present invention provides a suspension valve, wherein the suspension valve includes: an oil inlet switch lock valve, the oil inlet switch lock valve is connected to the oil inlet and the second interface of the suspension valve a return oil switch lock valve, the oil return switch lock valve is connected between the oil return port of the suspension valve and the first interface; a differential pressure sensing logic control component group, the differential pressure sensing logic control component The group includes a logic shuttle valve, a differential pressure sensing lock valve, and a pilot control valve, wherein the oil inlet of the logic shuttle valve is respectively connected to the first interface and the accumulator interface of the suspension valve, the energy storage
  • the device interface is connected to the second interface via a side chamber of the differential pressure sensing lock valve, and a side chamber of the differential pressure sensing lock valve is further connected to the first interface, When the differential pressure sensing lock valve is locked, the accumulator interface is disconnected from the first interface oil passage, and the differential pressure sensing lock valve is another a side chamber connected to an oil outlet of the logic shuttle valve and
  • the present invention also provides an oil and gas suspension system, wherein the oil and gas suspension system includes at least one pair of the above suspension valves, and the at least one pair of suspension valves are respectively connected with a matching left suspension cylinder group and a right suspension cylinder group
  • the rod cavities of the left suspension cylinders of the left suspension cylinder group are in communication with each other, and the rodless cavities of the respective left suspension cylinders are also in communication with each other, in the right suspension cylinder group
  • the rod cavities of the respective right suspension cylinders are in communication with each other, and the rodless cavities of the respective right side suspension cylinders are also in communication with each other, wherein the first interface of the left suspension valve of the pair of suspension valves is opposite to the left side a rodless cavity of each of the left suspension cylinders in the suspension cylinder group is connected, and a second interface is connected to a rod cavity of each right suspension cylinder in the right suspension cylinder group, the pair of suspension valves
  • the first interface of the right side suspension valve is in communication with the rodless
  • the present invention provides an engineering vehicle including the above-described oil and gas suspension system.
  • the invention realizes the priority lifting function of the axle suspension system through effective oil circuit design; the rigid flexible working condition of the suspension system is more reliably realized by using the differential pressure sensing logic control component group. Long-term maintenance and reliable and fast conversion of rigid flexible working conditions; At the same time, various components of the suspension valve of the axle suspension system are effectively reduced, and the problems of complicated control, complicated logic relationship, etc. caused by the prior art are avoided, and the suspension system is improved. The simplicity of control. Other features and advantages of the invention will be described in detail in the detailed description which follows. DRAWINGS The drawings are intended to provide a further understanding of the invention, and are intended to be a In the drawing:
  • FIG. 1 is a schematic structural view of a prior art oil and gas suspension system
  • FIG. 2 is a schematic view showing the principle of a suspension valve according to an embodiment of the present invention.
  • Figure 3 is a schematic diagram of a conventional installation of a suspension valve applied to an oil and gas suspension system
  • FIG. 4 is a schematic view of a novel connection structure of a suspension valve according to an embodiment of the present invention.
  • Fig. 5 is a schematic view showing a grouping arrangement structure of an oil and gas suspension system according to an embodiment of the present invention. Description of the reference signs:
  • A1 first interface A2 second interface
  • orientation words used for clarity and convenience such as the front left side, the front right side, the rear left side, and the rear right side, are all the same as the actual installation of the oil and gas suspension system to the construction vehicle. It is not intended to limit the scope of the invention.
  • Fig. 1 shows a general installation form of a suspension valve in an oil and gas suspension system, in which each side of the axle A is symmetrically provided with suspension cylinders 7, 10, and the upper ends of the suspension cylinders 7, 10 are hinged. On the frame F or the body, the lower end is hinged to the corresponding axle A, and each pair of suspension cylinders 7, 10 is connected with a matching suspension valve 8, 9 and an accumulator 4, 5.
  • the suspension valve comprising: an oil inlet switch lock valve 22 connected to an oil inlet P and a second interface A2 of the suspension valve Between the second interface A2 for connecting the rod cavity of the suspension cylinder; the oil return switch lock valve 21, the oil return switch lock valve 21 is connected to the return port T of the suspension valve and the first interface A1 Between the first interface A1 for connecting the rodless cavity of the suspension cylinder; the differential pressure sensing logic control component group, the differential pressure sensing logic control component group comprises a logic shuttle valve 23 and a differential pressure sensing locking valve 24 And a pilot control valve 25, wherein the oil outlet of the logic shuttle valve 23 is connected to the first interface A1 and the accumulator interface SP of the suspension valve, respectively, the accumulator interface SP via the differential pressure sensing lock valve 24 One side chamber is connected to the second interface A2, and one side chamber of the differential pressure sensing lock valve 24 is also connected to the first interface Al, when the differential pressure sensing lock valve 24 is locked, the accumulator interface SP
  • the oil return switch lock valve 21 adopts an electronically controlled electromagnetic valve to realize the oil return opening and locking function
  • the oil inlet switch lock valve 22 adopts an electronically controlled electromagnetic valve to realize the oil inlet opening and locking function
  • the logic shuttle valve 23 is suspended.
  • the pressure cylinder has a pressure logic comparison of the rod cavity
  • the differential pressure sensing lock valve 24 realizes the pressure difference pressure sensing and the communication lock of the suspension cylinder with or without the rod cavity
  • the pilot control valve 25 realizes whether the suspension cylinder has a rod cavity Connectivity and locking.
  • the logic shuttle valve 23, the differential pressure sensing lock valve 24, and the pilot control valve 25 form a differential pressure sensing logic control element group.
  • the pilot control valve 25 is a pneumatic pilot control valve, and the control interface X of the suspension valve is connected to a source of pressurized gas.
  • FIG. 3 shows a conventional installation form of the suspension valve of the present invention.
  • the suspension system of FIG. 3 includes an oil source 1, a PLC or a microcomputer control unit 2, a fuel tank 3, and an accumulator 4, 5, 15, 17.
  • each pair of suspension cylinders (for example, a front left suspension cylinder 7 and a front right suspension cylinder 10; and a rear left suspension cylinder 13 and The rear right suspension cylinder 18) is provided with a pair of suspension valves, wherein the cross-connection relationship is well known, and the corresponding control logic relationship is also well known to those skilled in the art, and will not be described again, mainly by various work.
  • the PLC or the microcomputer control unit 2 controls the suspension valve and the oil path to realize the extension and retraction of the vehicle suspension cylinder or the leveling position locking, thereby satisfying various suspension requirements of the vehicle.
  • Fig. 4 shows a mounting form of a renewed type hydro-pneumatic suspension system using the suspension valve of the present invention (the above-described interface connection relationship of the known cross-installation type can also be referred to the mounting form).
  • the oil and gas suspension system includes at least one pair of the above suspension valves, the at least one pair of suspensions
  • the valve is connected with a matching left suspension cylinder group and a right suspension cylinder group, wherein the left suspension cylinders of the left suspension cylinder group have a rod cavity communicating with each other, and each left suspension
  • the rodless chambers of the cylinders 7 are also in communication with each other, and the rod cavities of the respective right side suspension cylinders 10 in the right side suspension cylinder group are in communication with each other, and the rodless chambers of the respective right side suspension cylinders 10 are also in communication with each other.
  • the first interface A1 of the left suspension valve 8 of the pair of suspension valves is in communication with the rodless cavity of each of the left suspension cylinders 7 in the left suspension cylinder group
  • the second interface A2 is a rod cavity of each of the right suspension cylinders 10 in the right suspension cylinder group, a first interface A1 of the right suspension valve of the pair of suspension valves and each of the right suspension cylinder groups
  • the rodless chamber of the side suspension cylinder 10 is in communication
  • the second port A2 is in communication with the rod chamber of each of the left suspension cylinders 7 in the left suspension cylinder group, the left side suspension valve and the right side suspension valve
  • the accumulator interfaces SP are connected to the left accumulator 5 and the right accumulator 4, respectively.
  • the first port A1 of the suspension valve is connected to the rodless cavity of the suspension cylinder
  • the second port A2 is connected to the rod cavity of the suspension cylinder
  • the accumulator port SP is connected to the accumulator
  • P is the oil inlet
  • T For the return port
  • the control interface X is connected to the pneumatic control air supply.
  • control interface X is connected to the source of pressurized air by an electrically controlled pneumatic valve 20.
  • the T port oil returns to the suspension port through the oil return switch lock valve 21 and the first port A1.
  • the rodless cavity achieves the priority retraction function of the suspension cylinder, which realizes the priority lifting function of the axle suspension system.
  • the control interface X turns on the pressure air source, so that the pilot control valve 25 connects the control port of the differential pressure sensing lock valve 24 to the fuel tank 3
  • the presence or absence of the rod cavity pressure of the suspension cylinder simultaneously pushes the differential pressure sensing lock valve 24 to communicate with the rod cylinder, the rodless chamber and the accumulator of the suspension cylinder, and can stably and directly suspend when the air pressure changes.
  • the hydro-pneumatic suspension system since it includes the left suspension cylinder group and the right suspension cylinder group, the grouping of the front and rear suspension cylinders of the vehicle can be realized according to the position of the center of gravity of the vehicle.
  • FIG. 5 a grouping arrangement of an oil and gas suspension system of a five-axle vehicle according to a position of a center of gravity of a vehicle is shown, wherein a vehicle center of gravity position G (ie, a centroid position of the vehicle) is located between the front bridge group FG and the rear bridge group BG,
  • the bridge group FG comprises two axles
  • the rear axle group BG comprises three axles, that is to say, the number of axles of the rear axle group BG is one more than the number of axles of the front axle group FG.
  • the upper end of the suspension cylinder of the oil and gas suspension system is hinged on the frame or the vehicle body, and the lower end is hinged on the corresponding axle ( That is, the suspension cylinders are symmetrically arranged on both sides of each axle, wherein the axle includes a front axle group FG and a rear axle group BG, and the center of gravity position G of the vehicle is located in the front bridge group FG and the rear bridge group Between the BGs, and the number of axles of the rear axle group BG is equal to the number of axles of the front axle group FG, or only one axle more than the number of axles of the front axle group FG.
  • the corresponding front left suspension cylinder group and front right suspension cylinder group can be installed by using a pair of suspension valves as shown in FIG. 4, similarly,
  • the rear left suspension cylinder group and the rear right suspension cylinder group can also be mounted using a pair of suspension valves as shown in FIG. That is to say, the function is realized as described with reference to Fig. 4, which simultaneously realizes the control of the rigid flexible switching function of the suspension system, and the object of control changes from a single suspension cylinder to a group suspension cylinder.
  • the present invention realizes the priority lifting function of the axle suspension system through effective oil circuit design; and realizes the long-term maintenance of the rigid flexible working condition of the suspension system by using the differential pressure sensing logic control component group more reliably.
  • Reliable and fast conversion of rigid flexible working conditions effectively reducing various components of the suspension valve of the axle suspension system, avoiding the complicated control and logical relationship caused by the prior art Miscellaneous problems improve the simplicity of suspension system control.
  • the air pressure control of the control interface X of the suspension valve is realized, and at the same time, the control of the rigid flexible switching function of the suspension system is realized, and the object of control is changed from a single suspension cylinder. In order to group the suspension cylinders, the control interface is simpler and the control is more convenient.
  • the suspension system of the invention adopts the left and right cross control connection, and the front and rear grouping according to the position of the center of gravity of the vehicle before and after, better supporting the frame and the body of the engineering vehicle, realizing the axle load balancing function of the suspension system, and Conducive to the realization of the fast leveling function.
  • the PLC or the microcomputer control unit 2 can be constituted by other control elements such as a single chip microcomputer and an electronic component; the control mode of the pilot control valve can be realized by electronic control, air control, and hydraulic control; before and after the suspension cylinder is performed.

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  • Mechanical Engineering (AREA)
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Description

悬挂阀、 油气悬架系统及工程车辆
技术领域
本发明涉及一种悬挂阀。 此外， 本发明还涉及一种包括所述悬挂阀的 油气悬架系统及工程车辆。 背景技术
油气悬架系统广泛地用于各种流动式工程机械， 例如轮式装卸车、 矿 山自卸车、 轮式挖掘机以及流动式起重机等。
现有的油气悬架系统主要通过悬架油缸和蓄能器组合、 悬架油缸和蓄 能器加悬挂阀组合等模式实现， 各个厂家基本采用悬架油缸和蓄能器加悬 挂阀组合等模式。参见图 1，其中每个车桥 A的两侧对称设置有悬架油缸 7、 10， 悬架油缸 7、 10的上端铰接在车架 F或车身上， 下端铰接在相应的车 桥 A上， 每对悬架油缸 7、 10之间连接有配套的悬挂阀 8、 9和蓄能器 4、 现有的悬架技术如专利 CN 101618669A, 其采用二位二通阀控制同侧 悬架油缸无杆腔与蓄能器连通关系， 以实现悬架系统的刚性柔性转换， 其 中所谓刚性状态是指悬架油缸仅由某一杆腔承受整车重量， 切断了油缸有 无杆腔与减震元件蓄能器的连通， 而柔性状态则相反； 刚性状态一般是在 车辆吊载行驶 （例如流动式起重机吊运重物） 和车辆完全熄火和断电工况 下使用， 其余工况一般使用柔性状态。 每个悬架油缸的有杆腔与其相对侧 的蓄能器连通， 以获得较大的侧倾刚度， 通过二位二通阀控制压力油路和 回油油路分别与悬架油缸无杆腔之间的连通关系， 以实现车身的升降控制， 所有中部车轴的油气悬架回路与后轴油气悬架控制回路为一个升降控制 组， 以实现车身的调平操作， 其实质是通过悬挂阀与悬架油缸和蓄能器连 接这种通用模式实现悬架功能。 但是， 这种现有的油气悬架技术采用二位二通阀进行刚柔性转换受到 悬架油缸所承受车载影响， 在刚性状态时悬架系统存在不能有效锁止的情 况， 在柔性状态时所述二位二通阀直接承受车载压力， 因为二位二通阀承 受的液压压力和气压压力比较大， 在气压压力发生变化时， 存在将柔性自 动转换为刚性的可能性。 此外， 该悬挂阀优先使得悬架升高， 造成其悬挂 阀逻辑关系复杂， 要实现提升功能所用液压元件必须增多， 这同样增加了 逻辑控制难度。
因此， 需要一种新型的悬挂阀， 以克服现有技术的上述缺点。 发明内容
本发明所要解决的技术问题是提供一种悬挂阀， 该悬挂阀能够保证刚 柔性工况稳定， 并能够实现悬挂阀的主要功能， 同时其控制能力强， 控制 逻辑关系简单， 工作可靠。
本发明还要提供一种油气悬架系统， 该油气悬架系统能够保证刚柔性 工况稳定， 并且控制能力强， 控制逻辑关系简单， 工作可靠。
此外， 本发明还要提供一种工程车辆， 该工程车辆的油气悬架系统能 够保证刚柔性工况稳定， 并且控制能力强， 控制逻辑关系简单， 工作可靠。
为解决上述技术问题， 本发明提供一种悬挂阀， 其中， 该悬挂阀包括: 进油开关锁止阀， 该进油开关锁止阀连接在所述悬挂阀的进油口和第二接 口之间； 回油开关锁止阀， 该回油开关锁止阀连接在所述悬挂阀的回油口 和第一接口之间； 差压传感逻辑控制元件组， 该差压传感逻辑控制元件组 包括逻辑梭阀、 差压传感锁止阀以及先导控制阀， 其中所述逻辑梭阀的进 油口分别连接所述第一接口和所述悬挂阀的蓄能器接口， 所述蓄能器接口 经由所述差压传感锁止阀的一侧腔室连接于所述第二接口， 并且该差压传 感锁止阀的一侧腔室还连接于所述第一接口， 当所述差压传感锁止阀锁止 时， 所述蓄能器接口与所述第一接口油路断开， 该差压传感锁止阀的另一 侧腔室经由所述先导控制阀连接于所述逻辑梭阀的出油口和所述回油口， 所述先导控制阀选择性地使得所述差压传感锁止阀的另一侧腔室与所述逻 辑梭阀的出油口或回油口连通， 并且该先导控制阀的先导控制口连接于所 述悬挂阀的控制接口。
本发明还提供一种油气悬架系统， 其中， 该油气悬架系统包括至少一 对上述悬挂阀， 该至少一对悬挂阀各自连接有配套的左侧悬架油缸组和右 侧悬架油缸组， 其中所述左侧悬架油缸组中的各个左侧悬架油缸的有杆腔 相互连通， 并且各个左侧悬架油缸的无杆腔也相互连通， 所述右侧悬架油 缸组中的各个右侧悬架油缸的有杆腔相互连通， 并且各个右侧悬架油缸的 无杆腔也相互连通， 其中所述一对悬挂阀中的左侧悬挂阀的第一接口与所 述左侧悬架油缸组中的各个左侧悬架油缸的无杆腔连通， 第二接口与所述 右侧悬架油缸组中的各个右侧悬架油缸的有杆腔连通， 所述一对悬挂阀中 的右侧悬挂阀的第一接口与所述右侧悬架油缸组中各个右侧悬架油缸的无 杆腔连通， 第二接口与所述左侧悬架油缸组中的各个左侧悬架油缸的有杆 腔连通， 所述左侧悬挂阀和右侧悬挂阀的蓄能器接口分别连接于左侧蓄能 器和右侧蓄能器。
此外， 本发明还提供一种工程车辆， 该工程车辆包括上述油气悬架系 统。
通过本发明的上述技术方案， 本发明通过有效的油路设计实现了车桥 悬架系统优先提升功能； 通过运用差压传感逻辑控制元件组更为可靠地实 现了悬架系统刚柔性工况的长久保持和刚柔性工况可靠的快速转换； 同时 有效减少了车桥悬架系统悬挂阀的各种元件， 避免了现有技术所造成控制 复杂、 逻辑关系复杂等问题、 提高了悬架系统控制的简便性。 有关本发明 的其他特征和优点将在随后的具体实施方式部分予以详细说明。 附图说明 附图是用来提供对本发明的进一步理解， 并且构成说明书的一部分， 与本发明的具体实施方式一起用于解释本发明， 但并不构成对本发明的限 制。 在附图中：
图 1是现有技术的油气悬架系统的结构示意图；
图 2是本发明具体实施方式的悬挂阀的原理示意图；
图 3 是悬挂阀应用在油气悬架系统中的一种常规安装形式的原理示意 图；
图 4是本发明具体实施方式的悬挂阀的一种新型连接结构的示意图； 以及
图 5是本发明具体实施方式的油气悬架系统的分组布置结构的示意图。 附图标记说明：
I 压力油源 2 PLC或微机控制单元
3 油箱 4 前右侧蓄能器
5 前左侧蓄能器 6 位置传感器
7 前左侧悬架油缸 8 前左侧悬挂阀
9 前右侧悬挂阀 10 前右侧悬架油缸
II 位置传感器 12 位置传感器
13 后左侧悬架油缸 14 前左侧悬挂阀
15 后左侧蓄能器 16 后右侧悬挂阀
17 后右侧蓄能器 18 后右侧悬架油缸
19 位置传感器 20 电控气动阀
21 回油开关锁止阀 22 进油开关锁止阀
23 逻辑梭阀 24 差压传感锁止阀
25 先导控制阀
A1 第一接口 A2 第二接口
A3 第三接口 X 控制接口 SP 蓄能器接口 进油口
T 回油口
W 车轮 车辆重心
F 车架 前车桥组
BG 后车桥组 车桥 具体实施方式
以下结合附图对本发明的具体实施方式进行详细说明。应当理解的是， 此处所描述的具体实施方式仅用于说明和解释本发明， 并不用于限制本发 明。
需要说明的是， 在下文为阐述清楚方便而使用的方位词， 例如前左侧、 前右侧、 后左侧、 后右侧等均与油气悬架系统实际安装到工程车辆的方位 相同， 其不构成对本发明保护范围的限制。
参见图 1，图 1显示了悬挂阀在油气悬架系统中的一般安装形式，其中， 每个车桥 A的两侧对称设置有悬架油缸 7， 10， 悬架油缸 7， 10的上端铰 接在车架 F或车身上， 下端铰接在相应的车桥 A上， 每对悬架油缸 7， 10 之间连接有配套的悬挂阀 8， 9和蓄能器 4， 5。
图 2显示了本发明具体实施方式的悬挂阀， 该悬挂阀包括： 进油开关 锁止阀 22，该进油开关锁止阀 22连接在所述悬挂阀的进油口 P和第二接口 A2之间， 第二接口 A2用于连接悬架油缸的有杆腔； 回油开关锁止阀 21， 该回油开关锁止阀 21连接在所述悬挂阀的回油口 T和第一接口 A1之间， 第一接口 A1用于连接悬架油缸的无杆腔； 差压传感逻辑控制元件组， 该差 压传感逻辑控制元件组包括逻辑梭阀 23、差压传感锁止阀 24以及先导控制 阀 25， 其中逻辑梭阀 23的出油口分别连接第一接口 A1和所述悬挂阀的蓄 能器接口 SP, 所述蓄能器接口 SP经由差压传感锁止阀 24的一侧腔室连接 于第二接口 A2, 并且该差压传感锁止阀 24的一侧腔室还连接于第一接口 Al， 当所述差压传感锁止阀 24锁止时， 所述蓄能器接口 SP与所述第一接 口 A1油路断开，该差压传感锁止阀 24的另一侧腔室经由先导控制阀 25连 接于逻辑梭阀 23的出油口和回油口 T，先导控制阀 25选择性地使得差压传 感锁止阀 24的另一侧腔室与所述逻辑梭阀 23的出油口或所述回油口 T连 通， 并且该先导控制阀 25的先导控制口连接于所述悬挂阀的控制接口 X。
其中， 回油开关锁止阀 21采用电控电磁阀实现回油开启和锁止功能； 进油开关锁止阀 22采用电控电磁阀实现进油开启和锁止功能；逻辑梭阀 23 实现悬架油缸有无杆腔的压力逻辑对比； 差压传感锁止阀 24实现悬架油缸 有无杆腔的压力差压传感和连通锁止； 先导控制阀 25实现悬架油缸有无杆 腔的连通与锁止。 逻辑梭阀 23、 差压传感锁止阀 24以及先导控制阀 25形 成差压传感逻辑控制元件组。
优选地， 先导控制阀 25为气控式先导控制阀， 所述悬架阀的控制接口 X连接于压力气体源。
参见图 3， 图 3显示了本发明的悬挂阀的一种常规安装形式， 图 3的悬 架系统包括油源 1、 PLC或微机控制单元 2、 油箱 3、 蓄能器 4， 5， 15， 17、 悬挂油缸 7， 10， 13， 18、 悬挂阀 8， 9， 14， 16、 位置传感器 6， 11， 12， 19等元件。 图 3所示的该种油气悬架系统采用公知的交叉安装形式， 每对 悬架油缸 （例如前左侧悬架油缸 7和前右侧悬架油缸 10; 以及后左侧悬架 油缸 13和后右侧悬架油缸 18)配设有一对悬挂阀， 其中交叉连接关系是公 知的， 并且相应的控制逻辑关系也是本领域技术人员熟知的， 对此不再赘 述， 其主要通过根据各种工况由 PLC或微机控制单元 2对悬挂阀和油路走 向进行控制来实现车辆悬架油缸的伸出和缩回或者调平位置锁定， 进而满 足车辆的各种悬架需求。
图 4显示了采用本发明的悬架阀的一种更新型的油气悬架系统的安装 形式 （上述公知的交叉安装形式的接口连接关系也可以参照该安装形式）。
参见图 4， 该油气悬架系统包括至少一对上述悬挂阀， 该至少一对悬挂 阀连接有配套的左侧悬架油缸组和右侧悬架油缸组， 其中所述左侧悬架油 缸组中的各个左侧悬架油缸 7的有杆腔相互连通，并且各个左侧悬架油缸 7 的无杆腔也相互连通， 所述右侧悬架油缸组中的各个右侧悬架油缸 10的有 杆腔相互连通， 并且各个右侧悬架油缸 10的无杆腔也相互连通， 其中所述 一对悬挂阀中的左侧悬挂阀 8的第一接口 A1与所述左侧悬架油缸组中的各 个左侧悬架油缸 7的无杆腔连通，第二接口 A2与所述右侧悬架油缸组中的 各个右侧悬架油缸 10的有杆腔连通， 所述一对悬挂阀中的右侧悬挂阀的第 一接口 A1与所述右侧悬架油缸组中各个右侧悬架油缸 10的无杆腔连通， 第二接口 A2与所述左侧悬架油缸组中的各个左侧悬架油缸 7 的有杆腔连 通，所述左侧悬挂阀和右侧悬挂阀的蓄能器接口 SP分别连接于左侧蓄能器 5和右侧蓄能器 4。
参见图 4， 悬挂阀的第一接口 A1 连接悬架油缸的无杆腔， 第二接口 A2连接悬架油缸的有杆腔， 蓄能器接口 SP连接蓄能器， P为进油口， T为 回油口， 控制接口 X连接气控气源。
优选地， 控制接口 X通过电控气动阀 20连接于压力气源。
当 P口压力油通过进油开关锁止阀 22与第二接口 A2连通悬架油缸的 有杆腔， 此时 T口回油通过回油开关锁止阀 21与第一接口 A1连通悬架油 缸的无杆腔， 从而实现了悬架油缸的优先回缩功能， 即实现了车桥悬架系 统的优先提升功能。
当进油开关锁止阀 22与回油开关锁止阀 21实现锁止， 控制接口 X接 通压力气源， 使先导控制阀 25将差压传感锁止阀 24的控制口接到油箱 3， 悬架油缸的有无杆腔压力同时推动差压传感锁止阀 24连通悬架油缸的有杆 腔、 无杆腔以及蓄能器， 当气压发生变化时仍能稳定、 直接地实现悬架系 统的柔性功能。
当进油开关锁止阀 22与回油开关锁止阀 21实现锁止，使得控制接口 X 接通大气气源， 使先导控制阀 25将差压传感锁止阀 24的控制口接到悬架 油缸的有杆腔和无杆腔， 悬架油缸的有杆腔和无杆腔压力同时作用从而不 能推动差压传感锁止阀 24， 从而使悬架油缸的无杆腔和有杆腔与蓄能器两 条油路同时关闭， 因此稳定、 可靠地实现悬架系统的刚性功能。
在上述油气悬架系统的安装形式中， 由于其包括左侧悬架油缸组和右 侧悬架油缸组， 对此可以根据车辆的重心位置实现车辆前后悬架油缸的分 组。
参见图 5，显示了五车桥车辆根据车辆重心位置的油气悬架系统的分组 布置结构， 其中车辆重心位置 G (即车辆的质心位置）位于前桥分组 FG与 后桥分组 BG之间， 前桥分组 FG包括两个车桥， 后桥分组 BG包括三个车 桥， 也就是说， 后桥分组 BG的车桥数量比前桥分组 FG的车桥数量多一个 车桥。 更具体地， 本发明的油气悬架系统的分组布置结构的主要技术构思 为： 所述油气悬架系统的悬架油缸的上端铰接在车架或车身上， 下端铰接 在相应的车桥上 （即每个车桥的两侧对称布置有悬挂油缸）， 其中， 所述车 桥包括前桥分组 FG和后桥分组 BG,所述车辆的重心位置 G位于所述前桥 分组 FG与后桥分组 BG之间， 并且所述后桥分组 BG的车桥数量等于所述 前桥分组 FG的车桥数量， 或者仅仅比所述前桥分组 FG的车桥数量多一个 车桥。 这样， 在油气悬架系统采用上述分组布置结构后， 可以将相应的前 左侧悬架油缸组和前右侧悬架油缸组采用图 4所示的一对悬架阀进行安装， 类似地， 后左侧悬架油缸组和后右侧悬架油缸组也可以采用图 4所示的一 对悬架阀进行安装。 也就是说， 其功能的实现如同参照图 4所述， 其同时 实现了悬挂系统刚柔性切换功能的控制， 而控制的对象由单悬架油缸变为 分组悬架油缸。
由上描述可见， 本发明通过有效的油路设计实现了车桥悬架系统优先 提升功能； 通过运用差压传感逻辑控制元件组更为可靠的实现了悬架系统 刚柔性工况的长久保持和刚柔性工况可靠的快速转换； 有效减少了车桥悬 架系统悬挂阀的各种元件， 避免了现有技术所造成控制复杂、 逻辑关系复 杂等问题、 提高了悬架系统控制的简便性。 此外， 在优选实施方式下， 通 过增加电控气动阀 20， 实现了悬挂阀的控制接口 X的气压控制， 同时实现 了悬挂系统刚柔性切换功能的控制， 其控制的对象由单悬架油缸变为分组 悬架油缸， 从而控制接口更加简单， 控制更加方便。
同时， 本发明的悬架系统采用左右交叉控制连接， 前后根据车辆重心 位置进行前后分组， 更好地对工程车辆的车架和车身进行支撑， 实现了悬 架系统的轴荷平衡功能， 并有利于快速调平功能的实现。
需要说明的是， 在上述具体实施方式中所描述的各个具体技术特征， 可以通过任何合适的方式进行任意组合， 其同样落入本发明所公开的范围 之内。 另外， 本发明的各种不同的实施方式之间也可以进行任意组合， 只 要其不违背本发明的思想， 其同样应当视为本发明所公开的内容。
以上结合附图详细描述了本发明的优选实施方式， 但是， 本发明并不 限于上述实施方式中的具体细节， 在本发明的技术构思范围内， 可以对本 发明的技术方案进行多种简单变型， 这些简单变型均属于本发明的保护范 围。 例如， 可以将 PLC或微机控制单元 2可以采用单片机、 电子元件等别 的控制元件构成； 先导控制阀的控制方式可通过电控、 气控和液控等方式 实现； 在对悬架油缸进行前后分组的情形下， 通过将前后分组中的悬架油 缸的有杆腔相互连通并使得无杆腔相互连通， 可以仅采用一对悬挂阀实现 悬架系统的功能。 本发明的保护范围由权利要求限定。

Claims

权利要求
1. 一种悬挂阀， 其特征在于， 该悬挂阀包括：
进油开关锁止阀 （22)， 该进油开关锁止阀 （22)连接在所述悬挂阀的 进油口 （P) 和第二接口 （A2) 之间；
回油开关锁止阀 （21)， 该回油开关锁止阀 （21)连接在所述悬挂阀的 回油口 （T) 和第一接口 （A1) 之间；
差压传感逻辑控制元件组， 该差压传感逻辑控制元件组包括逻辑梭阀 (23)、 差压传感锁止阀 （24) 以及先导控制阀 （25)， 其中所述逻辑梭阀 (23) 的进油口分别连接所述第一接口 （A1) 和所述悬挂阀的蓄能器接口 (SP), 所述蓄能器接口 （SP)经由所述差压传感锁止阀 （24) 的一侧腔室 连接于所述第二接口 （A2), 并且该差压传感锁止阀 （24) 的一侧腔室还连 接于所述第一接口 （A1), 当所述差压传感锁止阀 （24)锁止时， 所述蓄能 器接口 （SP) 与所述第一接口 （A1) 油路断开， 该差压传感锁止阀 （24) 的另一侧腔室经由所述先导控制阀 （25) 连接于所述逻辑梭阀 （23) 的出 油口和所述回油口 （T), 所述先导控制阀 （25) 选择性地使得所述差压传 感锁止阀 （24) 的另一侧腔室与所述逻辑梭阀 （23) 的出油口或所述回油 口 （T)连通， 并且该先导控制阀 （25) 的先导控制口连接于所述悬挂阀的 控制接口 （X)。
2. 根据权利要求 1所述的悬架阀， 其特征在于， 所述进油开关锁止阀 (22) 和回油开关锁止阀 （21) 为电控切换阀。
3. 根据权利要求 1所述的悬架阀， 其特征在于， 所述先导控制阀（25) 为气控式先导控制阀。
4. 一种油气悬架系统， 其特征在于， 该油气悬架系统包括至少一对根 据权利要求 1 所述的悬挂阀， 该至少一对悬挂阀各自连接有配套的左侧悬 架油缸组和右侧悬架油缸组， 其中所述左侧悬架油缸组中的各个左侧悬架 油缸 （7 ) 的有杆腔相互连通， 并且各个左侧悬架油缸 （7 ) 的无杆腔也相 互连通， 所述右侧悬架油缸组中的各个右侧悬架油缸 （10) 的有杆腔相互 连通， 并且各个右侧悬架油缸 （10 ) 的无杆腔也相互连通， 其中所述一对 悬挂阀中的左侧悬挂阀 （8) 的第一接口 （A1 )与所述左侧悬架油缸组中的 各个左侧悬架油缸（7 ) 的无杆腔连通， 第二接口 （A2) 与所述右侧悬架油 缸组中的各个右侧悬架油缸 （10 ) 的有杆腔连通， 所述一对悬挂阀中的右 侧悬挂阀 （9) 的第一接口 （A1 )与所述右侧悬架油缸组中的各个右侧悬架 油缸 （10) 的无杆腔连通， 第二接口 （A2) 与所述左侧悬架油缸组中的各 个左侧悬架油缸 （7 ) 的有杆腔连通， 所述左侧悬挂阀 （8 ) 和右侧悬挂阀
(9) 的蓄能器接口 (SP) 分别连接于左侧蓄能器 (5 ) 和右侧蓄能器 （4)。
5. 根据权利要求 4所述的油气悬架系统， 其特征在于， 所述左侧悬架 油缸组和右侧悬架油缸组根据车辆的重心位置进行前后分组， 其中各个悬 挂油缸的上端铰接在车架 （F)或车身上， 下端铰接在相应的车桥上， 所述 车桥包括前桥分组（FG)和后桥分组（BG), 所述车辆的重心位置（G)位 于所述前桥分组 （FG) 与后桥分组 （BG) 之间。
6. 根据权利要求 5所述的油气悬架系统， 其特征在于， 所述后桥分组 (BG) 的车桥数量等于所述前桥分组（FG) 的车桥数量， 或者仅仅比所述 前桥分组 （FG) 的车桥数量多一个车桥。
7. 根据权利要求 4所述的油气悬架系统， 其特征在于， 所述先导控制 阀 （25 )为气控式先导控制阀， 所述悬架阀的控制接口 （X)连接于压力气 源。
8. 根据权利要求 7所述的油气悬架系统， 其特征在于， 所述悬架阀的 控制接口 （X) 通过电控气动阀 （20) 连接于压力气源。
9. 一种油气悬架系统， 其特征在于， 该油气悬架系统包括成对的根据 权利要求 1 所述的悬挂阀， 每对所述悬挂阀各自连接有配套的左侧悬架油 缸 （7， 13 ) 和右侧悬架油缸 （10， 18 )， 其中所述一对悬挂阀中的左侧悬 挂阀 （8， 14) 的第一接口 （A1 ) 与相应的所述左侧悬架油缸 （7， 13 ) 的 无杆腔连通， 第二接口 （A2) 与相应的所述右侧悬架油缸 （10， 18 ) 的有 杆腔连通， 所述一对悬挂阀中的右侧悬挂阀 （9， 16) 的第一接口 （A1 ) 与 相应的所述右侧悬架油缸 （10， 18 ) 的无杆腔连通， 第二接口 （A2) 与相 应的所述左侧悬架油缸 （7， 13 ) 的有杆腔连通， 所述左侧悬挂阀 （8,14) 和右侧悬挂阀 (9,16) 的蓄能器接口 (SP) 分别连接于左侧蓄能器 (5,15 ) 和右侧蓄能器 (4,17)。
10. 根据权利要求 9所述的油气悬架系统， 其特征在于， 所述先导控 制阀 （25 )为气控式先导控制阀， 所述悬架阀的控制接口 （X)连接于压力 气源。
11. 一种工程车辆， 其特征在于， 该工程车辆包括根据权利要求 4至 10中任一项所述的油气悬架系统。
PCT/CN2011/074254 2010-08-26 2011-05-18 悬挂阀、油气悬架系统及工程车辆 Ceased WO2012024945A1 (zh)

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