CN118977527A - Double wishbone suspension structure and mining transport vehicle - Google Patents

Abstract

The invention provides a double-cross arm suspension structure and a mining transport vehicle, wherein the double-cross arm suspension structure comprises: the wheel bearing shaft assembly, the upper cross arm beam, the lower cross arm beam and the hydro-pneumatic suspension cylinder; the upper end and the lower end of the wheel bearing shaft assembly are respectively in spherical hinge connection with one end of the upper cross arm beam and one end of the lower cross arm beam; the other end of the upper cross arm beam and the other end of the lower cross arm beam are respectively hinged with a frame of the vehicle; the lower cross arm beam is positioned below the upper cross arm beam; two ends of the hydro-pneumatic suspension cylinder are respectively connected with the upper cross arm beam and the frame; the connecting position of the hydro-pneumatic suspension cylinder and the frame is positioned above the connecting position of the upper cross arm beam and the frame; the central axis between the upper end and the lower end of the wheel bearing shaft assembly is taken as a main axis, and the centroid of the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam is arranged at intervals with the main axis. The invention ensures the cushioning effect of the hydro-pneumatic suspension cylinder on the upper cross arm beam, effectively reduces the abrasion of the tire and prolongs the service life of the tire.

Description

Double-cross arm suspension structure and mining transport vehicle

Technical Field

The invention relates to the technical field of mining transport vehicles, in particular to a double-cross arm suspension structure and a mining transport vehicle.

Background

At present, a mining dump truck is an important transportation device of a mining transportation vehicle, a front suspension structure of the mining dump truck influences the driving comfort, the working reliability and the operability of the whole mining dump truck, and the double-wishbone suspension is widely used on a front suspension of the mining dump truck due to good comprehensive performance.

However, the existing double-wishbone suspension structure lacks scientific setting of the axis angle of the kingpin shaft connected between the upper and lower suspension arms, and also lacks scientific setting of the axis of the hydro-pneumatic suspension cylinder for suspension arm shock absorption, so that the front wheel tire cannot be normally perpendicular to the ground when the vehicle is fully loaded or under heavy load, and further the abrasion of the tire is increased, the service life of the tire is reduced, and long-term stable operation of the vehicle is not facilitated.

Disclosure of Invention

The invention provides a double-cross arm suspension structure and a mining transport vehicle, which are used for solving the problem that the double-cross arm suspension in the prior art cannot control tires to be perpendicular to the ground when the vehicle is fully loaded, so that the abrasion of the tires is increased.

In order to solve the above problems, according to an aspect of the present invention, there is provided a double wishbone suspension structure including: the wheel bearing shaft assembly, the upper cross arm beam, the lower cross arm beam and the hydro-pneumatic suspension cylinder; the wheel bearing shaft assembly is used for bearing wheels of a vehicle, and the upper end and the lower end of the wheel bearing shaft assembly are respectively in spherical hinge connection with one end of the upper cross arm beam and one end of the lower cross arm beam so that the wheel bearing shaft assembly can swing relative to the upper cross arm beam and the lower cross arm beam; the other end of the upper cross arm beam and the other end of the lower cross arm beam are respectively hinged with the frame of the vehicle, so that the upper cross arm beam and the lower cross arm beam can swing up and down; the lower cross arm beam is positioned below the upper cross arm beam; two ends of the hydro-pneumatic suspension cylinder are respectively connected with the upper cross arm beam and the frame; the connecting position of the hydro-pneumatic suspension cylinder and the frame is positioned above the connecting position of the upper cross arm beam and the frame; taking a central axis between the upper end and the lower end of the wheel bearing shaft assembly as a main axis, and arranging the centroid of the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam at intervals with the main axis; the method comprises the steps that a wheel rotation axis is taken as a rotation axis, when the vehicle is in a heavy load state, an acute angle between the rotation axis and a main axis is taken as a first angle, an acute angle between the main axis and a vertical direction is taken as a second angle, and when the vehicle is in the heavy load state, the sum of the first angle and the second angle is equal to 90 degrees, so that the camber angle of the wheel is 0; when the vehicle is not in a heavy load state, the sum of the first angle and the second angle is smaller than 90 degrees, so that the camber angle of the wheel is not 0.

Further, when the vehicle is in a heavy load state, the angle of the acute included angle between the central axis of the hydro-pneumatic suspension cylinder and the vertical direction is more than or equal to 15 degrees and less than or equal to 25 degrees.

Further, setting the centroid of the connection part of the hydro-pneumatic suspension cylinder and the frame as a first connection point, setting the centroid of the connection part of the hydro-pneumatic suspension cylinder and the upper cross arm beam as a second connection point, setting the centroid of the connection part of the upper cross arm beam and the wheel bearing shaft assembly as a third connection point, and setting the centroid of the connection part of the lower cross arm beam and the wheel bearing shaft assembly as a fourth connection point; wherein the first, second, third and fourth connection points are coplanar.

Further, the upper cross arm comprises an upper arm body, a connecting body arranged on the upper arm body, and a first fork arm and a second fork arm which are respectively arranged at two ends of the upper arm body; the connecting body is provided with a mounting through hole for being connected with the hydro-pneumatic suspension cylinder, the first fork arm is provided with a first through hole, the second fork arm is provided with a second through hole, and the first through hole and the second through hole are respectively used for being connected with the frame in a rotating way; the mounting through holes are positioned above the first through holes and the second through holes.

Further, the central axis of the first through hole is collinear with the central axis of the second through hole and parallel to the central axis of the mounting through hole.

Further, the lower cross arm comprises a lower arm body, and a third fork arm and a fourth fork arm which are respectively arranged at two ends of the lower arm body; the third fork arm is provided with a third through hole, the fourth fork arm is provided with a fourth through hole, and the third through hole and the fourth through hole are respectively used for being connected with the frame in a rotating mode.

Further, the central axis of the third through hole is collinear with the central axis of the fourth through hole.

Further, the upper cross arm comprises an upper arm body, a connecting body arranged on the upper arm body, and a first fork arm and a second fork arm which are respectively arranged at two ends of the upper arm body; the connecting body is provided with a mounting through hole for being connected with the hydro-pneumatic suspension cylinder, the first fork arm is provided with a first through hole, the second fork arm is provided with a second through hole, and the first through hole and the second through hole are respectively used for being connected with the frame in a rotating way; wherein the mounting through hole is positioned above the first through hole and the second through hole; the lower cross arm comprises a lower arm body, and a third fork arm and a fourth fork arm which are respectively arranged at two ends of the lower arm body; the third fork arm is provided with a third through hole, the fourth fork arm is provided with a fourth through hole, and the third through hole and the fourth through hole are respectively used for being in rotary connection with the frame; wherein the fourth yoke is disposed closer to the wheel carrying axle assembly than the second yoke in the horizontal direction; the distance between the first fork arm and the second fork arm along the horizontal direction is a first distance, the distance between the third fork arm and the fourth fork arm along the horizontal direction is a second distance, and the first distance is larger than the second distance.

According to another aspect of the invention, there is provided a mining transport vehicle comprising the double-wishbone suspension structure described above, the mining transport vehicle further comprising a frame and wheels.

Further, when the bearing weight of the vehicle is greater than or equal to 75% of the maximum bearing weight of the vehicle, the vehicle is considered to be in a heavy load state; the frame comprises a rectangular cross beam, and the rectangular cross beam is positioned at the lower end of the frame and is rotationally connected with the lower cross beam.

The invention provides a double-cross arm suspension structure, which comprises: the wheel bearing shaft assembly, the upper cross arm beam, the lower cross arm beam and the hydro-pneumatic suspension cylinder; the wheel bearing shaft assembly is used for bearing wheels of a vehicle, and the upper end and the lower end of the wheel bearing shaft assembly are respectively in spherical hinge connection with one end of the upper cross arm beam and one end of the lower cross arm beam so that the wheel bearing shaft assembly can swing relative to the upper cross arm beam and the lower cross arm beam; the other end of the upper cross arm beam and the other end of the lower cross arm beam are respectively hinged with the frame of the vehicle, so that the upper cross arm beam and the lower cross arm beam can swing up and down; the lower cross arm beam is positioned below the upper cross arm beam; two ends of the hydro-pneumatic suspension cylinder are respectively connected with the upper cross arm beam and the frame; the connecting position of the hydro-pneumatic suspension cylinder and the frame is positioned above the connecting position of the upper cross arm beam and the frame; taking a central axis between the upper end and the lower end of the wheel bearing shaft assembly as a main axis, and arranging the centroid of the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam at intervals with the main axis; the method comprises the steps that a wheel rotation axis is taken as a rotation axis, when the vehicle is in a heavy load state, an acute angle between the rotation axis and a main axis is taken as a first angle, an acute angle between the main axis and a vertical direction is taken as a second angle, and when the vehicle is in the heavy load state, the sum of the first angle and the second angle is equal to 90 degrees, so that the camber angle of the wheel is 0; when the vehicle is not in a heavy load state, the sum of the first angle and the second angle is smaller than 90 degrees, so that the camber angle of the wheel is not 0.

The invention ensures the cushioning effect of the hydro-pneumatic suspension cylinder on the upper cross arm beam by arranging the connection position of the hydro-pneumatic suspension cylinder and the frame above the connection position of the upper cross arm beam and the frame; by setting the sum of the first angle and the second angle to be equal to 90 degrees when the vehicle is in a heavy load state, the camber angle of the tire is 0 degrees when the vehicle is in heavy load and full load, and the tire can be perpendicular to the ground, so that the abrasion of the tire is effectively reduced, and the service life of the tire is prolonged; by setting the sum of the first angle and the second angle to be smaller than 90 degrees when the vehicle is not in a heavy load state, the tires have a certain camber angle when the wheels are in no-load and light load states, so that the vehicle is more convenient to operate and control and the vehicle comfort is improved; the centroid of the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam is arranged at intervals with the main axis, so that the centroid of the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam is not on the main axis, a certain space can be provided for the installation of a tire and a rim, the force transmitted along the main axis on the wheel bearing shaft assembly is not directly and forward transmitted to the joint of the hydro-pneumatic suspension cylinder and the upper cross arm beam, the force transmitted along the main axis is further uniformly distributed on the upper cross arm beam and the hydro-pneumatic suspension cylinder, the stress distribution of the whole structure is more scientific and reasonable, and the vibration can be effectively reduced; therefore, the double-cross arm suspension structure provided by the invention considers the difference of the requirements of the vehicle on the suspension performance in full load and no load, can balance the comfort and the operability of the vehicle in no load and full load, reasonably distributes the load of each structure, scientifically sets the axis of the hydro-pneumatic suspension cylinder, and improves the use experience of users; the invention has simple structure and low cost, is convenient for assembly and subsequent maintenance, and is suitable for large-scale popularization and use.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

FIG. 1 shows a partial schematic diagram of a double wishbone suspension structure provided by embodiments of the present invention;

FIG. 2 shows a force-bearing schematic diagram of a double wishbone suspension structure provided by embodiments of the present invention;

FIG. 3 shows a schematic external view of an upper cross arm provided by an embodiment of the present invention;

Fig. 4 is a schematic diagram showing a specific structure of an upper cross arm in a top view according to an embodiment of the present invention;

FIG. 5 shows a schematic view of the external structure of a lower cross arm provided by an embodiment of the present invention;

fig. 6 shows a specific structural schematic diagram of the lower cross arm provided by the embodiment of the invention in a top view.

Wherein the above figures include the following reference numerals:

10. a wheel carrying axle assembly; 11. a main axis;

20. an upper cross arm beam; 21. an upper arm body; 22. a connecting body; 221. mounting through holes; 23. a first yoke; 231. a first through hole; 24. a second yoke; 241. a second through hole; 25. a first distance;

30. A lower cross arm beam; 31. a lower arm body; 32. a third yoke; 321. a third through hole; 33. a fourth yoke; 331. a fourth through hole; 34. a second distance;

40. A hydro-pneumatic suspension cylinder;

50. A frame; 51. a rotation axis; 52. a rectangular cross beam;

60. A first connection point; 61. a second connection point; 62. a third connection point; 63. and a fourth connection point.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

As shown in fig. 1 to 6, an embodiment of the present invention provides a double wishbone suspension structure including: a wheel carrying axle assembly 10, an upper cross arm 20, a lower cross arm 30 and a hydro-pneumatic suspension cylinder 40; the wheel bearing shaft assembly 10 is used for bearing wheels of a vehicle, and the upper end and the lower end of the wheel bearing shaft assembly 10 are respectively in ball hinge connection with one end of the upper cross arm beam 20 and one end of the lower cross arm beam 30, so that the wheel bearing shaft assembly 10 can swing relative to the upper cross arm beam 20 and the lower cross arm beam 30; the other ends of the upper cross arm 20 and the lower cross arm 30 are respectively hinged with a frame 50 of the vehicle so that the upper cross arm 20 and the lower cross arm 30 can swing up and down; the lower cross arm 30 is positioned below the upper cross arm 20; two ends of the hydro-pneumatic suspension cylinder 40 are respectively connected with the upper cross beam 20 and the frame 50; wherein the connection position of hydro-pneumatic suspension cylinder 40 and frame 50 is located above the connection position of upper cross arm 20 and frame 50; taking the central axis between the upper end and the lower end of the wheel bearing shaft assembly 10 as a main axis 11, and the centroid of the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross beam 20 is arranged at intervals with the main axis 11; taking the rotation axis of the wheel as a rotation axis 51, taking the angle of an acute angle between the rotation axis 51 and the main axis 11 as a first angle and the angle of an acute angle between the main axis 11 and the vertical direction as a second angle when the vehicle is in a heavy load state, wherein the sum of the first angle and the second angle is equal to 90 degrees when the vehicle is in a heavy load state, so that the camber angle of the wheel is 0; when the vehicle is not in a heavy load state, the sum of the first angle and the second angle is smaller than 90 degrees, so that the camber angle of the wheel is not 0.

The invention ensures the cushioning effect of the hydro-pneumatic suspension cylinder 40 on the upper cross arm beam 20 by arranging the connecting position of the hydro-pneumatic suspension cylinder 40 and the frame 50 above the connecting position of the upper cross arm beam 20 and the frame 50; by setting the sum of the first angle and the second angle to be equal to 90 degrees when the vehicle is in a heavy load state, the camber angle of the tire is 0 degrees when the vehicle is in heavy load and full load, and the tire can be perpendicular to the ground, so that the abrasion of the tire is effectively reduced, and the service life of the tire is prolonged; by setting the sum of the first angle and the second angle to be smaller than 90 degrees when the vehicle is not in a heavy load state, the tires have a certain camber angle when the wheels are in no-load and light load states, so that the vehicle is more convenient to operate and control and the vehicle comfort is improved; by arranging the centroid of the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20 at intervals with the main axis 11, the centroid of the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20 is not arranged on the main axis 11, so that a certain space can be provided for the installation of tires and rims, the force transmitted along the main axis 11 on the wheel bearing shaft assembly 10 is not directly and forward transmitted to the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20, and the force transmitted along the main axis 11 is further uniformly distributed on the upper cross arm beam 20 and the hydro-pneumatic suspension cylinder 40, so that the stress distribution of the whole structure is more scientific and reasonable, and the vibration can be effectively reduced; therefore, the double-cross arm suspension structure provided by the invention considers the difference of the requirements of the vehicle on the suspension performance in full load and no load, can balance the comfort and the operability of the vehicle in no load and full load, reasonably distributes the load of each structure, scientifically sets the axis of the hydro-pneumatic suspension cylinder 40, and improves the use experience of users; the invention has simple structure and low cost, is convenient for assembly and subsequent maintenance, and is suitable for large-scale popularization and use.

Noteworthy are: camber angle of a wheel, also known as "camber" or "camber angle", refers to the angle between the wheel and a plane perpendicular to the ground; this angle is generally used to describe the degree of inclination of the wheel in the vertical direction. The camber angle plays an important role in the steering performance and the running stability of the vehicle; the following is a detailed description of the camber angle: 1. definition; camber refers to the angle at which the wheel is inclined inwardly or outwardly relative to a plane perpendicular to the ground; when the wheel leans outwards, the camber angle is a positive value; when the wheel is inclined inwards, the camber angle is negative; 2. the purpose is that; the main purpose of the camber angle is to improve the steering performance and the driving stability of the vehicle; the proper camber angle can increase the contact area between the tire and the ground, and improve the operability and stability of the vehicle; 3. influence factors; camber angle is affected by a number of factors, including the type of vehicle, the size and type of tire, the design of the suspension system, etc.; the camber angle of different types and designs also have different effects on vehicle performance; 4. adjusting; camber angle can be achieved by adjusting the suspension system; in some high performance vehicles and racing vehicles, the camber angle of the wheels can be adjusted to a very precise angle to meet the performance requirements of the vehicle under high speed driving and aggressive driving conditions; 5. a reasonable range; the larger the camber angle is, the better the camber angle is, and the larger the camber angle is, the uneven abrasion of the tire can be caused, the running stability is reduced and the like; therefore, the camber angle needs to be adjusted to an appropriate range according to the performance requirements of the vehicle and the use environment; 6. a measurement method; camber angle can be measured by a specialized tool; in the measurement, it is necessary to place the vehicle on a level ground and use an angle gauge or other measuring device to measure the angle between the wheel and the vertical plane.

It should be noted that: when the bearing weight of the vehicle is greater than or equal to 75% of the maximum bearing weight of the vehicle, the vehicle is considered to be in a heavy load state; the camber angle of the wheel is 0 degree when the vehicle is under heavy load or full load; when the vehicle is empty, the hydro-pneumatic suspension cylinders 40 are extended and the main axis 11 is rotated such that the sum of the first angle and the second angle is less than 90 degrees, i.e. the wheels are given a certain camber angle; the invention ensures that the wheel has a certain camber angle when the vehicle is unloaded, and the camber angle of the wheel is 0 degree when the vehicle is fully loaded, so that the tire is vertical to the ground when the vehicle is fully loaded, the tire abrasion is effectively reduced, and the service life of the tire is prolonged.

In addition, wheels with a certain camber angle (also called negative camber angle or negative camber angle) have certain benefits for the running and steering performance of the automobile; the method has the specific advantages that: 1. improving the tire ground contact performance; the camber angle of the wheels can enable the contact area between the tire and the ground to be larger, so that the grip force of the tire is improved, and the camber angle is very helpful for improving the running stability and the steering performance of the automobile; 2. the tire wear is reduced; the camber angle of the wheel is beneficial to reducing the abrasion of the tire, and when the wheel has the camber angle, the tire can generate a certain sideslip in the running process, so that the friction between the tire and the ground is dispersed, and the abrasion degree of the tire is reduced; 3. the driving comfort is improved; the camber angle of the wheels is beneficial to improving the travelling comfort of the automobile; when the wheels have camber angles, the tires can generate certain sideslip in the running process, which is helpful for reducing the bumpy feel of the wheels in the running process, thereby improving the running comfort of the automobile; 4. the control stability is improved; the camber angle of the wheels is beneficial to improving the control stability of the automobile; when the wheels have camber angles, the stability of the vehicle is easier to realize in the running process of the vehicle, so that the control performance of a driver on the vehicle is improved; 5. reducing tire bias wear; camber angle of the wheel helps to reduce the bias wear phenomenon of the tire; when the wheel has a camber angle, the sideslip of the tire in the running process can disperse the abrasion of the tire, so that the eccentric wear phenomenon of the tire is reduced; in summary, the wheels have a certain camber angle, which has certain benefits for the running performance, the handling performance and the comfort of the automobile; however, too large or too small a camber angle may negatively affect the performance of the vehicle, and thus requires proper adjustment according to the specific situation of the vehicle.

As shown in fig. 1 and 2, when the vehicle is in a heavy load state, the angle of the acute included angle between the central axis of the hydro-pneumatic suspension cylinder 40 and the vertical direction is 15 degrees or more and 25 degrees or less.

By the arrangement, on one hand, the vertical rigidity and the transverse rigidity of the double-cross arm suspension structure can be reasonably distributed, and on the other hand, the length of a cantilever (namely, the vicinity of the first connecting point 60) connected between the frame 50 and the hydro-pneumatic suspension cylinder 40 is in a reasonable range, so that the reliable operation of the frame 50 is ensured.

It should be noted that: hydro-pneumatic suspension cylinder 40 in the present invention refers to a key component of the suspension system of an automobile; such suspension systems are widely used in various types of automobiles, including cars, trucks, buses, and the like; the operation and structure of hydro-pneumatic suspension cylinder 40 will be explained in detail as follows: 1. the structure is as follows: the hydro-pneumatic suspension cylinder 40 mainly comprises an inner cylinder, an outer cylinder, a piston rod, a sealing element, a hydro-pneumatic mixture and the like; a sealed cavity is formed between the inner cylinder and the outer cylinder and is used for storing the oil-gas mixture; 2. working principle: the principle of operation of the hydro-pneumatic suspension cylinder 40 is primarily dependent on the compressibility of the hydro-pneumatic mixture; when the automobile runs on uneven road surfaces, the wheels are subjected to different degrees of impact forces. These impact forces will be transferred through the suspension system to hydro-pneumatic suspension cylinder 40, causing the piston to move between the inner and outer cylinders; a. when the piston moves upwards, the oil-gas mixture in the inner cylinder is compressed, so that an upward force is generated, the downward impact force applied to the wheel is counteracted, and the wheel is kept at a certain height; b. when the piston moves downwards, the oil-gas mixture in the inner cylinder expands, so that a downward force is generated, the upward impact force applied to the wheel is counteracted, and the wheel is kept stable; 3. the advantages are that: hydro-pneumatic suspension cylinder 40 has the following advantages: a. good cushioning properties: the compressibility of the oil-gas mixture enables the oil-gas suspension cylinder 40 to have good buffering performance, and can effectively absorb and reduce impact force in the driving process; b. good stability: the hydro-pneumatic suspension cylinder 40 can automatically adjust the height of the wheels, so that the automobile can be kept stable under different road conditions; c. wear is reduced: because the hydro-pneumatic suspension cylinder 40 has better buffering performance, the abrasion to parts in the running process of the automobile can be reduced; 4. maintenance: maintenance of the hydro-pneumatic suspension cylinders 40 mainly includes periodic checks of the level and quality of the hydro-pneumatic mixture, ensuring that the hydro-pneumatic mixture is within a proper range to ensure proper operation of the suspension system; in summary, hydro-pneumatic suspension cylinders 40 provide good cushioning and stability, effectively reducing impact forces during vehicle travel.

As shown in fig. 1 and 2, the centroid of the connection between the hydro-pneumatic suspension cylinder 40 and the frame 50 is set to be a first connection point 60, the centroid of the connection between the hydro-pneumatic suspension cylinder 40 and the upper bridge 20 is set to be a second connection point 61, the centroid of the connection between the upper bridge 20 and the wheel carrier shaft assembly 10 is set to be a third connection point 62, and the centroid of the connection between the lower bridge 30 and the wheel carrier shaft assembly 10 is set to be a fourth connection point 63; wherein the first connection point 60, the second connection point 61, the third connection point 62 and the fourth connection point 63 are coplanar.

By the above arrangement, the generation of additional force or moment can be prevented, and the load of each component is reduced.

As shown in fig. 1, 3 and 4, the upper cross arm 20 includes an upper arm body 21, a connecting body 22 provided on the upper arm body 21, and a first fork arm 23 and a second fork arm 24 provided at both ends of the upper arm body 21, respectively; the connecting body 22 has a mounting through hole 221 for connection with the hydro-pneumatic suspension cylinder 40, the first yoke 23 has a first through hole 231, the second yoke 24 has a second through hole 241, and the first through hole 231 and the second through hole 241 are respectively for rotational connection with the frame 50; the mounting through hole 221 is located above the first through hole 231 and the second through hole 241.

By arranging the mounting through holes 221 above the first through holes 231 and the second through holes 241, the stress at the mounting through holes 221 connected with the hydro-pneumatic suspension cylinder 40 is not on the same height as the stress at the rotating connection part of the frame 50, and the stability of the upper cross beam 20 under stress is ensured.

As shown in fig. 1, 3 and 4, the central axis of the first through hole 231 is collinear with the central axis of the second through hole 241 and parallel to the central axis of the mounting through hole 221.

By providing the axis of the first through hole 231 and the axis of the second through hole 241 coaxially, smooth vertical rotation of the upper cross arm 20 around the frame 50 can be ensured.

As shown in fig. 1, 5 and 6, the lower cross arm 30 includes a lower arm body 31 and third and fourth fork arms 32 and 33 respectively provided at both ends of the lower arm body 31; the third yoke 32 has a third through hole 321, the fourth yoke 33 has a fourth through hole 331, and the third through hole 321 and the fourth through hole 331 are respectively for rotational connection with the frame 50.

By the arrangement, the working reliability of the lower cross arm 30 is guaranteed, and the structure of the lower cross arm 30 tends to be simplified.

As shown in fig. 1, 5 and 6, the central axis of the third through hole 321 is collinear with the central axis of the fourth through hole 331.

By providing the axis of the third through hole 321 and the axis of the fourth through hole 331 coaxially, smooth up-and-down rotation of the lower cross arm 30 around the frame 50 can be ensured.

As shown in fig. 4 and 6, the upper cross arm 20 includes an upper arm body 21, a connecting body 22 provided on the upper arm body 21, and a first fork arm 23 and a second fork arm 24 provided at both ends of the upper arm body 21, respectively; the connecting body 22 has a mounting through hole 221 for connection with the hydro-pneumatic suspension cylinder 40, the first yoke 23 has a first through hole 231, the second yoke 24 has a second through hole 241, and the first through hole 231 and the second through hole 241 are respectively for rotational connection with the frame 50; wherein the mounting through hole 221 is located above the first through hole 231 and the second through hole 241; the lower cross arm 30 comprises a lower arm body 31, and a third fork arm 32 and a fourth fork arm 33 which are respectively arranged at two ends of the lower arm body 31; the third fork arm 32 has a third through hole 321, the fourth fork arm 33 has a fourth through hole 331, and the third through hole 321 and the fourth through hole 331 are respectively used for rotationally connecting with the frame 50; wherein, in the horizontal direction, fourth fork arm 33 is disposed closer to wheel carrying axle assembly 10 than second fork arm 24; the first fork arm 23 and the second fork arm 24 are horizontally spaced apart by a first distance 25, and the third fork arm 32 and the fourth fork arm 33 are horizontally spaced apart by a second distance 34, the first distance 25 being greater than the second distance 34.

It should be noted that: the upper cross arm 20 plays a role in connecting the wheel bearing shaft assembly 10, the hydro-pneumatic suspension cylinder 40 and the frame 50, and in the running process of the mining dump truck, the load born by the upper cross arm 20 is larger than that born by the lower cross arm 30, so that the first distance 25 is larger than the second distance 34, the cross section size of the upper cross arm 20 in the horizontal left-right direction is larger than that of the lower cross arm 30, and the cross section sizes of the upper cross arm 20 and the lower cross arm 30 can be reasonably set according to the stress condition.

By providing the fourth fork arm 33 closer to the wheel carrying axle assembly 10 than the second fork arm 24 in the horizontal direction, on the one hand, the lower cross beam 30 and the rectangular cross beam 52 can carry lower loads more quickly, and on the other hand, space is provided for mounting the steering mechanism at the rear of the rectangular cross beam 52.

The invention also provides a mining transport vehicle, which comprises the double-cross arm suspension structure, and further comprises a frame 50 and wheels.

The mining transport vehicle provided by the invention has the advantages of simple structure and light weight, can well eliminate vibration and jolt of the vehicle body caused by ground fluctuation, and has high comfort for driving and riding the vehicle, high steering efficiency and small steering power loss.

Specifically, when the bearing weight of the vehicle is greater than or equal to 75% of the maximum bearing weight of the vehicle, the vehicle is considered to be in a heavy load state; frame 50 includes a rectangular cross member 52, and rectangular cross member 52 is located at the lower end of frame 50 and is rotatably coupled to lower cross member 30. By arranging the rectangular cross beam 52, not only is the reliable bearing of the frame 50 ensured, but also the structure of the frame 50 tends to be simplified, and the frame is convenient for processing and forming.

In summary, the invention provides a double-wishbone suspension structure and a mining transport vehicle, and the invention ensures the damping effect of the hydro-pneumatic suspension cylinder 40 on the upper wishbone 20 by arranging the connection position of the hydro-pneumatic suspension cylinder 40 and the frame 50 above the connection position of the upper wishbone 20 and the frame 50; by setting the sum of the first angle and the second angle to be equal to 90 degrees when the vehicle is in a heavy load state, the camber angle of the tire is 0 degrees when the vehicle is in heavy load and full load, and the tire can be perpendicular to the ground, so that the abrasion of the tire is effectively reduced, and the service life of the tire is prolonged; by setting the sum of the first angle and the second angle to be smaller than 90 degrees when the vehicle is not in a heavy load state, the tires have a certain camber angle when the wheels are in no-load and light load states, so that the vehicle is more convenient to operate and control and the vehicle comfort is improved; by arranging the centroid of the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20 at intervals with the main axis 11, the centroid of the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20 is not arranged on the main axis 11, so that a certain space can be provided for the installation of tires and rims, the force transmitted along the main axis 11 on the wheel bearing shaft assembly 10 is not directly and forward transmitted to the joint of the hydro-pneumatic suspension cylinder 40 and the upper cross arm beam 20, and the force transmitted along the main axis 11 is further uniformly distributed on the upper cross arm beam 20 and the hydro-pneumatic suspension cylinder 40, so that the stress distribution of the whole structure is more scientific and reasonable, and the vibration can be effectively reduced; therefore, the double-cross arm suspension structure provided by the invention considers the difference of the requirements of the vehicle on the suspension performance in full load and no load, can balance the comfort and the operability of the vehicle in no load and full load, reasonably distributes the load of each structure, scientifically sets the axis of the hydro-pneumatic suspension cylinder 40, and improves the use experience of users; the invention has simple structure and low cost, is convenient for assembly and subsequent maintenance, and is suitable for large-scale popularization and use.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

In the description of the present invention, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present invention; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present invention.

The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A double wishbone suspension structure comprising: the wheel bearing shaft assembly (10), the upper cross arm beam (20), the lower cross arm beam (30) and the hydro-pneumatic suspension cylinder (40); the wheel bearing shaft assembly (10) is used for bearing wheels of a vehicle, and the upper end and the lower end of the wheel bearing shaft assembly are respectively in spherical hinge connection with one end of the upper cross arm beam (20) and one end of the lower cross arm beam (30), so that the wheel bearing shaft assembly (10) can swing relative to the upper cross arm beam (20) and the lower cross arm beam (30); the other end of the upper cross arm (20) and the other end of the lower cross arm (30) are respectively hinged with a frame (50) of the vehicle, so that the upper cross arm (20) and the lower cross arm (30) can swing up and down; the lower cross arm (30) is positioned below the upper cross arm (20);

Two ends of the hydro-pneumatic suspension cylinder (40) are respectively connected with the upper cross arm (20) and the frame (50); wherein the connection position of the hydro-pneumatic suspension cylinder (40) and the frame (50) is positioned above the connection position of the upper cross arm (20) and the frame (50); taking a central axis between the upper end and the lower end of the wheel bearing shaft assembly (10) as a main axis (11), and arranging the centroid of the joint of the hydro-pneumatic suspension cylinder (40) and the upper cross arm (20) at intervals with the main axis (11); taking the wheel rotation axis as a rotation axis (51), taking the angle of an acute included angle between the rotation axis (51) and the main axis (11) as a first angle and taking the angle of an acute included angle between the main axis (11) and the vertical direction as a second angle when the vehicle is in a heavy load state, wherein the sum of the first angle and the second angle is equal to 90 degrees so that the camber angle of the wheel is 0; when the vehicle is not in a heavy load state, the sum of the first angle and the second angle is smaller than 90 degrees so that the camber angle of the wheel is not 0.

2. The double wishbone suspension structure according to claim 1, wherein the angle of the acute included angle between the center axis of the hydro-pneumatic suspension cylinder (40) and the vertical direction is 15 degrees or more and 25 degrees or less when the vehicle is in a heavy load state.

3. The double wishbone suspension structure according to claim 1, wherein the centroid of the connection of the hydro-pneumatic suspension cylinder (40) and the frame (50) is set to be a first connection point (60), the centroid of the connection of the hydro-pneumatic suspension cylinder (40) and the upper wishbone (20) is set to be a second connection point (61), the centroid of the connection of the upper wishbone (20) and the wheel carrying axle assembly (10) is set to be a third connection point (62), and the centroid of the connection of the lower wishbone (30) and the wheel carrying axle assembly (10) is set to be a fourth connection point (63); wherein the first (60), second (61), third (62) and fourth (63) connection points are coplanar.

4. The double-wishbone suspension structure according to claim 1, wherein the upper wishbone (20) comprises an upper wishbone (21), a connecting body (22) provided on the upper wishbone (21), and a first wishbone (23) and a second wishbone (24) provided at both ends of the upper wishbone (21), respectively; the connecting body (22) is provided with a mounting through hole (221) for connecting with the hydro-pneumatic suspension cylinder (40), the first fork arm (23) is provided with a first through hole (231), the second fork arm (24) is provided with a second through hole (241), and the first through hole (231) and the second through hole (241) are respectively used for being connected with the frame (50) in a rotating way; wherein the mounting through hole (221) is positioned above the first through hole (231) and the second through hole (241).

5. The double wishbone suspension structure according to claim 4, wherein the central axis of the first through hole (231) is collinear with the central axis of the second through hole (241) and parallel to the central axis of the mounting through hole (221).

6. The double-wishbone suspension structure according to claim 1, wherein the lower wishbone (30) includes a lower arm body (31) and third and fourth fork arms (32, 33) respectively provided at both ends of the lower arm body (31); the third fork arm (32) is provided with a third through hole (321), the fourth fork arm (33) is provided with a fourth through hole (331), and the third through hole (321) and the fourth through hole (331) are respectively used for being connected with the frame (50) in a rotating mode.

7. The double wishbone suspension structure according to claim 6, wherein the central axis of the third through hole (321) is collinear with the central axis of the fourth through hole (331).

8. The double wishbone suspension structure according to claim 1,

The upper cross arm (20) comprises an upper arm body (21), a connecting body (22) arranged on the upper arm body (21), and a first fork arm (23) and a second fork arm (24) which are respectively arranged at two ends of the upper arm body (21); the connecting body (22) is provided with a mounting through hole (221) for connecting with the hydro-pneumatic suspension cylinder (40), the first fork arm (23) is provided with a first through hole (231), the second fork arm (24) is provided with a second through hole (241), and the first through hole (231) and the second through hole (241) are respectively used for being connected with the frame (50) in a rotating way; wherein the mounting through hole (221) is positioned above the first through hole (231) and the second through hole (241);

The lower cross arm (30) comprises a lower arm body (31), and a third fork arm (32) and a fourth fork arm (33) which are respectively arranged at two ends of the lower arm body (31); the third fork arm (32) is provided with a third through hole (321), the fourth fork arm (33) is provided with a fourth through hole (331), and the third through hole (321) and the fourth through hole (331) are respectively used for being connected with the frame (50) in a rotating way;

Wherein in a horizontal direction, the fourth yoke (33) is disposed closer to the wheel carrying axle assembly (10) than the second yoke (24); the distance between the first fork arm (23) and the second fork arm (24) along the horizontal direction is a first distance (25), the distance between the third fork arm (32) and the fourth fork arm (33) along the horizontal direction is a second distance (34), and the first distance (25) is larger than the second distance (34).

9. A mining vehicle, characterized in that it comprises a double wishbone suspension structure according to any one of claims 1 to 8, the mining vehicle further comprising a frame (50) and wheels.

10. The mining transportation vehicle according to claim 9, wherein the vehicle is considered to be in a heavy load condition when the load bearing weight of the vehicle is 75% or more of the maximum load bearing weight of the vehicle; the frame (50) comprises a rectangular cross beam (52), and the rectangular cross beam (52) is positioned at the lower end of the frame (50) and is rotationally connected with the lower cross beam (30).