CN114475126B

CN114475126B - Vehicle vibration damping device, vehicle vibration damping system and vehicle

Info

Publication number: CN114475126B
Application number: CN202210106843.4A
Authority: CN
Inventors: 赵明安; 于世成; 鲁振
Original assignee: Xuzhou Construction Machinery Group Co Ltd XCMG
Current assignee: Xuzhou Construction Machinery Group Co Ltd XCMG
Priority date: 2022-01-28
Filing date: 2022-01-28
Publication date: 2024-10-29
Anticipated expiration: 2042-01-28
Also published as: CN114475126A

Abstract

The invention relates to a vehicle vibration damper, a vehicle vibration damper system and a vehicle, wherein the vehicle vibration damper comprises a frame (1), a first axle (2), a first elastic component (3) and a first damper (4), and the first elastic component (3) and the first damper (4) are relatively independent and are connected between the frame (1) and the first axle (2) in parallel. The vehicle vibration damping system includes a vehicle vibration damping device. The vehicle includes a vehicle vibration reduction system. According to the invention, the two heating units, namely the first elastic component and the first damper, are arranged in an isolated manner, so that the heat dissipation capacity of the first elastic component and the first damper can be effectively improved, the heat emitted by the first elastic component and the first damper is prevented from being concentrated or cross-affected, and the reliability problem caused by overhigh overall temperature of the suspension device due to heat concentration or cross-affected is relieved.

Description

Vehicle vibration damping device, vehicle vibration damping system and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle vibration reduction device, a vehicle vibration reduction system and a vehicle.

Background

In the running process of the vehicle, the vehicle jolts up and down along with the fluctuation of the road surface when meeting different road conditions, and each part of the vehicle is damaged to different degrees in the jolting process.

In order to reduce the damage to the vehicle caused by the change of road conditions during the running process, a suspension system is generally arranged on the chassis of the vehicle. The suspension system is a generic term for all force-transmitting connection devices between the frame of the vehicle and the axles or wheels, the function of which is to transmit forces and moments acting between the wheels and the frame, and to cushion the impact forces transmitted to the frame or body by the uneven road surface and to attenuate the vibrations caused thereby, so as to ensure a smooth running of the vehicle.

At present, the suspension system in the related art has obvious heating problem, and the suspension system can generate too high heat when running on severe road conditions for a long time, so that the problem of system reliability occurs.

It should be noted that the information disclosed in the background section of the present invention is only for increasing the understanding of the general background of the present invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

Disclosure of Invention

The embodiment of the invention provides a vehicle vibration damper, a vehicle vibration damper system and a vehicle, which can effectively relieve the problem caused by heating of the vibration damper.

According to a first aspect of the present invention, there is provided a vehicle vibration damping device including a frame, a first axle, a first elastic assembly, and a first damper, the first damper and the first elastic assembly being relatively independent and connected in parallel between the frame and the first axle.

In some embodiments, the stiffness of the first elastic component is adjustable.

In some embodiments, the first elastic assembly includes a first hydraulic cylinder and at least two first accumulators in parallel fluid communication with the first hydraulic cylinder to adjust a stiffness of the first elastic assembly by switching an operating state of the at least two first accumulators.

In some embodiments, the first hydraulic cylinder includes a first cylinder tube and a first cylinder rod, the first cylinder rod includes a first piston disposed in the first cylinder tube and a first piston rod connected to one side of the first piston, the first piston is provided with a rodless cavity and a first through hole with a rod cavity communicating with the first cylinder tube.

In some embodiments, at least two first accumulators are connected in parallel to the rodless chamber of the first hydraulic cylinder.

In some embodiments, the first elastic assembly includes at least two first switch valves disposed corresponding to the at least two first accumulators, the first switch valves being the same in number as the first accumulators, the first switch valves being disposed on connection lines between the corresponding first accumulators and the first hydraulic cylinders.

In some embodiments, the first hydraulic cylinder includes a first cylinder tube rotatably connected to the frame and a first cylinder rod rotatably connected to the first axle, and the rotational axis of the first cylinder tube and the rotational axis of the first cylinder rod are both perpendicular to the axis of the first cylinder rod; or the first hydraulic cylinder comprises a first cylinder barrel and a first cylinder rod, the first cylinder barrel is rotatably connected with the first axle, the first cylinder rod is rotatably connected with the frame, and the rotation axis of the first cylinder barrel and the rotation axis of the first cylinder rod are perpendicular to the axis of the first cylinder rod.

In some embodiments, the first elastic assembly further comprises a first rotating shaft and a first vibration damping sleeve, the first rotating shaft is mounted on the frame, the first vibration damping sleeve is sleeved on the first rotating shaft, and the first vibration damping sleeve is connected between the first cylinder barrel and the frame; or the first elastic component further comprises a first rotating shaft and a first vibration damping sleeve, the first rotating shaft is arranged on the first axle, the first vibration damping sleeve is sleeved on the first rotating shaft, and the first vibration damping sleeve is connected between the first cylinder rod and the first axle.

In some embodiments, the first vibration damping sleeve includes a first outer shell, a first vibration damping pad, and a first inner shell, the first inner shell disposed on the outer periphery of the first rotating shaft, the first outer shell disposed on the outer periphery of the first inner shell, the first vibration damping pad disposed between the first outer shell and the first inner shell.

In some embodiments, the first vibration damping sleeve further comprises a first snap ring, the inner wall of the first outer shell is provided with first bosses and first grooves which are arranged at intervals along the axial direction of the first rotating shaft, the first vibration damping pad and the first inner shell are arranged between the first bosses and the first grooves, the first snap ring is arranged in the first grooves, and two ends of the first vibration damping pad and two ends of the first inner shell are respectively limited in the axial direction through the first bosses and the first snap ring.

In some embodiments, the first elastic assembly further comprises a second rotating shaft and a first knuckle bearing, the second rotating shaft is mounted on the frame, the first knuckle bearing is sleeved on the second rotating shaft, and the first knuckle bearing is connected between the first cylinder barrel and the frame; or the first elastic component further comprises a second rotating shaft and a first knuckle bearing, the second rotating shaft is arranged on the first axle, the first knuckle bearing is sleeved on the second rotating shaft, and the first knuckle bearing is connected between the first cylinder rod and the first axle.

In some embodiments, the first joint bearing comprises a second outer shell, a first compressible member, and a second inner shell, the second inner shell disposed about the outer periphery of the second shaft, the second inner shell comprising a wobble portion comprising a portion of a sphere, the second outer shell disposed about the outer periphery of the second inner shell, the first compressible member disposed between the second outer shell and the wobble portion.

In some embodiments, the first knuckle bearing further includes a first support ring disposed between the first compressible member and the wobble portion, both of which are made of a metallic material.

In some embodiments, the first joint bearing further comprises a second snap ring, the inner wall of the second housing is provided with a second boss and a second groove which are axially arranged at intervals along the second rotating shaft, the first compressible part is arranged between the second boss and the second groove, the second snap ring is arranged in the second groove, and two ends of the first compressible part are axially limited through the second boss and the second snap ring respectively.

In some embodiments, the vehicle vibration damping device further comprises a control device, a first detection device, a second detection device and a third detection device, wherein the first detection device is used for detecting the pitching angle of the vehicle frame, the second detection device is used for detecting the vibration acceleration of the vehicle frame, the third detection device is used for detecting the vibration acceleration of the first vehicle axle, and the control device is in signal connection with the first detection device, the second detection device and the third detection device and is used for adjusting the rigidity of the first elastic component in real time according to the detection results of the first detection device, the second detection device and the third detection device and the vehicle braking signal.

In some embodiments, the vehicle vibration damping device further comprises a fourth detection device, the fourth detection device is used for detecting the displacement of the first cylinder rod of the first hydraulic cylinder, the fourth detection device is in signal connection with the control device, and the control device is used for adjusting the rigidity of the first elastic component in real time through the detection results of the first detection device and the fourth detection device and the vehicle braking signal when the second detection device and the third detection device fail.

According to a second aspect of the present invention, there is provided a vehicle vibration damping system comprising the vehicle vibration damping device described above.

In some embodiments, the vehicle vibration reduction system further includes a second axle, a second spring assembly, and a second damper, the second damper and the second spring assembly being relatively independent and connected in parallel between the frame and the second axle.

In some embodiments, the vehicle vibration damping system further comprises a reversing valve set in fluid communication with the second elastic assembly and the first elastic assembly in the vehicle vibration damping device, the reversing valve set configured to control actuation of the first hydraulic cylinder in the first elastic assembly and the second hydraulic cylinder in the second elastic assembly by switching of the connecting lines.

In some embodiments, the reversing valve block includes a first reversing valve and a second reversing valve, the first port of the first reversing valve is in communication with the fluid inlet of the reversing valve block, the first port of the second reversing valve is in communication with the fluid outlet of the reversing valve block, the second port of the first reversing valve is in fluid communication with the second port of the second reversing valve through a first connecting line, and the first resilient assembly and the second resilient assembly are in fluid communication with the first connecting line, respectively.

In some embodiments, the vehicle vibration damping system further comprises a second on-off valve disposed on the second connection line between the first elastic assembly and the first connection line, and further comprises a third on-off valve disposed on the third connection line between the second elastic assembly and the first connection line.

According to a third aspect of the present invention there is provided a vehicle comprising a vehicle vibration reduction system as described above.

Based on the technical scheme, in the embodiment of the invention, the first elastic component and the first damper are relatively independent, and the first elastic component and the first damper are connected in parallel between the frame and the first axle, namely, the two heating units of the first elastic component and the first damper are arranged in an isolated manner, so that the heat dissipation capacity of the first elastic component and the first damper can be effectively improved, the heat dissipation capacity of the first elastic component and the first damper is prevented from being accumulated or cross-affected, and the reliability problem caused by the overhigh overall temperature of the suspension device due to the heat accumulation or cross-affected is relieved.

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 and do not constitute a limitation on the application. In the drawings:

FIG. 1 is a schematic view showing the structure of an embodiment of a vibration damping device for a vehicle according to the present invention.

FIG. 2 is a schematic view of the structure of the first elastic member in an embodiment of the vibration damping device for a vehicle according to the present invention.

FIG. 3 is a schematic view of the structure of a damping sleeve in one embodiment of the vehicle damping device of the present invention.

FIG. 4 is a schematic view of the structure of a knuckle bearing in one embodiment of the vehicle vibration reduction apparatus of the present invention.

FIG. 5 is a schematic diagram of a vehicle vibration reduction system according to one embodiment of the present invention.

In the figure:

1. A frame; 2. a first axle; 3. a first elastic component; 4. a first damper; 5. a first detection device; 6. a second detection device; 7. a third detection device; 8. a second elastic component; 9. a reversing valve group; 10. a second switching valve; 11. a third switching valve;

31. A first hydraulic cylinder; 311. a first cylinder; 312. a first piston; 313. a first piston rod; 314. a first through hole; 32. a first accumulator; 33. a first switching valve; 34. a first damping sleeve; 35. a first knuckle bearing; 36. fourth detection means;

341. a first housing; 342. a first vibration damping pad; 343. a first inner housing; 344. a first snap ring; 345. a first boss;

351. A second housing; 352. a first compressible member; 353. a second inner case; 354. a first support ring; 355. a second snap ring; 356. a second boss;

81. A second hydraulic cylinder; 82. a second accumulator; 83. a fourth switching valve; 84. a second damping sleeve; 85. a second knuckle bearing; 86. fifth detecting means;

91. a first reversing valve; 92. a second reversing valve; 93. and a damping member.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. 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.

In the description of the present invention, it should be understood that the terms "center," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the present invention and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the scope of the present invention.

The inventor has found that the suspension device is an important part of the vehicle, and mainly comprises an elastic element, a damping element, a guide mechanism, a transverse stabilizer and the like. The suspension frame elastically connects the frame (or the vehicle body) and the axle (or the vehicle body), and has the main functions of transmitting a tangential force and moment acting between the wheel and the frame (or the vehicle body), buffering the impact load transmitted to the frame (or the vehicle body) by the uneven road surface, damping the vibration of a bearing system caused by the impact load, controlling the motion rule of the wheel and ensuring the running smoothness and the steering stability of the vehicle.

The hydro-pneumatic suspension is used as an automobile suspension system with excellent performance, and is composed of an oil cylinder, an energy accumulator, a pipeline, a valve group, a hydraulic pipeline and a joint, and has good application prospect in engineering vehicles, off-road vehicles, special vehicles and military vehicles. In the running process of the vehicle, the hydro-pneumatic suspension alleviates the impact of the ground and attenuates the vibration of the vehicle through the combined action of the energy accumulator and the oil shock absorber so as to improve the running smoothness of the vehicle, improve the running safety of the vehicle and enhance the riding comfort of the vehicle.

In the related art, the hydro-pneumatic suspension is arranged as a whole, namely, an oil cylinder, an energy accumulator, a pipeline, a valve group, a hydraulic pipeline, a joint and the like are all arranged in the same shell, the friction force of the oil cylinder can bring about the heating problem, the damping force can also generate heat, and the heating brought by the damping is accumulated in the hydraulic oil of the hydro-pneumatic suspension at the same time, so that the problem of high temperature of the suspension is further brought about, and even a series of problems such as oil leakage of the oil cylinder, unstable damping force and the like occur.

Based on the above findings and analysis, the inventors have improved a vehicle vibration damping device.

As shown in fig. 1, in some embodiments of a vehicle vibration damping device provided by the present invention, the vehicle vibration damping device includes a frame 1, a first axle 2, and a first suspension device including a first elastic member 3 and a first damper 4, the first damper 4 and the first elastic member 3 being relatively independent and connected in parallel between the frame 1 and the first axle 2.

In the above embodiment, the first elastic component 3 and the first damper 4 are relatively independent, and the first elastic component 3 and the first damper 4 are connected in parallel between the frame 1 and the first axle 2, that is, the two heating units of the first elastic component 3 and the first damper 4 are arranged in an isolated manner, so that the heat dissipation capacity of the first elastic component 3 and the first damper 4 can be effectively improved, the heat emitted by the first elastic component 3 and the first damper 4 is prevented from being concentrated or cross-affected, and the reliability problem caused by overhigh overall temperature of the suspension device due to heat concentration or cross-affected is relieved.

The specific structure of the first damper 4 may be selected from various types, such as a liquid damper, a gas damper, an electromagnetic damper, a combination damper, or the like.

Further research has shown that in practical applications, once the stiffness damping of the hydro-pneumatic suspension system is set, it is difficult to adjust the stiffness damping during use. This gives rise to the problem of poor vehicle adaptation when the requirements for damping stiffness are different for different roads.

To this end, in some embodiments provided by the present invention, the stiffness of the first elastic assembly 3 is adjustable. The rigidity of the first elastic component 3 can be adjusted in real time according to the actual road conditions, so that the adaptability of the vehicle is improved.

The specific structure of the first elastic member 3 may be variously selected.

In some embodiments, the first elastic assembly 3 comprises a first hydraulic cylinder 31 and at least two first accumulators 32, the at least two first accumulators 32 being in parallel fluid communication with the first hydraulic cylinder 31 to adjust the stiffness of the first elastic assembly 3 by switching the working state of the at least two first accumulators 32.

The operating state of the first accumulator 32 includes an operating state in which the opening of the first accumulator 32 is open, and a non-operating state; in the inactive state, the opening of the first accumulator 32 is closed. The number of first accumulators 32 in the active state is different and the stiffness of the first elastic assembly 3 is different.

The respective energy storage capacities of the at least two first energy accumulators 32 are configured differently, so that by bringing the different first energy accumulators 32 into operation, the stiffness of the first spring assembly 3 can also be adjusted.

As shown in fig. 1, the first elastic assembly 3 comprises two first accumulators 32, and the volumes of the two first accumulators 32 are different, that is, the energy storage capacities of the two first accumulators 32 are different, so that the first elastic assembly 3 has at least three different rigidities, which correspond to only one first accumulator 32 being in an operating state, only the other first accumulator 32 being in an operating state, or both first accumulators 32 being in an operating state.

As shown in fig. 2, in some embodiments, the first hydraulic cylinder 31 includes a first cylinder tube 311 and a first cylinder rod including a first piston 312 disposed in the first cylinder tube 311 and a first piston rod 313 connected to one side of the first piston 312, the first piston 312 being provided with a first through hole 314 communicating a rodless chamber and a rod-containing chamber of the first cylinder tube 311.

By providing the first through hole 314 on the first piston 312, the structure of the first hydraulic cylinder 31 can be simplified, and thus the overall structure of the vehicle vibration damping device can be simplified.

In some embodiments, at least two first accumulators 32 are connected in parallel to the rodless cavity of the first hydraulic cylinder 31. This simplifies the piping arrangement.

In some embodiments, the first elastic assembly 3 includes at least two first switch valves 33 provided corresponding to at least two first accumulators 32, the first switch valves 33 being the same in number as the first accumulators 32, the first switch valves 33 being provided on connection lines between the first accumulators 32 and the first hydraulic cylinders 31 corresponding thereto.

By providing the first switch valves 33 in one-to-one correspondence with the first accumulators 32, individual control of the connecting lines between each first accumulator 32 and the first hydraulic cylinder 31 can be achieved, and individual adjustment of the operating state of each first accumulator 32 can be achieved.

In some embodiments, the first hydraulic cylinder 31 includes a first cylinder tube 311 and a first cylinder rod, the first cylinder tube 311 is rotatably connected with the frame 1, the first cylinder rod is rotatably connected with the first axle 2, and the rotation axis of the first cylinder tube 311 and the rotation axis of the first cylinder rod are both perpendicular to the axis of the first cylinder rod; or the first hydraulic cylinder 31 includes a first cylinder tube 311 and a first cylinder rod, the first cylinder tube 311 is rotatably connected with the first axle 2, the first cylinder rod is rotatably connected with the frame 1, and the rotation axis of the first cylinder tube 311 and the rotation axis of the first cylinder rod are both perpendicular to the axis of the first cylinder rod.

The first cylinder 31 is connected between the frame 1 and the first axle 2, and the first cylinder tube 311 may be connected to the frame 1 or the first axle 2, and accordingly, the first cylinder rod may be connected to the first axle 2 or the frame 1. By providing the first cylinder tube 311 rotatably with respect to the frame 1 or the first axle 2, and also providing the first cylinder rod rotatably with respect to the frame 1 or the first axle 2, the first hydraulic cylinder 31 can be rotated with respect to the frame 1 or the first axle 2 when the vehicle moves up and down, so as to absorb side loads and alleviate side impact forces to which the vehicle is subjected.

In some embodiments, the first elastic assembly 3 further comprises fourth detection means 36, the fourth detection means 36 being adapted to detect the magnitude of the displacement of the first cylinder rod of the first hydraulic cylinder 31. The fourth detecting device 36 may be a displacement sensor, and is disposed on the first cylinder tube of the first hydraulic cylinder 31.

The inventor researches show that at present, dampers with adjustable damping appear on some passenger vehicles, so that damping force can be adjusted in a larger range, but most of the applications are that the dampers are matched with air springs or spiral springs, so that the bearing capacity is low, the rigidity is invariable, the adjustable range is limited, and the application requirements of engineering vehicles on heavy-load severe road conditions cannot be met. In addition, the hydro-pneumatic suspension cylinder is connected with the unsprung sprung mass through a rigid joint bearing and a pin shaft, the hydro-pneumatic suspension cylinder only has primary attenuation in the vibration transmission process, the attenuation frequency spectrum is in low frequency, and the attenuation of the frequency spectrum for higher frequency bands is poor.

To this end, in some embodiments, the first elastic assembly 3 further includes a first rotation shaft and a first damping sleeve 34, the first rotation shaft is mounted on the frame 1, the first damping sleeve 34 is sleeved on the first rotation shaft, and the first damping sleeve 34 is connected between the first cylinder 311 and the frame 1; or the first elastic component 3 further comprises a first rotating shaft and a first vibration damping sleeve 34, the first rotating shaft is installed on the first axle 2, the first vibration damping sleeve 34 is sleeved on the first rotating shaft, and the first vibration damping sleeve 34 is connected between the first cylinder rod and the first axle 2.

By providing the first damping sleeve 34 on the first rotation shaft, the purpose of buffering the vibration force can be achieved at the junction between the first cylinder tube 311 and the frame 1 or between the first cylinder rod and the first axle 2, and the damping effect on the high-band spectrum can be effectively achieved.

In other embodiments, the first elastic assembly 3 further includes a first rotating shaft and a first damping sleeve 34, the first rotating shaft is mounted on the frame 1, the first damping sleeve 34 is sleeved on the first rotating shaft, and the first damping sleeve 34 is connected between the first cylinder 311 and the first axle 2; or the first elastic component 3 further comprises a first rotating shaft and a first damping sleeve 34, the first rotating shaft is arranged on the first vehicle shaft 2, the first damping sleeve 34 is sleeved on the first rotating shaft, and the first damping sleeve 34 is connected between the first cylinder rod and the vehicle frame 1.

As shown in fig. 3, in some embodiments, the first damping sleeve 34 includes a first outer shell 341, a first damping pad 342, and a first inner shell 343, the first inner shell 343 is disposed at the outer periphery of the first rotating shaft, the first outer shell 341 is disposed at the outer periphery of the first inner shell 343, and the first damping pad 342 is disposed between the first outer shell 341 and the first inner shell 343.

By providing the first outer case 341, the connection of the first damping sleeve 34 to the frame 1 or the first axle 2 and the connection to the first cylinder tube 311 or the first cylinder rod are facilitated. By providing the first inner housing 343, the first rotary shaft can be effectively protected.

The central through hole of the first inner housing 343 is a hole of equal diameter, and the first rotation shaft is a shaft of equal diameter.

The first vibration damping pad 342 may be a rubber pad or the like, which can absorb impact force well and alleviate vibration problems.

In some embodiments, the first damping sleeve 34 further includes a first snap ring 344, the inner wall of the first outer shell 341 is provided with a first boss 345 and a first groove which are arranged at intervals along the axial direction of the first rotating shaft, the first damping pad 342 and the first inner shell 343 are arranged between the first boss 345 and the first groove, the first snap ring 344 is arranged in the first groove, and two ends of the first damping pad 342 and two ends of the first inner shell 343 are respectively limited by the first boss 345 and the first snap ring 344 in the axial direction.

By providing the first boss 345 and the first snap ring 344, an axial limiting effect can be achieved on the first vibration damping pad 342 and the first inner housing 343, and the vibration damping effect can be prevented from being affected by the axial movement of the first vibration damping pad 342 and the first inner housing 343.

The first boss 345 is disposed proximate to the first end of the first shaft, and the first groove and the first snap ring 344 are disposed proximate to the second end of the second shaft.

The first boss 345 extends from the inner wall of the first housing 341 in a direction approaching the first rotation axis, and the first groove extends from the inner wall of the first housing 341 in a direction separating from the first rotation axis.

The first snap ring 344 is detachably installed in the first groove, after the first vibration-damping pad 342, the first inner case 343 and the first rotation shaft are integrally installed in the first outer case 341, one ends of the first vibration-damping pad 342 and the first inner case 343 are brought into contact with the first boss 345, and then the first snap ring 344 is installed in the first groove to limit the other ends of the first vibration-damping pad 342 and the first inner case 343 by the first snap ring 344; when it is desired to disassemble first vibration damping pad 342, first inner housing 343 and first shaft, first snap ring 344 can be removed from first recess and then first vibration damping pad 342, first inner housing 343 and first shaft can be removed.

The first axle may be mounted to the frame 1 or the first axle 2 by means of a mount.

In some embodiments, the first elastic component 3 further includes a second rotating shaft and a first knuckle bearing 35, the second rotating shaft is mounted on the frame 1, the first knuckle bearing 35 is sleeved on the second rotating shaft, and the first knuckle bearing 35 is connected between the first cylinder 311 and the frame 1; or the first elastic component 3 further comprises a second rotating shaft and a first knuckle bearing 35, the second rotating shaft is installed on the first axle 2, the first knuckle bearing 35 is sleeved on the second rotating shaft, and the first knuckle bearing 35 is connected between the first cylinder rod and the first axle 2.

The first knuckle bearing 35 is configured to enable the first cylinder 311 and the frame 1 to be relatively rotated in other directions than the circumferential direction of the second rotation shaft; or enables the first cylinder rod and the first axle 2 to be relatively rotated in other directions than the circumferential direction of the second rotating shaft.

By providing the first knuckle bearing 35, relative rotation between the first cylinder tube 311 and the frame 1 and between the first cylinder rod and the first axle 2 can be achieved at more angles, thereby making up for the problem of failure in assembly due to manufacturing errors.

In other embodiments, the first elastic component 3 further includes a second rotating shaft and a first knuckle bearing 35, the second rotating shaft is mounted on the frame 1, the first knuckle bearing 35 is sleeved on the second rotating shaft, and the first knuckle bearing 35 is connected between the first cylinder 311 and the first axle 2; or the first elastic component 3 further comprises a second rotating shaft and a first knuckle bearing 35, the second rotating shaft is arranged on the first vehicle axle 2, the first knuckle bearing 35 is sleeved on the second rotating shaft, and the first knuckle bearing 35 is connected between the first cylinder rod and the vehicle frame 1.

As shown in fig. 4, in some embodiments, the first knuckle bearing 35 includes a second outer shell 351, a first compressible member 352, and a second inner shell 353, the second inner shell 353 being disposed at an outer periphery of the second shaft, the second inner shell 353 including a swing portion including a portion of a sphere, the second outer shell 351 being disposed at an outer periphery of the second inner shell 353, the first compressible member 352 being disposed between the second outer shell 351 and the swing portion.

By providing the second housing 351, the connection of the first compressible member 352 to the frame 1 or the first axle 2 and the connection to the first cylinder tube 311 or the first cylinder rod are facilitated. By providing the second inner case 353, the second rotation shaft can be effectively protected.

The center through hole of the second inner case 353 is a hole of equal diameter, and the second rotation shaft is a shaft of equal diameter.

By arranging the swinging part to include a part of a sphere, that is, on the section along the axial direction as shown in fig. 4, the outer contour of the swinging part is arc-shaped, so that the second outer shell 351 and the second inner shell 353 can swing relatively, and further the first cylinder barrel 311 swings relative to the frame 1 or the first axle 2, or the first cylinder rod swings relative to the frame 1 or the first axle 2, so that assembly dislocation caused by manufacturing errors is adapted, the requirement on the machining precision of parts is reduced, bad parts can be reduced, and the part utilization rate is improved.

By providing the first compressible member 352 between the second outer shell 351 and the swing portion, the first compressible member 352 is compressed to deform when the second outer shell 351 and the second inner shell 353 are relatively swung, i.e., the first compressible member 352 provides a movable space for the relative swinging of the second outer shell 351 and the second inner shell 353.

The first compressible member 352 may be formed of polyurethane or the like. Polyurethane is named polyurethane-based formate, is a high molecular compound, has a thermoplastic linear structure, and has stable material performance, high hardness, elasticity and elasticity between plastics and rubber, and is oil-resistant, wear-resistant, low-temperature-resistant and ageing-resistant.

In some embodiments, the first knuckle bearing 35 further includes a first support ring 354, the first support ring 354 being disposed between the first compressible member 352 and the wobble portion.

By providing the first support ring 354, the swing portion can be prevented from being reduced in service life due to the frictional force of the first compressible member 352, and the first support ring 354 can effectively protect the swing portion.

In some embodiments, the first support ring 354 and the swing portion are both made of a metallic material. The friction force between the metal material and the metal material is small, so that the friction force between the first support ring 354 and the swinging part can be effectively reduced, the first support ring 354 and the swinging part can be effectively protected, and the service lives of the first support ring 354 and the swinging part can be prolonged.

In some embodiments, the coupled entirety of the first support ring 354, the second inner housing 353, and the second shaft may achieve 360 ° rotation about the axis of the second shaft with respect to the second outer housing 351, and may achieve a certain degree of free swing within a certain range of radial directions, such as ±15°, or so.

In some embodiments, the first joint bearing 35 further includes a second snap ring 355, the inner wall of the second housing 351 is provided with a second boss 356 and a second groove that are disposed at intervals along the axial direction of the second rotating shaft, the first compressible member 352 is disposed between the second boss 356 and the second groove, the second snap ring 355 is disposed in the second groove, and two ends of the first compressible member 352 are axially limited by the second boss 356 and the second snap ring 355, respectively.

By providing the second boss 356 and the second snap ring 355, an axial limiting action can be achieved on the first compressible member 352, preventing the first compressible member 352 from axial movement to affect the damping effect.

The second boss 356 is disposed proximate the first end of the second shaft and the second groove and the second snap ring 355 are disposed proximate the second end of the second shaft.

The second boss 356 extends from the inner wall of the second housing 351 in a direction approaching the second rotation axis, and the second groove extends from the inner wall of the second housing 351 in a direction separating from the second rotation axis.

The end of the first support ring 354 remote from the second snap ring 355 is provided with a recess opening towards the first compressible member 352 into which the second boss 356 is embedded. One end of the first supporting ring 354 far away from the second snap ring 355 is limited by a limiting structure limiting the second housing 351, and one end of the first supporting ring 354 near to the second snap ring 355 is limited by the second snap ring 355. One end of the second inner case 353, which is far away from the second snap ring 355, is limited by a limiting structure limiting the second outer case 351, and one end of the second inner case 353, which is close to the second snap ring 355, is limited by the second snap ring 355.

The second snap ring 355 is detachably installed in the second groove, and after the first compressible member 352, the first support ring 354, the second inner housing 353, and the second rotating shaft are integrally installed in the second outer housing 351, one end of the first compressible member 352 is brought into contact with the second boss 356, and then the second snap ring 355 is installed in the second groove to limit the other end of the first compressible member 352 by the second snap ring 355; when the first compressible member 352, the second inner housing 353, and the second shaft need to be removed, the second snap ring 355 may be removed from the second recess, and then the first compressible member 352, the first support ring 354, the second inner housing 353, and the second shaft may be removed.

The second rotating shaft can be mounted on the frame 1 or the second axle through a support.

As shown in fig. 1, in some embodiments of the vehicle vibration damping device provided by the present invention, the vehicle vibration damping device further includes a control device, a first detection device 5, a second detection device 6, and a third detection device 7, where the first detection device 5 is used for detecting a pitch angle of the vehicle frame 1, the second detection device 6 is used for detecting a vibration acceleration of the vehicle frame 1, the third detection device 7 is used for detecting a vibration acceleration of the first vehicle axle 2, and the control device is in signal connection with the first detection device 5, the second detection device 6, and the third detection device 7, and is used for adjusting the rigidity of the first elastic component 3 in real time or adjusting the rigidity of the first elastic component 3 and the second elastic component 8 simultaneously in real time according to detection results of the first detection device 5, the second detection device 6, and the third detection device 7 and a vehicle brake signal.

Through setting up controlling means, first detection device 5, second detection device 6 and third detection device 7, can realize the real-time adjustment to the rigidity of first elastic component 3 and second elastic component 8, satisfy the vehicle operation demand.

In some embodiments, the vehicle vibration damping device further comprises a fourth detection device 36, the fourth detection device 36 is used for detecting the displacement of the first cylinder rod of the first hydraulic cylinder 31, the fourth detection device 36 is in signal connection with a control device, and the control device is used for adjusting the rigidity of the first elastic component 3 in real time through the detection results of the first detection device 5 and the fourth detection device 36 and the vehicle braking signal when the second detection device 6 and the third detection device 7 fail.

Through the fourth detection device 36, the displacement data of the first hydraulic cylinder 31 can be acquired in real time, and when the second detection device 6 and the third detection device 7 fail, the control device obtains the displacement speed and the displacement acceleration data of the first hydraulic cylinder 31 through primary derivation and secondary derivation of the displacement data, so that the vibration acceleration is replaced to be integrated into the control of the control device, and the control device is guaranteed to normally realize the function of adjusting the rigidity of the first elastic component 3 in real time.

In some embodiments, the vehicle vibration damping device further comprises a fifth detecting device 86, the fifth detecting device 86 is used for detecting the displacement of the second cylinder rod of the second hydraulic cylinder 81, the fifth detecting device 86 is in signal connection with a control device, and the control device is used for adjusting the rigidity of the second elastic assembly 8 in real time through the detection results of the first detecting device 5 and the fifth detecting device 86 and the vehicle braking signal when the second detecting device 6 and the third detecting device 7 fail.

Through the fifth detection device 86, the displacement data of the second hydraulic cylinder 81 can be collected in real time, and when the second detection device 6 and the third detection device 7 fail, the control device obtains the displacement speed and displacement acceleration data of the second hydraulic cylinder 81 through primary derivation and secondary derivation of the displacement data, so that the vibration acceleration is replaced to be integrated into the control of the control device, and the control device is guaranteed to normally realize the function of adjusting the rigidity of the second elastic component 8 in real time.

The invention also provides a vehicle vibration reduction system, which comprises the vehicle vibration reduction device.

In some embodiments, the vehicle vibration reduction system further comprises a second axle and a second suspension device comprising a second elastic assembly 8 and a second damper, the second damper and the second elastic assembly 8 being relatively independent and connected in parallel between the frame 1 and the second axle.

When the vehicle vibration reduction system includes two independent axles, the combined structure of the two sets of elastic assemblies and the damper may be arranged accordingly to achieve elastic support and load buffering between the two axles and the frame, respectively.

The second elastic component 8 and the second damper are connected in parallel between the frame and the second axle, namely, the two heating units of the second elastic component 8 and the second damper realize isolation arrangement, so that the heat dissipation capacity of the second elastic component 8 and the second damper can be effectively improved, the heat emitted by the second elastic component 8 and the second damper is prevented from being concentrated or cross-affected, and the reliability problem caused by overhigh overall temperature of the suspension device due to heat concentration or cross-affected is relieved.

The structure of the second elastic member 8 may be the same as or different from that of the first elastic member 3.

As shown in fig. 5, the second elastic assembly 8 includes a second hydraulic cylinder 81, two second accumulators 82 in parallel communication with the rodless chambers of the second hydraulic cylinder 81, and two fourth switching valves 83 provided corresponding to the two second accumulators 82. A second damping sleeve 84 is connected to the cylinder rod of the second hydraulic cylinder 81, and a second knuckle bearing 85 is connected to the cylinder tube. The cylinder barrel is also provided with a fifth detection device 86, and the fifth detection device 86 is used for detecting the displacement of the cylinder rod. The fifth detecting device 86 may employ a displacement sensor or the like.

The structure of the second hydraulic cylinder 81 may be the same as or different from that of the first hydraulic cylinder 31. For example, the second hydraulic cylinder 81 includes a second cylinder tube and a second cylinder rod including a second piston disposed in the second cylinder tube and a second piston rod connected to one side of the second piston, the second piston being provided with a rod-free chamber and a second through hole having a rod chamber communicating with the second cylinder tube.

The second cylinder barrel is rotatably connected with the frame, the second cylinder rod is rotatably connected with the second axle, and the rotation axis of the second cylinder barrel and the rotation axis of the second cylinder rod are perpendicular to the axis of the second cylinder rod; or the second cylinder barrel is rotatably connected with the second axle, the second cylinder rod is rotatably connected with the frame, and the rotation axis of the second cylinder barrel and the rotation axis of the second cylinder rod are perpendicular to the axis of the second cylinder rod.

The structure of the second damper may be the same as or different from that of the first damper 4.

The second damping sleeve 84 may have the same structure as the first damping sleeve 34 or may have a different structure. For example, the second vibration damping sleeve 84 includes a third outer shell, a second vibration damping pad, a third inner shell, a third snap ring, and a third protruding strip, the third inner shell is disposed on the outer periphery of the first rotating shaft, the third outer shell is disposed on the outer periphery of the third inner shell, and the second vibration damping pad is disposed between the third outer shell and the third inner shell. The inner wall of the third outer shell is provided with third raised strips and first grooves which are arranged at intervals along the axial direction of the first rotating shaft, the second vibration reduction pad and the third inner shell are arranged between the third raised strips and the first grooves, the third clamping ring is arranged in the first grooves, and the two ends of the second vibration reduction pad and the two ends of the third inner shell are axially limited through the third raised strips and the third clamping ring respectively.

The second knuckle bearing 85 may have the same structure as the first knuckle bearing 35 or may have a different structure. For example, the second joint bearing 85 includes a fourth outer housing, a second compressible member, a fourth inner housing, a second support ring, a fourth snap ring, and a fourth boss, the fourth inner housing is disposed on an outer periphery of the second rotating shaft, the fourth inner housing includes a swinging portion including a portion of a sphere, the fourth outer housing is disposed on an outer periphery of the fourth inner housing, and the second compressible member is disposed between the fourth outer housing and the swinging portion. The second support ring is disposed between the second compressible member and the swing portion. The inner wall of the fourth shell is provided with a fourth boss and a second groove which are axially arranged at intervals along the second rotating shaft, the second compressible part is arranged between the fourth boss and the second groove, the fourth clamping ring is arranged in the second groove, and two ends of the second compressible part are axially limited through the fourth boss and the fourth clamping ring respectively.

In some embodiments, the vehicle vibration damping system further comprises a reversing valve set 9, the reversing valve set 9 being in fluid communication with the second elastic assembly 8 and the first elastic assembly 3 in the vehicle vibration damping device, the reversing valve set 9 being configured to control the action of the first hydraulic cylinder 31 in the first elastic assembly 3 and the second hydraulic cylinder 81 in the second elastic assembly 8 by switching of the connecting lines.

By providing the reversing valve group 9, the actions of the first hydraulic cylinder 31 in the first elastic assembly 3 and the second hydraulic cylinder 81 in the second elastic assembly 8 can be controlled through the switching of the connecting pipelines, such as the extension or retraction of the cylinder rods of the first hydraulic cylinder 31 and the second hydraulic cylinder 81.

In some embodiments, the reversing valve set 9 comprises a first reversing valve 91 and a second reversing valve 92, the first port of the first reversing valve 91 being in communication with the fluid inlet of the reversing valve set 9, the first port of the second reversing valve 92 being in communication with the fluid outlet of the reversing valve set 9, the second port of the first reversing valve 91 being in fluid communication with the second port of the second reversing valve 92 via a first connection line, the first elastic assembly 3 and the second elastic assembly 8 being in fluid communication with the first connection line, respectively.

By providing the first reversing valve 91 and the second reversing valve 92, the first elastic assembly 3 and the second elastic assembly 8 can be switched to be communicated with the fluid inlet of the reversing valve group 9 or to be communicated with the fluid outlet, so that the switching of oil inlet or oil discharge of the first hydraulic cylinder 31 and the second hydraulic cylinder 81 is realized, and the switching of extension or retraction of the cylinder rods of the first hydraulic cylinder 31 and the second hydraulic cylinder 81 is realized.

In some embodiments, the vehicle vibration damping system further comprises a damping member 93, wherein the damping member 93 is connected to the connecting line between the first elastic assembly 3 or the second elastic assembly 8 and the second interface of the second reversing valve 92. By providing the damper 93, the oil return speed can be reduced, and the lowering speed of the hydraulic cylinder can be reduced.

In some embodiments, the vehicle vibration damping system further includes a second switching valve 10 and a third switching valve 11, the second switching valve 10 being disposed on the second connection line between the first elastic assembly 3 and the first connection line, the third switching valve 11 being disposed on the third connection line between the second elastic assembly 8 and the first connection line.

By providing the second on-off valve 10 and the third on-off valve 11, separate control of the second connecting line and the third connecting line and thus of the first elastic assembly 3 and the second elastic assembly 8 can be achieved.

In various embodiments of the present invention, the first switch valve 33, the fourth switch valve 83, the second switch valve 10 and the third switch valve 11 may be two-position two-way reversing valves, and in the first working position, two oil ports of the switch valves are communicated; in the second working position, the two oil ports are disconnected.

When the second switch valve 10 and the third switch valve 11 are in the first working position, the two oil ports are communicated, and a one-way valve is arranged on a connecting pipeline of the two oil ports so as to prevent the backflow of hydraulic oil.

As shown in fig. 5, the hydraulic control system in the vehicle vibration reduction system includes a reversing valve group 9, a first hydraulic cylinder 31 and a second hydraulic cylinder 81, the reversing valve group 9 includes a first reversing valve 91 and a second reversing valve 92, a first port of the first reversing valve 91 is communicated with a fluid inlet of the reversing valve group 9, and a check valve is arranged on a communicating pipe. The first port of the second reversing valve 92 communicates with the fluid outlet of the reversing valve set 9. The second port of the first reversing valve 91 is in fluid communication with the second port of the second reversing valve 92 via a first connecting line. The fluid inlet of the reversing valve group 9 can be controlled to be connected to the first connecting pipe by the first reversing valve 91. The second reversing valve 92 can control the connection and disconnection of the fluid outlet of the reversing valve group 9 and the first connecting pipeline.

The rodless cavity of the first hydraulic cylinder 31 is communicated with the first connecting pipeline through a second connecting pipeline, and the second connecting pipeline is provided with a second switch valve 10. The rodless chamber of the second hydraulic cylinder 81 communicates with the first connecting pipe through a third connecting pipe provided with a third switching valve 11. The second switching valve 10 can control the connection and disconnection between the first hydraulic cylinder 31 and the first connecting line. The third switching valve 11 can control the connection and disconnection of the second hydraulic cylinder 81 and the first connection line.

For the hydraulic control system shown in fig. 5, the lifting control method of the hydraulic cylinder is as follows:

Lifting: switching the first reversing valve 91 to a first working position, and switching the second reversing valve 92 to a second working position to ensure that an oil supply way is smooth and the fluid inlet P of the reversing valve group 9 is filled with oil; then, the on-off of the second switching valve 10 and the third switching valve 11 are controlled, respectively, and the separate lifting or the simultaneous lifting of the first hydraulic cylinder 31 and the second hydraulic cylinder 81 can be achieved.

And (3) descending: switching the first reversing valve 91 to the second working position, and switching the second reversing valve 92 to the first working position, so that the oil return path is smooth, and hydraulic oil can flow out through the fluid outlet T of the reversing valve group 9; then, the on-off of the second switching valve 10 and the third switching valve 11 are controlled, respectively, and the first hydraulic cylinder 31 and the second hydraulic cylinder 81 can be lowered individually or simultaneously.

The rodless chambers of the first hydraulic cylinder 31 are connected in parallel with two first accumulators 32, and the rodless chambers of the second hydraulic cylinder 81 are connected in parallel with two second accumulators 82.

The rigidity adjustment modes of the first elastic component 3 and the second elastic component 8 are as follows:

By controlling the on-off of the two first switch valves 33, whether the two first accumulators 32 work or not can be adjusted, so that three combination modes of respectively and independently working the two first accumulators 32 and simultaneously working the two first accumulators 32 are realized, and three different rigidities of the first elastic component 3 are corresponding.

By controlling the on-off of the two fourth switch valves 83, whether the two second accumulators 82 work or not can be adjusted, so that three combination modes of the two second accumulators 82 working independently and the two second accumulators 82 working simultaneously are realized, and three different rigidities of the second elastic component 8 are corresponding.

The suspension device in the embodiment of the invention realizes the spring action by utilizing the compressibility of gas by compressing the gas and the oil in the closed container. The lifting control of the suspension device can be realized by filling and discharging oil into and from the oil cylinder.

The first damper 4 and the second damper in the embodiment of the invention can be set as adjustable dampers, for example, the change of the oil passing damping force is realized by adjusting the opening size of a damping valve of the damper according to the requirement.

The accumulator in the embodiment of the invention is an energy storage device. The compressibility of inert gas nitrogen is used as a compression medium, the energy accumulator isolates hydraulic oil from gas through the sealing element, and when the pressure of oil is increased, the sealing element is driven to move to the gas side, so that the pressure on the gas side is increased, and the energy storage is realized; when the pressure of the hydraulic oil is reduced, the gas pushes the sealing element to move towards the hydraulic oil side, so that energy is released.

The spherical sliding bearing in the embodiment of the invention has the sliding contact surfaces of an inner spherical surface and an outer spherical surface, can rotate and swing at any angle during movement, and can be manufactured by adopting various special process treatment methods such as phosphating, opening explosion, gasket embedding, spraying and the like. The knuckle bearing has the characteristics of high load capacity, impact resistance, wear resistance, self-aligning property, good lubrication and the like.

The vehicle vibration damper provided by the embodiment of the invention can adjust the rigidity and the damping according to the load and road conditions, improves the adaptability of the vehicle to different roads, improves the running performance of the vehicle, has the characteristics of convenience in disassembly and assembly, reliable work, capability of effectively improving the running comfort and the running safety of the vehicle, and the like.

Based on the vehicle vibration reduction system, the invention further provides a vehicle, and the vehicle comprises the vehicle vibration reduction system.

The positive technical effects of the vehicle vibration damping device in the above embodiments are equally applicable to a vehicle vibration damping system and a vehicle, and will not be described in detail here.

From the description of the various embodiments of the vehicle vibration reduction apparatus, vehicle vibration reduction system, and vehicle of the present invention, it can be seen that the vehicle vibration reduction apparatus, vehicle vibration reduction system, and vehicle embodiments of the present invention have at least one or more of the following advantages:

1. The first elastic component and the first damper are arranged in parallel, and the second elastic component and the second damper are arranged in parallel, so that the isolation of two heating units can be realized, the heat dissipation capacity is improved, damping heating and hydro-cylinder friction heating are separated onto different elements, the problems of high system temperature and part damage caused by the fact that heating is concentrated into hydraulic oil are avoided, and the reliability problem caused by the fact that the temperature of an oil-gas suspension is too high due to heat accumulation is relieved;

2. Oil inlet and outlet ports of the first hydraulic cylinder and the second hydraulic cylinder are designed at the large cavity position, and meanwhile, the piston is arranged to be of a structure with a through hole, so that the low damping characteristic of the oil cylinder can be realized;

3. The first elastic component comprises a first vibration reduction sleeve and a first joint bearing, the first hydraulic cylinder can have the characteristics of low damping and compound vibration reduction, and for high-frequency vibration excitation, the vibration isolation capability of the system can be improved by greatly isolating through the compound first vibration reduction sleeve; the side force influence caused by the installation error can be reduced through the swing of the first joint bearing;

4. The lifting of the vibration damper is controllable, the rigidity is adjustable, compared with the related art, the reversing valve group is simpler in structure, meanwhile, multi-rigidity combination can be realized, dynamic damping control is matched, the vehicle is improved to drive comfortableness on multiple roads and multiple speeds, and effective control on braking nodding and rolling pitching is realized, the vehicle comfortableness is improved, and the vehicle operability is also improved.

For the current hydro-pneumatic suspension system, the damping is adjustable by adding a variable damping valve group on a loop between a suspension cylinder and an energy accumulator, and the technical scheme often brings the problems of high temperature and discontinuous control of the suspension. According to the embodiment of the invention, the elastic component and the damper are separated and arranged in parallel, so that the problems of high temperature and reliability of the suspension can be effectively relieved.

In the existing oil-gas suspension, the two ends of the oil cylinder are connected with the metal knuckle bearings, and the embodiment of the invention adopts the rubber vibration damping sleeve and the polyurethane knuckle bearings, so that the vibration damping capacity can be improved, the installation and adjustment of the oil cylinder can be ensured, and the friction force of the oil cylinder can be reduced.

In the prior art, most of the suspension cylinder piston is of a structure without a through hole, the large cavity and the small cavity are not communicated or are communicated through an external oil duct, and the embodiment of the invention designs the longitudinal through hole on the piston of the hydraulic cylinder, so that the rapid circulation of oil in the large cavity and the small cavity can be realized, meanwhile, the oil inlet and the oil return opening of the hydraulic cylinder are designed at the large cavity position, the rapid circulation of the oil and the accumulator can be realized, and the low damping hydro-pneumatic spring structure is realized.

The existing hydro-pneumatic suspension system is mainly characterized in that one hydro-cylinder corresponds to lifting control of one valve group, and the embodiment of the invention is simplified to be that one valve group is adopted for suspending one shaft. Meanwhile, damping valve groups are arranged between the existing oil cylinder and the energy accumulator, the large cavity and the small cavity are connected with the energy accumulator in a separated mode, the rigidity control is poor in relevance with vibration, rolling and braking signals of a vehicle, and the embodiment of the invention can realize comprehensive control on lifting control, comfort improvement and rolling, pitching and braking nodding of the vehicle.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same; while the invention has been described in detail with reference to the preferred embodiments, those skilled in the art will appreciate that: modifications and equivalents of the features disclosed herein may be made to the specific embodiments of the invention or to parts of the features may be substituted without departing from the principles of the invention, and such modifications and equivalents are intended to be encompassed within the scope of the invention as claimed.

Claims

1. The vehicle vibration damper is characterized by comprising a frame (1), a first axle (2), a first elastic component (3) and a first damper (4), wherein the first elastic component (3) and the first damper (4) are relatively independent and are connected between the frame (1) and the first axle (2) in parallel, so that the first elastic component (3) and the first damper (4) are arranged in an isolated manner, and the heat dissipation capacity of the first elastic component (3) and the first damper (4) is improved; the first elastic component (3) comprises a first hydraulic cylinder (31), a first rotating shaft and a first vibration damping sleeve (34), the first hydraulic cylinder (31) comprises a first cylinder barrel (311) and a first cylinder rod, the first rotating shaft is installed on the frame (1), the first vibration damping sleeve (34) is sleeved on the first rotating shaft, and the first vibration damping sleeve (34) is connected between the first cylinder barrel (311) and the frame (1); or the first elastic component (3) further comprises a first rotating shaft and a first vibration reduction sleeve (34), the first rotating shaft is arranged on the first vehicle shaft (2), the first vibration reduction sleeve (34) is sleeved on the first rotating shaft, and the first vibration reduction sleeve (34) is connected between the first cylinder rod and the first vehicle shaft (2); the first elastic component (3) further comprises a second rotating shaft and a first knuckle bearing (35), the second rotating shaft is arranged on the frame (1), the first knuckle bearing (35) is sleeved on the second rotating shaft, and the first knuckle bearing (35) is connected between the first cylinder barrel (311) and the frame (1); or the first elastic component (3) further comprises a second rotating shaft and a first knuckle bearing (35), the second rotating shaft is arranged on the first axle (2), the first knuckle bearing (35) is sleeved on the second rotating shaft, and the first knuckle bearing (35) is connected between the first cylinder rod and the first axle (2); the first joint bearing (35) comprises a second outer shell (351), a first compressible piece (352) and a second inner shell (353), the second inner shell (353) is arranged on the periphery of the second rotating shaft, the second inner shell (353) comprises a swinging part, the swinging part comprises a part of a sphere, the second outer shell (351) is arranged on the periphery of the second inner shell (353), the first compressible piece (352) is arranged between the second outer shell (351) and the swinging part, the first joint bearing (35) further comprises a first supporting ring (354), the first supporting ring (354) is arranged between the first compressible piece (352) and the swinging part, and the first supporting ring (354) and the swinging part are made of metal materials.

2. The vehicle vibration damping device according to claim 1, characterized in that the stiffness of the first elastic assembly (3) is adjustable.

3. The vehicle vibration damping device according to claim 2, characterized in that the first elastic assembly (3) comprises at least two first accumulators (32), at least two of the first accumulators (32) being in parallel fluid communication with the first hydraulic cylinder (31) for adjusting the stiffness of the first elastic assembly (3) by switching the working state of at least two of the first accumulators (32).

4. A vehicle vibration damping device according to claim 3, characterized in that the first cylinder rod comprises a first piston (312) provided in the first cylinder tube (311) and a first piston rod (313) connected to one side of the first piston (312), the first piston (312) being provided with a first through hole (314) communicating a rodless chamber and a rod-like chamber of the first cylinder tube (311).

5. Vehicle vibration damping device according to claim 3 or 4, characterized in that at least two of the first accumulators (32) are connected in parallel to the rodless chamber of the first hydraulic cylinder (31).

6. A vehicle vibration damping device according to claim 3, characterized in that the first elastic assembly (3) comprises at least two first switch valves (33) provided in correspondence with at least two of the first accumulators (32), the first switch valves (33) being the same in number as the first accumulators (32), the first switch valves (33) being provided on connecting lines between the first accumulators (32) and the first hydraulic cylinders (31) in correspondence therewith.

7. A vehicle vibration damping device according to claim 3, characterized in that the first cylinder tube (311) is rotatably connected with the frame (1), the first cylinder rod is rotatably connected with the first axle (2), and the rotation axis of the first cylinder tube (311) and the rotation axis of the first cylinder rod are both perpendicular to the axis of the first cylinder rod; or the first hydraulic cylinder (31) comprises a first cylinder barrel (311) and a first cylinder rod, the first cylinder barrel (311) is rotatably connected with the first vehicle axle (2), the first cylinder rod is rotatably connected with the vehicle frame (1), and the rotation axis of the first cylinder barrel (311) and the rotation axis of the first cylinder rod are perpendicular to the axis of the first cylinder rod.

8. The vehicle vibration damping device according to claim 1, characterized in that the first vibration damping sleeve (34) includes a first outer shell (341), a first vibration damping pad (342) and a first inner shell (343), the first inner shell (343) is provided at an outer periphery of the first rotating shaft, the first outer shell (341) is provided at an outer periphery of the first inner shell (343), and the first vibration damping pad (342) is provided between the first outer shell (341) and the first inner shell (343).

9. The vehicle vibration damping device according to claim 8, wherein the first vibration damping sleeve (34) further comprises a first snap ring (344), a first boss (345) and a first groove are arranged on an inner wall of the first outer shell (341) along an axial direction of the first rotating shaft at intervals, the first vibration damping pad (342) and the first inner shell (343) are arranged between the first boss (345) and the first groove, the first snap ring (344) is arranged in the first groove, and two ends of the first vibration damping pad (342) and two ends of the first inner shell (343) are axially limited through the first boss (345) and the first snap ring (344) respectively.

10. The vehicle vibration reduction device according to claim 1, wherein the first joint bearing (35) further comprises a second snap ring (355), a second boss (356) and a second groove are disposed on an inner wall of the second housing (351) and are axially spaced along the second rotating shaft, the first compressible member (352) is disposed between the second boss (356) and the second groove, the second snap ring (355) is disposed in the second groove, and two ends of the first compressible member (352) are axially limited by the second boss (356) and the second snap ring (355), respectively.

11. The vehicle vibration damping device according to claim 1, further comprising a control device, a first detection device (5), a second detection device (6) and a third detection device (7), wherein the first detection device (5) is used for detecting a pitch angle of the vehicle frame (1), the second detection device (6) is used for detecting a vibration acceleration of the vehicle frame (1), the third detection device (7) is used for detecting the vibration acceleration of the first vehicle axle (2), and the control device is in signal connection with the first detection device (5), the second detection device (6) and the third detection device (7) and is used for adjusting the rigidity of the first elastic component (3) in real time according to detection results of the first detection device (5), the second detection device (6) and the third detection device (7) and a vehicle brake signal.

12. The vehicle vibration damping device according to claim 11, characterized in that it further comprises a fourth detection device (36), said first elastic assembly (3) comprising a first hydraulic cylinder (31), said fourth detection device (36) being adapted to detect the magnitude of the displacement of the first cylinder rod of said first hydraulic cylinder (31), said fourth detection device (36) being in signal connection with said control device, said control device being adapted to adjust the stiffness of said first elastic assembly (3) in real time by means of the detection results of said first detection device (5) and said fourth detection device (36) and a vehicle brake signal when said second detection device (6) and said third detection device (7) fail.

13. A vehicle vibration damping system comprising a vehicle vibration damping device according to any one of claims 1 to 12.

14. The vehicle vibration damping system according to claim 13, further comprising a second axle, a second elastic assembly (8) and a second damper, the second damper and the second elastic assembly (8) being relatively independent and connected in parallel between the frame (1) and the second axle.

15. The vehicle vibration damping system according to claim 14, further comprising a reversing valve set (9), the reversing valve set (9) being in fluid communication with the second elastic assembly (8) and the first elastic assembly (3) in the vehicle vibration damping device, the reversing valve set (9) being configured to control the action of the first hydraulic cylinder (31) in the first elastic assembly (3) and the second hydraulic cylinder (81) in the second elastic assembly (8) by switching of connecting lines.

16. The vehicle vibration reduction system according to claim 15, characterized in that the reversing valve block (9) comprises a first reversing valve (91) and a second reversing valve (92), a first port of the first reversing valve (91) being in communication with the fluid inlet of the reversing valve block (9), a first port of the second reversing valve (92) being in communication with the fluid outlet of the reversing valve block (9), a second port of the first reversing valve (91) being in fluid communication with a second port of the second reversing valve (92) via a first connecting line, the first elastic assembly (3) and the second elastic assembly (8) being in fluid communication with the first connecting line, respectively.

17. The vehicle vibration damping system according to claim 16, further comprising a second switching valve (10) and a third switching valve (11), the second switching valve (10) being arranged on a second connection line between the first elastic assembly (3) and the first connection line, the third switching valve (11) being arranged on a third connection line between the second elastic assembly (8) and the first connection line.

18. A vehicle comprising a vehicle vibration reduction system according to any one of claims 13 to 17.