RU2729006C1 - Recuperative spring-hydraulic fifth-wheel coupling of road train - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to devices for coupling semitrailer with tractor. Recuperative spring-hydraulic fifth-wheel coupling of road train includes, in a semitrailer arranged in the frame, between the crosswise front and rear beams guides, a body consisting of a support plate, from below of which a pin is fixed, and from above are longitudinal and transverse plates. Between the longitudinal plates the braces are fixed. Body of the device is reciprocally moved along the semi-trailer longitudinal axis by means of guides. Sliding device body in guides is carried out by means of bushings. Front and rear springs resting by one ends on the front and rear sides of the braces are fitted in the body of the device, while the other end faces are fitted in the front and rear flanges, the opposite ends of which are supported by the bushings in the front and rear beams of the semitrailer frame. Recuperative mechanism consists of hydraulic cylinders arranged inside rear springs. Pneumohydraulic accumulator is connected by means of pressure pipeline both with controlled safety valve and with adjustable pressure reducing valve.

EFFECT: broader functional capabilities of the fifth-wheel coupling device of the road train and higher efficiency of its operation.

1 cl, 4 dwg

Description

The invention relates to the field of transport engineering, in particular, to devices for coupling a semitrailer with a tractor.

Known fifth-wheel coupling device of a road train (AS No. 515683 USSR; B62D 53/08; publ. 05/30/1976), containing a frame, support sheet, kingpin, thrust struts, guides, friction pads, stops, buffers, elastic elements, stiffeners, sockets, fastening parts for buffer elements and pivot, stops.

The disadvantage of this fifth wheel coupling device of the road train is the inability to damp longitudinal vibrations, which, when the tractor with the semitrailer is suddenly braked, lead to its folding and the creation of emergency situations.

Known fifth-wheel coupling device of the road train (Patent No. 4418934 USA; B62D 53/08; publ. 06.12.1983), containing a rotary support plate, kingpin, supporting elements, shaft, thrust bearings, flange, spacer bars, central bearing, trapezoidal mounting plates , brass bushings, reinforcing elements.

The disadvantage of this fifth wheel coupling device of the road train is the lack of the ability to change its damping characteristics with a variety of effects of external dynamic components of forces.

A fifth-wheel coupling device of a road train is known (Patent No. 3606120 Germany; B62D 53/08; publ. 08/06/1987), containing hydraulic cylinders, a kingpin, a wedge, a sliding clutch plate, a vertical pin, a lever, a support flange, a hinge pin, a pin, an arcuate guide, brackets, lug, console flange, limit switches.

The disadvantage of this fifth wheel coupling device of the road train is its limited use, which consists in its use only with tractors of a certain configuration.

A fifth-wheel coupling device of a road train is known (Patent No. 101314368 China; B62D 53/08; publ. 03.12.2008), containing guides placed in the frame of the semi-trailer between its transverse front and rear bars, a body consisting of a base plate, from below which a pivot is fixed. Taken as a prototype.

The specified fifth wheel coupling device of the road train does not provide for the use of kinetic energy, which inevitably arises from the inertia force of the mass of the semitrailer during acceleration, braking, turning, driving over unevenness on the road, by converting it into potential energy of the working fluid in the pneumohydraulic accumulator for further useful use.

The invention extends the functionality of the fifth wheel coupling of the road train and increases the efficiency of its operation.

This is achieved by the fact that in the recuperative spring-hydraulic fifth wheel coupling device of the road train containing the guides located in the frame of the semitrailer between its transverse front and rear beams, a body consisting of a base plate, from below which a pivot is fixed, according to the invention, on top of the base plate, longitudinal plates oriented parallel to the longitudinal axis of the semitrailer and transverse plates, with one or more spacers fixed between the longitudinal plates, while the device body is provided with reciprocating movement along the longitudinal axis of the semitrailer by means of two or more guides, the ends of which are fixed by means of bushings between the front and rear beams of the semitrailer frame, while the sliding of the device body in the guides is carried out by means of bushings mounted in the transverse plates and supports, in addition, in the device body between the longitudinal plates, the front ones along the movement road train springs supported with some ends against the front sides of the struts, and with the other ends against the front flanges, the opposite ends of which, by means of bushings, rest against the front beam of the semitrailer frame, as well as a similar number of rear springs supported with some ends against the rear sides of the spacers, and with the other ends against rear flanges, the opposite ends of which are supported by bushings in the rear beam of the semitrailer frame; the device also contains a recuperative mechanism consisting of hydraulic cylinders located inside the rear springs, the bottoms of which are attached to the rear side of the struts, and the free ends of the rods are fixed by means of bushings in the rear beam of the semitrailer frame, while the cavities of the hydraulic cylinders, by means of through channels in the pistons and rods made as one, and flexible pipelines, communicate both with the hydraulic tank using a check valve and a suction pipeline, and with a pneumatic hydraulic accumulator, using a check valve and a pressure pipeline, in addition, the pneumatic hydraulic accumulator is connected with a pressure pipeline as with an adjustable safety valve, which ensures the discharge of excess working fluid into a hydraulic tank and with an adjustable pressure reducing valve for connecting a pneumohydraulic accumulator with a port for supplying the working fluid to the consumer.

FIG. 1 shows a diagram of a recuperative spring-hydraulic fifth wheel coupling device of a road train in a static state, FIG. 2, 3 and 4 - sections of the device along A-A, B-B and B-C, respectively.

The recuperative spring-hydraulic fifth wheel coupling device of the road train (Fig. 1) is located in the frame of the front part of the semi-trailer 1 between the front 2 and rear 3 bars fixed transversely relative to its longitudinal axis. For the convenience of installation and maintenance of the device, a hatch is provided in the floor of the semi-trailer 1, which is closed by a cover 4. The body of the device consists of a base plate 5, from the bottom of which a pivot 6 is fixed, and from above are fixed longitudinal plates 7 oriented parallel to the longitudinal axis of the semitrailer, and transverse plates 8, moreover, one or more spacers 9 are fixed between the longitudinal plates 7. The body of the device is provided with reciprocating movement along the longitudinal axis of the semitrailer 1 by means of two or more guides 10, the ends of which are fixed by means of bushings 11 between the front 2 and rear 3 beams of the semitrailer frame 1 In this case, the sliding of the body of the device in the guides 10 is carried out by means of bushings 12 mounted in the transverse plates 8 and supports 13. In addition, in the body of the device between the longitudinal plates 7 there are springs 14 forward in the direction of travel of the road train, which are supported by some ends in the front sides of the struts 9 , and with the other ends into the front flanges 15, the opposite ends of which, by means of the bushings 16, are supported in the front beam 2 of the semi-trailer frame 1, as well as a similar number of rear springs 17, supported with some ends against the rear sides of the spacers 9, and with the other ends against the rear flanges 19, opposite the ends of which, by means of bushings 18, are supported in the rear beam 3 of the semitrailer frame 1. The regenerative mechanism of the device consists of the rear springs 17 of the hydraulic cylinders 20 located inside the rear springs 17, the bottoms of which are attached to the rear side of the struts 9, and the free ends of the rods 22 are fixed by means of the bushings 18 in the rear beam 3 of the frame Semi-trailer 1. Cavities A of the hydraulic cylinders 20, through through channels 23 in the pistons 21 and rods 22 made as an integral part and flexible pipelines 24, communicate both with the hydraulic tank 25 by means of the check valve 26 and the suction pipe 27, and with the pneumatic hydraulic accumulator 28 by means of the check valve 29 and pressure pipeline 30. In addition, pneumohydraulic The hydraulic accumulator 28 is connected by means of a pressure line 30 both to an adjustable safety valve 31, which ensures the discharge of excess working fluid into the hydraulic tank 25, and to an adjustable pressure reducing valve 32 for connecting a pneumatic-hydraulic accumulator 28 with a port 33 for supplying the working fluid to the consumer.

The operation of the recuperative spring-hydraulic fifth wheel coupling device of the road train is based on the use of kinetic energy that inevitably arises from the inertia force of the mass of the semi-trailer during numerous transient processes, such as: acceleration, braking with brakes and engine, turns, movement on uneven road surfaces and coasting downhill , gear shifting, etc. The device allows converting this energy into potential for its further useful use in the technological hydraulic equipment of the road train. At the same time, the effectiveness of the proposed device is well adapted to the effect on the road train of such factors acting on the road train as: the state of road conditions, the technical condition of the towing vehicle and the semi-trailer (synchronous braking with all wheels, the degree of tire wear, etc.), the professionalism of the driver, etc.

и задний

зазоры (фиг. 3). Такое положение опорной плиты 5 на раме полуприцепа 1 обеспечивается с помощью предварительно нагруженных передних 14 и задних 17 пружин (фиг. 2).In the stationary (static) state of the road train, the base plate 5 of the device with the help of the pivot 6 (Fig. 4) is in the engaged state with the pivot device of the towing vehicle (not shown in the Fig.). In this case, the base plate 5 in the frame of the semitrailer 1 is in a position in which between its transverse plates 8 in the direction of travel of the road train and, respectively, the front 2 and rear 3 bars of the frame of the semitrailer 1 prudently formed

and rear

clearances (Fig. 3). This position of the base plate 5 on the frame of the semitrailer 1 is ensured by means of preloaded front 14 and rear 17 springs (Fig. 2).

, но с меньшим ускорением, и полуприцеп 1, а также жестко связанные с ним поперечные передний 2 и задний 3 брусья, втулки 16 и 18, поршни 21 со штоками 22 гидроцилиндров 20. Вследствие возросшего усилия от силы инерции, действующей со стороны полуприцепа 1, заключенные между передними фланцами 15 и распорками 9 передние пружины 14 начинают сжиматься, что способствует снижению нагрузок на элементы конструкции автопоезда и повышению плавности его хода в момент начала движения. Одновременно с этим гидроцилиндры 20, корпуса которых жестко соединены с опорной плитой 5 посредством распорок 9, перемещаются в направлении движения автомобиля-тягача (влево на фиг. 2) относительно движущихся с меньшим ускорением выполненных заодно поршней 21 и штоков 22 гидроцилиндров 20, закрепленных посредством втулок 18 в заднем брусе 3 рамы полуприцепа 1. Вследствие этого объемы рабочих полостей А гидроцилиндров 20 увеличиваются, что ведет к образованию в них разряжения рабочей жидкости, благодаря которому компенсирующий объем рабочей жидкости поступает в рабочие полости А гидроцилиндров 20 из гидробака 25 посредством всасывающего трубопровода 27, обратного клапана 26, гибких трубопроводов 24 и сквозных каналов 23, выполненных в поршнях 21 и штоках 22 гидроцилиндров 20.When starting off or moving with acceleration of the road train, the inertial force of resistance to movement from the side of the mass of the semi-trailer 1 begins to act on the base plate 5 of the device by means of the pivot 6. For this reason, the kinematically connected pivot 6 with the base plate 5, spacers 9 and hydraulic cylinders 20 begin to move together with a towing vehicle (to the left in Fig. 2). However, due to the sliding of the bushings 12 along the guides 10 of the device at the initial moment, it also moves within the front gap

, but with less acceleration, and semi-trailer 1, as well as rigidly connected with it transverse front 2 and rear 3 bars, bushings 16 and 18, pistons 21 with rods 22 of hydraulic cylinders 20. Due to the increased force from the inertia force acting from the side of the semi-trailer 1, The front springs 14 enclosed between the front flanges 15 and the struts 9 begin to compress, which helps to reduce the loads on the structural elements of the road train and to increase the smoothness of its movement at the moment of movement. At the same time, the hydraulic cylinders 20, the bodies of which are rigidly connected to the base plate 5 by means of struts 9, move in the direction of movement of the towing vehicle (to the left in Fig. 2) relative to the pistons 21 and rods 22 of the hydraulic cylinders 20, which are moving at a lower acceleration, and which are fixed by means of bushings 18 in the rear beam 3 of the semitrailer frame 1. As a result, the volumes of the working cavities A of the hydraulic cylinders 20 increase, which leads to the formation of a vacuum of the working fluid in them, due to which the compensating volume of the working fluid enters the working cavities A of the hydraulic cylinders 20 from the hydraulic tank 25 through the suction pipeline 27, check valve 26, flexible pipelines 24 and through channels 23 made in pistons 21 and rods 22 of hydraulic cylinders 20.

After the end of acceleration and movement of the road train with a steady constant speed, the force acting on the front springs 14 decreases, as a result of which they, unclenching, return the device to its original state (Figs. 1, 2, 3).

. При этом установленные между распорками 9 и задними фланцами 19 задние пружины 17 сжимаются, а поршни 21 со штоками 22 вдвигаются в гидроцилиндры 20, в результате чего в рабочих полостях А гидроцилиндров 20 давление рабочей жидкости повышается. Под повышенным давлением рабочая жидкость посредством сквозных каналов 23, гибких трубопроводов 24, обратного клапана 29 и напорного трубопровода 30 поступает либо в пневмогидравлический аккумулятор 28, подзаряжая его, либо через регулируемый редукционный клапан 32 непосредственно потребителю через порт 33 (фиг. 1). В случае полной зарядки пневмогидравлического аккумулятора 28 и отсутствия временной потребности у потребителя излишки рабочей жидкости сбрасываются через регулируемый предохранительный клапан 31 в гидробак 25. Таким образом обеспечивается рекуперация энергии рабочей жидкости предлагаемым устройством. Кроме этого, за счет демпфирующих свойств пневмогидравлического аккумулятора 28, рабочей жидкости и задних пружин 17 осуществляется эффективное снижение пиковых значений нагрузок как на автомобиль-тягач, так и на полуприцеп 1.The operation of the regenerative spring-hydraulic fifth wheel coupling when the road train is moving with negative acceleration (deceleration) during braking is as follows. Under the influence of the inertial force on the towing vehicle from the side of the mass of the moving semitrailer 1, the previously considered structural elements of the device, fixed on the frame of the semitrailer 1, move with the help of bushings 12 and guides 10 forward relative to the base plate 5 and the king pin 6 fixed on it within the provided rear clearance

... In this case, the rear springs 17 installed between the spacers 9 and the rear flanges 19 are compressed, and the pistons 21 with rods 22 are pushed into the hydraulic cylinders 20, as a result of which the pressure of the working fluid increases in the working chambers A of the hydraulic cylinders 20. Under increased pressure, the working fluid through through channels 23, flexible pipelines 24, check valve 29 and pressure pipe 30 enters either the pneumohydraulic accumulator 28, recharging it, or through the adjustable pressure reducing valve 32 directly to the consumer through port 33 (Fig. 1). If the pneumohydraulic accumulator 28 is fully charged and there is no temporary demand from the consumer, the surplus working fluid is discharged through the adjustable safety valve 31 into the hydraulic tank 25. This ensures that the energy of the working fluid is recovered by the proposed device. In addition, due to the damping properties of the pneumohydraulic accumulator 28, the working fluid and the rear springs 17, the peak values of the loads on both the tractor vehicle and the semi-trailer 1 are effectively reduced.

The return of the regenerative spring-hydraulic fifth wheel coupling device of the road train to its original position (Fig. 1, 2, 3) after the end of braking and movement of the road train with a steady constant speed occurs similarly to the case discussed above after the end of acceleration and movement of the road train with a steady constant speed. The only difference is that the rear springs 17 of the device play an active role here.

Further, when the road train is moving with acceleration and deceleration due to numerous factors affecting the towing vehicle and the semi-trailer, the operating cycles of the regenerative spring-hydraulic fifth wheel coupling respectively alternate similarly to the sequence described above.

Both during the movement of the road train with acceleration and its movement with deceleration, due to the damping properties of the front 14 and rear 17 springs and the hydraulic recuperative mechanism of the proposed device, a significant decrease in the maximum values of alternating loads on the structure of the tractor vehicle and semi-trailer 1 is ensured. including, due to the presence of an adjustable safety valve 31 in the recuperative mechanism, which allows, both in manual and automatic modes, depending on the weight of the cargo transported in the trailer and the impact on the road train of numerous factors, to provide the optimal parameters of the power characteristics of the proposed device.

Practical use of the proposed recuperative spring-hydraulic fifth-wheel coupling allows to increase the efficiency of the road train by reducing fuel consumption due to the recuperation of the energy of the working fluid and its useful use, to increase the reliability of the road train due to the damping properties of the springs and the hydraulic recuperative mechanism, to provide both manual and automatic modes, the optimal parameters of the power characteristics of the device, improve the smoothness of the ride when the road train is moving on insufficiently equipped roads and thus provide more favorable working conditions for the driver.

Claims (1)

A recuperative spring-hydraulic fifth-wheel coupling device of a road train containing guides located in the semi-trailer frame between its transverse front and rear beams, a body consisting of a base plate, from the bottom of which a pivot is fixed, characterized in that longitudinal plates are fixed on top of the base plate, oriented parallel to the longitudinal the axles of the semitrailer, and transverse plates, with one or more spacers fixed between the longitudinal plates, while the body of the device is provided with a reciprocating movement along the longitudinal axis of the semitrailer by means of two or more guides, the ends of which are fixedly installed by means of bushings between the front and rear beams of the frame semitrailer, while the sliding of the device body in the guides is carried out by means of bushings mounted in transverse plates and supports, in addition, in the device body between the longitudinal plates there are springs forward in the direction of travel of the road train, about peering with some ends to the front sides of the spacers, and the other ends to the front flanges, the opposite ends of which, by means of bushings, rest in the front beam of the semitrailer frame, as well as a similar number of rear springs, resting with some ends against the rear sides of the spacers, and with the other ends against the rear flanges, opposite the ends of which, by means of bushings, are supported in the rear beam of the semitrailer frame; the device also contains a recuperative mechanism, consisting of hydraulic cylinders located inside the rear springs, the bottoms of which are attached to the rear side of the struts, and the free ends of the rods are fixed by means of bushings in the rear beam of the semitrailer frame, while the cavities of the hydraulic cylinders, by means of through channels in the pistons and rods made as one and flexible pipelines, communicate both with the hydraulic tank using a check valve and a suction pipeline, and with a pneumatic hydraulic accumulator, through a check valve and a pressure pipeline, in addition, the pneumatic hydraulic accumulator is connected with a pressure pipeline as with an adjustable safety valve, which ensures the discharge of excess working fluid into a hydraulic tank and with an adjustable pressure reducing valve for connecting a pneumohydraulic accumulator with a port for supplying the working fluid to the consumer.

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