Chassis Hydro-Pneumatic Suspension Control System, Control Method and All-Terrain Truck Crane

Abstract

The present invention relates to a chassis of a truck crane. To solve the problem that the uneven distribution of axle loads in the suspension system of the existing all-terrain crane chassis affects the service life of tires and axles, a chassis oil-gas suspension control system, a control method and a truck crane are provided. The chassis oil-gas suspension control system includes multiple groups of suspension cylinder groups and a control unit. The suspension cylinders on both sides in each intermediate axle suspension cylinder group are connected to the suspension cylinders on the same side in the adjacent suspension cylinder group through the solenoid valves on the same side in the solenoid valve group. Each solenoid valve connects or cuts off the two suspension cylinders it connects. The control unit is connected to each solenoid valve. Only one solenoid valve group in all the solenoid valve groups is in the cut-off state. In the present invention, by selecting to control the on-off of the solenoid valve group, the front and rear two grouping situations of all the suspension cylinder groups can be selected, so that the relative distribution of axle loads on each axle is relatively uniform, avoiding the influence on the service life of tires and axles caused by axle load differences.

Description

Technical Field

[0001] The present invention relates to a chassis of a truck crane, and more specifically, to a chassis oil-gas suspension control system, a control method and an all-terrain truck crane. Background Art

[0002] The existing suspension system of the chassis of an all-terrain crane is generally an oil-gas suspension system, which usually consists of a suspension cylinder, a proximity switch, a suspension control valve, a pressure measuring joint, a hydraulic pipeline, an accumulator, a touch screen operation panel, a controller and a CAN line. Its principle is to arrange proximity switches at the full-extension stroke, full-retraction stroke and middle position of the suspension cylinder respectively, and control the suspension control valve through the operation panel and the CAN line, so that the suspension cylinder can reach three states of full-extension in place, middle position and full-retraction in place respectively. When the suspension cylinder is in the full-extension, middle and full-retraction positions respectively, the induction switches arranged at the corresponding positions are energized, and the suspension control valve is closed and locked, so that the large and small chambers of the suspension cylinder are closed, and the cylinder maintains its stroke. At this time, the suspension cylinder is connected to the accumulator, and the accumulator serves as an elastic element to make the suspension have an elastic mode; otherwise, it is a rigid mode.

[0003] Generally, the suspension cylinders in the oil-gas suspension system are divided into two groups. Taking a five-axle all-terrain crane as an example, generally, the suspension cylinders of the first two axles are taken as one group, and the suspension cylinders of the last three axles are taken as one group, or the first three axles are taken as one group and the last two axles are taken as one group. The large chambers of the suspension cylinders on the same side of the axle in the same group are interconnected with each other, and the small chambers are interconnected with each other.

[0004] In the existing crane, the grouping of the suspension cylinders is fixed. The fixed grouping has the following disadvantages: The all-terrain crane has many transfer states. When making a short-distance transfer, it may carry a counterweight, a jib or a superlift device, and the axle load changes a lot, resulting in a relatively uniform axle load distribution. The axle load difference between each group is large, which greatly affects the service life of the tires and axles. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a chassis oil-gas suspension control system, a control method and a truck crane for the problem that the axle load distribution of the chassis suspension system of the existing all-terrain crane is uneven, which affects the service life of the tires and axles. By changing the grouping of the suspension cylinder groups, the relative distribution of the axle loads of each axle is made uniform, and the maximum axle load is reduced.

[0006] The technical solution adopted by the present invention to achieve its purpose is as follows: A chassis oil-gas suspension control system is provided, which includes at least three groups of suspension cylinder groups correspondingly connected to each axle. It is characterized in that it further includes a control unit; at least one group of suspension cylinder groups connected to the front axle constitutes a front axle suspension cylinder group, and at least one group of suspension cylinder groups connected to the rear axle constitutes a rear axle suspension cylinder group. The suspension cylinder group located between the front axle suspension cylinder group and the rear axle suspension cylinder group is an intermediate axle suspension cylinder group; the large chambers of the suspension cylinders on the same side in the front axle suspension cylinder group communicate with each other, and the small chambers communicate with each other; the large chambers of the suspension cylinders on the same side in the rear axle suspension cylinder group communicate with each other, and the small chambers communicate with each other; the suspension cylinders on both sides in each intermediate axle suspension cylinder group are connected to the suspension cylinders on the same side in the adjacent suspension cylinder group through the solenoid valves on the same side in the solenoid valve group. Each solenoid valve correspondingly connects or cuts off the large chambers and the small chambers of the two suspension cylinders it connects; the control unit is connected to the electromagnetic control ends of each solenoid valve; the working states of the solenoid valves in the same solenoid valve group are the same, and only one solenoid valve group among all the solenoid valve groups is in the cut-off state. In the present invention, by selecting to control the on-off of the solenoid valve group, the front and rear grouping situations of all the suspension cylinder groups can be selected, so that the relative distribution of the axle loads of each axle is relatively uniform, and the influence on the service lives of the tires and axles caused by the axle load difference can be avoided.

[0007] In the above-mentioned chassis oil-gas suspension control system, the control unit includes:

[0008] A detection module: used to detect the pressures in the large chambers of the suspension cylinders in the front axle suspension cylinder group and the rear axle suspension cylinder group;

[0009] A calculation module: calculates the front and rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each solenoid valve group is in the cut-off state according to the pressure values in the large chambers of the suspension cylinders detected by the detection module and the current state of the solenoid valve group;

[0010] A control module: controls the solenoid valve group corresponding to the smallest front and rear axle load difference to be in the cut-off state.

[0011] In the above-mentioned chassis oil-gas suspension control system, the detection module includes a pressure sensor for detecting the pressure in the large chamber of the suspension cylinder and a speed sensor for detecting the driving speed of the chassis.

[0012] In the above-mentioned chassis oil-gas suspension control system, the front axle suspension oil cylinder group is composed of a single-axle suspension oil cylinder group connected to the frontmost axle, and the rear axle suspension oil cylinder group is composed of a single-axle suspension oil cylinder group connected to the rearmost axle. Or the suspension oil cylinder group has N groups, N≥5, where the single-axle suspension oil cylinder group and the two-axle suspension oil cylinder group connected to the frontmost two axles form the front axle suspension oil cylinder group, and the (N - 1)-axle suspension oil cylinder group and the N-axle suspension oil cylinder group connected to the rearmost two axles form the rear axle suspension oil cylinder group.

[0013] The technical solution adopted by the present invention to achieve its purpose is as follows: A chassis oil-gas suspension control method is provided for controlling the aforementioned chassis oil-gas suspension control system, and its characteristics are that the steps include:

[0014] Detect the pressure of the suspension oil cylinders in the front axle suspension oil cylinder group and the rear axle suspension oil cylinder group and obtain the working state of the solenoid valve group; calculate the front and rear axle load difference between the front axle load of the axle corresponding to the front axle suspension oil cylinder group and the rear axle load of the axle corresponding to the rear axle suspension oil cylinder group when each solenoid valve group is in the cut-off state according to the detected oil cylinder pressure and the current state of the solenoid valve group; control the solenoid valve group corresponding to the smallest front and rear axle load difference to be in the cut-off state. Further, the steps also include detecting the chassis driving speed, and only when the driving speed is equal to zero, control the solenoid valve group corresponding to the smallest front and rear axle load difference to be in the cut-off state.

[0015] The technical solution adopted by the present invention to achieve its purpose is as follows: A rough-terrain crane is provided, which is characterized by having the aforementioned chassis oil-gas suspension control system.

[0016] Compared with the prior art, in the present invention, by controlling the solenoid valve group, the suspension oil cylinder groups of all axles are optimally divided into front and rear groups, making the axle load distribution of each axle relatively more uniform and avoiding the influence on the service life of tires and axles caused by axle load differences. Brief Description of the Drawings

[0017] Figure 1 is the schematic diagram of the oil-gas suspension system of the rough-terrain crane of the present invention.

[0018] Figure 2 is the block diagram of the chassis oil-gas suspension control system of the present invention. Detailed Embodiment

[0019] The following describes the specific implementation manners in conjunction with the drawings.

[0020] The truck crane in this embodiment is an all-terrain crane, and the chassis has five axles. A suspension cylinder group is provided between each axle and the vehicle frame in its oil-gas suspension system. The five suspension cylinder groups are arranged from front to back according to the axles, namely, the first-axle suspension cylinder group connected to the first axle, the second-axle suspension cylinder group connected to the second axle, the third-axle suspension cylinder group connected to the third axle, the fourth-axle suspension cylinder group connected to the fourth axle, and the fifth-axle suspension cylinder group connected to the fifth axle. The suspension cylinder group corresponding to each axle includes a left suspension cylinder and a right suspension cylinder. For example, the first-axle suspension cylinder group includes the first-axle left suspension cylinder 21 connected to the left end of the first axle and the first-axle right suspension cylinder 22 connected to the right end of the first axle; the second-axle suspension cylinder group includes the second-axle left suspension cylinder 31 connected to the left end of the second axle and the second-axle right suspension cylinder 32 connected to the right end of the second axle; the third-axle suspension cylinder group includes the third-axle left suspension cylinder 41 connected to the left end of the third axle and the third-axle right suspension cylinder 42 connected to the right end of the third axle; the fourth-axle suspension cylinder group includes the fourth-axle left suspension cylinder 51 connected to the left end of the fourth axle and the fourth-axle right suspension cylinder 52 connected to the right end of the fourth axle; the fifth-axle suspension cylinder group includes the fifth-axle left suspension cylinder 61 connected to the left end of the fifth axle and the fifth-axle right suspension cylinder 62 connected to the right end of the fifth axle.

[0021] The first-axle suspension cylinder group and the second-axle suspension cylinder group form the front-axle suspension cylinder group, the fourth-axle suspension cylinder group and the fifth-axle suspension cylinder group form the rear-axle suspension cylinder group, and the third-axle suspension cylinder group forms the middle-axle suspension cylinder group.

[0022] In the front-axle suspension cylinder group, the large chambers and small chambers of the cylinders on the same side are respectively connected. As Figure 1 shown, the large chambers of the first-axle left suspension cylinder 21 and the second-axle left suspension cylinder 31 are connected to each other through pipelines, and at the same time, the small chambers are also connected to each other through pipelines; similarly, the large chambers of the first-axle right suspension cylinder 22 and the second-axle right suspension cylinder 32 are connected to each other through pipelines, and at the same time, the small chambers are also connected to each other through pipelines.

[0023] In the rear-axle suspension cylinder group, the large chambers and small chambers of the cylinders on the same side are respectively connected. As Figure 1 shown, the large chambers of the fourth-axle left suspension cylinder 51 and the fifth-axle left suspension cylinder 61 are connected to each other through pipelines, and at the same time, the small chambers are also connected to each other through pipelines; similarly, the large chambers of the fourth-axle right suspension cylinder 52 and the fifth-axle right suspension cylinder 62 are connected to each other through pipelines, and at the same time, the small chambers are also connected to each other through pipelines.

[0024] All the left suspension cylinders and right cylinders in the front-axle suspension cylinder group are connected to the front suspension valve 11, and all the left suspension cylinders and right cylinders in the rear-axle suspension cylinder group are connected to the rear suspension valve 12.

[0025] The suspension cylinders on the left and right sides of the intermediate axle suspension cylinder group are respectively connected to the suspension cylinders on the same side in the front axle suspension cylinder group and the rear axle suspension cylinder group through the solenoid valves on the same side in the solenoid valve group. The intermediate axle suspension cylinder group is connected to the front axle suspension cylinder group through the first solenoid valve group, and the intermediate axle suspension cylinder group is connected to the rear axle suspension cylinder group through the second solenoid valve group. The first solenoid valve group includes a first left solenoid valve 71 and a first right solenoid valve 72, and the second solenoid valve group includes a second left solenoid valve 81 and a second right solenoid valve 82. The left suspension cylinder 41 of the three-axle suspension cylinder group on the left side is connected to the left suspension cylinder 31 of the two-axle suspension cylinder group through the first left solenoid valve 71, and the right suspension cylinder 42 of the three-axle suspension cylinder group is connected to the right suspension cylinder 32 of the two-axle suspension cylinder group through the first right solenoid valve 72; similarly, the left suspension cylinder 41 of the three-axle suspension cylinder group is connected to the left suspension cylinder 51 of the four-axle suspension cylinder group through the second left solenoid valve 81, and the right suspension cylinder 42 of the three-axle suspension cylinder group is connected to the right suspension cylinder 52 of the four-axle suspension cylinder group through the second right solenoid valve 82. Each solenoid valve is in a conducting or cut-off state. When in the conducting state, the large chambers of the two connected suspension cylinders are in communication, and the small chambers are in communication; if the solenoid valve is in the cut-off state, the two suspension cylinders connected by the solenoid valve are cut off from each other. Only one of the first solenoid valve group and the second solenoid valve group is in the conducting state; the working states of the first left solenoid valve 71 and the first right solenoid valve 72 in the first solenoid valve group are the same, that is, both are in the conducting state or both are in the cut-off state; the working states of the second left solenoid valve 81 and the second right solenoid valve 82 in the second solenoid valve group are the same.

[0026] As Figure 2 shown, the control unit of the hydro-pneumatic suspension system consists of a controller 91, a pressure sensor 95 and a speed sensor 96 connected to the controller 91, forming functional modules such as a detection module 94, a calculation module 92 and a control module 93. The pressure sensor is used to detect the pressure in the large chambers of the suspension cylinders in the front axle suspension cylinder group and the rear axle suspension cylinder group. The speed sensor is used to obtain the driving speed of the truck crane.

[0027] The control unit performs calculations and logical judgments based on the pressure in the large chambers of the suspension cylinders, the current state of the solenoid valves, and whether the truck crane is in a driving state, and controls each solenoid valve so that only one of the solenoid valve groups is in the cut-off state. The specific control method is as follows:

[0028] The detection module 94 detects the pressure in the large chambers of the suspension cylinders in the front axle suspension cylinder group and the rear axle suspension cylinder group, the driving speed of the truck crane, and obtains the current state of the solenoid valves from the control module through the pressure sensor. Obtaining the current state of the solenoid valves means obtaining which of the first solenoid valve and the second solenoid valve is in the cut-off state under the current state.

[0029] The calculation module 92 calculates the front and rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each solenoid valve group is in the cut-off state according to the large chamber pressure value of the suspension cylinder detected by the detection module 94 and the current state of the solenoid valve. For example, the current state of each solenoid valve group is that the first left solenoid valve 71 and the first right solenoid valve 72 are in the cut-off state, and the second left solenoid valve 81 and the second right solenoid valve 82 are in the conducting state. At this time, the suspension cylinder groups of all axles are divided into two groups. Among them, the first axle suspension cylinder group 21 connected to the first axle and the second axle suspension cylinder group 22 connected to the second axle form a group, which is the front group; at the same time, the third axle suspension cylinder group connected to the third axle, the fourth axle suspension cylinder group connected to the fourth axle, and the fifth axle suspension cylinder group connected to the fifth axle are divided into a group, which is the rear group. This grouping of the front two and the rear three of all suspension cylinder groups is the first grouping state. The large chambers and small chambers of the cylinders on the same side in the suspension cylinder groups connected to each axle in the front group are respectively connected, so the axle load of the first axle is the same as that of the second axle in the front group; similarly, in the rear group, the axle loads of the third axle, the fourth axle, and the fifth axle are the same. The calculation module calculates the front axle load (i.e., the axle loads of the first axle and the second axle, which are the same) and the rear axle load (i.e., the axle loads of the third axle, the fourth axle, and the fifth axle, which are the same) in the first grouping state according to the detected large chamber pressure of the suspension cylinder, and calculates the axle load difference between the front axle load and the rear axle load, which is recorded as the axle load difference in the first grouping state.

[0030] After calculating the axle load difference in the first grouping state, calculate the axle load difference in the second grouping state. The second grouping state is that the first left solenoid valve 71 and the first right solenoid valve 72 are in the conducting state, and the second left solenoid valve 81 and the second right solenoid valve 82 are in the cut-off state. At this time, the first axle suspension cylinder group connected to the first axle, the second axle suspension cylinder group connected to the second axle, and the third axle suspension cylinder group connected to the third axle form a group, which is the front group; at the same time, the fourth axle suspension cylinder group connected to the fourth axle and the fifth axle suspension cylinder group connected to the fifth axle are divided into a group, which is the rear group. This grouping of the front three and the rear two of all suspension cylinder groups is the second grouping state. The axle loads of the first axle, the second axle, and the third axle in the front group are the same; similarly, the axle loads of the fourth axle and the fifth axle in the rear group are the same. Since the total weight of the truck crane remains unchanged in the first grouping state and the second grouping state, the total axle load of each axle remains unchanged. Therefore, the front axle load (i.e., the axle loads of the first axle, the second axle, and the third axle, which are the same) and the rear axle load (i.e., the axle loads of the fourth axle and the fifth axle, which are the same) in the second grouping state can be calculated according to the suspension cylinder pressure in the first grouping state, and the axle load difference between the front axle load and the rear axle load is calculated, which is recorded as the axle load difference in the second grouping state.

[0031] The control module 93 determines whether to change the grouping of each suspension cylinder group based on whether the truck crane is in a driving state and the axle loads of each axle. When the vehicle speed of the truck crane is not zero, that is, when the truck crane is in a driving state, the current grouping of each suspension cylinder group is not changed. When the vehicle speed of the truck crane is zero, that is, when the truck crane is in a stationary state, it is determined whether to change the grouping of each suspension cylinder group according to the following situations.

[0032] The control module 93 compares the axle load difference in the first grouping state with the axle load difference in the second grouping state. If the axle load difference in the first grouping state is less than the axle load difference in the second grouping state, the control module controls each solenoid valve to make each suspension cylinder in the first grouping state. When the axle load difference in the first grouping state is less than the axle load difference in the second grouping state, the maximum axle load among the axle loads of each axle in the first grouping state is less than the maximum axle load among the axle loads of each axle in the second grouping state. In the two grouping states, the axle load distribution of each axle in the first grouping state is more uniform, and the maximum axle load is less than the maximum axle load in the second grouping state.

[0033] If the axle load difference in the first grouping state is greater than the axle load difference in the second grouping state, the control module controls each solenoid valve to make the first left solenoid valve and the first right solenoid valve in the conducting state, and the second left solenoid valve and the second right solenoid valve in the cut-off state, that is, to make each suspension cylinder group in the second grouping state of three in the front and two in the rear. When the axle load difference in the second grouping state is less than the axle load difference in the first grouping state, the maximum axle load among the axle loads of each axle in the second grouping state is less than the maximum axle load among the axle loads of each axle in the first grouping state. In the two grouping states, the axle load distribution of each axle in the second grouping state is more uniform, and the maximum axle load in the second grouping state is less than the maximum axle load in the first grouping state.

[0034] In this embodiment, by comparing the axle load differences in the two grouping states of all suspension cylinder groups and selecting the better grouping, the maximum axle load is made smaller, thereby avoiding the influence on the service life of the tires and axles due to excessive axle load differences.

[0035] In this embodiment, the number of suspension cylinder groups included in the front axle suspension cylinder group and the rear axle suspension cylinder group can be set as needed by setting solenoid valves at corresponding positions. For example, the number of suspension cylinder groups in the front axle suspension cylinder group can be one suspension cylinder group (corresponding to one axle), and the number of suspension cylinder groups in the rear axle suspension cylinder group can be one suspension cylinder group or three suspension cylinder groups (corresponding to three axles). In various settings, the number of grouping states is M + 1, where M is the number of intermediate axle suspension cylinder groups.

[0036] The chassis oil-gas suspension control system in the present invention is not limited to five-axle chassis, and can also be applicable to other multi-axle chassis. For example, in a truck crane with a three-axle chassis, the first-axle suspension cylinder group connected to the first bridge constitutes the front-axle suspension cylinder group, the second-axle suspension cylinder group connected to the second bridge constitutes the middle-axle suspension cylinder group, and the third-axle suspension cylinder group connected to the third bridge constitutes the rear-axle suspension cylinder group. The chassis oil-gas suspension control system can select from two groupings of suspension cylinder groups, namely one in the front and two in the rear or two in the front and one in the rear, so that the maximum axle load among the axle loads of each axle is smaller. Similarly, in a truck crane with a four-axle chassis, the first-axle suspension cylinder group connected to the first bridge constitutes the front-axle suspension cylinder group, the second-axle suspension cylinder group connected to the second bridge constitutes the middle-axle suspension cylinder group, and the third-axle suspension cylinder group connected to the third bridge and the fourth-axle suspension cylinder group connected to the fourth bridge constitute the rear-axle suspension cylinder group. The chassis oil-gas suspension control system can select from two groupings of suspension cylinder groups, namely one in the front and three in the rear or two in the front and two in the rear; in a truck crane with a four-axle chassis, it can also be set as follows: the first-axle suspension cylinder group connected to the first bridge constitutes the front-axle suspension cylinder group, the second-axle suspension cylinder group connected to the second bridge and the third-axle suspension cylinder group connected to the third bridge respectively constitute the middle-axle suspension cylinder group, and the fourth-axle suspension cylinder group connected to the fourth bridge constitutes the rear-axle suspension cylinder group. In this setting, there are two groups of middle-axle suspension cylinder groups, and the chassis oil-gas suspension control system can select from three groupings of suspension cylinder groups, namely one in the front and three in the rear, two in the front and two in the rear, and three in the front and one in the rear, so there are three state groupings. In a truck crane with more axles, similar settings can be made to adjust the front and rear groupings of all suspension cylinder groups when the chassis is stationary, reducing the magnitude of the maximum axle load.

Claims

1. A chassis hydro-pneumatic suspension control system, comprising at least three groups of suspension cylinder groups respectively connected to corresponding axles. Characterized in that it further comprises a control unit; At least one group of suspension cylinder groups connected to the front axle forms a front axle suspension cylinder group, at least one group of suspension cylinder groups connected to the rear axle forms a rear axle suspension cylinder group, and the suspension cylinder group located between the front axle suspension cylinder group and the rear axle suspension cylinder group is an intermediate axle suspension cylinder group; the large chambers of the suspension cylinders on the same side in the front axle suspension cylinder group communicate with each other, and the small chambers communicate with each other; the large chambers of the suspension cylinders on the same side in the rear axle suspension cylinder group communicate with each other, and the small chambers communicate with each other; the suspension cylinders on both sides in each intermediate axle suspension cylinder group are connected to the suspension cylinders on the same side in the adjacent suspension cylinder group through the solenoid valves on the same side in the solenoid valve group, and each solenoid valve correspondingly connects or cuts off the large chambers and the large chambers, and the small chambers and the small chambers of the two suspension cylinders it connects; the control unit is connected to the electromagnetic control ends of each solenoid valve; the working states of the solenoid valves in the same solenoid valve group are the same, and only one solenoid valve group among all the solenoid valve groups is in the cut-off state; The control unit includes: A detection module: used to detect the pressure in the large chambers of the suspension cylinders in the front axle suspension cylinder group and the rear axle suspension cylinder group; A calculation module: calculates the front-rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each solenoid valve group is in the cut-off state according to the pressure value in the large chambers of the suspension cylinders detected by the detection module and the current state of the solenoid valve group; A control module: controls the solenoid valve group corresponding to the minimum front-rear axle load difference to be in the cut-off state.

2. The chassis hydro-pneumatic suspension control system according to claim 1, Characterized in that The detection module includes a pressure sensor for detecting the pressure in the large chambers of the suspension cylinders.

3. The chassis hydro-pneumatic suspension control system according to claim 1, Characterized in that The detection module includes a speed sensor for detecting the driving speed of the chassis.

4. The chassis hydro-pneumatic suspension control system according to any one of claims 1 to 3, Characterized in that The front axle suspension cylinder group is composed of a one-axle suspension cylinder group connected to the foremost axle, and the rear axle suspension cylinder group is composed of a one-axle suspension cylinder group connected to the rearmost axle.

5. The chassis hydro-pneumatic suspension control system according to any one of claims 1 to 3, Characterized in that There are N groups of suspension cylinder groups, N≥5, wherein the one-axle suspension cylinder group and the two-axle suspension cylinder group connected to the foremost two axles form the front axle suspension cylinder group, and the (N - 1)-axle suspension cylinder group and the N-axle suspension cylinder group connected to the rearmost two axles form the rear axle suspension cylinder group.

6. A chassis hydro-pneumatic suspension control method for controlling the chassis hydro-pneumatic suspension control system according to any one of claims 1 to 5, Characterized in that Its steps include: Detect the pressure of the suspension cylinders in the front axle suspension cylinder group and the rear axle suspension cylinder group and obtain the working state of the solenoid valve group; calculate the front and rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each solenoid valve group is in the cut-off state according to the detected cylinder pressure and the current state of the solenoid valve group; control the solenoid valve group corresponding to the minimum front and rear axle load difference to be in the cut-off state.

7. The chassis oil-gas suspension control method according to claim 6, wherein it further includes detecting the driving speed of the chassis, and only when the driving speed is equal to zero, control the solenoid valve group corresponding to the minimum front and rear axle load difference to be in the cut-off state.

8. An all-terrain truck crane, wherein it has the chassis oil-gas suspension control system according to any one of claims 1 to 5.

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