A commercial vehicle drive type variable chassis system

Abstract

The present invention provides a commercial vehicle drive type variable chassis system, which comprises a power-disconnectable drive axle system, a liftable air suspension system, a transmission system, and a power switching control system. The power-disconnectable drive axle can disconnect and connect power between the drive axles; the liftable air suspension system can lift and lower the drive axles; the transmission system includes a front drive shaft and an inter-axle drive shaft for transmitting power between the first drive axle and the second drive axle; and the power switching control system comprises a power disconnection control system and an air suspension control system for controlling the switching of the vehicle's drive type. This system enables multi-axle commercial vehicles to automatically switch their drive type according to demand, resulting in improved vehicle power and economy.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle chassis drive systems, and in particular relates to a drive-type variable chassis system for a commercial vehicle. Background Art

[0002] Commercial vehicles have complex operating conditions and high annual mileage, and have high requirements for vehicle power and economy. Some markets, such as the dangerous goods transportation market and the port tractor market, often have the phenomenon of returning empty-handed. Since traditional commercial vehicles have only one drive type, their adaptability to working conditions is relatively single, resulting in poor vehicle fuel economy and adaptability under some working conditions. Therefore, the market urgently needs a commercial vehicle that can freely switch drive types according to the vehicle's carrying conditions. Summary of the Invention

[0003] This invention provides a commercial vehicle drive-type variable chassis system, consisting of a power-disconnectable drive axle system, a liftable air suspension system, a transmission system, and a power switching control system. This system automatically switches between drive types (e.g., 6×2, 6×4, and 4×2) based on cargo volume and the driver's preferences, via a switch operated in the cab. This improves the vehicle's fuel economy and adaptability to different operating conditions.

[0004] The present invention is specifically implemented through the following technical solutions:

[0005] Provided is a commercial vehicle drive type variable chassis system, including a power-disconnectable drive axle system, a transmission system, and a power switching control system;

[0006] The power-disconnectable drive axle system includes a first drive axle and a second drive axle; the first drive axle includes an inter-axle differential lock mechanism and a power disconnect mechanism; the inter-axle differential lock mechanism is used to lock / unlock the differential between the first drive axle and the second drive axle; the power disconnect mechanism is used to achieve power disconnection / connection between the first drive axle and the second drive axle;

[0007] The transmission system is used to connect the first drive axle input end to the gearbox power output end; and is used to connect the first drive axle output end to the second drive axle input end;

[0008] The power switching control system includes a power disconnection control system, which includes a power disconnection controller, a power disconnection solenoid valve, an inter-axle differential lock solenoid valve, a power disconnection position sensor, an inter-axle differential lock position sensor, a wiring harness and an air pipeline;

[0009] The power disconnect solenoid valve is connected to the power disconnect mechanism via the air pipeline, and the power disconnect solenoid valve is connected to the power disconnect controller via the wiring harness, and the power disconnect mechanism is controlled to perform power disconnection / engagement by controlling the closing and opening of the air pipeline; the inter-axle differential lock solenoid valve is connected to the inter-axle differential lock mechanism via the air pipeline, and the inter-axle differential lock solenoid valve is connected to the power disconnect controller via the wiring harness, and the inter-axle differential lock mechanism is controlled to be locked / unlocked by controlling the closing and opening of the air pipeline;

[0010] The power disconnect position sensor and the inter-axle differential lock position sensor are both connected to the power disconnect controller through the wiring harness; when the power disconnect mechanism is in a power disconnect / engagement state, the power disconnect position sensor inputs a power disconnect / engagement position signal to the power disconnect controller; when the inter-axle differential lock mechanism is in a locked / unlocked state, the inter-axle differential lock position sensor inputs a lock / unlock signal to the power disconnect controller.

[0011] As a further explanation of the present invention, the transmission system includes a front-bridge drive shaft and an inter-bridge drive shaft, wherein one end of the front-bridge drive shaft is connected to the gearbox power output flange through a cross-axis universal joint, and the other end is connected to the input end flange of the first drive axle through a cross-axis universal joint; one end of the inter-bridge drive shaft is connected to the output end flange of the first drive axle through a cross-axis universal joint, and the other end is connected to the input end flange of the second drive axle through a cross-axis universal joint.

[0012] As a further illustration of the present invention, the power disconnect mechanism includes a first drive axle inner through shaft, a first drive axle rear through shaft, a power disconnect fork, a power disconnect fork return spring, a power disconnect return piston, a power disconnect sliding gear sleeve, a power disconnect inner through shaft fixed gear sleeve, and a power disconnect rear through shaft fixed gear sleeve;

[0013] The power disconnect reset piston is connected to the air pipeline, the output end of the power disconnect reset piston is connected to the power disconnect fork, the power disconnect fork reset spring is connected to the side of the power disconnect fork away from the power disconnect reset piston, the lower end of the power disconnect fork is fixedly connected to the power disconnect sliding gear sleeve, the power disconnect sliding gear sleeve is fixedly sleeved on the outer side of the through-shaft fixed gear sleeve after the power is disconnected, the power disconnect inner through-shaft fixed gear sleeve and the power disconnect rear through-shaft fixed gear sleeve can be engaged with the power disconnect inner through-shaft fixed gear sleeve, the other end of the power disconnect inner through-shaft fixed gear sleeve is connected to the first drive axle inner through-shaft, and the other end of the power disconnect rear through-shaft fixed gear sleeve is connected to the first drive axle rear through-shaft; the first drive axle rear through-shaft transmits power to the second drive axle input end flange through the inter-bridge transmission shaft.

[0014] As a further explanation of the present invention, when the power disconnect fork is in the power disconnect state, the power disconnect in place sensor contact contacts the power disconnect fork, and the power disconnect in place sensor inputs a power disconnect in place signal to the power disconnect controller; when the power disconnect fork is in the power engaged state, the power disconnect in place sensor contact disengages from the power disconnect fork, and the power disconnect in place sensor inputs a power engaged in place signal to the power disconnect controller.

[0015] As a further illustration of the present invention, the power disconnect solenoid valve and the inter-axle differential lock solenoid valve are straight-through normally closed solenoid valves; the power disconnect position sensor and the inter-axle differential lock position sensor are both in the form of limit switch mechanisms.

[0016] As a further illustration of the present invention, the system further includes a liftable air suspension system, which includes a first drive axle suspension system, a second drive axle suspension system, and a drive axle lift system; the drive axle lift system is configured to lift or lower the second drive axle under the action of its air spring;

[0017] The power switching control system further includes an air suspension control system, which includes an electronically controlled air suspension controller, a first drive axle suspension system combined solenoid valve, a second drive axle suspension system combined solenoid valve, a pressure sensor, a wiring harness, and an air pipeline;

[0018] The pressure sensors are respectively installed on the air springs on both sides of the first drive axle suspension system, the load-bearing air spring on one side of the second drive axle suspension system, and the air spring of the second drive axle lifting system. The pressure sensors are connected to the electronically controlled air suspension controller through the wiring harness, and are used to collect the real-time air pressure of each air spring and transmit the real-time air pressure to the electronically controlled air suspension controller;

[0019] The first drive axle suspension system solenoid valve is a combination solenoid valve. The first drive axle suspension system solenoid valve is respectively connected to the air springs on both sides of the first drive axle suspension system through the air pipeline. The first drive axle suspension system solenoid valve is connected to the electronically controlled air suspension controller through the wiring harness. The electronically controlled air suspension controller is used to control the first drive axle suspension system solenoid valve according to the received real-time air pressure value to realize the inflation and deflation of the air springs on both sides of the first drive axle suspension system.

[0020] The solenoid valve of the second drive axle suspension system is respectively connected to the second drive axle suspension system load-bearing air spring and the second drive axle lifting system air spring through the air pipeline. The load-bearing air springs on both sides of the second drive axle suspension system are connected through the air pipeline. The solenoid valve of the second drive axle suspension system is connected to the electronically controlled air suspension controller through the wiring harness. The electronically controlled air suspension controller is used to control the solenoid valve of the second drive axle suspension system according to the received real-time air pressure value to realize the inflation and deflation actions of the second drive axle suspension system and the air springs related to the second drive axle lifting system.

[0021] As a further illustration of the present invention, the air suspension control system further includes a suspension height sensor;

[0022] The suspension height sensor is installed on both sides of the first drive axle suspension system and is connected to the electronically controlled air suspension controller through the wiring harness. The suspension height sensor is used to sense the suspension height status on both sides and send the current suspension height on both sides to the electronically controlled air suspension controller in real time; the electronically controlled air suspension controller is used to control the first drive axle suspension system solenoid valve and the second drive axle suspension system solenoid valve to inflate and deflate the relevant air springs according to the received suspension height value, so that the suspension height remains unchanged.

[0023] As a further illustration of the present invention, the second drive axle lifting system includes a second drive axle lifting bracket, a lifting air spring, a lifting air spring upper bracket, a lifting lower bracket, and a lifting lower bracket bracket;

[0024] The second drive axle lifting bracket is fixed to the second drive axle by welding, the lifting air spring upper bracket is fixed to the second drive axle lifting bracket by bolts, the upper part of the lifting air spring is fixed to the lifting air spring upper bracket by bolts, the lower part of the lifting air spring is fixed to the bottom of the lifting lower bracket by bolts, the upper part of the lifting lower bracket is fixed to the lifting lower bracket bracket by bolts, and the lifting lower bracket bracket is fixed to the inner side of the vehicle frame.

[0025] As a further illustration of the present invention, the power disconnect control system further comprises a power disconnect switch and a display instrument; the display instrument and the power disconnect switch are connected to the power disconnect controller via the wiring harness;

[0026] When the vehicle is in a 6×4 state, the power disconnect controller controls the power disconnect solenoid valve and the inter-axle differential lock solenoid valve to be de-energized, thereby disconnecting the air circuits of the power disconnect mechanism and the inter-axle differential lock mechanism, unlocking the inter-axle differential lock mechanism, and sending an inter-axle differential lock mechanism unlocking signal to the power disconnect controller. The first drive axle and the second drive axle enter a differential state. Simultaneously, the power disconnect mechanism combines the power between the first drive axle and the second drive axle, and the power disconnect in place sensor sends a power combination in place signal to the power disconnect controller. The vehicle enters a 6×4 differential drive mode, and the display instrument displays 6×4.

[0027] When the vehicle is in a 6×4 differential state, the power disconnect switch on button is triggered, and the power disconnect controller first controls the inter-axle differential lock solenoid valve to be energized, the inter-axle differential lock mechanism air circuit is connected, the inter-axle differential lock mechanism is locked, and the first drive axle and the second drive axle enter a constant speed mode; at the same time, the inter-axle differential lock position sensor sends a lock position signal of the inter-axle differential lock mechanism to the power disconnect controller, and after receiving the lock position signal, the power disconnect controller controls the power disconnect solenoid valve to be energized, at which time the power disconnect mechanism air circuit is connected, the power disconnect mechanism disconnects the power between the first drive axle and the second drive axle, and at the same time, the power disconnect position sensor sends a power disconnect position signal to the power disconnect controller, and the vehicle enters a 6×2 drive mode, and the display instrument displays 6×2;

[0028] When the vehicle is in the 6×2 state, the power disconnect switch off button is triggered, and the power disconnect controller first controls the power disconnect solenoid valve to cut off the power. At this time, the air circuit of the power disconnect mechanism is disconnected, and the power disconnect mechanism enables the power between the first drive axle and the second drive axle to be combined. At the same time, the power disconnect position sensor sends a power combination position signal to the power disconnect controller, and the first drive axle and the second drive axle enter the constant speed mode. When the power disconnect controller receives the power combination position signal, the power disconnect controller controls the inter-axle differential lock solenoid valve to cut off the power, and the air circuit of the inter-axle differential lock mechanism is disconnected and unlocked. The inter-axle differential lock position sensor sends an unlock position signal to the power disconnect controller, and the vehicle enters the 6×4 differential mode, and the display instrument shows 6×4.

[0029] As a further illustration of the present invention, the air suspension control system further comprises a lift switch; the lift switch is connected to the power disconnect controller via the wiring harness, and the power disconnect controller is connected to the electronically controlled air suspension controller via a CAN bus;

[0030] When the vehicle is in a 6×4 differential state, the lift button of the lift switch is triggered, and the vehicle first enters the 6×2 mode. Then, the power disconnect controller sends a lift command to the electronically controlled air suspension controller via the CAN bus. The electronically controlled air suspension controller deflates the air springs of the second drive axle suspension system via the solenoid valve of the second drive axle suspension system. Simultaneously, the pressure sensor collects the air pressure of each air spring in real time. When the air pressure of the air springs of the second drive axle suspension system is less than a set value, the electronically controlled air suspension controller controls the solenoid valve of the second drive axle suspension system to inflate the air springs of the second drive axle lift system. At this time, the second drive axle is driven to rise by the action of the air springs of the second drive axle lift system until the second drive axle reaches a limit or the air pressure of the air springs of the second drive axle lift system reaches a set value. At this time, the second drive axle is lifted, and the electronically controlled air suspension controller sends a lift-in-place signal to the power disconnect controller. The display instrument displays 4×2, and the vehicle enters the 4×2 mode.

[0031] When the vehicle is in 4×2 driving mode, the descending button of the lifting switch is triggered, and the power disconnect controller sends a descending instruction to the electronically controlled air suspension controller through the CAN bus. The electronically controlled air suspension controller controls the solenoid valve of the second drive axle suspension system to deflate the air spring of the second drive axle lifting system. When the air pressure of the air spring of the second drive axle lifting system reaches a set value, the electronically controlled air suspension controller controls the solenoid valve of the second drive axle suspension system to inflate the load-bearing air spring of the second drive axle suspension system. The second drive axle lands and carries the load. The electronically controlled air suspension controller sends a descending position signal to the power disconnect controller, and the vehicle enters 6×2 driving mode. After receiving the descending position signal, the power disconnect controller controls the power disconnect solenoid valve and the inter-axle differential lock solenoid valve to switch the vehicle from 6×2 driving mode to 6×4 driving mode.

[0032] Compared with the prior art, the present invention has the following beneficial technical effects:

[0033] The present invention provides a variable chassis control system for commercial vehicles. The system can freely switch between multiple drive modes (such as 6×2, 6×4 and 4×2) through cab operating switches according to the driver's wishes, thereby effectively improving the vehicle's fuel economy, adaptability to working conditions and power. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 This is a schematic diagram of a commercial vehicle drive type variable chassis system provided by the present invention;

[0035] Figure 2This is an assembly diagram of a commercial vehicle drive type variable chassis system provided by the present invention;

[0036] Figure 3 This is a schematic diagram of the power disconnect mechanism of the commercial vehicle drive type variable chassis system provided by the present invention;

[0037] Figure 4 This is an assembly diagram of the second drive axle lifting system of the commercial vehicle drive type variable chassis system provided by the present invention.

[0038] Description of reference numerals:

[0039] Figure 1: Power disconnect controller; 2: Electronically controlled air suspension controller; 3: Inter-axle differential lock solenoid valve; 4: Power disconnect solenoid valve; 5: Inter-axle differential lock mechanism; 6: Inter-axle differential lock in-position sensor; 7: Power disconnect mechanism; 7a: First drive axle inner through shaft; 7aa: Power disconnect inner through shaft fixed gear sleeve; 7b: Power disconnect sliding gear sleeve; 7c: Power disconnect shift fork; 7d: Power disconnect reset piston; 7e: Power disconnect shift fork reset spring; 7f: First drive axle rear through shaft; 7fa: Power disconnect rear through shaft fixed gear sleeve; 8: Power disconnect in-position sensor; 9: Suspension height sensor; 10: First drive axle suspension system System; 11. Pressure sensor; 12. First drive axle; 13. Solenoid valve of the first drive axle suspension system; 14. Suspension system of the second drive axle; 15. Second drive axle; 16. Solenoid valve of the second drive axle suspension system; 17. Lifting system of the second drive axle; 17a. Lifting lower bracket; 17b. Lifting lower bracket bracket; 17c. Lifting air spring; 17d. Lifting air spring upper bracket; 17e. Lifting bracket of the second drive axle; 18. Air cylinder; 19. Air pipe; 20. Wiring harness; 21. CAN bus; 22. Display instrument; 23. Power disconnect switch; 24 Lifting switch; 25 Front drive shaft of the axle; 26. Inter-axle drive shaft. DETAILED DESCRIPTION

[0040] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0041] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0042] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0043] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" and the like indicate positions or locations based on the positions shown in the accompanying drawings, or the positions or locations in which the inventive product is typically placed when in use. These terms are intended solely to facilitate the description of the present invention and to simplify the description, and are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third," etc., are used solely to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0044] Furthermore, terms such as "horizontal" and "vertical" do not necessarily mean that a component must be absolutely horizontal or overhanging, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted.

[0045] In the description of the present invention, it should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0046] The technical solution of the present invention will be explained below with reference to specific embodiments.

[0047] refer to Figure 1 and Figure 2 , providing a commercial vehicle drive type variable chassis system, including a power-disconnectable drive axle system, a transmission system and a power switching control system;

[0048] The power-disconnectable drive axle system includes a first drive axle 12 and a second drive axle 15; the first drive axle 12 includes an inter-axle differential lock mechanism 5 and a power disconnect mechanism 7; the inter-axle differential lock mechanism 5 is used to lock / unlock the differential between the first drive axle 12 and the second drive axle 15; the power disconnect mechanism 7 is used to achieve power disconnection / connection between the first drive axle 12 and the second drive axle 15;

[0049] The transmission system is used to connect the input end of the first drive axle 12 to the power output end of the gearbox; and is used to connect the output end of the first drive axle 12 to the input end of the second drive axle 15;

[0050] The power switching control system includes a power disconnection control system, which includes a power disconnection controller 1, a power disconnection solenoid valve 4, an inter-axle differential lock solenoid valve 3, a power disconnection position sensor 8, an inter-axle differential lock position sensor 6, a wiring harness 20 and an air pipe 19;

[0051] The power disconnect solenoid valve 4 and the inter-axle differential lock solenoid valve 3 are straight-through normally closed solenoid valves; the power disconnect solenoid valve 4 is connected to the power disconnect mechanism 7 via the air pipe 19, and the power disconnect solenoid valve 4 is connected to the power disconnect controller 1 via the wiring harness 20, and controls the power disconnect mechanism 7 to perform power disconnection / engagement by controlling the closing and opening of the air circuit; the inter-axle differential lock solenoid valve 3 is connected to the inter-axle differential lock mechanism 5 via the air pipe 19, and the inter-axle differential lock solenoid valve 3 is connected to the power disconnect controller 1 via the wiring harness 20, and controls the locking / unlocking of the inter-axle differential lock mechanism 5 by controlling the closing and opening of the air circuit;

[0052] The power disconnection position sensor 8 and the inter-axle differential lock position sensor 6 both adopt the form of a limit switch mechanism; the power disconnection position sensor 8 and the inter-axle differential lock position sensor 6 are both connected to the power disconnection controller 1 through the wiring harness 20; when the power disconnection mechanism 7 is in the power disconnection / engagement state, the power disconnection position sensor 8 inputs a power disconnection / engagement position signal to the power disconnection controller 1; when the inter-axle differential lock mechanism 5 is in the locked / unlocked state, the inter-axle differential lock position sensor 6 inputs a lock / unlock signal to the power disconnection controller 1.

[0053] Specifically, the transmission system includes a front-axle drive shaft 25 and an inter-axle drive shaft 26, wherein one end of the front-axle drive shaft 25 is connected to the gearbox power output flange through a cross-axis universal joint, and the other end is connected to the input end flange of the first drive axle 12 through a cross-axis universal joint; one end of the inter-axle drive shaft 26 is connected to the output end flange of the first drive axle 12 through a cross-axis universal joint, and the other end is connected to the input end flange of the second drive axle 15 through a cross-axis universal joint.

[0054] Specifically, such as Figure 3As shown, the power disconnect mechanism 7 includes a first drive axle inner through shaft 7a, a first drive axle rear through shaft 7f, a power disconnect fork 7c, a power disconnect fork return spring 7e, a power disconnect return piston 7d, a power disconnect sliding gear sleeve 7b, a power disconnect inner through shaft fixed gear sleeve 7aa, and a power disconnect rear through shaft fixed gear sleeve 7fa;

[0055] The power disconnection reset piston 7d is connected to the air pipe 19, and the output end of the power disconnection reset piston 7d is connected to the power disconnection fork 7c, and the power disconnection fork reset spring 7e is connected to the side of the power disconnection fork 7c away from the power disconnection reset piston 7d. The lower end of the power disconnection fork 7c is fixedly connected to the power disconnection sliding gear sleeve 7b, and the power disconnection sliding gear sleeve 7b is fixedly sleeved on the outside of the power disconnection rear through-shaft fixed gear sleeve 7fa, and the power disconnection inner through-shaft fixed gear sleeve 7aa is able to engage with the power disconnection rear through-shaft fixed gear sleeve 7fa, and the other end of the power disconnection inner through-shaft fixed gear sleeve 7aa is connected to the first drive axle inner through-shaft 7a, and the other end of the power disconnection rear through-shaft fixed gear sleeve 7fa is connected to the first drive axle rear through-shaft 7f; the first drive axle rear through-shaft 7f transmits power to the second drive axle 15 input end flange through the inter-bridge transmission shaft 26.

[0056] Furthermore, when the power disconnect fork 7c is in the power disconnect state, the power disconnect in place sensor 8 contacts the power disconnect fork 7c, and the power disconnect in place sensor 8 inputs a power disconnect in place signal to the power disconnect controller 1; when the power disconnect fork 7c is in the power engaged state, the power disconnect in place sensor 8 contacts the power disconnect fork 7c, and the power disconnect in place sensor 8 inputs a power engaged in place signal to the power disconnect controller 1.

[0057] In one possible implementation, the system further includes a liftable air suspension system, which includes a first drive axle suspension system 10, a second drive axle suspension system 14, and a drive axle lifting system 17; the drive axle lifting system 17 is used to drive the second drive axle 15 to rise or fall under the action of its air spring;

[0058] The power switching control system also includes an air suspension control system, which includes an electronically controlled air suspension controller 2, a first drive axle suspension system combined solenoid valve 13, a second drive axle suspension system combined solenoid valve 16, a pressure sensor 11, a wiring harness 20 and an air pipe 19;

[0059] The pressure sensors 11 are respectively installed on the air springs on both sides of the first drive axle suspension system 10, the air spring on one side of the second drive axle suspension system 14, and the air spring of the second drive axle lifting system 17. The pressure sensors 11 are connected to the electronically controlled air suspension controller 2 through the wiring harness 20 to collect the real-time air pressure of each air spring and transmit the real-time air pressure to the electronically controlled air suspension controller 2.

[0060] The first drive axle suspension system solenoid valve 13 is a combined solenoid valve. The first drive axle suspension system solenoid valve 13 is respectively connected to the air springs on both sides of the first drive axle suspension system 10 through the air pipe 19. The first drive axle suspension system solenoid valve 13 is connected to the electronically controlled air suspension controller 2 through the wiring harness 20. The electronically controlled air suspension controller 2 is used to control the first drive axle suspension system solenoid valve 13 according to the received real-time air pressure value to realize the inflation and deflation of the air springs on both sides of the first drive axle suspension system 10.

[0061] The solenoid valve 16 of the second drive axle suspension system is respectively connected to the air spring of the second drive axle suspension system 14 and the air spring of the second drive axle lifting system 17 through the air pipe 19. The air springs on both sides of the second drive axle suspension system 14 are connected through the air pipe 19. The solenoid valve 16 of the second drive axle suspension system is connected to the electronically controlled air suspension controller 2 through the wiring harness 20. The electronically controlled air suspension controller 2 is used to control the solenoid valve 16 of the second drive axle suspension system according to the received real-time air pressure value to realize the inflation and deflation of the air springs related to the second drive axle suspension system 14 and the lifting of the second drive axle lifting system 17.

[0062] The first drive axle suspension system 10 and the second drive axle suspension system 14 are similar to conventional load-bearing air suspension systems, both utilizing a full air suspension structure. This suspension system comprises air springs, air spring brackets, shock absorbers, lower thrust bars, stabilizer bars, V-shaped thrust bars, stoppers, and related brackets, offering high load capacity and excellent comfort.

[0063] The system further includes an air storage cylinder 18 , which is used to supply air to the air pipeline 19 .

[0064] In one achievable manner, the air suspension control system further comprises a suspension height sensor 9;

[0065] The suspension height sensor 9 is installed on both sides of the first drive axle suspension system 10 and is connected to the electronically controlled air suspension controller 2 through the wiring harness 20. The suspension height sensor 9 is used to sense the suspension height status on both sides and send the current suspension height on both sides to the electronically controlled air suspension controller 2 in real time; the electronically controlled air suspension controller 2 is used to control the first drive axle suspension system solenoid valve 13 and the second drive axle suspension system solenoid valve 16 to inflate and deflate the relevant air springs according to the received suspension height value, so that the suspension height remains unchanged.

[0066] Specifically, such as Figure 4 As shown, the second drive axle lifting system 17 includes a second drive axle lifting bracket 17e, a lifting air spring 17c, a lifting air spring upper bracket 17d, a lifting lower bracket 17a and a lifting lower bracket bracket 17b;

[0067] The second drive axle lifting bracket 17e is fixed to the second drive axle 15 by welding, the lifting air spring upper bracket 17d is fixed to the second drive axle lifting bracket 17e by bolts, the upper part of the lifting air spring 17c is fixed to the lifting air spring upper bracket 17d by bolts, the lower part of the lifting air spring 17c is fixed to the bottom of the lifting lower bracket 17a by bolts, the upper part of the lifting lower bracket 17a is fixed to the lifting lower bracket bracket 17b by bolts, and the lifting lower bracket bracket 17b is fixed to the inner side of the vehicle frame.

[0068] The above control system can realize the free switching of various driving modes of the vehicle, such as 6×2, 6×4 and 4×2, through the operating switch in the cab:

[0069] The power disconnect control system further includes a power disconnect switch 23 and a display instrument 24; the display instrument 24 and the power disconnect switch 23 are connected to the power disconnect controller 1 through the wiring harness 20;

[0070] When the vehicle is in the 6×4 state, the power disconnect controller 1 controls the power disconnect solenoid valve 4 and the inter-axle differential lock solenoid valve 3 to be de-energized, so that the air circuit of the power disconnect mechanism 7 and the inter-axle differential lock mechanism 5 is disconnected, the inter-axle differential lock mechanism 5 is unlocked, and the inter-axle differential lock in place sensor 6 sends the inter-axle differential lock mechanism 5 unlocking signal to the power disconnect controller 1, and the first drive axle 12 and the second drive axle 15 enter the differential state; at the same time, the power disconnect mechanism 7 makes the power between the first drive axle 12 and the second drive axle 15 combined (dynamic The power disconnect fork 7c, under the action of the power disconnect fork spring 7e, pushes the power disconnect sliding gear sleeve 7b, so that the power disconnect inner through-shaft fixed gear sleeve 7aa engages with the power disconnect rear through-shaft fixed gear sleeve 7fa, thereby realizing the power connection between the first drive axle inner through-shaft 7a and the first drive axle rear through-shaft 7f. The power is transmitted from the first drive axle 12 to the second drive axle 15 via the inter-axle transmission shaft 26. The power disconnect in-position sensor 8 sends a power connection in-position signal to the power disconnect controller 1, and the vehicle enters the 6×4 differential drive mode. The display instrument 22 shows 6×4.

[0071] When the vehicle is in the 6×4 differential state, the power disconnect switch 23 is triggered to open the key, and the power disconnect controller 1 first controls the inter-axle differential lock solenoid valve 3 to be energized, and the inter-axle differential lock mechanism 5 air circuit is connected, and the inter-axle differential lock mechanism 5 is locked, and the first drive axle 12 and the second drive axle 15 enter the constant speed mode; at the same time, the inter-axle differential lock in position sensor 6 sends the inter-axle differential lock mechanism 5 locked in position signal to the power disconnect controller 1, and after receiving the locked in position signal, the power disconnect controller 1 controls the power disconnect solenoid valve 4 to be energized, and at this time the power disconnect mechanism 7 air circuit is connected, and the power disconnect mechanism 7 The power between the first drive axle 12 and the second drive axle 15 is disconnected (the air source pushes the power disconnection reset piston 7d to overcome the elastic force of the power disconnection fork reset spring 7e, and drives the power disconnection fork 7c to move, and the power disconnection fork 7c drives the power disconnection sliding gear sleeve 7b to disengage from the first drive axle inner through shaft 7a. At this time, the first drive axle inner through shaft 7a is disengaged from the first drive axle rear through shaft 7f, and the power transmission from the first drive axle 12 to the second drive axle 15 is interrupted). At the same time, the power disconnection in place sensor 8 sends a power disconnection in place signal to the power disconnection controller 1, and the vehicle enters the 6×2 driving mode. The display instrument 22 shows 6×2.

[0072] When the vehicle is in the 6×2 state, the power disconnect switch 23 is triggered to close the key, and the power disconnect controller 1 first controls the power disconnect solenoid valve 4 to cut off the power. At this time, the air circuit of the power disconnect mechanism 7 is disconnected, and the power disconnect mechanism 7 enables the power connection between the first drive axle 12 and the second drive axle 15 (the power disconnect fork 7c pushes the power disconnect sliding gear sleeve 7b under the action of the power disconnect fork spring 7e, so that the power disconnect inner through-shaft fixed gear sleeve 7aa is engaged with the power disconnect rear through-shaft fixed gear sleeve 7fa, thereby realizing the power connection between the first drive axle inner through-shaft 7a and the first drive axle rear through-shaft 7f, and the power is connected. The force is transmitted from the first drive axle 12 to the second drive axle 15 via the inter-axle transmission shaft 26), and at the same time, the power disconnection position sensor 8 sends a power engagement position signal to the power disconnection controller 1, and the first drive axle 12 and the second drive axle 15 enter the constant speed mode. When the power disconnection controller 1 receives the power engagement position signal, the power disconnection controller 1 controls the inter-axle differential lock solenoid valve 3 to cut off the power, and the inter-axle differential lock mechanism 5 is disconnected and unlocked. The inter-axle differential lock position sensor 6 sends an unlock position signal to the power disconnection controller 1, and the vehicle enters the 6×4 differential mode. The display instrument 22 displays 6×4.

[0073] The air suspension control system further includes a lift switch 24; the lift switch 24 is connected to the power disconnect controller 1 via the wiring harness 20, and the power disconnect controller 1 is connected to the electronically controlled air suspension controller 2 via a CAN bus 21;

[0074] When the vehicle is in a 6×4 differential state, the lifting button of the lifting switch 24 is triggered. At this time, the vehicle first enters the 6×2 mode in the above manner, and then the power disconnect controller 1 sends a lifting instruction to the electronically controlled air suspension controller 2 through the CAN bus 21. The electronically controlled air suspension controller 2 deflates the air spring of the second drive axle suspension system 14 through the second drive axle suspension system solenoid valve 16. At the same time, the pressure sensor 11 collects the air pressure of each air spring in real time. When the air pressure of the air spring of the second drive axle suspension system 14 is less than the set value, the electronically controlled air suspension controller 2 controls the second drive axle suspension system solenoid valve 16 to inflate the lifting air spring 17c of the second drive axle lifting system 17. At this time, the second drive axle 15 is driven to rise by the second drive axle lifting bracket 17e under the action of the lifting air spring 17c of the second drive axle lifting system 17, until the second drive axle 15 is limited or the air spring pressure of the second drive axle lifting system 17 reaches the set value, the second drive axle 15 is lifted, and the electronically controlled air suspension controller 2 sends a lifting position signal to the power disconnection controller 1, the display instrument 22 shows 4×2, and the vehicle enters the 4×2 mode; at this time, if the suspension height changes, the suspension height sensor 9 will collect the current suspension height value in real time, and control the first drive axle suspension system solenoid valve 13 through the electronically controlled air suspension controller 2 to inflate and discharge the relevant air spring, so that the suspension height remains unchanged.

[0075] When the vehicle is in 4×2 driving mode, the descending button of the lifting switch 24 is triggered, and the power disconnect controller 1 sends a descending instruction to the electronically controlled air suspension controller 2 through the CAN bus 21. The electronically controlled air suspension controller 2 controls the second drive axle suspension system solenoid valve 16 to deflate the lifting air spring 17c of the second drive axle lifting system 17. When the air spring pressure of the second drive axle lifting system 17 reaches a set value, the electronically controlled air suspension controller 2 controls the second drive axle suspension system solenoid valve 16 to inflate the bearing air spring of the second drive axle suspension system 14, and the second drive axle 15 lands and carries out bearing The electronically controlled air suspension controller 2 sends a descent position signal to the power disconnect controller 1, and the vehicle enters the 6×2 drive mode. After receiving the descent position signal, the power disconnect controller 1 controls the power disconnect solenoid valve 4 and the inter-axle differential lock solenoid valve 3 in the above-mentioned manner, so that the vehicle switches from the 6×2 drive mode to the 6×4 drive mode. At this time, if the suspension height changes, the suspension height sensor 9 will collect the current height value of the suspension in real time, and control the first drive axle suspension system solenoid valve 13 and the second drive axle suspension system solenoid valve 16 through the electronically controlled air suspension controller 2 to inflate and deflate the relevant air springs, so that the suspension height remains unchanged.

[0076] The power disconnect controller 1 can determine the current vehicle driving mode based on the power disconnect position sensor 8, the inter-axle differential lock position sensor 6, and the lifting status signal through the internally set combination logic, such as: the inter-axle differential lock locked position signal is valid, the power disconnect position signal is valid, and the lifting position signal is valid, the instrument displays 4×2; the inter-axle differential lock unlocked position signal is valid, the power engaged position signal is valid, and the lowering position signal is valid, the instrument displays 6×4; the inter-axle differential lock position signal is valid, the power disconnect position signal is valid, and the lowering position signal is valid, the instrument displays 6×2; and send the current vehicle driving mode to the display instrument 22 in real time for real-time display of the vehicle driving type.

[0077] The above embodiments are preferred examples for implementing the present invention, and the present invention is not limited to the above embodiments. Any non-essential additions or replacements made by those skilled in the art based on the technical features of the present invention fall within the scope of protection of the present invention.

Claims

1. A commercial vehicle drive type variable chassis system, characterized in that: Including power-disconnectable drive axle system, transmission system and power switching control system; The power-disconnectable drive axle system comprises a first drive axle (12) and a second drive axle (15); the first drive axle (12) comprises an inter-axle differential lock mechanism (5) and a power disconnect mechanism (7); the inter-axle differential lock mechanism (5) is used to lock / unlock the differential between the first drive axle (12) and the second drive axle (15); the power disconnect mechanism (7) is used to achieve power disconnection / connection between the first drive axle (12) and the second drive axle (15); The transmission system is used to connect the input end of the first drive axle (12) to the power output end of the gearbox; and is used to connect the output end of the first drive axle (12) to the input end of the second drive axle (15); The power switching control system includes a power disconnection control system, and the power disconnection control system includes a power disconnection controller (1), a power disconnection solenoid valve (4), an inter-axle differential lock solenoid valve (3), a power disconnection position sensor (8), an inter-axle differential lock position sensor (6), a wiring harness (20) and an air pipe (19); The power disconnect solenoid valve (4) is connected to the power disconnect mechanism (7) through the air pipe (19), and the power disconnect solenoid valve (4) is connected to the power disconnect controller (1) through the wiring harness (20), and the power disconnect mechanism (7) is controlled to perform power disconnection / connection by controlling the closing and opening of the air circuit; the inter-axle differential lock solenoid valve (3) is connected to the inter-axle differential lock mechanism (5) through the air pipe (19), and the inter-axle differential lock solenoid valve (3) is connected to the power disconnect controller (1) through the wiring harness (20), and the inter-axle differential lock mechanism (5) is controlled to be locked / unlocked by controlling the closing and opening of the air circuit; The power disconnection position sensor (8) and the inter-axle differential lock position sensor (6) are both connected to the power disconnection controller (1) through the wiring harness (20); when the power disconnection mechanism (7) is in a power disconnection / engagement state, the power disconnection position sensor (8) inputs a power disconnection / engagement position signal to the power disconnection controller (1); when the inter-axle differential lock mechanism (5) is in a locked / unlocked state, the inter-axle differential lock position sensor (6) inputs a locked / unlocked signal to the power disconnection controller (1); The transmission system includes a front-axle transmission shaft (25) and an inter-axle transmission shaft (26), wherein one end of the front-axle transmission shaft (25) is connected to the gearbox power output flange via a cross-axis universal joint, and the other end is connected to the input end flange of the first drive axle (12) via a cross-axis universal joint; one end of the inter-axle transmission shaft (26) is connected to the output end flange of the first drive axle (12) via a cross-axis universal joint, and the other end is connected to the input end flange of the second drive axle (15) via a cross-axis universal joint; The power disconnect mechanism (7) comprises a first drive axle inner through-shaft (7a), a first drive axle rear through-shaft (7f), a power disconnect shift fork (7c), a power disconnect shift fork reset spring (7e), a power disconnect reset piston (7d), a power disconnect sliding gear sleeve (7b), a power disconnect inner through-shaft fixed gear sleeve (7aa), and a power disconnect rear through-shaft fixed gear sleeve (7fa); The power disconnection reset piston (7d) is connected to the air pipeline (19), the output end of the power disconnection reset piston (7d) is connected to the power disconnection fork (7c), the power disconnection fork reset spring (7e) is connected to the side of the power disconnection fork (7c) away from the power disconnection reset piston (7d), the lower end of the power disconnection fork (7c) is fixedly connected to the power disconnection sliding gear sleeve (7b), and the power disconnection sliding gear sleeve (7b) is fixedly sleeved on the fixed gear sleeve (7f) of the shaft passing through after the power disconnection a) On the outside, the power disconnect inner through-shaft fixing sleeve (7aa) and the power disconnect rear through-shaft fixing sleeve (7fa) are capable of meshing, the other end of the power disconnect inner through-shaft fixing sleeve (7aa) is connected to the first drive axle inner through-shaft (7a), and the other end of the power disconnect rear through-shaft fixing sleeve (7fa) is connected to the first drive axle rear through-shaft (7f); the first drive axle rear through-shaft (7f) transmits power to the second drive axle (15) input end flange via the inter-bridge transmission shaft (26); The power disconnect solenoid valve (4) and the inter-axle differential lock solenoid valve (3) are direct-through normally closed solenoid valves; and the power disconnect position sensor (8) and the inter-axle differential lock position sensor (6) are both in the form of limit switch mechanisms.

2. The commercial vehicle drive type variable chassis system according to claim 1, characterized in that: When the power disconnection fork (7c) is in the power disconnection state, the power disconnection position sensor (8) contacts the power disconnection fork (7c), and the power disconnection position sensor (8) inputs a power disconnection position signal to the power disconnection controller (1); When the power disconnection fork (7c) is in a power engagement state, the power disconnection position sensor (8) contact is disengaged from the power disconnection fork (7c), and the power disconnection position sensor (8) inputs a power engagement position signal to the power disconnection controller (1).

3. The commercial vehicle drive type variable chassis system according to claim 1, characterized in that: The system further comprises a liftable air suspension system, wherein the liftable air suspension system comprises a first drive axle suspension system (10), a second drive axle suspension system (14) and a second drive axle lifting system (17); the second drive axle lifting system (17) is used to drive the second drive axle (15) to rise or fall under the action of its air spring; The power switching control system further includes an air suspension control system, wherein the air suspension control system includes an electronically controlled air suspension controller (2), a first drive axle suspension system solenoid valve (13), a second drive axle suspension system solenoid valve (16), a pressure sensor (11), a wiring harness (20), and an air pipe (19); The pressure sensors (11) are respectively installed on the air springs on both sides of the first drive axle suspension system (10), the air spring on one side of the second drive axle suspension system (14), and the air spring of the second drive axle lifting system (17). The pressure sensors (11) are connected to the electronically controlled air suspension controller (2) through the wiring harness (20) to collect the real-time air pressure of each air spring and transmit the real-time air pressure to the electronically controlled air suspension controller (2); The first drive axle suspension system solenoid valve (13) is a combined solenoid valve. The first drive axle suspension system solenoid valve (13) is respectively connected to the air springs on both sides of the first drive axle suspension system (10) through the air pipe (19). The first drive axle suspension system solenoid valve (13) is connected to the electronically controlled air suspension controller (2) through the wiring harness (20). The electronically controlled air suspension controller (2) is used to control the first drive axle suspension system solenoid valve (13) according to the received real-time air pressure value to realize the charging and deflating action of the air springs on both sides of the first drive axle suspension system (10); The second drive axle suspension system solenoid valve (16) is respectively connected to the second drive axle suspension system (14) bearing air spring and the second drive axle lifting system (17) air spring through the air pipe (19), and the air springs on both sides of the second drive axle suspension system (14) are connected through the air pipe (19). The second drive axle suspension system solenoid valve (16) is connected to the electronically controlled air suspension controller (2) through the wiring harness (20), and the electronically controlled air suspension controller (2) is used to control the second drive axle suspension system solenoid valve (16) according to the received real-time air pressure value to realize the inflation and deflation of the second drive axle suspension system (14) and the air springs related to the second drive axle lifting system (17).

4. The commercial vehicle drive type variable chassis system according to claim 3, characterized in that: The air suspension control system further includes a suspension height sensor (9); The suspension height sensor (9) is installed on both sides of the first drive axle suspension system (10) and is connected to the electronically controlled air suspension controller (2) through the wiring harness (20). The suspension height sensor (9) is used to sense the suspension height status of both sides and send the current suspension heights of both sides to the electronically controlled air suspension controller (2) in real time; the electronically controlled air suspension controller (2) is used to control the first drive axle suspension system solenoid valve (13) and the second drive axle suspension system solenoid valve (16) to inflate and deflate the relevant air springs according to the received suspension height value, so that the suspension height remains unchanged.

5. The commercial vehicle drive type variable chassis system according to claim 3, characterized in that: The second drive axle lifting system (17) comprises a second drive axle lifting bracket (17e), a lifting air spring (17c), a lifting air spring upper bracket (17d), a lifting lower bracket (17a), and a lifting lower bracket bracket (17b); The second drive axle lifting bracket (17e) is fixed to the second drive axle (15) by welding, the lifting air spring upper bracket (17d) is fixed to the second drive axle lifting bracket (17e) by bolts, the upper part of the lifting air spring (17c) is fixed to the lifting air spring upper bracket (17d) by bolts, the lower part of the lifting air spring (17c) is fixed to the bottom of the lifting lower bracket (17a) by bolts, the upper part of the lifting lower bracket (17a) is fixed to the lifting lower bracket bracket (17b) by bolts, and the lifting lower bracket bracket (17b) is fixed to the inner side of the vehicle frame.

6. The commercial vehicle drive type variable chassis system according to claim 3, characterized in that: The power disconnect control system further comprises a power disconnect switch (23) and a display instrument (22); the display instrument (22) and the power disconnect switch (23) are connected to the power disconnect controller (1) via the wiring harness (20); When the vehicle is in a 6×4 state, the power disconnection controller (1) controls the power disconnection solenoid valve (4) and the inter-axle differential lock solenoid valve (3) to be de-energized, so that the air circuits of the power disconnection mechanism (7) and the inter-axle differential lock mechanism (5) are disconnected, the inter-axle differential lock mechanism (5) is unlocked, the inter-axle differential lock position sensor (6) sends an unlocking signal of the inter-axle differential lock mechanism (5) to the power disconnection controller (1), and the first drive axle (12) and the second drive axle (15) enter a differential state; at the same time, the power disconnection mechanism (7) enables the power between the first drive axle (12) and the second drive axle (15) to be combined, the power disconnection position sensor (8) sends a power combination position signal to the power disconnection controller (1), and the vehicle enters a 6×4 differential drive mode, and the display instrument (22) displays 6×4; When the vehicle is in a 6×4 differential state, the power disconnect switch (23) is triggered to open the key, and the power disconnect controller (1) first controls the inter-axle differential lock solenoid valve (3) to be energized, the inter-axle differential lock mechanism (5) air circuit is connected, the inter-axle differential lock mechanism (5) is locked, and the first drive axle (12) and the second drive axle (15) enter a constant speed mode; at the same time, the inter-axle differential lock position sensor (6) sends a lock position signal of the inter-axle differential lock mechanism (5) to the power disconnect controller (1), and after receiving the lock position signal, the power disconnect controller (1) controls the power disconnect solenoid valve (4) to be energized, and at this time, the power disconnect mechanism (7) air circuit is connected, and the power disconnect mechanism (7) disconnects the power between the first drive axle (12) and the second drive axle (15), and at the same time, the power disconnect position sensor (8) sends a power disconnect position signal to the power disconnect controller (1), and the vehicle enters a 6×2 drive mode, and the display instrument (22) displays 6×2; When the vehicle is in the 6×2 state, the power disconnect switch (23) close button is triggered, and the power disconnect controller (1) first controls the power disconnect solenoid valve (4) to be de-energized. At this time, the air circuit of the power disconnect mechanism (7) is disconnected, and the power disconnect mechanism (7) enables the power between the first drive axle (12) and the second drive axle (15) to be combined. At the same time, the power disconnect position sensor (8) sends a power combination position signal to the power disconnect controller (1), and the first drive axle (12) and the second drive axle (15) enter the constant speed mode. When the power disconnect controller (1) receives the power combination position signal, the power disconnect controller (1) controls the inter-axle differential lock solenoid valve (3) to be de-energized, and the air circuit of the inter-axle differential lock mechanism (5) is disconnected and unlocked. The inter-axle differential lock position sensor (6) sends an unlock position signal to the power disconnect controller (1), and the vehicle enters the 6×4 differential mode, and the display instrument (22) displays 6×4.

7. The commercial vehicle drive type variable chassis system according to claim 6, characterized in that: The air suspension control system further includes a lift switch (24); the lift switch (24) is connected to the power disconnect controller (1) via the wiring harness (20); the power disconnect controller (1) is connected to the electronically controlled air suspension controller (2) via a CAN bus (21); When the vehicle is in a 6×4 differential state, the lifting key of the lifting switch (24) is triggered, and the vehicle first enters the 6×2 mode. Then, the power disconnection controller (1) sends a lifting instruction to the electronically controlled air suspension controller (2) through the CAN bus (21). The electronically controlled air suspension controller (2) deflates the air spring of the second drive axle suspension system (14) through the solenoid valve (16) of the second drive axle suspension system. At the same time, the pressure sensor (11) collects the air pressure of each air spring in real time. When the air pressure of the air spring of the second drive axle suspension system (14) is less than the set value, the electronically controlled air suspension The controller (2) controls the solenoid valve (16) of the second drive axle suspension system to inflate the air spring of the second drive axle lifting system (17). At this time, the second drive axle (15) is driven to rise under the action of the air spring of the second drive axle lifting system (17). When the second drive axle (15) is limited or the air pressure of the air spring of the second drive axle lifting system (17) reaches a set value, the second drive axle (15) is lifted, and the electronically controlled air suspension controller (2) sends a lifting position signal to the power disconnect controller (1). The display instrument (22) displays 4×2, and the vehicle enters the 4×2 mode. When the vehicle is in the 4×2 driving mode, the descending key of the lifting switch (24) is triggered, and the power disconnect controller (1) sends a descending instruction to the electronically controlled air suspension controller (2) through the CAN bus (21). The electronically controlled air suspension controller (2) controls the second drive axle suspension system solenoid valve (16) to deflate the air spring of the second drive axle lifting system (17). When the air pressure of the air spring of the second drive axle lifting system (17) reaches a set value, the electronically controlled air suspension controller (2) controls the second drive axle suspension system solenoid valve (16) to inflate the bearing air spring of the second drive axle suspension system (14). The second drive axle (15) lands and carries the load. The electronically controlled air suspension controller (2) sends a descending position signal to the power disconnect controller (1), and the vehicle enters the 6×2 driving mode. After receiving the descending position signal, the power disconnect controller (1) controls the power disconnect solenoid valve (4) and the inter-axle differential lock solenoid valve (3), so that the vehicle switches from the 6×2 driving mode to the 6×4 driving mode.

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