A synchronously liftable suspension system and vehicle

Abstract

The application discloses a synchronous lifting suspension system and a vehicle, and relates to an anti-rolling, automatic height-adjusting, large-stroke synchronous lifting and wheel lifting suspension system, which can meet the requirements of road driving and realize rapid, convenient and accurate mode conversion of the vehicle through a hydraulic system and a thrust rod guiding mechanism. The suspension system of the system is an integral bridge type suspension structure, and the vehicle axle is used as a supporting point. The extension and retraction of the hydraulic cylinder of the oil-gas spring are controlled through a hydraulic driving system, and the guiding actions of the upper thrust rod and the lower thrust rod are combined, so that the large-stroke synchronous continuous lifting of each vehicle axle and the wheel lifting are realized, the tires are completely retracted, the mode conversion of the vehicle is realized, and the transportation function is realized under different road conditions.

Description

Technical Field

[0001] This invention relates to the field of special vehicle structure technology, specifically to a suspension system and vehicle that can be lifted synchronously. Background Technology

[0002] With the development of the economy and transportation industry, the requirements for improving the technical equipment and service quality of transportation are becoming increasingly higher, as are the functional requirements for vehicles. Vehicles cover a wide range of applications. Taking dual-purpose road-rail vehicles as an example, these are special vehicles capable of operating on both highways and railways. They excel in various fields such as railway locomotive traction, railway line cleaning, maintenance, and emergency repair; they can also be combined with various engineering operation platforms to perform specialized tasks such as loading, unloading, traction, and excavation on dedicated lines within ports and industrial and mining enterprises, according to actual engineering operation needs.

[0003] In existing technologies, most vehicle suspension systems lack lifting capabilities, and those that do often fail to meet the requirements for synchronous lifting. This results in vehicles being unable to achieve large-stroke synchronous height adjustment, hindering rapid switching, and exhibiting poor handling and stability, thus failing to meet the requirements for synchronous lifting. Taking a road-rail dual-purpose vehicle as an example, the existing suspension system primarily uses leaf springs as elastic elements, employing lifting guide wheels to switch between road and rail driving conditions. Besides the inability to achieve synchronous lifting, this type of road-rail dual-purpose vehicle also suffers from the following drawbacks: the suspension system stiffness is not adjustable, preventing height adjustment; the vehicle's posture changes significantly between unloaded and fully loaded states; poor wheel contact, leading to instability on poor road conditions; low lateral stiffness, resulting in poor roll stability; and the rail steering device requires an additional hydraulic lifting device on top of the road mode setup, complicating the overall vehicle layout. The maximum operating speed of existing road-rail dual-purpose vehicles does not exceed 20 km / h. In response to the increasingly demanding requirements of customers, there is an urgent need to develop a road-rail dual-purpose vehicle with high passability, high mobility and high stability as an effective supplement to the existing vehicle models. Summary of the Invention

[0004] To overcome the above-mentioned deficiencies of the prior art, the present invention provides a suspension system and vehicle that can be synchronously lifted. To achieve the above objectives, the present invention provides a suspension system that is anti-roll, automatically adjusts the vehicle height, and has a large-stroke synchronous lifting and wheel-lifting function. It realizes the conversion of multiple road conditions through a hydraulic system and a thrust rod guiding mechanism, and can be widely applied to special operation vehicles such as road-rail vehicles, tractors, cranes, and fire trucks that have synchronous lifting requirements. The present invention also provides a vehicle that uses this system, which can meet the requirements of highway driving and realize the vehicle's rapid, convenient, and precise mode conversion.

[0005] The suspension system of this system is an integral bridge suspension structure. With the axle as the support point, the extension and retraction of the hydraulic cylinder of the oil-air spring is controlled by the hydraulic drive system. Combined with the guiding action of the upper and lower thrust rods, it realizes the synchronous and continuous lifting and wheel raising of each axle of the vehicle with a large stroke, so that the tires can be completely retracted. In conjunction with the railway running device, it realizes the vehicle-railway conversion and realizes the transportation function by traction of the power source on the rail as a trailer.

[0006] To achieve the above effects, the technical solution adopted by the present invention is as follows:

[0007] As a first aspect of the present invention, it is to provide a suspension system that can be lifted synchronously, including elastic elements, a suspension hydraulic control mechanism, a guide mechanism thrust rod, and an oil passage provided at both ends of each axle;

[0008] The oil supply lines include lines connecting the internal structure of the suspension hydraulic control mechanism, lines connecting the suspension hydraulic control mechanism and elastic elements, and lines connecting the suspension hydraulic control mechanisms on both sides of the same axle or between different axles.

[0009] The elastic element includes a gas spring on one side of the axle and an accumulator in the same group.

[0010] The guide mechanism thrust rod includes an upper thrust rod and a lower thrust rod that are parallel to each other. The two ends of the upper thrust rod and the lower thrust rod are respectively hinged to the thrust rod support on the axle and the frame, forming a parallelogram structure on the side. The extension and retraction of the oil spring causes the upper thrust rod and the lower thrust rod to swing simultaneously, which drives the axle to lift or lower the wheel, thereby realizing the lifting and lowering of the frame.

[0011] Preferably, there are at least two axles.

[0012] Preferably, the suspension hydraulic control mechanism includes a main suspension control mechanism and a three-stage suspension control mechanism connected to the main suspension control mechanism. The main suspension control mechanism structurally includes a three-position four-way solenoid valve, a one-way throttle valve, a pressure reducing valve, a shuttle valve, and a balance valve disposed between the inlet and outlet ports of the rodless and rod-side chambers of the pneumatic spring. Within the main suspension control mechanism, a pressure reducing valve is disposed between the three-position four-way solenoid valve and the main inlet pipe, and a balance valve is disposed between the three-position four-way solenoid valve and the pneumatic spring. A descending balance valve is disposed between the three-position four-way solenoid valve and the rodless chamber pipeline of the left pneumatic spring, and a rising balance valve is disposed between the three-position four-way solenoid valve and the rod-side pipeline of the pneumatic spring. The pressure control port of the descending balance valve is connected between the three-position four-way solenoid valve and the rising balance valve.

[0013] A shuttle valve is installed between the pressure reducing valve and the lowering balance valve and the rising balance valve. One-way throttle valves are installed inside the three-position four-way solenoid directional valve and on the pipelines connecting to the rod-side and rodless-side chambers of the pneumatic spring. The main suspension control mechanism is equipped with two two-position two-way solenoid directional valves and three hydraulic directional valves. The hydraulic directional valve in the main suspension control mechanism at the left suspension, connected to the rod-side chamber of the pneumatic spring, is connected to the rodless-side chamber of the pneumatic spring in the right suspension control mechanism of the same axle, achieving left-right communication. Simultaneously, it enables communication between the front and rear rodless-side chambers on the left side and between the front and rear rod-side chambers on the left side.

[0014] The three-stage suspension control mechanism includes a three-stage control three-position four-way solenoid directional valve, a three-stage control one-way throttle valve, a three-stage control pressure reducing valve, a three-stage control shuttle valve, and a three-stage control balance valve, all installed between the inlet and outlet ports of the rodless and rod chambers of the air spring. A three-stage control pressure reducing valve is installed between the three-stage control three-position four-way solenoid directional valve and the main inlet pipe; a three-stage control descent balance valve is installed between the three-stage control three-position four-way solenoid directional valve and the rodless chamber pipeline of the air spring; and a three-stage control descent balance valve is installed between the three-stage control three-position four-way solenoid directional valve and the rod chamber pipeline of the air spring. The pressure control ports of the three-stage control rising balance valve and the three-stage control falling balance valve are connected between the three-stage control three-position four-way solenoid directional valve and the three-stage control rising balance valve. The pressure control port of the three-stage control rising balance valve is connected between the three-stage control three-position four-way solenoid directional valve and the three-stage control falling balance valve. A three-stage control shuttle valve is installed between the three-stage control pressure reducing valve and the three-stage control falling balance valve and the three-stage control rising balance valve. Three-stage control one-way throttle valves are installed inside the three-stage control three-position four-way solenoid directional valve and on the pipelines connected to the rod chamber and rodless chamber of the oil spring.

[0015] Preferably, the suspension hydraulic control mechanism further includes a secondary suspension control mechanism. In this case, the main suspension control mechanism is connected to the secondary suspension control mechanism, and the tertiary suspension control mechanism is connected to both the secondary suspension control mechanism and the main suspension control mechanism. The secondary suspension control mechanism includes a secondary control three-position four-way solenoid valve, a secondary control one-way throttle valve, a secondary control pressure reducing valve, a secondary control shuttle valve, and a secondary control balance valve, all disposed between the inlet and outlet ports of the rodless and rod-side chambers of the pneumatic spring. A secondary control pressure reducing valve is disposed between the secondary control three-position four-way solenoid valve and the main inlet pipe, and a secondary control pressure reducing valve is disposed between the secondary control three-position four-way solenoid valve and the pipeline connecting the secondary control three-position four-way solenoid valve to the rodless chamber of the left pneumatic spring of the four-axle. A secondary control descending balance valve is installed between the secondary control three-position four-way solenoid directional valve and the rod chamber of the four-bridge left hydraulic spring. The pressure control port of the secondary control descending balance valve is connected between the secondary control three-position four-way solenoid directional valve and the secondary control ascending balance valve. A secondary control shuttle valve is installed between the secondary control pressure reducing valve and the secondary control descending balance valve and the secondary control ascending balance valve. Secondary control one-way throttle valves are installed inside the secondary control three-position four-way solenoid directional valve and on the pipelines connecting to the rod chamber and rodless chamber of the hydraulic spring. Preferably, there are five axles. The main suspension control mechanism includes two sets located on the first and third axles, respectively connecting the left air spring of the first axle and the left air spring of the third axle. The secondary suspension control mechanism includes four sets located on the first, third, and fourth axles, respectively connecting the right air spring of the first axle, the right air spring of the third axle, the left air spring of the fourth axle, and the right air spring of the fourth axle. The tertiary suspension control mechanism includes four sets located on the second and fifth axles, respectively connecting the left air spring of the second axle, the right air spring of the second axle, the left air spring of the fifth axle, and the right air spring of the fifth axle.

[0016] Preferably, in order to achieve rigid locking of the gas spring, the accumulators in each suspension control mechanism are connected to the gas spring through the same group of electrically controlled locking valves.

[0017] Furthermore, a pressure sensor for the overflow valve assembly is installed in the main oil inlet overflow valve assembly.

[0018] Preferably, the suspension system further includes a suspension controller, and each gas spring is equipped with a displacement sensor. The displacement sensor is connected to the suspension controller to detect the extension and retraction stroke signal of the gas spring cylinder in real time and to detect the position of the gas spring.

[0019] As a second aspect of the invention, a vehicle is provided, including a frame, a road driving system, a cab, and a suspension system mounted on the frame. The road driving system is a multi-axle wheel set that performs wheel lifting and lowering actions under the control of the suspension system. The multi-axle wheel set can be a two-axle or more wheel set. The vehicle is selected from special vehicles such as road-rail vehicles, tractor vehicles, crane vehicles, and fire trucks that have synchronous lifting requirements.

[0020] This invention describes the working principle of the suspension system using a dual-purpose road-rail vehicle as an example. The vehicle is a dual-purpose road-rail vehicle and also includes a railway running device; the railway running device is disposed between the multi-axle wheel sets.

[0021] Furthermore, the highway driving system includes a highway driving one-axle wheel set and a highway driving five-axle wheel set; the front railway driving wheel set is located between the highway driving one-axle wheel set and the highway driving five-axle wheel set.

[0022] Preferably, the vehicle includes a five-axle wheel set, and the highway driving system includes a highway driving first axle wheel set, a highway driving second axle wheel set, a highway driving third axle wheel set, a highway driving fourth axle wheel set, and a highway driving fifth axle wheel set; the railway driving device includes a front railway driving wheel set and a rear railway driving wheel set; the front railway driving wheel set is located behind the highway driving first axle wheel set, and the rear railway driving wheel set is located in front of the highway driving fifth axle wheel set.

[0023] As a third aspect of the invention, it provides a control method for a road-rail dual-purpose vehicle, which controls the modes of the road-rail dual-purpose vehicle through the suspension system provided by the invention, including five driving modes: road height adjustment mode, railway mode, road-rail conversion mode, loading mode and locking mode, and different gears of the combination switch in each mode correspond to different suspension heights.

[0024] Specifically, in the loading mode, there are three types of simultaneous lowering: front suspension lowering, rear suspension lowering, and vehicle lowering. Front suspension lowering involves energizing the left solenoid coil of the three-position four-way solenoid valve of the main suspension control mechanism of the first and second axles and the third-stage suspension control mechanism, which is connected in series with the main oil inlet pipe, to simultaneously lower the front suspension. Rear suspension lowering involves energizing the left solenoid coil of the three-position four-way solenoid valve of the main suspension control mechanism of the third, fourth, and fifth axles, the second-stage suspension control mechanism and the third-stage suspension control mechanism, to simultaneously lower the rear suspension. Vehicle lowering involves energizing the left solenoid coil of the three-position four-way solenoid valve of the main suspension control mechanism of the first to fifth axles, the second-stage suspension control mechanism and the third-stage suspension control mechanism, to simultaneously lower the vehicle.

[0025] In railway mode, including the opening of the railway lifting wheel and emergency stop, the suspension height is lowered throughout the entire process. That is, in railway mode, the left solenoid coil of the three-position four-way solenoid directional valve of the main oil inlet overflow valve group connected in series with the main oil inlet pipe, the main suspension control mechanism of the first to fifth bridges, the secondary suspension control mechanism and the tertiary suspension control mechanism is energized, that is, the entire suspension height is lowered; during emergency stop, all solenoid valves are de-energized.

[0026] In the railway-road conversion mode, including railway-road conversion activation and emergency stop, the railway-road conversion mode refers to the process of switching from railway mode to highway mode. The entire vehicle releases wheels simultaneously until the suspension is adjusted to the neutral position. In the railway-road conversion mode, the solenoid directional valves of the main suspension control mechanisms of the first and third axles, as well as the locking valves in each suspension control mechanism, are all energized to perform the suspension wheel release action. After reaching the position, only the locking valves in each suspension control mechanism are opened to achieve the driving vibration reduction function. In the emergency stop, all solenoid valves are de-energized.

[0027] In the highway height adjustment mode, there are 7 sub-options, including simultaneous front suspension raising, simultaneous front suspension lowering, simultaneous rear suspension raising, simultaneous rear suspension lowering, simultaneous whole vehicle raising, simultaneous whole vehicle lowering, and one-click leveling (automatic to 0 position), which can realize the suspension raising and lowering operation of the whole vehicle when it is stationary on land. The simultaneous raising of the front suspension involves energizing the right solenoid coil of the three-position four-way solenoid valve in the main suspension control mechanism of the first and second axles and the third-stage suspension control mechanism, all connected in series with the main inlet pipe. Simultaneous lowering of the front suspension involves energizing the left solenoid coil of the three-position four-way solenoid valve in the main suspension control mechanism of the first and second axles and the third-stage suspension control mechanism, thus lowering the front suspension simultaneously. The simultaneous raising of the rear suspension involves energizing the right solenoid coil of the three-position four-way solenoid valve in the main suspension control mechanism of the third, fourth, and fifth axles, all connected in series with the main inlet pipe. The simultaneous lowering of the rear suspension involves energizing the right solenoid coil of the three-position four-way solenoid valve in the main suspension control mechanism of the third, fourth, and fifth axles. When the left solenoid coil of the three-position four-way solenoid directional valve of the control mechanism is energized, the rear suspension is simultaneously raised and lowered. "Simultaneous vehicle raising" raises the vehicle by energizing the right solenoid coil of the three-position four-way solenoid directional valve of the main suspension control mechanism (first to fifth axles), the secondary suspension control mechanism, and the tertiary suspension control mechanism (first to fifth axles). "Simultaneous vehicle lowering" raises the vehicle by energizing the left solenoid coil of the three-position four-way solenoid directional valve of the main suspension control mechanism (third, fourth, and fifth axles), the secondary suspension control mechanism, and the tertiary suspension control mechanism (third to fifth axles). The first six sub-options can be activated by long-pressing and released to stop, simultaneously restoring the solenoid directional valves of the main suspension control mechanisms of the first and third axles, as well as the locking valves in each suspension control mechanism. One-key leveling allows the vehicle to be raised to the calibrated 0 position when it is not in the calibrated position.

[0028] In the locked mode, there are two sub-options: locked mode on and locked mode off. When locked mode is on, all solenoid valves of the vehicle are locked and de-energized, and the vehicle can move slowly. When locked mode is off, the solenoid directional valves of the main suspension control mechanisms of the first and third axles, as well as the locking valves in each suspension control mechanism, are restored.

[0029] Compared with the prior art, the beneficial effects of the suspension system, road-rail dual-purpose vehicle, and control method provided by the present invention include:

[0030] 1. The integrated design of the hydropneumatic suspension and lifting mechanism saves the need for a secondary lifting device. The combination of the integral axle and hydropneumatic springs can be adjusted and controlled with one button through the display and control terminal in the cab, and the detected height can be displayed in real time, enabling rapid and synchronous lifting of the tires. By controlling the valve group of the drive mechanism in different modes, it is possible to achieve rapid, safe and stable switching between highway and railway modes within 2 minutes.

[0031] 2. This invention also provides vehicles and dual-purpose road-rail vehicles using this suspension system. It adopts a road-rail separate lifting structure, and under the action of the guide mechanism thrust rod, it can meet the requirement of synchronous lifting of the tires with a large stroke of ≥350mm in railway mode. The railway bogie contacts the rail, and the lifting wheel is maintained through the suspension valve group and oil-air springs. The trailer is traction-equipped, and hydraulic locking is achieved during railway transportation. It has advantages such as high operating speed, stable operation, and low risk of derailment. Currently, no suspension system with a large stroke integral lifting mechanism or dual-purpose road-rail vehicle using this system has been found on the market.

[0032] 3. The structure provided by this invention allows for good handling smoothness and stability during normal driving on highways. The pipelines of the left, right, front, and rear air springs are interconnected, and the suspension attitude can be adjusted to improve the vehicle's obstacle-crossing ability and passability. It can also reduce the overall vehicle transport height. By adjusting the damping of the valves, multiple suspension control modes can be achieved, improving the vehicle's ride smoothness. The matched thrust rod mechanism can achieve both good guiding and lateral positioning functions, transmit longitudinal forces, and withstand the reaction torque caused by acceleration and braking forces, ensuring that the kingpin caster angle remains unchanged when the wheels bounce up and down, which is beneficial to the stability of vehicle handling.

[0033] 4. This invention features high structural synchronization, simple operation, fast mode switching, short time between entering and exiting the rails, light weight, and high traction force when running on the rails, providing strong technical support for further expanding the market for dual-purpose road-rail vehicles and other vehicles with multi-condition conversion requirements. Attached Figure Description

[0034] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0035] Figure 1 This is a schematic diagram of the suspension hydraulic control unit structure of the present invention.

[0036] Figure 2 This is a schematic diagram of the thrust rod structure of the guide mechanism in the suspension system of the present invention;

[0037] Figure 3 This is a schematic diagram of the dual-purpose road-rail vehicle structure of the present invention;

[0038] Figure 4 This invention applies to the electromagnetic valve actuation timing excitation meter of a five-axle road-rail dual-purpose vehicle;

[0039] Figure 5 This invention utilizes the control and operation interface of a five-axle road-rail dual-purpose vehicle.

[0040] Figure 6 This is a partial schematic diagram of the invention when it is traveling on a highway;

[0041] Figure 7 This is a partial schematic diagram of the invention traveling on a railway;

[0042] Figure 8 This is a schematic diagram of the hydraulic system of the drive mechanism of the pneumatic suspension of the present invention;

[0043] Figure 9 This is a schematic diagram of the hydraulic system of the main suspension control mechanism of the present invention;

[0044] Figure 10 This is a schematic diagram of the hydraulic system of the second suspension control mechanism of the present invention;

[0045] Figure 11 This is a schematic diagram of the hydraulic system of the three-stage left suspension control mechanism of the present invention.

[0046] Among them, 1-elastic element, 1.1-oil spring, 1.2-accumulator; 2-suspension hydraulic system, 2.1-safety valve, 2.2-height adjustment valve group, 2.3-locking valve; 3-guide mechanism thrust rod, 3.1-upper thrust rod, 3.2-lower thrust rod;

[0047] P - Main oil inlet pipe, T - Main oil return pipe, 100 - Chassis, 200 - Highway running system, 210 - Highway running first axle wheel assembly, 220 - Highway running second axle wheel assembly, 230 - Highway running third axle wheel assembly, 240 - Highway running third axle wheel assembly, 250 - Highway running third axle wheel assembly, 300 - Railway running device, 310 - Front railway bogie, 320 - Rear railway bogie, 400 - Cab, 510 - Main oil inlet overflow valve assembly, 520 - Main suspension control mechanism (521 - Three-position four-way solenoid directional valve, 522 - One-way throttle valve, 523 - Pressure reducing valve, 524 - Shuttle valve, 525 - Balance valve, 526 - Two-position two-way solenoid directional valve, 527 - Hydraulic directional valve), 5 30 - Secondary left suspension control mechanism (531 - Secondary control three-position four-way solenoid directional valve, 532 - Secondary control one-way throttle valve, 533 - Secondary control pressure reducing valve, 534 - Secondary control shuttle valve, 535 - Secondary control descent balance valve, 536 - Secondary control hydraulic directional valve, 537 - Secondary control ascending balance valve), 540 - Secondary right suspension control mechanism, 550 - Tertiary left suspension control mechanism (551 - Tertiary control three-position four-way solenoid directional valve, 552 - Tertiary control one-way throttle valve, 553 - Tertiary control pressure reducing valve, 554 - Tertiary control shuttle valve, 555 - Tertiary control balance valve, 556 - Tertiary control hydraulic directional valve), 560 - Tertiary right suspension control mechanism;

[0048] 570-Left locking valve of bridge 1, 571-Right locking valve of bridge 1, 572-Left locking valve of bridge 2, 573-Right locking valve of bridge 2, 574-Left locking valve of bridge 3, 575-Right locking valve of bridge 3, 576-Left locking valve of bridge 4, 577-Right locking valve of bridge 4, 578-Left locking valve of bridge 5, 579-Right locking valve of bridge 5, 580-Left accumulator of bridge 1, 581-Right accumulator of bridge 1, 582-Left accumulator of bridge 2, 583-Right accumulator of bridge 2, 584-Left accumulator of bridge 3, 585-Right accumulator of bridge 3, 586-Fourth bridge... Left accumulator of bridge, 587-Right accumulator of fourth bridge, 588-Left accumulator of fifth bridge, 589-Right accumulator of fifth bridge, 590-Left hydraulic spring of first bridge, 591-Right hydraulic spring of first bridge, 592-Left hydraulic spring of second bridge, 593-Right hydraulic spring of second bridge, 594-Left hydraulic spring of third bridge, 595-Right hydraulic spring of third bridge, 596-Left hydraulic spring of fourth bridge, 597-Right hydraulic spring of fourth bridge, 598-Left hydraulic spring of fifth bridge, 599-Right hydraulic spring of fifth bridge, 600-Relief valve group pressure sensor, 700-Drive system;

[0049] Among them, S1 to S35 are electromagnetic coil signals, and the diagram showing the corresponding positions is detailed below. Figures 8-11 .

[0050] S1 is a solenoid directional valve located in the main inlet overflow valve assembly 510; S2 and S3 are three-position four-way solenoid directional valves 521 located in the main suspension control mechanism 520 of the left suspension of the first axle; S4 and S5 are three-position four-way solenoid directional valves located in the secondary right suspension control mechanism 540 of the right suspension of the first axle; S6 and S7 are three-position four-way solenoid directional valves located in the tertiary right suspension control mechanism 550 of the left suspension of the second axle; S8 and S9 are three-position four-way solenoid directional valves located in the tertiary right suspension control mechanism 560 of the right suspension of the second axle; S10 and S11 are three-position four-way solenoid valves located in the main suspension control mechanism 520 of the left suspension of the third axle. The following are examples of solenoid directional valves: S12 and S13 are three-position four-way solenoid directional valves located in the secondary right suspension control mechanism 540 of the three-axle right suspension; S14 and S15 are three-position four-way solenoid directional valves located in the secondary left suspension control mechanism 530 of the four-axle left suspension; S16 and S17 are three-position four-way solenoid directional valves located in the secondary right suspension control mechanism 540 of the four-axle right suspension; S18 and S19 are three-position four-way solenoid directional valves located in the tertiary left suspension control mechanism 550 of the five-axle left suspension; and S20 and S21 are three-position four-way solenoid directional valves located in the tertiary left and right suspension control mechanism 560 of the five-axle right suspension.

[0051] S22~S23 are two-position two-way solenoid directional valves 526 located in the main suspension control mechanism 520 of the left suspension of the first axle, and S24~S25 are two-position two-way solenoid directional valves located in the main suspension control mechanism 520 of the left suspension of the third axle.

[0052] S26 to S35 are located sequentially at the shut-off valves 570, 571, 572, 573, 574, 575, 576, 577, 578, and 579. Detailed Implementation

[0053] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0054] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments of the present invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof. The terms "left," "right," "upper," and "lower" used herein describe the relative positional relationships between components and are not limitations on specific locations of the structure.

[0055] Example 1: Road-Rail Dual-Purpose Vehicle

[0056] like Figure 3 As shown, the five-axle road-rail vehicle includes: a frame 100, and a road running system 200, a rail running device 300, a cab 400, and a suspension system 500 mounted on the frame 100. The road running system 200 includes a first-axle road running wheel set 210, a second-axle road running wheel set 220, a third-axle road running wheel set 230, a fourth-axle road running wheel set 240, and a fifth-axle road running wheel set 250. The rail running device 300 includes a front rail running wheel set 310 and a rear rail running wheel set 320. The front rail running wheel set 310 is located behind the first-axle road running wheel set 210, and the rear rail running wheel set 320 is located in front of the fifth-axle road running wheel set 250. In a typical implementation, the front rail running wheel set 310 is located between the first-axle road running wheel set 210 and the second-axle road running wheel set 220, and the rear rail running wheel set 320 is located between the fourth-axle road running wheel set 240 and the fifth-axle road running wheel set 250.

[0057] like Figure 8 As shown, the suspension system 500 includes suspension hydraulic control units installed at both ends of each axle of the highway driving system 200. Each suspension hydraulic control unit includes a suspension control mechanism (520, 530, 540, 550, 560) and oil supply lines connecting the suspension control mechanism. The oil supply lines also include a main inlet pipe P, a main return pipe T, and pipelines connecting the various suspension hydraulic control units. The suspension control mechanism includes multiple valve structures such as a solenoid directional valve, a one-way throttle valve, a pressure reducing valve, and a directional valve. The main inlet pipe P is connected to an external suspension steering switching valve, and the main return pipe T is connected to a hydraulic oil tank. The main inlet pipe P is connected in series with a main inlet overflow valve group 510, and the main return pipe T is connected in series with a main return shut-off valve for convenient system control, maintenance, and spare parts replacement. The main inlet overflow valve group 510 serves as a safety valve group; when the system pressure exceeds the set pressure value of the oil source control valve, it overflows and enters the return oil line to ensure system safety. The main inlet overflow valve assembly 510 and the main return shut-off valve adopt the common structure in this field, and no modification has been made here.

[0058] like Figure 7As shown, the five-axle road-rail dual-purpose vehicle's suspension is divided into a front suspension system and a rear suspension system. The first and second axles form the front suspension, while the third, fourth, and fifth axles form the rear suspension. The main suspension control mechanism 520 is the main control mechanism, consisting of two sets located on the left sides of the first and third axles, respectively connecting the left air spring of the first axle and the left air spring of the third axle. For ease of installation, the secondary left suspension control mechanism 530 and the secondary right suspension control mechanism 540 have the same structure and control principle, and are symmetrically arranged. The tertiary left suspension control mechanism 550... The third-level right suspension control mechanism 560 has the same structure and control principle as the third-level right suspension control mechanism 560, and is symmetrically arranged. The second-level left suspension control mechanism 530 is connected to the left air spring of the fourth axle. There are three sets of second-level right suspension control mechanisms 540, which are connected to the right air spring of the first axle, the right air spring of the third axle, and the right air spring of the fourth axle, respectively. There are two sets of third-level left suspension control mechanisms 550, which are connected to the left air spring of the second axle and the left air spring of the fifth axle, respectively. There are two sets of third-level right suspension control mechanisms 560, which are connected to the right air spring of the second axle and the right air spring of the fifth axle, respectively.

[0059] The main suspension control mechanism 520 at the left suspension of the first axle and the left suspension of the third axle includes, structurally, a three-position four-way solenoid directional valve 521, a one-way throttle valve 522, a pressure reducing valve 523, a shuttle valve 524, and balance valves 525 and 528 arranged between the inlet and outlet ports of the rodless chamber and the rod chamber of the air spring. Within the main suspension control mechanism 520, a pressure reducing valve 523 is installed between the three-position four-way solenoid directional valve 521 and the main oil inlet pipe. A balance valve is installed between the three-position four-way solenoid directional valve 521 and the left hydraulic spring of the first axle or the left hydraulic spring of the third axle. A descending balance valve 525 is installed between the rodless chamber pipeline connecting the three-position four-way solenoid directional valve 521 to the left hydraulic spring of the first axle or the left hydraulic spring of the third axle. A rising balance valve 528 is installed between the three-position four-way solenoid directional valve 521 and the rod chamber pipeline connecting the three-position four-way solenoid directional valve 521 to the left hydraulic spring of the first axle or the left hydraulic spring of the third axle. The pressure control port of the descending balance valve 525 is connected between the three-position four-way solenoid directional valve 521 and the rising balance valve 528. When the three-position four-way solenoid directional valve 521 is in the S2 position, a pressure reducing valve 523 is installed. The pressure change at the pressure control port controls the opening amount of the lowering balance valve 525, thereby controlling the return oil volume of the rodless chamber of the hydraulic spring, thus ensuring a smooth load descent. The pressure control port of the rising balance valve 528 is connected between the three-position four-way solenoid directional valve 521 and the lowering balance valve 525. When the three-position four-way solenoid directional valve 521 is in position S3, the pressure change at the pressure control port controls the opening amount of the rising balance valve 528, thereby controlling the return oil volume of the rod chamber of the hydraulic cylinder, thus ensuring a smooth load rise. A shuttle valve 524 is installed between the pressure reducing valve 523 and the lowering balance valve 525 and the rising balance valve 528. One-way throttle valves 522 are installed inside the three-position four-way solenoid directional valve 521 and on the pipelines connecting to the rod chamber and rodless chamber of the hydraulic spring. The main suspension control mechanism 520 is equipped with two two-position two-way solenoid directional valves 526 and three hydraulic directional valves 527, such as... Figure 9 As shown, the hydraulic directional valve connected to the rod-side chamber of the pneumatic spring in the main suspension control mechanism at the left suspension of the axle is connected to the rodless chamber of the pneumatic spring via port B1 to port A1 of the right suspension control mechanism, thus achieving left-right communication. It is connected to the C1 ports of other control mechanisms on the left front and rear sides via port C1. The rodless chamber of the left pneumatic spring is controlled by connecting port FB2 of each control mechanism on the left side with port A2, thus achieving communication between the front and rear rodless chambers on the left side. The rod-side chambers are connected by connecting port FB3 of each control mechanism on the left side with port B2, thus achieving communication between the front and rear rod-side chambers on the left side.

[0060] The hydraulic directional valve in the right suspension control mechanism of the axle is connected to the rod-side chamber of the pneumatic spring. It connects to the rodless chamber of the pneumatic spring via port B1. It is also connected to the C1 ports of other control mechanisms on the right side via port C1. The rodless chamber of the right pneumatic spring is connected in series with port A2 of each control mechanism on the right side, enabling communication between the front and rear rodless chambers. Similarly, the rod-side chambers are connected in series with port B2 of each control mechanism on the right side, enabling communication between the front and rear rod-side chambers.

[0061] Specifically, a hydraulic directional valve 527, connected to the solenoid coil S22 signal of the two-position two-way solenoid directional valve 526, controls the connection between the left and right pneumatic springs. One hydraulic directional valve 527, connected to the solenoid valve 526 signal S23, controls the connection between the rod-side and rodless-side pneumatic springs (one controls the connection between the rod-side and rodless-side springs). The solenoid valve 526 is electrically controlled; the hydraulic directional valve 527 is hydraulically controlled, depending on the internal pressure control of the suspension hydraulic system. One solenoid valve 526 (solenoid coil S22) controls the left-right interconnection hydraulic directional valve in the pipeline, while the other solenoid valve 526 (solenoid coil S23) controls the front-rear interconnection hydraulic directional valve in the pipeline. This remote control of pipeline interconnection is a feature not found in other existing manifold valve assemblies.

[0062] After the electromagnetic directional valve is electrically switched, it connects the hydraulic line to the hydraulically operated directional valve. The hydraulically operated directional valve then changes direction under hydraulic pressure. The working principle of the left-right interlocking hydraulically operated directional valve is the same as that of the front-rear interlocking hydraulically operated directional valve. After setting the opening pressure, the left-right interlocking hydraulically operated directional valve switches direction when the hydraulic pressure reaches the set opening pressure, achieving connection; that is, the hydraulically operated directional valve determines whether to open based on the hydraulic pressure. If it opens, the left and right hydraulic springs can achieve connection. Similarly, the front-rear interlocking hydraulically operated directional valve determines whether to open based on the hydraulic pressure; if it opens, the front and rear hydraulic springs can achieve connection.

[0063] Hydraulic oil enters through port P and flows to pressure reducing valve 523. When the lifting wheel is lowered, the solenoid coil S2 of the three-position four-way solenoid directional valve 521 is energized, and hydraulic oil enters from port P into pressure reducing valve 523 and then through one-way throttle valve 522, connecting to the lifting balance valve 528 and the rod chamber of the pneumatic spring. The opening amount of the lowering balance valve 525 is also controlled by the pressure change at the pressure control port. The valve core of shuttle valve 524 is affected by the left and right pressures, and shuttle valve 524 provides feedback on the return oil pressure. The inlet and outlet pressure difference of pressure reducing valve 523 is fixed. Shuttle valve 524 and pressure reducing valve 523 together form a pressure compensator, ensuring smooth lifting and lowering under both no-load and full-load conditions. When the lowering wheel is raised, S3 of the three-position four-way solenoid directional valve 521 is energized. Hydraulic oil enters the pressure reducing valve 523 from port P and then passes through the one-way throttle valve 522, connecting to the balance valve 525 and the rodless chamber of the air spring. The opening amount of the lowering balance valve 528 is also controlled by the pressure change at the pressure control port. The valve core of the shuttle valve 524 is affected by the left and right pressures, and the shuttle valve 524 provides feedback on the return oil pressure. The inlet and outlet pressure difference of the pressure reducing valve 523 is fixed. The shuttle valve 524 and the pressure reducing valve 523 together form a pressure compensator, ensuring smooth lifting and lowering under both no-load and full-load conditions.

[0064] The secondary left suspension control mechanism 530 and the secondary right suspension control mechanism 540 have the same structure, except that the interfaces connecting the steel pipe assemblies are symmetrical, facilitating the installation of left and right pipelines. Taking the secondary left suspension control mechanism 530 as an example, its structure includes a secondary control three-position four-way solenoid directional valve 531, a secondary control one-way throttle valve 532, a secondary control pressure reducing valve 533, a secondary control shuttle valve 534, and secondary control balance valves 535 and 537, all installed between the inlet and outlet ports of the rodless and rod-side chambers of the air spring. Figure 10As shown, a secondary control pressure reducing valve 533 is installed between the secondary control three-position four-way solenoid directional valve 531 and the main oil inlet pipe. A secondary control descent balance valve 535 is installed between the secondary control three-position four-way solenoid directional valve 531 and the rodless chamber pipeline of the left hydraulic spring of the four-bridge. A secondary control ascending balance valve 537 is installed between the secondary control three-position four-way solenoid directional valve 531 and the rod chamber pipeline of the left hydraulic spring of the four-bridge. The pressure control port of the secondary control descent balance valve 535 is connected between the secondary control three-position four-way solenoid directional valve 531 and the secondary control ascending balance valve 537. When the secondary control three-position four-way solenoid directional valve 531 is in position S12, the opening amount of the secondary control descent balance valve 535 is controlled by the pressure change at the pressure control port, so as to control the hydraulic spring. The return oil volume in the rodless chamber ensures a smooth load decrease. The pressure control port of the secondary control rise balance valve 537 is connected between the secondary control three-position four-way solenoid directional valve 531 and the secondary control fall balance valve 535. When the secondary control three-position four-way solenoid directional valve 531 is in position S13, the pressure change at the pressure control port controls the opening amount of the secondary control rise balance valve 537, thereby controlling the return oil volume in the rod chamber of the cylinder and ensuring a smooth load increase. A secondary control shuttle valve 534 is installed between the secondary control pressure reducing valve 533 and the secondary control fall balance valve 535 and the secondary control rise balance valve 537. Secondary control one-way throttle valves 532 are installed inside the secondary control three-position four-way solenoid directional valve 531 and on the pipelines connecting to the rod chamber and rodless chamber of the hydraulic spring, respectively.

[0065] Each of the secondary left suspension control mechanism 530 and the secondary right suspension control mechanism 540 has three hydraulic directional valves 536. One valve controls the connection between the left and right hydraulic circuits of the same axle suspension control mechanism, one valve controls the connection between the rodless chamber hydraulic circuits of adjacent front and rear axle suspension control mechanisms, and one valve controls the connection between the rod chamber hydraulic circuits of adjacent front and rear axle suspension control mechanisms. Specifically, the hydraulic directional valve in the secondary left suspension control mechanism 530, which is connected to the rod chamber of the air spring, is connected to the A1 port of the secondary right suspension control mechanism 540 to the rodless chamber of the air spring through port B1, achieving left-right connection. It is connected to the C1 port of other control mechanisms on the left side through port C1, controlling the rodless chamber of the left air spring to be connected to the front and rear rodless chambers on the left side through the FB2 port and A2 port of each control mechanism on the left side, achieving interconnection between the front and rear rodless chambers on the left side. The rod chambers are connected to the front and rear rod chambers on the left side through the FB3 port and B2 port of each control mechanism on the left side.

[0066] The hydraulic directional valve in the secondary right suspension control mechanism 540, which is connected to the rod-side chamber of the pneumatic spring, is connected via port B1 to port A1 of the secondary right suspension control mechanism 530, which is then connected to the rodless chamber of the pneumatic spring, thus achieving left-right communication. It is also connected via port C1 to the C1 ports of other control mechanisms on the right side. The rodless chamber of the right pneumatic spring is connected in series with port A2 through ports FB2 of each control mechanism on the right side, achieving communication between the front and rear rodless chambers on the right side. Similarly, the rod-side chambers are connected in series with port B2 through ports FB3 of each control mechanism on the right side, achieving communication between the front and rear rod-side chambers on the right side.

[0067] The three-stage left suspension control mechanism 550 and the three-stage right suspension control mechanism 560 have the same structure. Taking the three-stage left suspension control mechanism 550 as an example, its structure includes a three-stage control three-position four-way solenoid directional valve 551, a three-stage control one-way throttle valve 552, a three-stage control pressure reducing valve 553, a three-stage control shuttle valve 554, and three-stage control balance valves 555 and 557, which are installed between the inlet and outlet ports of the rodless chamber and the rod chamber of the air spring. Figure 11 As shown, a three-stage control pressure reducing valve 553 is installed between the three-stage control three-position four-way solenoid directional valve 551 and the main oil inlet pipe. A three-stage control descent balance valve 555 is installed between the three-stage control three-position four-way solenoid directional valve 551 and the rodless chamber pipeline of the left hydraulic spring of the four-bridge. A three-stage control ascending balance valve 557 is installed between the three-stage control three-position four-way solenoid directional valve 551 and the rod chamber pipeline of the left hydraulic spring of the four-bridge. The pressure control port of the three-stage control descent balance valve 555 is connected between the three-stage control three-position four-way solenoid directional valve 551 and the three-stage control ascending balance valve 557. When the three-stage control three-position four-way solenoid directional valve 551 is in position S18, the opening amount of the three-stage control descent balance valve 555 is controlled by the pressure change at the pressure control port, so as to control the hydraulic spring. The return oil volume in the rodless chamber ensures a smooth load decrease. The pressure control port of the three-stage control rise balance valve 557 is connected between the three-stage control three-position four-way solenoid directional valve 551 and the three-stage control fall balance valve 555. When the three-stage control three-position four-way solenoid directional valve 551 is in position S19, the pressure change at the pressure control port controls the opening amount of the three-stage control rise balance valve 557, thereby controlling the return oil volume in the rod chamber of the cylinder and ensuring a smooth load increase. A three-stage control shuttle valve 554 is installed between the three-stage control pressure reducing valve 553 and the three-stage control fall balance valve 555 and the three-stage control rise balance valve 557. Three-stage control one-way throttle valves 552 are installed inside the three-stage control three-position four-way solenoid directional valve 551 and on the pipelines connecting to the rod chamber and rodless chamber of the oil spring, respectively.

[0068] The third-level left suspension control mechanism 550 and the third-level right suspension control mechanism 560 each have a hydraulic directional valve 556 to control the connection of the left and right hydraulic oil circuits. They are connected to the rod chamber of the same group through port FB3, connected to port C1 of the hydraulic directional valve of the second-level suspension control mechanism through port C1, and connected to port A1 of the suspension control mechanism of the same axle through port B1.

[0069] The front suspension consists of a main suspension control mechanism 520 located on the first and second axles, a secondary right suspension control mechanism 540, a tertiary left suspension control mechanism 550, and a tertiary right suspension control mechanism 560. The secondary right suspension control mechanism 540, tertiary left suspension control mechanism 550, and tertiary right suspension control mechanism 560 located on the first and second axles are subordinate control mechanisms to the main suspension control mechanism 520 located on the first axle. The main suspension control mechanism 520 has two more solenoid directional valves than the secondary right suspension control mechanism 540, and more than the tertiary right suspension control mechanism 560. The left suspension control mechanism 550 and the three-stage right suspension control mechanism 560 each have two additional electromagnetic directional valves and two additional hydraulic directional valves. The valves of 520 are linked with 540, 550, and 560 to achieve interconnection between the front and rear, and left and right sides. They can achieve synchronous wheel lifting without linkage. The rear suspension consists of the main suspension control mechanism 520 located on the third axle, the secondary left suspension control mechanism 530 located on the fourth axle, the secondary right suspension control mechanism 540 located on the third and fourth axles, and the three-stage left suspension control mechanism 550 and the three-stage right suspension control mechanism 560 located on the fifth axle.

[0070] Linkage refers to the interconnection of the front, rear, left, and right oil-air springs of each wheel set. When the locking valve is energized, the accumulator and the air spring are connected to meet the needs of the elastic element during normal driving. At this time, the 520, 540, 550, and 560 valve groups are energized, and the internal electromagnetic reversing valve switches the direction, connecting the hydraulic oil circuit to realize the function of the elastic element and prevent tilting.

[0071] Non-interlocking means that each bridge is independent, with no communication between left, right, front, and back. This allows for individual control, keeps the oil circuits disconnected, and prevents them from being affected by load, thus achieving synchronization.

[0072] At this time, all the lockout valves are de-energized, so that the accumulator and the oil spring are not connected. All valve groups 520, 540, 550 and 560 are de-energized, and the control mechanisms are not connected. They are only connected to the oil inlet channel and the oil return channel, and they do not affect each other.

[0073] The valves in 520 are linked with those in 530, 540, 550, and 560 to achieve interconnection between the front and rear, and left and right pipelines, enabling synchronous wheel lifting. The two-position two-way solenoid directional valve 526 in the main suspension control mechanism 520 controls the hydraulic directional valve 527, remotely controlling the left and right interconnection, front and rear interconnection, and interconnection of both left and right and front and rear hydraulic pipelines, effectively preventing vehicle rollover.

[0074] To achieve rigid locking of the pneumatic springs, the accumulators in each suspension control mechanism are connected to the pneumatic springs via electrically controlled locking valves in the same group. A left locking valve 570 is installed between the left accumulator 580 and the left pneumatic spring 590 of the first axle left suspension; a right locking valve 571 is installed between the right accumulator 581 and the right pneumatic spring 591 of the first axle right suspension; a left locking valve 572 is installed between the left accumulator 582 and the left pneumatic spring 592 of the second axle left suspension; a right locking valve 573 is installed between the right accumulator 583 and the right pneumatic spring 593 of the second axle right suspension; and a left locking valve 574 is installed between the left accumulator 584 and the left pneumatic spring 594 of the third axle left suspension. A right-side locking valve 575 is installed between the right-side accumulator 585 and the right-side pneumatic spring 595 of the three-axle right suspension; a left-side locking valve 576 is installed between the left-side accumulator 586 and the left-side pneumatic spring 596 of the four-axle left suspension; a right-side locking valve 577 is installed between the right-side accumulator 587 and the right-side pneumatic spring 597 of the four-axle right suspension; a left-side locking valve 578 is installed between the left-side accumulator 588 and the left-side pneumatic spring 598 of the five-axle left suspension; and a right-side locking valve 579 is installed between the right-side accumulator 589 and the right-side pneumatic spring 599 of the five-axle right suspension.

[0075] like Figure 1 , Figure 2 and Figure 3 As shown, the suspension system provided by this invention includes a main safety valve assembly located at the front end of the axle, and suspension hydraulic control units distributed at both ends of each axle. Each suspension hydraulic control unit contains a pneumatic spring 1.1 and an accumulator 1.2 in the same group, constituting the elastic element 1 of that unit. The main suspension control mechanism 520, the secondary left suspension control mechanism 530, the secondary right suspension control mechanism 540, the tertiary left suspension control mechanism 550, and the tertiary right suspension control mechanism 560 are all height adjustment valve groups 2.2. The main suspension control mechanism 520 has more functions than the other height adjustment valve groups, capable of both individual control and control of other height adjustment valve groups. The height adjustment valve group 2.2, together with the safety valve 2.1, the lock-up valve 2.3, and the hydraulic lines in the same group, constitute a suspension hydraulic system 2. One end of the pneumatic spring 1.1 is hinged to the vehicle frame, and the other end is hinged to the axle in the same group. This embodiment uses a dual-chamber pneumatic spring cylinder with a built-in displacement pressure sensor and a gas-oil separation design.

[0076] The suspension system also includes a guide mechanism thrust rod 3 for each axle, such as... Figure 1As shown, the guide mechanism thrust rod 3 includes an upper thrust rod 3.1 and a lower thrust rod 3.2. The lower thrust rod consists of two parallel rod structures. For the first, second, and fifth axles, the upper thrust rod uses a V-shaped thrust rod; for the third and fourth axles, the upper thrust rod uses two straight thrust rods, each parallel to the two lower thrust rods at the same axle position. The ends of the upper and lower thrust rods are hinged to thrust rod supports on the axle and frame, respectively, forming a parallelogram structure on the sides. The thrust rod swing angle can reach ≥±25°. The thrust rod supports are fixed to the axle or frame, and their form is not limited. This suspension system can achieve lifting on off-highway road conditions with a travel of ≥350mm, and also has the function of hydraulic locking for railway lifting wheels. It can also meet the functions of automatic lifting and one-button height adjustment on highways.

[0077] By arranging upper and lower thrust rods on each axle, excellent lateral positioning is achieved, longitudinal forces are transmitted, and the reaction torque caused by braking forces is absorbed, ensuring that the caster angle remains constant during wheel vertical movement, thus contributing to vehicle handling stability. Furthermore, when obstacle crossing is required, the suspension can be switched to highway height adjustment mode. The suspension controller will then use pre-set control logic and actuate the valve group to adjust the suspension height to the desired position, enabling obstacle crossing.

[0078] The suspension system also includes a suspension controller. Each suspension hydraulic control unit has a displacement sensor installed in its pneumatic spring to detect the extension and retraction stroke signal of the pneumatic spring cylinder in real time. The suspension controller is connected to the displacement sensor data that monitors the pneumatic spring in real time to detect the position of the pneumatic spring.

[0079] The entire suspension system uses two types of sensors: a pressure sensor connected to the main oil inlet overflow valve assembly 510, and ten displacement sensors built into the air springs on both sides of each axle. Both sensors are connected to the display screen via electrical wiring harnesses. The display screen in the cab shows the real-time pressure of the oil inlet and outlet and the lifting height. Calibration data is pre-set in the electrical logic control. After the vehicle is grounded and calibrated to the 0 position and 130mm lifting height, the desired function is pressed via the display screen. During this function's operation, the pressure sensor connected to the main oil inlet overflow valve assembly 510 and the built-in displacement sensors of the air springs monitor and feedback the pressure and height in real time, transmitting this information to the display screen. Once the calibrated height is reached, the operation stops, completing the functional requirement.

[0080] The railway travel device 300 includes a front railway travel wheel set 310 and a rear railway travel wheel set 320.

[0081] In road driving mode, the underside height of the axle tires is lower than the minimum height of the railway running gear. In railway mode, when the upper and lower thrust rods swing to their maximum angles, the underside height of the axle tires is higher than the minimum height of the railway running gear.

[0082] This suspension system enables rapid switching between road and rail modes for dual-purpose vehicles, meets the requirement of simultaneous wheel lifting of ≥350mm within 2 minutes, and maintains hydraulic locking of the lifting wheels. It also enables the application models to perform whole vehicle lifting, single-side lifting, and automatic leveling functions on highways.

[0083] Compared to other existing suspension systems, this suspension system has three key advantages: First, the matching of the air springs, suspension hydraulic system, thrust rod, and solid axle allows for simultaneous and synchronous lifting with a stroke of ≥350mm. Second, the solenoid directional valve 526 in the main suspension control mechanism 520 enables remote control of the hydraulic lines for multi-axle (≥2) vehicles, allowing for left-right and front-rear communication. Third, it allows for switching between elastic and rigid suspension. When all solenoid valves in the suspension control components are de-energized, it operates in elastic suspension mode; when all solenoid valves are energized, it operates in rigid suspension mode.

[0084] A display is installed in the driver's cab 400. As a typical embodiment, the display is a touch screen display. Taking the highway elevation adjustment mode and the rail-road conversion mode as examples, the display content is shown. Figure 5 As shown, the display shows the detection height and suspension height adjustment control options. As a display and control terminal, it enables one-button adjustment control, allowing for rapid and synchronous tire lifting and lowering. By controlling the valve group of the drive mechanism in different modes, it can achieve rapid, safe, and stable switching between road and rail transportation within 2 minutes.

[0085] The dual-purpose road-rail vehicle also includes conventional structures such as a drive system 700, an intake and exhaust system, a road driving steering system, a road driving braking system, a railway driving braking system, an electrical and control system, an air conditioning system, and instruments. Since this application does not make any structural improvements to these devices, they will not be described in detail here.

[0086] The drive system is the power source of the entire road-rail dual-purpose vehicle. It transmits power to the places where power is needed through the engine. The power system includes the engine driving the hydraulic pump to generate pressure, so that the hydraulic oil can be introduced into the suspension system under pressure. The suspension system achieves lifting and lowering through oil inlet and outlet.

[0087] The suspension system uses hydraulic spring cylinders as lifting actuators and height adjustment valve groups as control elements. The extension and retraction of each axle cylinder are adjusted via a reversing valve within the height adjustment valve, while unidirectional throttling controls the speed of extension and retraction. A balance valve is used to offset the load, and a pressure compensator establishes a fixed pressure difference between the inlet and outlet of the electromagnetic reversing valve. This ensures that with a fixed valve opening, a fixed flow rate is achieved through the valve, enabling simultaneous lifting and lowering of all axle cylinders. This guarantees rapid height adjustment of the chassis and track within 2 minutes. Suspension adjustments are controlled from the cab via a one-button display terminal.

[0088] This suspension system can be applied to synchronous wheel lifting with a large stroke (≥350mm), enabling multi-axle (≥2) vehicles to switch between road and rail travel and other operating conditions. Taking a five-axle heavy-duty road-rail vehicle using this suspension system as an example: it includes 5 pairs of road wheels, and each integral axle is equipped with a suspension lifting control unit on one side, symmetrically arranged on both sides of the frame, for a total of 10 sets. This suspension unit includes a set of dual-chamber air springs with built-in displacement pressure sensors for adjusting the overall vehicle height to achieve track switching, and a height adjustment hydraulic system; to achieve synchronous wheel lifting, a multi-path (group) height adjustment valve arrangement is adopted; the lifting branch of the multi-axle vehicle suspension system is divided into 4 groups: left front axle group, right front axle group, left rear axle group, and right rear axle group, and the wheel lifting branch is divided into 10 groups. The railway running gear includes 2 pairs of general railway bogies.

[0089] Example 2: A suspension system that can be lifted synchronously

[0090] The system includes a chassis, a road running system, a suspension system, and a rail running device mounted on the chassis. The road running system is a multi-axle wheelset that performs wheel-raising and lowering actions under the control of the suspension system, enabling the switching between rail and road modes. The multi-axle wheelset can have two or more axles, and the rail running device is located between the multi-axle wheelsets.

[0091] Furthermore, the highway driving system includes a highway driving axle wheel set 210 and a highway driving five-axle wheel set 250; the railway driving wheel set is located between the highway driving axle wheel set and the highway driving five-axle wheel set. The suspension mechanism includes a main suspension control mechanism located at the left suspension of the highway driving axle wheel set 210 and a secondary right suspension control mechanism located at the right suspension, as well as a tertiary left suspension control mechanism and a tertiary right suspension control mechanism located at the left suspension of the highway driving five-axle wheel set 250.

[0092] Example 3: Control method for dual-purpose road-rail vehicles

[0093] The suspension control of the dual-purpose road-rail vehicle is controlled via electronic control mode, such as... Figure 4 As shown, each bridge suspension is equipped with a corresponding touchscreen control switch, such as... Figure 5 As shown, it supports 5 different driving modes (highway adjustment mode, railway mode, rail-road conversion mode, loading mode, and locking mode). The different positions of the combination switch below the mode correspond to different suspension heights:

[0094] 1. Loading mode: The premise is that it is in highway mode, with a height of 130mm, and four sub-options are set: "Front overhang lowered by 130mm", "Rear overhang lowered by 130mm", "Entire vehicle lowered by 130mm", and "Emergency stop".

[0095] The "Simultaneous 130mm Lowering of the Front Suspension" refers to the simultaneous energization of valves S1, S2, S4, S6, and S8 in both the first and second axle valve groups, resulting in a 130mm simultaneous lowering of the front suspension. The "Simultaneous 130mm Lowering of the Rear Suspension" refers to the simultaneous energization of valves S1, S10, S12, S14, S16, S18, and S20 in the third, fourth, and fifth axle valve groups, resulting in a 130mm simultaneous lowering of the rear suspension. The "Simultaneous 130mm Lowering of the Entire Vehicle" refers to the simultaneous energization of valves S1, S2, S4, S6, S8, S10, S12, S14, S16, S18, and S20 in all five axle valve groups, resulting in a 130mm simultaneous lowering of the entire vehicle. The display will indicate that the lowering is complete upon reaching the desired height. During the loading process, the suspension remains rigidly locked throughout. The solenoid directional valves S22-S25 of the primary and secondary main suspension control mechanisms 520, and the locking valves S26-S35 of locking valves 570, 571, 572, 573, 574, 575, 576, 577, 578, and 579 are all de-energized. In an emergency stop, all solenoid valves are de-energized (a temporary safety measure in emergency situations; in case of a malfunction, all solenoid valves are de-energized, hydraulic lines are disconnected, the suspension is inactive, and the vehicle remains in a fixed position).

[0096] 2. Railway Mode: Includes sub-options for "Railway Wheel Lifting Activation" and "Emergency Stop". During the entire process, the suspension lowers (railway mode), simultaneously energizing axles S1, S2, S4, S6, S8, S10, S12, S14, S16, S18, and S20. The entire suspension lowers by 350mm in 2 minutes. The suspension controller monitors the displacement sensor data in real-time. Once all valves are in position, all solenoid valves are de-energized, enabling automatic wheel lifting and holding. The display indicates wheel lifting is complete. In emergency stop mode, all solenoid valves are de-energized.

[0097] 3. Rail-Road Conversion Mode: Includes "Rail-Road Conversion On" and "Emergency Stop" sub-options. Rail-Road Conversion Mode refers to the process of switching from railway mode to highway mode. In Rail-Road Conversion Mode, all wheels of the vehicle are simultaneously lowered until the suspension is adjusted to the neutral position. In Rail-Road Conversion Mode, S22-S35 are all energized during the suspension wheel lowering action, and the display indicates that the conversion is complete. The entire travel is 350mm, and the time must be less than 2 minutes. After reaching the neutral position, only S22-S35 are activated to achieve the driving damping function. In case of an emergency stop, all solenoid valves are de-energized.

[0098] 4. Highway Height Adjustment Mode: This mode offers seven sub-options: "Simultaneous Front Suspension Raise," "Simultaneous Front Suspension Lower," "Simultaneous Rear Suspension Raise," "Simultaneous Rear Suspension Lower," "Entire Vehicle Raise Simultaneously," and "One-Key Leveling (Automatic to 0 Position)." This allows for suspension raising and lowering operations when the vehicle is stationary on land. Specifically, "Simultaneous Front Suspension Raise" energizes valves S1, S3, S5, S7, and S9 of the first and second axles simultaneously to raise the suspension; "Simultaneous Front Suspension Lower" energizes valves S1, S2, S4, S6, and S8 of the first and second axle valve groups simultaneously to lower the front suspension; "Simultaneous Rear Suspension Raise" energizes valves S1, S11, S13, S15, S17, S19, and S21 of the third, fourth, and fifth axles simultaneously to raise the suspension; and "Simultaneous Rear Suspension Lower" energizes valves S1, S10, S12, and S14 of the third, fourth, and fifth axle valve groups simultaneously to raise the suspension. When S16, S18, and S20 are energized simultaneously, the rear suspension is raised and lowered simultaneously. "Raising the whole vehicle simultaneously" means that the valve groups S1, S3, S5, S7, S9, S11, S13, S15, S17, S19, and S21 of the first, second, third, fourth, and fifth axles are energized simultaneously to raise the vehicle. "Lowering the whole vehicle simultaneously" means that the valve groups S1, S2, S4, S6, S8, S10, S12, S14, S16, S18, and S20 of the first, second, third, fourth, and fifth axles are energized simultaneously to raise and lower the whole vehicle simultaneously. Press and hold the first six sub-options to perform the action, and release to stop. Simultaneously, the solenoid valves S22-S35 (the solenoid directional valves S22-S25 of the primary and secondary main suspension control mechanisms 520, and the locking valves S26-S35 of locking valves 570, 571, 572, 573, 574, 575, 576, 577, 578, and 579) will be reopened. One-key leveling allows the vehicle to be raised to the calibrated 0 position with a single key press when it is not in the calibrated position (it can directly call the excitation program for the individual raising and lowering of other front and rear suspensions, automatically braking to reach the calibrated 0 position).

[0099] 5. The locking mode setting has two sub-options: "Locking Mode On" and "Locking Mode Off". When locking mode is on, all solenoid valves of the entire vehicle are de-energized, and the vehicle can move slowly. When locking mode is off, solenoid valves S22 to S35 are reactivated.

[0100] like Figure 6As shown: In highway mode, during normal vehicle driving, the suspension system remains in a neutral position. The air spring cylinders are supported between the frame and the axle. The rodless chamber of the air spring is connected to the oil chamber of the accumulator, maintaining the corresponding support and shock absorption effect. It can also realize the functions of whole vehicle lifting, single-side lifting, and automatic leveling. The rodless chambers of the front and rear suspension air spring cylinders are connected front and rear to the rod chambers on the opposite side of each axle, satisfying the axle load even distribution of each axle and the anti-roll function of the vehicle. As a guiding mechanism, the thrust rods of the guiding mechanism are arranged with upper and lower thrust rods on each axle. The upper thrust rods of the first, second, and fifth axles use V-shaped thrust rods, while the upper thrust rods of the third and fourth axles use two straight thrust rods, which are arranged in a parallelogram with the two lower thrust rods. They have a good lateral positioning effect, can transmit longitudinal force, and can withstand the reaction torque caused by braking force, ensuring that the caster angle remains unchanged when the wheel bounces up and down, which is beneficial to the stability of vehicle handling. In addition, when it is necessary to use the suspension to overcome obstacles, the mode can be switched to highway height adjustment mode. The suspension controller will adjust the suspension height to the required position by setting the control logic and actuating the valve group to achieve the obstacle-crossing function.

[0101] like Figure 7 As shown: When it is necessary to enter the railway-road switching mode, the railway mode information is communicated to the suspension controller via the electronic control. After receiving the mode status information, the suspension controller controls the corresponding valve groups to operate according to the predetermined valve group action sequence, first lowering the suspension and then raising the tires. The tire lifting stroke is 350mm, and the wheel can be lifted and held to achieve hydraulic locking, so as to meet the requirements of the railway steering device to enter the rail.

[0102] This invention enables a dual-purpose road-rail vehicle to quickly and stably switch between road and rail driving modes by adjusting the height of the road-driving wheel set 200 through the suspension system. In road driving mode, the vehicle has driving capability, achieved through the road-driving wheel set 200 contacting the ground, with the drive system 700 providing load-bearing and driving capabilities, and fulfilling various suspension lifting and lowering requirements. In rail driving mode, it functions as a trailer, towed by a power source, and achieves load-bearing and driving capabilities through contact with the rails via the rail travel device 300.

[0103] There are various combinations of applications that enable track switching via suspension system lifting and remote control pipeline connection functions. This technology can also be applied to two-axle and multi-axle, single-axle drive and multi-axle drive vehicles. The suspension control structure and system, as well as the railway travel device, are all within the scope of this patent protection.

[0104] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A suspension system capable of synchronous lifting, characterized in that, This includes elastic elements installed at both ends of each axle, a suspension hydraulic control mechanism, a guide mechanism thrust rod, and oil lines; The oil supply lines include lines connecting the internal structure of the suspension hydraulic control mechanism, lines connecting the suspension hydraulic control mechanism and elastic elements, and lines connecting the suspension hydraulic control mechanisms on both sides of the same axle or between different axles. The elastic element includes a gas spring on one side of the axle and an accumulator in the same group. The guide mechanism thrust rod includes an upper thrust rod and a lower thrust rod that are parallel to each other. The two ends of the upper thrust rod and the lower thrust rod are respectively hinged to the thrust rod support on the axle and the frame, forming a parallelogram structure on the side. The extension and retraction of the oil spring causes the upper thrust rod and the lower thrust rod to swing simultaneously, which drives the axle to lift or lower the wheel, thereby realizing the lifting and lowering of the frame. The suspension hydraulic control mechanism includes a main suspension control mechanism and a three-stage suspension control mechanism connected to the main suspension control mechanism. The main suspension control mechanism includes a three-position four-way solenoid valve, a one-way throttle valve, a pressure reducing valve, a shuttle valve, and a balance valve, arranged between the inlet and outlet ports of the rodless and rod-side chambers of the pneumatic spring. Within the main suspension control mechanism, a pressure reducing valve is installed between the three-position four-way solenoid valve and the main oil inlet pipe, and a balance valve is installed between the three-position four-way solenoid valve and the pneumatic spring. A descending balance valve is installed between the three-position four-way solenoid valve and the rodless chamber pipeline of the pneumatic spring, and an ascending balance valve is installed between the three-position four-way solenoid valve and the rod-side pipeline of the pneumatic spring. The descending balance valve controls the pressure. The port is connected between the three-position four-way solenoid directional valve and the rising balance valve; a shuttle valve is installed between the pressure reducing valve and the falling balance valve and the rising balance valve; one-way throttle valves are respectively installed inside the three-position four-way solenoid directional valve and on the pipelines connecting to the rod chamber and rodless chamber of the pneumatic spring; the main suspension control mechanism is equipped with two two-position two-way solenoid directional valves and three hydraulic directional valves; the hydraulic directional valve connected to the rod chamber of the pneumatic spring in the main suspension control mechanism at the left suspension is connected to the rodless chamber of the pneumatic spring in the right suspension control mechanism of the same axle, realizing left and right communication; at the same time, it realizes the interconnection of the left front and rear rodless chambers and the left front and rear rod chambers; The three-stage suspension control mechanism includes a three-stage control three-position four-way solenoid directional valve, a three-stage control one-way throttle valve, a three-stage control pressure reducing valve, a three-stage control shuttle valve, and a three-stage control balance valve, all installed between the inlet and outlet ports of the rodless and rod chambers of the air spring. A three-stage control pressure reducing valve is installed between the three-stage control three-position four-way solenoid directional valve and the main inlet pipe; a three-stage control descent balance valve is installed between the three-stage control three-position four-way solenoid directional valve and the rodless chamber pipeline of the air spring; and a three-stage control descent balance valve is installed between the three-stage control three-position four-way solenoid directional valve and the rod chamber pipeline of the air spring. The pressure control ports of the three-stage control rising balance valve and the three-stage control falling balance valve are connected between the three-stage control three-position four-way solenoid directional valve and the three-stage control rising balance valve. The pressure control port of the three-stage control rising balance valve is connected between the three-stage control three-position four-way solenoid directional valve and the three-stage control falling balance valve. A three-stage control shuttle valve is installed between the three-stage control pressure reducing valve and the three-stage control falling balance valve and the three-stage control rising balance valve. Three-stage control one-way throttle valves are installed inside the three-stage control three-position four-way solenoid directional valve and on the pipelines connected to the rod chamber and rodless chamber of the oil spring.

2. The suspension system capable of synchronous lifting according to claim 1, characterized in that, The vehicle has at least two axles.

3. The suspension system capable of synchronous lifting according to claim 1, characterized in that, The suspension hydraulic control mechanism also includes a secondary suspension control mechanism. In this case, the primary suspension control mechanism is connected to the secondary suspension control mechanism, and the tertiary suspension control mechanism is connected to both the secondary suspension control mechanism and the primary suspension control mechanism. The secondary suspension control mechanism includes a secondary control three-position four-way solenoid valve, a secondary control one-way throttle valve, a secondary control pressure reducing valve, a secondary control shuttle valve, and a secondary control balance valve, all installed between the inlet and outlet ports of the rodless and rod chambers of the air spring. A secondary control pressure reducing valve is installed between the secondary control three-position four-way solenoid valve and the main oil inlet pipe; a secondary control descent balance valve is installed between the secondary control three-position four-way solenoid valve and the air spring rodless chamber pipeline; and a secondary control descent balance valve is installed between the secondary control three-position four-way solenoid valve and the air spring rod chamber pipeline. The pressure control port of the secondary control rising balance valve and the secondary control falling balance valve are connected between the secondary control three-position four-way solenoid directional valve and the secondary control rising balance valve. The pressure control port of the secondary control rising balance valve is also connected between the secondary control three-position four-way solenoid directional valve and the secondary control falling balance valve. A secondary control shuttle valve is installed between the secondary control pressure reducing valve and the secondary control falling balance valve and the secondary control rising balance valve. Secondary control one-way throttle valves are installed inside the secondary control three-position four-way solenoid directional valve and on the pipelines connecting to the rod chamber and rodless chamber of the oil spring.

4. A suspension system capable of synchronous lifting according to claim 3, characterized in that, The vehicle has five axles. The main suspension control mechanism includes two sets located on the first and third axles, respectively connecting the left air spring of the first axle and the left air spring of the third axle. The secondary suspension control mechanism includes four sets located on the first, third, and fourth axles, respectively connecting the right air spring of the first axle, the right air spring of the third axle, the left air spring of the fourth axle, and the right air spring of the fourth axle. The tertiary suspension control mechanism includes four sets located on the second and fifth axles, respectively connecting the left air spring of the second axle, the right air spring of the second axle, the left air spring of the fifth axle, and the right air spring of the fifth axle.

5. A suspension system capable of synchronous lifting according to claim 1, characterized in that, In each suspension control mechanism, the accumulator is connected to the gas spring via an electronically controlled locking valve in the same group.

6. A suspension system capable of synchronous lifting according to claim 1, characterized in that, The suspension system also includes a suspension controller. Each gas spring is equipped with a displacement sensor, which is connected to the suspension controller to detect the extension and retraction stroke signal of the gas spring cylinder in real time and to detect the position of the gas spring.

7. A vehicle, characterized in that, The vehicle includes a frame, a road travel system mounted on the frame, a cab, and a suspension system as described in any one of claims 1 to 6; the road travel system is a multi-axle wheel set that performs wheel lifting and lowering actions under the control of the suspension system, the multi-axle wheel set is a two-axle or more wheel set, and the vehicle is selected from dual-purpose road-rail vehicles, tractor vehicles, crane vehicles, and fire trucks.

8. A vehicle according to claim 7, characterized in that, The vehicle is a dual-purpose road and rail vehicle, and also includes a railway running device; the road running system includes a road running one-axle wheel set, a road running two-axle wheel set, a road running three-axle wheel set, a road running four-axle wheel set, and a road running five-axle wheel set; The railway travel device includes a front railway travel wheel set and a rear railway travel wheel set; the front railway travel wheel set is located after the highway travel axle wheel set, and the rear railway travel wheel set is located in front of the highway travel five-axle wheel set.

9. A vehicle control method according to claim 8, characterized in that, It includes five driving modes: highway height adjustment mode, railway mode, railway-road conversion mode, loading mode, and locking mode. Different gears of the combination switch in each mode correspond to different suspension heights. In loading mode, there are three modes: simultaneous lowering of the front suspension, simultaneous lowering of the rear suspension, and simultaneous lowering of the entire vehicle. Simultaneous lowering of the front suspension involves energizing the left solenoid coils of the three-position four-way solenoid valves of the main suspension control mechanisms of the first and second axles, and the third-stage suspension control mechanism, via the main oil inlet pipe. Simultaneous lowering of the rear suspension involves energizing the left solenoid coils of the three-position four-way solenoid valves of the main suspension control mechanisms of the third, fourth, and fifth axles, the second-stage suspension control mechanisms, and the third-stage suspension control mechanisms, via the main oil inlet pipe. Simultaneous lowering of the entire vehicle involves energizing the left solenoid coils of the three-position four-way solenoid valves of the main suspension control mechanisms of the first to fifth axles, the second-stage suspension control mechanisms, and the third-stage suspension control mechanisms, via the main oil inlet pipe. In railway mode, including the opening of the railway lifting wheel and emergency stop, the suspension height is lowered throughout the entire process. That is, in railway mode, the left solenoid coil of the three-position four-way solenoid directional valve of the main oil inlet overflow valve group connected in series with the main oil inlet pipe, the main suspension control mechanism of the first to fifth bridges, the secondary suspension control mechanism and the tertiary suspension control mechanism is energized, that is, the entire suspension height is lowered; during emergency stop, all solenoid valves are de-energized. In the rail-road conversion mode, including rail-road conversion activation and emergency stop, the rail-road conversion mode refers to the process of switching from railway mode to highway mode. The entire vehicle simultaneously releases its wheels until the suspension is adjusted to the neutral position. In the rail-road conversion mode, the solenoid directional valves of the main suspension control mechanisms of the first and third axles, as well as the locking valves in each suspension control mechanism, are all energized to perform the suspension wheel release action. After reaching the position, only the locking valves in each suspension control mechanism are opened to achieve the driving vibration reduction function. In the emergency stop, all solenoid valves are de-energized. In the highway height adjustment mode, there are seven sub-options: simultaneous front suspension raise, simultaneous front suspension lower, simultaneous rear suspension raise, simultaneous rear suspension lower, simultaneous vehicle raise, simultaneous vehicle lower, and one-click leveling. These options allow for suspension raising and lowering operations when the vehicle is stationary on land. Specifically, "simultaneous front suspension raise" involves simultaneously energizing the right-side solenoid coil of the three-position four-way solenoid directional valve of the main oil inlet pipe, the primary and secondary axle main suspension control mechanisms, and the tertiary suspension control mechanism to raise the suspension. "Simultaneous front suspension lower" involves energizing the main oil inlet... Simultaneous raising of the front suspension occurs when the main inlet overflow valve assembly, the main suspension control mechanisms of the first and second axles, and the three-position four-way solenoid directional valve of the third-stage suspension control mechanism are energized. Simultaneous lowering of the rear suspension occurs when the main inlet overflow valve assembly, the main suspension control mechanisms of the third, fourth, and fifth axles, the two-stage suspension control mechanisms, and the three-stage suspension control mechanism of the third-stage suspension control mechanism are energized. Simultaneous lowering of the rear suspension occurs when the main inlet overflow valve assembly, the main suspension control mechanisms of the third, fourth, and fifth axles, the two-stage suspension control mechanisms, and the three-stage suspension control mechanism of the third-stage suspension control mechanism are energized. The left solenoid coil of the three-position four-way solenoid directional valve in the main inlet overflow valve assembly, the main suspension control mechanisms of the third, fourth, and fifth axles, the secondary suspension control mechanisms, and the tertiary suspension control mechanisms is energized, enabling the rear suspension to lower simultaneously. "Simultaneous vehicle raising" refers to the energization of the right solenoid coil of the three-position four-way solenoid directional valve in the main inlet overflow valve assembly, the main suspension control mechanisms of the first to fifth axles, the secondary suspension control mechanisms, and the tertiary suspension control mechanisms, raising the rear suspension. "Simultaneous vehicle lowering" refers to the energization of the right solenoid coil of the main inlet overflow valve assembly, the main suspension control mechanisms of the first to fifth axles, the secondary suspension control mechanisms, and the tertiary suspension control mechanisms, raising the rear suspension. The left solenoid coils of the three-position four-way solenoid directional valves of the main inlet overflow valve group, the main suspension control mechanism of the third, fourth, and fifth axles, the secondary suspension control mechanism, and the tertiary suspension control mechanism are energized, enabling the entire vehicle to be lowered simultaneously. Pressing and holding the first six sub-options will activate the action, and releasing the button will stop it. At the same time, the solenoid directional valves of the main suspension control mechanism of the first and third axles, as well as the locking valves in each suspension control mechanism, will be restored. One-key leveling is used to raise the vehicle to the calibrated 0 position when it is not in the calibrated position. In the locked mode, there are two sub-options: locked mode on and locked mode off. When locked mode is on, all solenoid valves of the vehicle are locked and de-energized, and the vehicle can move slowly. When locked mode is off, the solenoid directional valves of the main suspension control mechanisms of the first and third axles, as well as the locking valves in each suspension control mechanism, are restored.

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