Air suspension system, vehicle chassis and new energy operating vehicle

Abstract

The invention relates to the field of operation machinery, and discloses an air suspension system, a vehicle chassis and a new energy operation vehicle, the air suspension system and the vehicle chassis can be applied to the new energy operation vehicle and can also be applied to a fuel oil operation vehicle, and the air suspension system comprises a guide arm assembly, a hydraulic cylinder assembly and a hydraulic cylinder assembly. The support is used for supporting an axle and can be movably connected to the bottom of a frame up and down; the air spring assembly is used for connecting the frame and the guide arm assembly and comprises an air spring body and a built-in limiting structure arranged in the air spring body; the external limiting structure is used for being arranged at the bottom of the frame and located above the axle, and the downward extending length of the external limiting structure at the bottom of the frame can be adjusted, so that the maximum jumping stroke of the axle can be limited by the external limiting structure and / or the internal limiting structure. The service life of the air spring assembly can be effectively prolonged, the axle load of each axle of the whole vehicle can be balanced, and meanwhile the running trafficability, smoothness and comfort of the whole vehicle under different road conditions can be improved.

Description

Technical Field

[0001] The present application belongs to the technical field of working machinery, and specifically relates to an air suspension system, a vehicle chassis and a new energy working vehicle. Background Art

[0002] The rear axles of existing multi-axle driven steering work vehicles (such as new energy work vehicles including new energy cranes, fuel work vehicles including fuel truck cranes, etc.) are mostly supported by leaf spring suspensions, and each axle is matched with a set of leaf spring suspensions. However, at present, due to the height limit of the whole vehicle, the layout space of the leaf spring suspension is small, and the height of the leaf spring suspension jump stroke is limited, which affects the vehicle's passing performance. At the same time, in order to meet the load-bearing requirements, the stiffness of the leaf spring of the leaf spring suspension is generally large, which will cause the shock absorption performance of the leaf spring suspension to decrease, resulting in poor driving smoothness and comfort of the whole vehicle. In addition, the axles are affected by the leaf spring arc height error and various factors, which easily leads to uneven multi-axle axle load distribution and is not easy to adjust. Summary of the invention

[0003] The purpose of this application is to provide an air suspension system, a vehicle chassis and a new energy work vehicle that can effectively balance the axle loads of the entire vehicle, while improving the vehicle's driving performance, smoothness and comfort under different road conditions.

[0004] In order to achieve the above objectives, the present application provides an air suspension system, which includes:

[0005] A guide arm assembly, used to support the axle and movably connected to the bottom of the frame;

[0006] An air spring assembly, used to connect the vehicle frame and the guide arm assembly, and comprising an air spring body and a built-in limiting structure arranged in the air spring body; and

[0007] An external limiting structure is used to be arranged at the bottom of the frame and above the axle. The downward extension length of the external limiting structure at the bottom of the frame can be adjusted so that the maximum upward jump stroke of the axle can be limited by the external limiting structure and / or the internal limiting structure.

[0008] In some embodiments, one end of the guide arm assembly is formed as a hinged end for being hinged to the frame and the other end is formed as a swinging end that can swing up and down, and in the direction from the hinged end to the swinging end, the bottom end surface of the external limiting structure is formed as an inclined limiting surface inclined upward, and the inclined limiting surface is used to limit and abut the upwardly jumped axle.

[0009] In some embodiments, the external limiting structure includes:

[0010] The limiting pillar is used to be fixed at the bottom of the frame and arranged in the up-down direction;

[0011] A limiting support, sleeved on the limiting support and capable of moving along the axial direction of the limiting support;

[0012] A locking member, used to lock or unlock the position limiting support and the position limiting pillar;

[0013] A buffer component is connected to the bottom of the limit support and is used for limiting and abutting the upwardly jumping axle.

[0014] In some embodiments, one end of the guide arm assembly is formed as a hinged end for being hinged to the frame and the other end is formed as a swinging end capable of swinging up and down, the air spring assembly is arranged at the swinging end, and the external limiting structure is located between the air spring assembly and the hinged end.

[0015] The second aspect of the present application also provides a vehicle chassis, which includes:

[0016] Frame;

[0017] an axle, disposed below the frame; and

[0018] The air suspension system described above.

[0019] In some embodiments, the vehicle axle includes a steering axle, and the vehicle chassis further includes a mechanical steering mechanism, wherein the mechanical steering mechanism includes:

[0020] A fixed seat body, fixed to the lateral side of the frame and provided with an axle body portion extending in the lateral direction;

[0021] A steering rocker arm, arranged in the up-down direction and rotatably connected to the shaft body;

[0022] A steering knuckle arm, used for fixedly connecting with the steering knuckle and the wheel hub of the steering axle, and the steering knuckle arm is arranged in the transverse direction;

[0023] A first connecting rod is arranged in the front-rear direction, one end of the first connecting rod is hinged to the upper end of the steering rocker arm and the other end is used to form a mechanical transmission connection with the steering wheel;

[0024] The second connecting rod is arranged along the front-rear direction, and the two ends of the second connecting rod are respectively hinged to the lower ends of the steering knuckle arm and the steering rocker arm.

[0025] In some embodiments, the guide arm assembly is arranged in the front-rear direction and one end is formed as a hinged end hinged to the frame, and the hinge point between the second connecting rod and the steering rocker arm is arranged adjacent to the hinged end.

[0026] In some embodiments, the steering knuckle arm includes an outer arm section and an inner arm section, the outer arm section is used to be fixedly connected to the steering knuckle and the wheel hub of the steering axle, the height of the inner arm section is lower than the height of the outer arm section, the inner arm section is hinged to one end of the second connecting rod, and the height of the second connecting rod is lower than the height of the inner arm section.

[0027] In some embodiments, the vehicle chassis is provided with a plurality of the steering axles, and the air suspension system is arranged between the vehicle frame and the steering axle with the smallest steering angle range.

[0028] In some embodiments, the frame is a box-type frame, and the vehicle chassis also includes a built-in lateral stabilizing structure arranged laterally in the box-type frame, and the lateral ends of the built-in lateral stabilizing structure are respectively connected to the middle of the axle and the lateral inner wall of the box-type frame.

[0029] In some embodiments, the built-in lateral stabilization structure comprises:

[0030] A first support, fixed to the transverse inner side wall of the box-type frame;

[0031] A second support, fixed to the middle portion of the axle;

[0032] A transverse stabilizing link, wherein two ends of the transverse stabilizing link are respectively hinged to the first support and the second support.

[0033] In some embodiments, an outer wall of the box-type frame is provided with a maintenance hole for maintaining the air suspension system and the built-in lateral stabilizing structure.

[0034] The third aspect of the present application also provides a new energy work vehicle, which includes the above-mentioned vehicle chassis.

[0035] Through the above technical solution, the air suspension system of the present application can choose whether to use the external limit structure or the internal limit structure to limit the maximum upward jump stroke of the axle by adjusting the downward extension length of the external limit structure at the bottom of the frame, which can not only effectively improve the driving performance of the whole vehicle under different road conditions, but also reduce the collision frequency of the internal limit structure, and extend the service life of the air spring assembly. In addition, compared with the existing leaf spring suspension, the air suspension system has a small stiffness, which can improve the shock absorption performance while meeting the load-bearing capacity, thereby effectively improving the driving smoothness and comfort of the whole vehicle. Furthermore, from the characteristics of the air suspension system, it can be seen that it can self-adjust the air pressure of the air spring body to balance the axle loads of each axle of the whole vehicle, which can effectively reduce the phenomenon of uneven distribution of axle loads of each axle of the whole vehicle.

[0036] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without creative work. In the drawings:

[0038] Figure 1 A partial side view of a vehicle chassis in a specific embodiment of the present application;

[0039] Figure 2 for Figure 1 A front view of the vehicle chassis in FIG.

[0040] Figure 3 for Figure 1 A partial schematic diagram of Figure 3 In (a), the axle did not jump up; Figure 3 In (b), the maximum upward jump travel of the axle is limited by the external limit structure; Figure 3 In (c), the maximum upward jump travel of the axle is limited by the built-in limit structure;

[0041] Figure 4 This is a schematic diagram of an external limit structure in a specific implementation manner of the present application;

[0042] Figure 5 It is a schematic diagram of another external limit structure in a specific implementation manner of the present application;

[0043] Figure 6 for Figure 1 Another partial schematic diagram of;

[0044] Figure 7 for Figure 2 A partial schematic diagram of

[0045] Figure 8 for Figure 1 Another partial schematic diagram of;

[0046] Fig. 9 for Figure 2 Another partial schematic diagram of .

[0047] Description of Reference Numerals

[0048] 1 Guide arm assembly 2 Air spring assembly

[0049] 3 External limit structure 4 Fixed seat

[0050] 5 Steering rocker arm 6 Steering knuckle arm

[0051] 7 First connecting rod 8 Second connecting rod

[0052] 9 Built-in lateral stabilization structure 10 Frame

[0053] 11 Axles

[0054] 21 Air spring body 22 Built-in limit structure

[0055] 31 Limiting support 32 Limiting support

[0056] 33 Locking member 34 Buffer member

[0057] 35 Inclined limiting surface 61 Outer arm section

[0058] 62 Inner arm section 91 First support

[0059] 92 Second support 93 Lateral stabilizer link

[0060] 101 Frame cover plate 102 Frame belly plate

[0061] 103 Frame bottom plate 104 Maintenance hole

[0062] 331 Locking nut 332 Locking clamp DETAILED DESCRIPTION

[0063] The specific implementation of the present application is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0064] Reference Figure 1 and Figure 3 A first exemplary embodiment of the present application provides an air suspension system, which includes a guide arm assembly 1, an air spring assembly 2 and an external limiting structure 3.

[0065] Specifically, the guide arm assembly 1 is used to support the axle 11 and is connected to the bottom of the frame 10 in an upward and downward movable manner. When the vehicle is traveling on a bumpy road, the axle 11 can drive the guide arm assembly 1 to jump up or down, and the vehicle body supported on the frame 10 will not jump up or down with the axle 11, thereby maintaining the stability of the vehicle body. It should be noted that the present application does not limit the upward and downward movement of the guide arm assembly 1. For example, the guide arm assembly 1 can be translated or swung up and down around a fixed point, etc., which are all within the scope of the present application.

[0066] The air spring assembly 2 is used to connect the vehicle frame 10 and the guide arm assembly 1, and the air spring assembly 2 includes an air spring body 21 and a built-in limiting structure 22 arranged in the air spring body 21. When the vehicle axle 11 drives the guide arm assembly 1 to jump up or down, the air spring body 21 can play a role in shock absorption and drive the vehicle axle 11 and the guide arm assembly 1 to return to their original position. Figure 3 (a) shows the state, and refer to Figure 3 (c), the built-in limiting structure 22 can limit the maximum compression amplitude of the air spring body 21, thereby limiting the maximum upward jump stroke of the axle 11. Compared with the existing leaf spring suspension, the air spring assembly 2 allows the axle 11 to have a larger upward and downward jump stroke, so the air suspension system can better meet the driving safety and passing performance of the work vehicle under complex working conditions.

[0067] However, considering that the working vehicle needs to deal with complex or even bad road conditions from time to time, if the internal limiting structure 22 is relied on for a long time to limit the upward jump stroke of the axle 11, it means that the internal limiting structure 22 needs to frequently form a collision inside the air spring body 21 (see Figure 3 (c)), which will accelerate the damage speed of the built-in limiting structure 22 and greatly shorten its service life. Once the built-in limiting structure 22 is damaged, it will seriously affect the driving safety, and the damage can only be solved by replacing the entire air spring assembly 2 in the short term.

[0068] In order to solve the above problems, the air suspension system of the present application is also specially provided with an external limiting structure 3, which is used to be arranged at the bottom of the frame 10 and located above the axle 11, and the downward extension length of the external limiting structure 3 at the bottom of the frame 10 is adjustable. The user can adjust the downward extension length of the external limiting structure 3 based on the actual road conditions and usage habits, so as to decide whether to use the external limiting structure 3 or the internal limiting structure 22 to limit the maximum upward jump stroke of the axle 11, that is, to determine the use priority of the external limiting structure 3 and the internal limiting structure 22.

[0069] When the vehicle is traveling on a highway or a flat road, because the road surface is flat and the trafficability is good, the external limit structure 3 can be used to limit the maximum upward jump travel of the axle 11. Figure 3(b) By adjusting the downward extension length of the external limiting structure 3 at the bottom of the vehicle frame 10 to be longer, the external limiting structure 3 can be used to limit and abut the jumping axle 11, and at this time, the internal limiting structure 22 does not form a collision inside the air spring body 21. In this way, by setting the external limiting structure 3, the collision frequency of the internal limiting structure 22 can be reduced, and the service life of the air spring assembly 2 can be effectively extended. Even if the air spring assembly 2 is damaged, the external limiting structure 3 can be used to ensure the driving safety of the whole vehicle, and there is no need to replace the air spring assembly 2 in the short term.

[0070] When the vehicle is traveling on complex or bad roads such as mountain roads, in order to avoid the single bridge from being stuck and affecting the safety and passing performance of the vehicle, the built-in limit structure 22 can be used to limit the maximum upward jump travel of the axle 11. Figure 3 (c), at this time, the downward extension length of the external limiting structure 3 at the bottom of the frame 10 needs to be adjusted to be shorter, and when the axle 11 is at the maximum jump height, the external limiting structure 3 will not collide with the axle 11. Under complex or harsh road conditions, the internal limiting structure 22 is used to limit the maximum jump travel of the axle 11, which can not only improve the vehicle's passing performance and driving safety, but also avoid frequent collisions between the external limiting structure 3 and the axle 11, and protect the external limiting structure 3.

[0071] In addition, by adjusting the downward extension length of the external limiting structure 3 at the bottom of the vehicle frame 10 to a suitable length, the maximum jump height of the axle defined by the external limiting structure 3 can be equal to the maximum jump height of the axle defined by the internal limiting structure 22. In other words, when the axle 11 is in contact with the external limiting structure 3, the internal limiting structure 22 just forms a collision inside the air spring body 21, which is equivalent to the external limiting structure 3 and the internal limiting structure 22 simultaneously limiting the axle 11. At this time, the external limiting structure 3 and the internal limiting structure 22 can share the impact force borne by each other, thereby also achieving the effect of reducing the damage probability of the external limiting structure 3 and the internal limiting structure 22.

[0072] In summary, since the downward extension length of the external limiting structure 3 at the bottom of the frame 10 is adjustable, the maximum upward jump stroke of the axle 11 can be limited by the external limiting structure 3 and / or the internal limiting structure 22 .

[0073] Through the above settings, the air suspension system of the present application can choose whether to use the external limiting structure 3 or the internal limiting structure 22 to limit the maximum upward jump stroke of the axle 11 by adjusting the downward extension length of the external limiting structure 3 at the bottom of the frame. This can not only effectively improve the driving performance of the vehicle under different road conditions, but also reduce the collision frequency of the internal limiting structure 22, thereby extending the service life of the air spring assembly 2.

[0074] In addition, compared with the existing leaf spring suspension, the air suspension system has lower stiffness, which can improve the shock absorption performance while meeting the load-bearing capacity, thereby effectively improving the smoothness and comfort of the entire vehicle's ride.

[0075] Furthermore, from the characteristics of the air suspension system, it can be seen that it can self-adjust the air pressure of the air spring body 21 to balance the axle loads of the entire vehicle. For example, when the axle loads of other axles are relatively large and the axle loads of the axle where the air suspension system is located are relatively small, the axle loads of the entire vehicle can be balanced by adjusting the air pressure of the air spring body 21. Therefore, the air suspension system can effectively reduce the phenomenon of uneven distribution of axle loads on the entire vehicle.

[0076] In some embodiments, reference Figures 3 to 5 , one end of the guide arm assembly 1 is formed as an articulated end for articulation with the vehicle frame 10 and the other end is formed as a swing end that can swing up and down, that is, the up and down movement form of the guide arm assembly 1 is up and down swinging. At this time, in order to match the movement law of the guide arm assembly 1, in the direction from the articulated end of the guide arm assembly 1 to its swing end, the bottom end surface of the external limiting structure 3 can be formed as an inclined limiting surface 35 that is inclined upward. When the upwardly jumping axle 11 is limited and abutted by the external limiting structure 3, the inclined limiting surface 35 can basically fit the top surface of the axle 11, thereby increasing the contact area between the two, weakening the impact, and reducing the risk of damage to the axle 11 and the external limiting structure 3.

[0077] In some embodiments, reference Figure 4 and Figure 5 The external limiting structure 3 may include a limiting pillar 31, a limiting support 32, a locking member 33 and a buffer member 34. Specifically, the limiting pillar 31 is used to be fixed at the bottom of the frame 10 and arranged in the up-down direction, and the limiting support 32 is sleeved on the limiting pillar 31 and can move along the axial direction of the limiting pillar 31. The locking member 33 is used to lock or unlock the limiting support 32 and the limiting pillar 31. When the limiting support 32 and the limiting pillar 31 are locked, the limiting support 32 cannot move along the axial direction of the limiting pillar 31. The two are fixed to each other. When the limiting support 32 and the limiting pillar 31 are unlocked, the limiting support 32 can move along the axial direction of the limiting pillar 31. In addition, the buffer member 34 is connected to the bottom of the limiting support 32 and is used to limit and abut the jumping axle 11, which can avoid the rigid collision between the external limiting structure 3 and the axle 11, thereby protecting the axle 11 and the rigid components in the external limiting structure 3. In addition, the bottom surface of the buffer member 34 may be formed as the aforementioned inclined limiting surface 35 .

[0078] When it is necessary to adjust the downward extension length of the external limiting structure 3 at the bottom of the frame 10, the locking piece 33 can be loosened first to unlock the limiting support 32 and the limiting pillar 31, and then the axial relative position of the limiting support 32 and the limiting pillar 31 can be adjusted, so that the height of the buffer 34 can be adjusted.

[0079] For example, refer to Figure 4 The locking member 33 can be a locking nut 331. In this case, the outer peripheral wall of the limiting pillar 31 is provided with an external thread, and the inner peripheral wall of the limiting support 32 is provided with an internal thread, so that the limiting support 32 and the locking nut 331 can be threadedly matched with the limiting pillar 31. By tightening or loosening the locking nut 331, the limiting pillar 31 and the limiting support 32 can be locked or unlocked. By adjusting the threaded engagement length of the limiting pillar 31 and the limiting support 32, the axial relative position of the limiting support 32 and the limiting pillar 31 can be adjusted, thereby adjusting the height of the buffer 34. Figure 4 Based on the embodiment, the locking member 33 can also be replaced by a locking clamp 332, which can be referred to Figure 5 At this time, the peripheral wall of the limiting support 32 is grooved and the locking clamp 332 is used to achieve looseness and tightness.

[0080] In some embodiments, reference Figure 1 and Figure 3 The air spring assembly 2 can be set at the swing end of the guide arm assembly 1, and the external limiting structure 3 can be set between the hinged ends of the air spring assembly 2 and the guide arm assembly 1. Correspondingly, in the whole vehicle, the axle 11 is also set between the hinged ends of the air spring assembly 2 and the guide arm assembly 1, so that the axle 11 can use the limiting abutment of the external limiting structure 3 to limit the maximum upward jump stroke under certain road conditions.

[0081] In addition, the second exemplary embodiment of the present application further provides a vehicle chassis, which includes a frame 10, an axle 11 disposed below the frame 10, and the above-mentioned air suspension system. The present application does not limit the specific type of the axle 11, such as a steering axle (the steering axle mentioned herein includes a common steering axle and a steering drive axle), a drive axle, etc.

[0082] In some embodiments, reference Figure 1 , Figure 2 , Figure 6 and Figure 7 The vehicle axle 11 may include a steering axle (which may be an ordinary steering axle or a steering drive axle), and the vehicle chassis may include a mechanical steering mechanism, which includes a fixed seat body 4, a steering rocker arm 5, a steering knuckle arm 6, a first connecting rod 7 and a second connecting rod 8.

[0083] Specifically, the fixed seat body 4 is fixed to the lateral side of the frame 10 and is provided with an axle body portion extending in the lateral direction, the steering rocker arm 5 is arranged in the up-down direction and is rotatably connected to the axle body portion of the fixed seat body 4, the steering knuckle arm 6 is used to be fixedly connected to the steering knuckle and wheel hub of the steering axle, and the steering knuckle arm 6 is arranged in the lateral direction, and the first connecting rod 7 and the second connecting rod 8 are both arranged in the front-back direction. In addition, one end of the first connecting rod 7 is hinged to the upper end of the steering rocker arm 5 and the other end is used to form a mechanical transmission connection with the steering wheel of the whole vehicle, and the two ends of the second connecting rod 8 are respectively hinged to the lower ends of the steering knuckle arm 6 and the steering rocker arm 5.

[0084] When the driver turns the steering wheel, the steering wheel can drive the first connecting rod 7 to move in the front-to-rear direction through the mechanical transmission structure, and the first connecting rod 7 can drive the upper end of the steering rocker arm 5 to move, so that the steering rocker arm 5 as a whole can rotate around the axial body of the fixed seat body 4, and the lower end of the steering rocker arm 5 can drive the second connecting rod 8 to move in the front-to-rear direction, and the second connecting rod 8 can drive the steering knuckle arm 6 to swing, and at the same time drive the steering knuckle and wheel hub of the steering axle to steer, thereby realizing the steering of the wheel.

[0085] In contrast, the steering mechanism matched with the air suspension on the existing work vehicle mostly adopts electronic control or electro-hydraulic proportional control, which has a complex structure and high installation cost. In addition, mechanical steering cannot be achieved when the control fails. At the same time, it is generally only matched with the steering axle, and has poor versatility. The mechanical steering mechanism of the present application has a simple structure and low installation cost. At the same time, the mechanical steering mechanism does not need to be connected to the control system, and there is no risk of being unable to steer due to control failure. It can be matched with the steering axle and the steering drive axle, and has stronger versatility. In addition, the first connecting rod 7 and the second connecting rod 8 can be arranged roughly horizontally, the force is relatively balanced, it is not easy to deform and break, and it has strong reliability and durability.

[0086] In some embodiments, reference Figure 8 The guide arm assembly 1 is arranged in the front-rear direction and one end thereof is formed as a hinged end hinged to the vehicle frame 10, and Figure 8 The hinge point C of the guide arm assembly 1 and the frame 10 can be seen in FIG. In addition, the hinge point of the second connecting rod 8 and the steering rocker arm 5 is arranged adjacent to the hinge end of the guide arm assembly 1, that is, Figure 8 As can be seen in the figure, the hinge point D between the second connecting rod 8 and the steering rocker arm 5 is adjacent to the hinge point C between the guide arm assembly 1 and the frame 10.

[0087] Based on the above settings, as long as the second connecting rod 8 does not deform or break, the motion trajectory of the hinge point E between the steering knuckle arm 6 and the second connecting rod 8 relative to the hinge point D between the second connecting rod 8 and the steering rocker arm 5 is an arc with the hinge point D as the center and DE as the radius, that is, the first arc trajectory A. In other words, the first arc trajectory A is determined by the second connecting rod 8.

[0088] In addition, the stiffness of the guide arm assembly 1 is usually much greater than that of the air spring assembly 2. Therefore, when the guide arm assembly 1 swings up and down, the deformation of the guide arm assembly 1 is very small compared to the air spring assembly 2. At this time, the axle 11 rotates approximately around the hinge point C, and since the steering knuckle arm 6 is fixed to the steering knuckle and wheel hub of the axle 11, the aforementioned hinge point E can be regarded as fixed to the steering knuckle and wheel hub of the axle 11, and the hinge point E can be regarded as rotating with the hinge point C as the center and CE as the radius, thereby forming a second arc trajectory B. In other words, the second arc trajectory B is determined by the air suspension system.

[0089] It can be seen that when the hinge point D between the second link 8 and the steering rocker arm 5 is adjacent to the hinge point C between the guide arm assembly 1 and the frame 10, the first arc trajectory A of point E determined by the second link 8 and the second arc trajectory B of point E determined by the air suspension system are highly coordinated. In this way, motion interference between the mechanical steering mechanism and the air suspension system can be avoided, thereby ensuring that the wheels do not sway when the vehicle is driving, greatly improving driving safety and greatly reducing the risk of damage to components due to motion interference.

[0090] In order to make the hinge point D between the second link 8 and the steering rocker arm 5 adjacent to the hinge point C between the guide arm assembly 1 and the frame 10, an optional embodiment is to make the steering knuckle arm 6 include an outer arm section 61 and an inner arm section 62, wherein the outer arm section 61 is used to be fixedly connected to the steering knuckle and the wheel hub of the steering axle, the height of the inner arm section 62 is lower than the height of the outer arm section 61, the inner arm section 62 is hinged to one end of the second link 8, and the height of the second link 8 is lower than the height of the inner arm section 62. In this way, the lower arrangement of the second link 8 and the steering knuckle arm 6 can be achieved, which is conducive to the hinge point D being closer to the hinge point C, so as to achieve the effect of high coordination between the first arc trajectory A and the second arc trajectory B mentioned above.

[0091] And / or, another optional embodiment is to set the air suspension system between the frame 10 and the steering axle with the smallest steering angle range (i.e., the steering angle range of the wheel). When the steering angle range of the steering axle is the smallest, the movable range of the second connecting rod 8 is small, so that the hinge point D does not deviate too much from the hinge point C, but can always be adjacent to the hinge point C, thereby achieving the effect of highly coordinated first arc trajectory A and second arc trajectory B mentioned above, and ensuring that when the second connecting rod 8 and the steering knuckle arm 6 are arranged in a downward manner, the second connecting rod 8 will not interfere with the axle tube of the steering axle during the small-angle rotation of the wheel. For example, in a five-axle truck crane, the air suspension system can be set between the frame 10 and the fifth axle with the smallest steering angle range.

[0092] In some embodiments, reference Figure 2 and Fig. 9The frame 10 may be configured as a box-type frame, for example, the box-type frame may include a frame cover plate 101, a frame web plate 102 and a frame bottom plate 103, the frame cover plate 101 and the frame bottom plate 103 are arranged vertically and spaced apart and connected through the vertically arranged frame web plate 102. In addition, the vehicle chassis may include a built-in lateral stabilizing structure 9 arranged in the lateral direction in the box-type frame, and the lateral ends of the built-in lateral stabilizing structure 9 are respectively connected to the middle of the axle 11 and the lateral inner wall of the box-type frame.

[0093] Based on the above structure, when the axle 11 jumps up or down, the built-in lateral stabilizing structure 9 can prevent the axle 11 from lateral movement, thereby enhancing the stability of the air suspension system. At the same time, when the vehicle turns, the lateral limiting effect of the built-in lateral stabilizing structure 9 can prevent the vehicle body from tilting, thereby improving the anti-tilting ability of the vehicle. The built-in design of the built-in lateral stabilizing structure 9 can make full use of the limited space on the vehicle chassis, especially when the axle 11 is a steering drive axle, the redundant space on the vehicle chassis is extremely limited due to the overall arrangement of the frame 10 and the main reduction of the axle. This embodiment sets the built-in lateral stabilizing structure 9 inside the box-type frame, making the setting of the built-in lateral stabilizing structure 9 feasible and practical, and can improve the space utilization rate of the vehicle chassis.

[0094] In some embodiments, the built-in transverse stabilizing structure 9 may include a first support 91, a second support 92 and a transverse stabilizing link 93. Specifically, the first support 91 is fixed to the transverse inner wall of the box-type frame (for example, by welding or bolt assembly), the second support 92 is fixed to the middle of the axle 11 (for example, by welding or bolt assembly), and the two ends of the transverse stabilizing link 93 are respectively hinged to the first support 91 and the second support 92. At this time, the transverse stabilizing link 93 mainly plays the role of preventing the axle 11 from lateral movement and limiting the axle 11 laterally.

[0095] In some embodiments, the outer wall of the box-type frame may be provided with a maintenance hole 104 (for example, the maintenance hole 104 may be opened on the frame cover 101). The maintenance hole 104 can be used for the operator to maintain the air suspension system and the built-in lateral stabilization structure 9, making subsequent maintenance more convenient.

[0096] In addition, the third exemplary embodiment of the present application also provides a work vehicle, which includes the above-mentioned vehicle chassis. And it should be noted that the present application does not limit the power type of the work vehicle, for example, both new energy work vehicles and fuel-powered work vehicles can adopt the above-mentioned vehicle chassis or air suspension system. In addition, the present application does not limit the operation type of the work vehicle. For example, fuel work vehicles such as fuel truck cranes, fuel truck cranes, fuel mixer trucks, fuel pump trucks, fuel fire trucks, fuel road construction vehicles, and fuel sanitation vehicles; or new energy work vehicles such as new energy truck cranes, new energy truck cranes, new energy mixer trucks, new energy pump trucks, new energy fire trucks, new energy road construction vehicles, and new energy sanitation vehicles.

[0097] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0098] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0099] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0100] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. Air suspension system, characterized in that: include: A guide arm assembly (1) is used to support the vehicle axle (11) and is movably connected to the bottom of the vehicle frame (10) up and down; An air spring assembly (2) is used to connect a vehicle frame (10) and the guide arm assembly (1), and comprises an air spring body (21) and a built-in limiting structure (22) arranged in the air spring body (21); and An external limiting structure (3) is used to be arranged at the bottom of the vehicle frame (10) and located above the axle (11); the downward extension length of the external limiting structure (3) at the bottom of the vehicle frame (10) can be adjusted so that the maximum upward jump stroke of the axle (11) can be limited by the external limiting structure (3) and / or the internal limiting structure (22).

2. The air suspension system according to claim 1, characterized in that: One end of the guide arm assembly (1) is formed as an articulated end for articulating with the vehicle frame (10), and the other end is formed as a swing end capable of swinging up and down. In the direction from the articulated end to the swing end, the bottom end surface of the external limiting structure (3) is formed as an inclined limiting surface (35) inclined upward, and the inclined limiting surface (35) is used for limiting and abutting against the upwardly jumping vehicle axle (11).

3. The air suspension system according to claim 1, characterized in that: The external limiting structure (3) comprises: A limiting support (31), used for being fixed on the bottom of the vehicle frame (10) and arranged in the up-down direction; A limiting support (32) is sleeved on the limiting support (31) and is capable of moving along the axial direction of the limiting support (31); A locking member (33) used for locking or unlocking the position limiting support (32) and the position limiting support (31); A buffer member (34) is connected to the bottom of the limiting support (32) and is used for limiting and abutting against the jumping axle (11).

4. The air suspension system according to any one of claims 1 to 3, characterized in that: One end of the guide arm assembly (1) is formed as an articulated end for being articulated with a vehicle frame (10), and the other end is formed as a swing end capable of swinging up and down, the air spring assembly (2) is arranged at the swing end, and the external limiting structure (3) is located between the air spring assembly (2) and the articulated end.

5. A vehicle chassis, characterized in that: include: Frame (10); A vehicle axle (11), arranged below the vehicle frame (10); and An air suspension system according to any one of claims 1 to 4.

6. The vehicle chassis according to claim 5, characterized in that: The vehicle axle (11) includes a steering axle, and the vehicle chassis also includes a mechanical steering mechanism, and the mechanical steering mechanism includes: A fixed seat body (4) fixed to the lateral side of the frame (10) and provided with an axle body portion extending in the lateral direction; A steering rocker arm (5), arranged in the up-down direction and rotatably connected to the shaft body; A steering knuckle arm (6), used for being fixedly connected to the steering knuckle and the wheel hub of the steering axle, and the steering knuckle arm (6) is arranged in the transverse direction; A first connecting rod (7) is arranged in the front-rear direction, one end of the first connecting rod (7) is hinged to the upper end of the steering rocker arm (5) and the other end is used to form a mechanical transmission connection with the steering wheel; The second connecting rod (8) is arranged along the front-rear direction, and the two ends of the second connecting rod (8) are respectively hinged to the lower ends of the steering knuckle arm (6) and the steering rocker arm (5).

7. The vehicle chassis according to claim 6, characterized in that: The guide arm assembly (1) is arranged in the front-rear direction and one end is formed as a hinged end hinged to the vehicle frame (10), and the hinge point between the second connecting rod (8) and the steering rocker arm (5) is arranged adjacent to the hinged end.

8. The vehicle chassis according to claim 7, characterized in that: The steering knuckle arm (6) comprises an outer arm section (61) and an inner arm section (62); the outer arm section (61) is used for fixedly connecting with the steering knuckle and the wheel hub of the steering axle; the height of the inner arm section (62) is lower than the height of the outer arm section (61); the inner arm section (62) is hinged to one end of the second connecting rod (8); the height of the second connecting rod (8) is lower than the height of the inner arm section (62).

9. The vehicle chassis according to claim 7, characterized in that: The vehicle chassis is provided with a plurality of the steering axles, and the air suspension system is arranged between the vehicle frame (10) and the steering axle with the smallest steering angle range.

10. The vehicle chassis according to claim 5, characterized in that The vehicle frame (10) is a box-type vehicle frame, and the vehicle chassis further comprises a built-in lateral stabilizing structure (9) arranged in the lateral direction inside the box-type vehicle frame, wherein the lateral ends of the built-in lateral stabilizing structure (9) are respectively connected to the middle of the vehicle axle (11) and the lateral inner side wall of the box-type vehicle frame.

11. The vehicle chassis according to claim 10, characterized in that The built-in lateral stabilizing structure (9) comprises: A first support (91) is fixed to the transverse inner side wall of the box-shaped frame; A second support (92) is fixed to the middle portion of the axle (11); A transverse stabilizing link (93), wherein two ends of the transverse stabilizing link (93) are respectively hinged to the first support (91) and the second support (92).

12. The vehicle chassis according to claim 10, characterized in that The outer wall of the box-type frame is provided with a maintenance hole (104) for maintaining the air suspension system and the built-in lateral stabilizing structure (9).

13. New energy working vehicle, characterized in that: Comprising a vehicle chassis according to any one of claims 5 to 12.

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