Air suspension system and heavy truck

Abstract

The invention relates to an air suspension system and a heavy truck. The air suspension system is located between a frame of the vehicle and a middle axle and a rear axle of the vehicle and comprises a balance beam, a first end of the balance beam is connected with the middle axle of the vehicle, a second end of the balance beam is connected with the rear axle of the vehicle, and the balance beam is used for balancing loads of the middle axle and the rear axle; the guide arm is located between the balance beam and a frame of the vehicle, the middle of the guide arm is connected with the middle of the balance beam, and the guide arm is connected with the frame through an elastic assembly; the guide arm is used for transmitting the load of the frame to the balance beam; and the elastic assembly is used for transmitting the load between the frame and the balance beam. By the adoption of the air suspension system, it can be guaranteed that loads of the middle axle and the rear axle are always kept equal in the movement process of the suspension, and real-time balance of the loads of the middle axle and the rear axle is guaranteed; meanwhile, the vehicle frame is prevented from bearing torque in the suspension movement process, the torsional stress of the vehicle frame is reduced, and then the comfort and stability of the vehicle in the running process are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to an air suspension system and a heavy truck. Background Art

[0002] The air suspension system is a technology that uses air springs and air pressure regulating devices to adjust the vehicle suspension height, load distribution and driving smoothness. The basic principle is to adjust the distance between the vehicle body and the wheels by controlling the air pressure in the air springs, thereby providing better ride comfort, vehicle stability and passability.

[0003] In the traditional parallel-axle air suspension system, each air spring is connected through a pipeline to ensure that the load on the middle bridge and the rear axle is equal when the car is stationary, thereby ensuring balanced air pressure and achieving reasonable load distribution. This structure can effectively improve the stability and comfort of the vehicle when it is stationary.

[0004] However, in the traditional parallel-axle air suspension system, the diameter of the pipeline is significantly different from the diameter of the air spring, which limits the flow rate of the air in the pipeline and makes it impossible to quickly achieve air pressure balance between the air springs. This means that during vehicle driving, although the air springs are connected by pipelines, the loads of the two parallel axles are still almost independent of each other, so that the air springs cannot quickly adjust the pressure during driving, resulting in the loads of the two axles (center axle and rear axle) being relatively independent and lacking linkage, that is, the load distribution between the center axle and the rear axle is uneven, and real-time load balance cannot be achieved, which in turn affects the stability and passability of the vehicle. Summary of the invention

[0005] Based on this, it is necessary to provide an air suspension system and a heavy truck that can evenly distribute the load between the center bridge and the rear axle, achieve real-time load balance, and thus ensure the stability and passability of the vehicle in response to the above technical problems.

[0006] In a first aspect, the present application provides an air suspension system, the air suspension system being located between a frame of a vehicle and a center bridge and a rear bridge of the vehicle, the system comprising:

[0007] An equalizing beam, wherein a first end of the equalizing beam is connected to a center bridge of the vehicle, and a second end of the equalizing beam is connected to a rear bridge of the vehicle, for balancing the loads of the center bridge and the rear bridge;

[0008] The guide arm is located between the equalizing beam and the frame of the vehicle, the middle part of the guide arm is connected to the middle part of the equalizing beam, and the guide arm is connected to the frame through an elastic component; the guide arm is used to transfer the load of the frame to the equalizing beam;

[0009] Elastic component used to transfer loads between the frame and the equalizing beam.

[0010] In one embodiment, the middle portion of the equalizing beam is hinged to the middle portion of the guide arm, so that the equalizing beam rotates around the hinge point; and the distance from the hinge point to the middle bridge is equal to the distance from the hinge point to the rear bridge.

[0011] In one embodiment, the equalizing beam includes a beam body, a center bushing and end bushings; the center bushing is arranged in the middle of the beam body, and the end bushings are arranged at the ends of the beam body.

[0012] In one embodiment, the center bushing includes an inner tube, a rubber layer and an outer sleeve.

[0013] In one embodiment, the system is symmetrically provided with equalizing beams on two opposite sides, and two center bushings are respectively located in the equalizing beams on the opposite sides; the system also includes a cross tube, the two ends of which are respectively inserted into the inner tubes of the two center bushings, and the cross tube and the inner tube are clearance-matched.

[0014] In one embodiment, the rubber layer is located between the inner tube and the outer shell, and is used to connect the inner tube and the outer shell through a vulcanization process.

[0015] In one embodiment, the system further comprises:

[0016] The sensor is located between the vehicle frame and the guide arm, and is used to monitor the distance change between the vehicle frame and the balance beam; wherein the middle portion of the guide arm is hinged to the middle portion of the balance beam.

[0017] In one embodiment, the system further comprises:

[0018] The shock absorber is arranged between the frame and the guide arm to attenuate the vibration in the system.

[0019] In one embodiment, the system further comprises:

[0020] A guide arm bracket, wherein a first end of the guide arm bracket is hinged to a first end of the guide arm, and a second end of the guide arm bracket is connected to a vehicle frame, and is used for supporting the guide arm and transmitting a load of the vehicle to the guide arm.

[0021] In a second aspect, the present application also provides a heavy-duty truck comprising an air suspension system as described above.

[0022] The above-mentioned air suspension system and heavy truck, the air suspension system is located between the vehicle frame and the middle bridge and rear bridge of the vehicle, the system includes: an equalizing beam, the first end of the equalizing beam is connected to the middle bridge of the vehicle, the second end of the equalizing beam is connected to the rear bridge of the vehicle, and is used to balance the load of the middle bridge and the rear bridge; a guide arm is located between the equalizing beam and the frame of the vehicle, the middle part of the guide arm is connected to the middle part of the equalizing beam, and the guide arm is connected to the frame through an elastic component; the guide arm is used to transfer the load of the frame to the equalizing beam; the elastic component is used to transfer the load between the frame and the equalizing beam. The present application connects the two ends of the equalizing beam to the middle bridge and the rear bridge of the vehicle respectively, ensuring that the load of the middle bridge and the rear bridge always remains equal during the movement of the suspension, that is, ensuring uniform load distribution; the middle part of the guide arm is connected to the middle part of the equalizing beam, so that the equalizing beam can keep flexible rotation when the load changes, thereby realizing the load balance of the middle bridge and the rear bridge, which avoids the problem of the load not being able to be quickly balanced due to untimely airflow adjustment in the traditional design, thereby ensuring the real-time balance of the load of the middle bridge and the rear bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0024] Figure 1 is a schematic structural diagram of an air suspension system in one embodiment;

[0025] Figure 2 is a side view of an air suspension system in one embodiment;

[0026] Figure 3 A schematic diagram of the structure of a balance beam and a center bushing in one embodiment;

[0027] Figure 4 A schematic diagram of a bumpy road surface when a height sensor is connected to a single axle in conventional technology;

[0028] Figure 5 FIG. 1 is a schematic diagram of an undulating road surface of an air suspension system in one embodiment.

[0029] 1. Frame; 2. Middle bridge; 3. Guide arm bracket; 4. Balance beam; 5. Guide arm; 6. Elastic part; 7. Shock absorber; 8. Elastic part; 9. Sensor; 10. Rear axle; 11. V-shaped reaction bar; 12. Cross tube; 13. V-shaped reaction bar; 14. Cover plate; 4-1. Beam body; 4-2. Center bushing; 4-3. End bushing; 4-2-1. Inner tube; 4-2-2. Rubber layer; 4-2-3. Outer jacket. DETAILED DESCRIPTION

[0030] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0031] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0032] In addition, 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 the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0033] 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 or an electrical connection; 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.

[0034] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0035] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0036] In the traditional parallel axle air suspension system, although the air springs can be connected through pipes to keep the loads of the middle axle and the rear axle equal when the car is stationary on a horizontal road, the diameter of the connecting pipe is far different from the diameter of the air spring, so that during the driving process of the car, the loads of the two parallel axles (such as the middle axle and the rear axle) are almost independent of each other and cannot be balanced in real time, resulting in uneven load distribution, large dynamic loads on the axles (middle axle and rear axle) and the suspension system, thereby increasing the damage to the road and the wear of the tires, and at the same time causing the frame to bear additional torque, reducing the reliability of the vehicle. The present application provides an air suspension system that can achieve real-time balance of the loads of the parallel axles, eliminate the torque of the air suspension system on the frame when the road is uneven, and thus improve the reliability of the frame and suspension system components.

[0037] In an exemplary embodiment, see Figure 1 , Figure 1 A structural schematic diagram of the air suspension system in the present application is shown. The air suspension system provided in the present application is located between the frame 1 of the vehicle and the middle bridge 2 and the rear bridge 10 of the vehicle. The system includes: an equalizing beam 4, a first end of the equalizing beam 4 is connected to the middle bridge 2 of the vehicle, and a second end of the equalizing beam 4 is connected to the rear bridge 10 of the vehicle, for balancing the loads of the middle bridge 2 and the rear bridge 10; a guide arm 5, located between the equalizing beam 4 and the frame 1 of the vehicle, a middle portion of the guide arm 5 is connected to the middle portion of the equalizing beam 4, and the guide arm 5 is connected to the frame 1 through an elastic component; the guide arm 5 is used to transfer the load of the frame 1 to the equalizing beam 4; an elastic member is used to transfer the load between the frame 1 and the equalizing beam 4.

[0038] Exemplarily, the equalizing beam 4 is arranged along the length direction of the vehicle frame 1, and the equalizing beam 4 is arranged between the center bridge 2 and the rear bridge 10 of the vehicle. The first end of the equalizing beam 4 can be rigidly connected to the center bridge 2 of the vehicle through a hinge structure, and the second end of the equalizing beam 4 can be fixedly connected to the rear bridge 10 of the vehicle through a hinge structure, so as to achieve dynamic load balance between the center bridge 2 and the rear bridge 10 of the vehicle. Optionally, the equalizing beam 4 is symmetrically arranged on the opposite sides of the air suspension system, and the equalizing beam 4 is made of high-strength alloy material. The hinge points at both ends of the equalizing beam 4 can adopt a rotatable structure, allowing the center bridge 2 and the rear bridge 10 to be slightly displaced in the vertical direction, and at the same time, the horizontal load is transmitted through the rigidity of the beam body to ensure the real-time load balancing.

[0039] The guide arm 5 is also arranged along the length direction of the frame 1, and the guide arm 5 is located between the equalizing beam 4 and the frame 1 of the vehicle; since the guide arm 5 connects the frame 1 and the equalizing beam 4 together, the movement of the frame 1 will directly affect the deformation of the guide arm 5, and the guide arm 5 attenuates the vibration of the frame 1 through the spring, shock absorber 7, etc., and at the same time ensures that the force of the frame 1 and the suspension system is more balanced. The middle part of the guide arm 5 is connected to the middle part of the equalizing beam 4. When the load of the middle bridge 2 and the rear bridge 10 changes, the equalizing beam 4 will drive the adjustment of the load of the axles on both sides, and under the torque condition between the middle bridge 2 and the rear bridge 10, the connection between the guide arm 5 and the middle part of the equalizing beam 4 can effectively eliminate the torque transmitted to the frame 1. Optionally, the middle part of the guide arm 5 is connected to the middle part of the equalizing beam 4 through a hinge structure, so that the equalizing beam 4 can rotate freely around the hinge point when the load changes. The rotation of the equalizing beam 4 ensures that the movement of the axles when encountering uneven roads can be balanced with each other, and prevents the torque change of the frame 1 caused by uneven load.

[0040] The elastic member 6 and the elastic member 8 are arranged between the guide arm 5 and the frame 1. Optionally, the first ends of the elastic member 6 and the elastic member 8 are connected to the frame 1, and the other ends of the elastic member 6 and the elastic member 8 are connected to the guide arm 5, so as to transfer the load between the frame 1 and the balance beam 4. Specifically, the elastic member 6 and the elastic member 8 absorb the impact and load change from the frame 1 through the connection between the frame 1 and the guide arm 5. When the frame 1 is subjected to load changes or road vibrations, the elastic member 6 and the elastic member 8 adjust and distribute these loads through compression or expansion; and because the middle part of the guide arm 5 is connected to the middle part of the balance beam 4 through a hinge structure, the elastic member 6 and the elastic member 8 indirectly affect the balance beam 4 through the guide arm 5, that is, the movement of the guide arm 5 affects the movement of the balance beam 4, thereby helping to achieve the load transfer and balance between the frame 1 and the balance beam 4.

[0041] In this embodiment, the first end of the balancing beam 4 is connected to the center bridge 2 of the vehicle, and the second end of the balancing beam 4 is connected to the rear axle 10 of the vehicle, which can balance the loads of the center bridge 2 and the rear axle 10 in real time during the driving of the vehicle, prevent uneven load distribution between the center bridge 2 and the rear axle 10, and improve the stability and reliability of the suspension system; the middle part of the guide arm 5 is connected to the middle part of the balancing beam 4, so that the guide arm 5 can rotate freely around the connection point, thereby realizing the rotation of the balancing beam 4 when the center bridge 2 and the rear axle 10 are subjected to force, avoiding the frame 1 from being subjected to torque during the suspension movement, and reducing the torsional stress of the frame 1; the guide arm 5 is connected to the frame 1 through the elastic member 6 and the elastic member 8, so that the load between the frame 1 and the balancing beam 4 can be smoothly and effectively transmitted, thereby improving the comfort and stability of the vehicle during driving.

[0042] In an exemplary embodiment, see Figure 2 , Figure 2 A side view of the air suspension system in the present application is shown, in which the middle portion of the equalizing beam 4 is hinged to the middle portion of the guide arm 5, so that the equalizing beam 4 rotates around the hinge point; and the distance from the hinge point to the middle bridge 2 is equal to the distance from the hinge point to the rear bridge 10.

[0043] Optionally, the middle part of the equalizing beam 4 is hinged to the middle part of the guide arm 5, and the hinge point is located at the intersection of the equalizing beam 4 and the guide arm 5. This hinge method allows the equalizing beam 4 to rotate freely around the hinge point. In the torsional condition of the middle bridge 2 and the rear axle 10, the frame 1 does not bear torque, which improves the force on the frame 1 and improves the reliability of the vehicle.

[0044] Figure 2 In the figure, L1 is the distance from the hinge point to the middle bridge 2, and L2 is the distance from the hinge point to the rear bridge 10. The distance L1 from the hinge point to the middle bridge 2 is equal to the distance L2 from the hinge point to the rear bridge 10, which is used to ensure that during the movement of the suspension system, no matter what load changes occur in the middle bridge 2 or the rear bridge 10, the balancing beam 4 can distribute the loads of the middle bridge 2 and the rear bridge 10 in a balanced manner while maintaining symmetrical stress, which can prevent the suspension system from having an unbalanced stress state, reduce the torsional stress of the frame 1, and thus improve the overall stability and reliability of the vehicle.

[0045] In an exemplary embodiment, see Figure 3 , Figure 3 A structural schematic diagram of the equalizing beam 4 and the center bushing 4-2 in the present application is shown. The equalizing beam 4 includes a beam body 4-1, a center bushing 4-2 and an end bushing 4-3; the center bushing 4-2 is arranged in the middle of the beam body 4-1, and the end bushing 4-3 is arranged at the end of the beam body 4-1.

[0046] Exemplarily, the beam body 4-1 is the core structural part of the equalizing beam 4, which can be made of high-strength metal materials or composite materials, and is used to bear the loads from the middle bridge 2 and the rear bridge 10, and evenly distribute these loads to the suspension system. The center bushing 4-2 is located in the middle of the equalizing beam 4. The cooperation between the center bushing 4-2 and the equalizing beam 4 body can effectively reduce the impact force transmission from the axle. The end bushings 4-3 are located at both ends of the equalizing beam 4, mainly to provide connection and buffering with other components of the suspension system. The end bushings 4-3 can be connected to the middle bridge 2 and the rear bridge 10 to ensure that the equalizing beam 4 can rotate or move freely in the required direction without being disturbed by excessive friction, thereby ensuring the flexibility and stability of the suspension system.

[0047] In this embodiment, the equalizing beam 4 can effectively absorb the impact force from the axle through the center bushing 4 - 2 and the end bushings 4 - 3 , and ensure that the load is evenly distributed under various road conditions.

[0048] In an exemplary embodiment, the center bushing 4-2 includes an inner tube 4-2-1, a rubber layer 4-2-2 and an outer sleeve 4-2-3.

[0049] The rubber layer 4-2-2 is located between the inner tube 4-2-1 and the outer tube 4-2-3, and is used to connect the inner tube 4-2-1 and the outer tube 4-2-3 through a vulcanization process.

[0050] Optionally, the center bushing 4-2 is composed of an inner tube 4-2-1, a rubber layer 4-2-2 and an outer jacket 4-2-3. The rubber layer 4-2-2 vulcanizes the inner tube 4-2-1 and the outer jacket 4-2-3 together, which can ensure a firm connection between the inner tube 4-2-1 and the outer jacket 4-2-3, so that the bushing has better stability, fatigue resistance and a longer service life. The inner tube 4-2-1 can be connected to the equalizing beam 4 or the guide arm 5 to withstand the force and load transmitted from the suspension system. The rubber layer 4-2-2 can reduce shock, buffer and absorb the impact force from the axle through its flexibility and elasticity. The outer jacket 4-2-3 is arranged on the outer layer of the center bushing 4-2, and can be made of corrosion-resistant and wear-resistant metal or plastic materials to enhance the overall structural strength of the bushing.

[0051] In an exemplary embodiment, the system is symmetrically provided with a balance beam 4 on two opposite sides, and two center bushings 4-2 are respectively located in the balance beam 4 on the opposite sides; the system also includes a cross tube 12, and the two ends of the cross tube 12 are respectively inserted into the inner tubes 4-2-1 of the two center bushings 4-2, and the cross tube 12 and the inner tube 4-2-1 are clearance-matched.

[0052] The left and right ends of the cross tube 12 are respectively inserted into the inner tube 4-2-1 in the equalizing beam 4 on the opposite sides (e.g., the left and right sides of the air suspension system). The cross tube 12 and the inner tube 4-2-1 are clearance-matched, and the two can slide relative to each other. When the vehicle rolls, the suspension heights on the opposite sides (left and right sides) are different. At this time, the cross tube 12 can withstand the bending moment and provide the suspension system with a roll restoring moment. In addition, the present application connects the wire arm and the equalizing beam 4 through a cover plate 14.

[0053] In this embodiment, the cross tube 12 is provided in the system to provide roll stiffness, and no additional lateral stabilizer bar is required. The connection between the cross tube 12 and the inner tube 4-2-1 is designed as a clearance fit, that is, a certain gap is maintained between the two to allow the cross tube 12 and the inner tube 4-2-1 to have appropriate relative sliding during the suspension movement. The clearance fit not only reduces friction and avoids unnecessary wear, but also enables the cross tube 12 to withstand the bending moment generated by the vehicle roll or the suspension system, thereby providing a roll restoring moment for the suspension system.

[0054] In an exemplary embodiment, the system also includes: a guide arm 5 bracket 3, the first end of the guide arm 5 bracket 3 is hinged to the first end of the guide arm 5, and the second end of the guide arm 5 bracket 3 is connected to the frame 1, for supporting the guide arm 5 and transferring the load of the vehicle to the guide arm 5.

[0055] The guide arm 5 bracket 3 is used to support and connect the guide arm 5 to transfer the load of the vehicle to the guide arm 5. Optionally, the first end of the guide arm 5 bracket 3 is hinged to the first end of the guide arm 5, which ensures the flexibility and freedom of movement of the guide arm 5, allowing the guide arm 5 to adjust the angle according to the movement of the suspension during the vehicle driving process, avoiding the instability of the suspension system due to external impact. The second end of the guide arm 5 bracket 3 is connected to the frame 1, and the guide arm 5 bracket 3 can effectively transfer the load of the vehicle to the guide arm 5, and then distribute it to other components of the suspension system (such as the equalizing beam 4 and the elastic member).

[0056] In this embodiment, the guide arm 5 can effectively transfer and distribute the load on the frame 1 to the suspension system through the guide arm 5 bracket 3, ensuring the smooth operation of the suspension system. When the vehicle is subjected to external impact or uneven road surface, the guide arm 5 bracket 3 can provide necessary support and force transmission to prevent the frame 1 and the suspension system from being subjected to excessive uneven loads, while improving the stability and comfort of the vehicle.

[0057] In traditional technology, the sensors of traditional air suspension systems are arranged between the frame and a certain axle. The disadvantage of this arrangement is that the sensors can only measure the displacement between the frame and a single axle, and cannot accurately reflect the overall motion state between the two axles. That is, the adjustment function of the traditional air suspension system is mainly for a single axle, while the suspension adjustment of the other axle will lag behind, and may not even be able to respond adequately according to the actual road conditions. When the vehicle passes through an undulating road surface, the suspension travel of the two axles cannot work in coordination, which may cause the axle on one side to "hang in the air" or "jump". In this case, the vehicle's ground clearance may change suddenly, increasing the risk of the chassis or components touching the ground, causing the vehicle to be easily "stuck" or damaged, thereby reducing its passability.

[0058] Therefore, in an exemplary embodiment of the present application, the sensor 9 is located between the frame 1 and the guide arm 5, and is used to monitor the distance change between the frame 1 and the equalizing beam 4; wherein the middle portion of the guide arm 5 is hinged to the middle portion of the equalizing beam 4.

[0059] Among them, the sensor 9 is a height sensor 9, which is arranged between the frame 1 and the guide arm 5, and the guide arm 5 is connected to the equalizing beam 4, so the height sensor 9 measures the distance change between the equalizing beam 4 and the frame 1, which can improve the vehicle's passability. That is, compared with the traditional technology, the present application uses the height sensor 9 to measure the distance change between the equalizing beam 4 and the frame 1, so that the suspension system can more accurately adjust the height of the entire system. In particular, when the vehicle passes through an undulating road surface, the height sensor 9 monitors the distance change between the frame 1 and the equalizing beam 4 in real time, thereby triggering the adjustment of the suspension system, ensuring that the frame 1 maintains an appropriate distance from the ground, and can prevent the frame 1 from being too low or too high, reduce the risk of collision between the chassis and the road surface, and avoid affecting the vehicle stability due to uneven roads.

[0060] Optional, see Figure 4 and 5 , Figure 4 It shows a schematic diagram of a undulating road surface when a height sensor 9 is connected to a single axle in the conventional technology, Figure 5 The schematic diagram of the undulating road surface of the air suspension system in this application is shown. Figure 4 It can be seen that when passing through an undulating road, in a conventional air suspension system, the height sensor 9 is used to measure the displacement between a certain axle (axle) of the parallel axles and the frame 1, so that the distance between the axle and the frame 1 is maintained at a preset height H0, while the other axle (axle) of the parallel axles needs to jump upward h. Figure 5It can be seen that in the air suspension system of the present application, the height sensor 9 measures the displacement of the midpoint of the parallel axles (the middle axle 2 and the rear axle 10) between the frame 1. When passing through an undulating road surface, the distance between the midpoint of the equalizing beam 4 and the frame 1 remains unchanged, the movement stroke of the axle is half of that of the general air suspension, and the height of the frame 1 from the ground is also increased accordingly, which improves the vehicle's passability.

[0061] In an exemplary embodiment, the system further includes: a shock absorber 7, which is disposed between the frame 1 and the guide arm 5 and is used to attenuate vibration in the system.

[0062] When the vehicle is driving, especially when passing through uneven roads, vibrations of various frequencies will be generated, which not only affect the comfort of the vehicle, but may also cause damage to the suspension system and other structural parts. In order to reduce the impact of these vibrations on the vehicle, the present application installs a shock absorber 7 between the frame 1 and the guide arm 5 to effectively absorb and attenuate these unnecessary vibrations, so as to improve the driving stability of the vehicle and ensure the stability and comfort of the vehicle under complex road conditions.

[0063] In an exemplary embodiment, the system further includes: a V-shaped reaction rod 11 and a V-shaped reaction rod 13 for controlling the body tilt and lateral force generated when the vehicle turns, accelerates or brakes, and improving the response speed and comfort of the suspension system.

[0064] In a second aspect, the present application provides a heavy-duty truck comprising any one of the air suspension systems provided in the first aspect.

[0065] In heavy truck applications, this air suspension system can automatically adjust according to the vehicle's load and road conditions to ensure that each wheel can maintain appropriate support and position, avoiding instability or reduced comfort due to uneven load distribution. In addition, the suspension system in this application also has the function of effectively attenuating vibrations, improving the vehicle's passing performance and driving comfort under complex road conditions.

[0066] Optionally, a passenger car, a trailer, a freight vehicle, etc. may include any air suspension system provided in the first aspect.

[0067] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0068] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. An air suspension system, characterized in that: The air suspension system is located between the vehicle frame and the middle bridge and rear bridge of the vehicle, and the system includes: A balance beam, wherein a first end of the balance beam is connected to a center bridge of a vehicle, and a second end of the balance beam is connected to a rear bridge of the vehicle, for balancing the loads of the center bridge and the rear bridge; A guide arm is located between the equalizing beam and the frame of the vehicle, the middle portion of the guide arm is connected to the middle portion of the equalizing beam, and the guide arm is connected to the frame through an elastic component; the guide arm is used to transfer the load of the frame to the equalizing beam; The elastic member is used to transfer the load between the frame and the balance beam.

2. The system according to claim 1, characterized in that The middle part of the balancing beam is hinged to the middle part of the guide arm, so that the balancing beam rotates around the hinge point; and the distance from the hinge point to the middle bridge is equal to the distance from the hinge point to the rear bridge.

3. The system according to claim 1, characterized in that The equalizing beam comprises a beam body, a center bushing and end bushings; the center bushing is arranged at the middle of the beam body, and the end bushings are arranged at the ends of the beam body.

4. The system according to claim 3, characterized in that The center bushing comprises an inner tube, a rubber layer and an outer sleeve.

5. The system according to claim 4, characterized in that The system has symmetrically arranged balancing beams on opposite sides, and the two center bushings are respectively located in the balancing beams on opposite sides; the system also includes a cross tube, the two ends of which are respectively inserted into the inner tubes of the two center bushings, and the cross tube is in clearance fit with the inner tube.

6. The system according to claim 4, characterized in that The rubber layer is located between the inner tube and the outer shell, and is used to connect the inner tube and the outer shell through a vulcanization process.

7. The system according to claim 1, characterized in that The system further comprises: The sensor is located between the vehicle frame and the guide arm and is used to monitor the distance change between the vehicle frame and the balance beam; wherein the middle portion of the guide arm is hinged to the middle portion of the balance beam.

8. The system according to claim 1, characterized in that The system further comprises: A shock absorber is arranged between the frame and the guide arm and is used for attenuating vibration in the system.

9. The system according to claim 1, characterized in that The system further comprises: A guide arm bracket, wherein a first end of the guide arm bracket is hinged to a first end of the guide arm, and a second end of the guide arm bracket is connected to the vehicle frame, for supporting the guide arm and transmitting the load of the vehicle to the guide arm.

10. A heavy truck, characterized in that: The air suspension system comprises the air suspension system according to any one of claims 1 to 9.

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