Air suspension system and operation machine

Abstract

The invention relates to the technical field of automobile engineering, and provides an air suspension system and an operation machine. The air suspension system comprises at least two longitudinal beams, a cross beam assembly, a damping assembly, an axle and a thrust rod set. The two longitudinal beams are arranged at intervals; the cross beam assembly is arranged between the first ends of the two longitudinal beams in the interval direction of the two longitudinal beams. The damping assemblies are arranged at the second ends of the longitudinal beams in a one-to-one correspondence mode. The axle is arranged between the two damping assemblies; the thrust rod set comprises at least two upper thrust rods and at least two lower thrust rods, the two upper thrust rods are arranged between the cross beam assembly and the damping assembly in a spaced mode, the two lower thrust rods are arranged between the cross beam assembly and the damping assembly at a certain included angle, and the two upper thrust rods are located above the two lower thrust rods. According to the air suspension system, the defects that an existing air suspension system does not occupy a large space, and consequently running deviation and braking deviation are prone to being caused are overcome, running deviation and braking deviation can be prevented, and a large space can be reserved for whole vehicle arrangement.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile engineering, and in particular to an air suspension system and a working machine. Background Art

[0002] The main load-bearing component of the air suspension is the air spring (airbag for short), which has many advantages such as low frequency deviation, good vehicle smoothness, unchanged chassis height when empty or fully loaded, and adjustable chassis height. It is widely used in heavy-duty operating machinery.

[0003] The existing air suspension system, on the one hand, the front leaf spring suspension occupies a large longitudinal space, taking up the space for the power battery behind the front wheel; on the other hand, the air suspension system with a lateral thrust rod produces lateral displacement when the wheels bounce up and down, which can easily lead to driving deviation and braking deviation. Summary of the invention

[0004] The present invention provides an air suspension system and a working machine, which are used to solve the defects of the air suspension system in the prior art, that is, the air suspension system either occupies a large space or easily causes driving deviation and braking deviation. The air suspension system can prevent driving deviation and braking deviation and leave a large space for the arrangement of the whole vehicle.

[0005] The present invention provides an air suspension system, comprising: at least two longitudinal beams, the two longitudinal beams being arranged at intervals; A crossbeam assembly is arranged between the first ends of the two longitudinal beams along the spacing direction of the two longitudinal beams; Shock-absorbing components are arranged one by one at the second ends of the longitudinal beams; an axle, disposed between the two shock absorbing assemblies; The thrust rod group includes at least two upper thrust rods and at least two lower thrust rods, wherein the two upper thrust rods are arranged between the cross beam assembly and the shock absorbing assembly at intervals, and the two lower thrust rods are arranged between the cross beam assembly and the shock absorbing assembly at a certain angle, and the two upper thrust rods are located above the two lower thrust rods.

[0006] According to an air suspension system provided by the present invention, the two upper thrust rods are arranged in parallel and symmetrically; The two lower thrust rods are symmetrically arranged; The upper thrust rod and the lower thrust rod are both arranged to be inclined from top to bottom along the direction from the first end of the longitudinal beam to the second end of the longitudinal beam.

[0007] According to an air suspension system provided by the present invention, the shock absorbing assembly comprises: Multifunctional limit frame; An airbag, which is arranged one by one with the longitudinal beam and is located between the longitudinal beam and the multifunctional limiting frame; The shock absorber is arranged between the longitudinal beam and the multifunctional limiting frame and is located outside the airbag.

[0008] An air suspension system provided according to the present invention further includes a lateral stabilization component, wherein the lateral stabilization component includes: A hanger, hinged to the outer sides of the two longitudinal beams in a one-to-one correspondence; A lateral stabilizer bar, wherein the lateral stabilizer bar passes through the two multifunctional limit frames, and the two ends of the lateral stabilizer bar are respectively hinged to the two hangers.

[0009] According to an air suspension system provided by the present invention, the multifunctional limit frame comprises a limit frame body, A plurality of axle mounting parts are provided in the middle of the limiting frame body, and the axle mounting parts are used to limit the axle; An airbag mounting platform is also provided in the middle of the limiting frame body, and the airbag mounting platform is located in the middle of the plurality of axle mounting parts and is used to limit the airbag; A shock absorber mounting portion is provided at one end of the limiting frame body, and the shock absorber mounting portion is used to limit the shock absorber; A lower thrust rod mounting portion is provided at the bottom of the other end of the limiting frame body, and the lower thrust rod mounting portion is used to limit the lower thrust rod; An upper thrust rod mounting portion is provided at the top of the other end of the limiting frame body, and the upper thrust rod mounting portion is used to limit the upper thrust rod; A transverse stabilizer bar mounting portion is provided at the bottom of the limiting frame body, and the transverse stabilizer bar mounting portion is used for limiting the transverse stabilizer bar.

[0010] According to an air suspension system provided by the present invention, the crossbeam assembly comprises a crossbeam, Both ends of the cross beam are provided with cross beam brackets, and the cross beam is connected to the longitudinal beam through the cross beam brackets.

[0011] According to an air suspension system provided by the present invention, the upper thrust rod and the lower thrust rod both include a thrust rod body. Both ends of the thrust rod body are provided with rubber ball pin assemblies, and the thrust rod body is connected to the outside through the rubber ball pin assemblies.

[0012] According to an air suspension system provided by the present invention, the rubber ball pin assembly comprises: A housing, which is assembled integrally with the thrust rod body, and has a limiting cavity inside the housing; A pin shaft, which passes through the housing and is rotatably matched with the limiting cavity, and the pin shaft is used for connecting with the outside; An end cover, wherein the pin is limited to the housing through the end cover, and the end cover is assembled with the housing through a retaining spring; The rubber body is arranged outside the pin shaft.

[0013] According to an air suspension system provided by the present invention, the upper surface of the airbag mounting platform is inclined downward along a direction from the second end of the longitudinal beam to the first end of the longitudinal beam.

[0014] The present invention also provides a working machine, comprising the air suspension system as described in any one of the above embodiments.

[0015] The air suspension system and operating machine provided by the present invention are arranged in such a way that the upper thrust rod and the lower thrust rod are staggered up and down, and the lower thrust rod is installed at a certain angle. This design not only eliminates the need for a lateral thrust rod, but also makes the thrust rod group itself occupy the minimum necessary space through reasonable angle and position arrangement. Therefore, the layout of the entire system is more compact and efficient, freeing up more space for arranging batteries or other key components.

[0016] In addition, two lower thrust rods are set at a certain angle between the crossbeam assembly and the shock absorber assembly. This angle setting not only helps to limit the lateral displacement caused by the wheel bouncing up and down, but also provides additional stability support during vehicle cornering or braking. Because the lower thrust rods are installed at a certain angle, they can effectively distribute these forces to the entire suspension system when the wheel is subjected to lateral forces, thereby reducing the lateral displacement of the wheel. This directly reduces the driving deviation caused by lateral movement of the wheel. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 is a three-dimensional diagram of the air suspension system provided by the present invention; Figure 2 is a top view of the air suspension system provided by the present invention; Figure 3 is a front view of the air suspension system provided by the present invention; Figure 4 It is a structural schematic diagram of a multifunctional limit frame of an air suspension system provided by the present invention; Figure 5 is a cross-sectional view of a rubber ball pin assembly of an air suspension system provided by the present invention; Figure 6 is a cross-sectional view of the assembly structure of the shock absorber and the longitudinal beam of the air suspension system provided by the present invention; Figure 7 The present invention is a schematic diagram of the assembly structure of the shock absorber and the longitudinal beam of the air suspension system provided by the present invention.

[0019] Reference numerals: 100: longitudinal beam; 200: crossbeam assembly; 210: crossbeam bracket; 220: crossbeam; 300: axle; 400: shock absorbing assembly; 410: multifunctional limit frame; 411: limit frame body; 412: axle mounting portion; 413: airbag mounting platform; 414: shock absorber mounting portion; 415: lateral stabilizer bar mounting portion; 416: lower thrust rod mounting portion; 417: upper thrust rod mounting portion; 420: connecting support; 430: airbag; 431: airbag bracket; 440: shock absorber; 441: shock absorber bracket; 500: thrust rod assembly; 510: upper thrust rod; 520: lower thrust rod; 521: rubber ball pin assembly; 5211: pin shaft; 5212: housing; 5213: retaining spring; 5214: end cover; 5215: rubber body; 522: thrust rod body; 600: lateral stabilizer assembly; 610: hanger; 620: lateral stabilizer bar. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0021] Combine the following Figure 1-Figure 7 The structure and working principle of the present invention are described. For ease of description, the following embodiments are described with the present invention being a front air suspension system for a heavy-duty vehicle.

[0022] Reference Figure 1The present invention provides an air suspension system including at least two longitudinal beams 100, a cross beam assembly 200, a shock absorbing assembly 400, an axle 300 and a thrust rod group 500. The two longitudinal beams 100 are arranged at intervals; the cross beam assembly 200 is arranged between the first ends of the two longitudinal beams 100 along the spacing direction of the two longitudinal beams 100; the shock absorbing assembly 400 is arranged at the second end of the longitudinal beam 100 in a one-to-one correspondence; the axle 300 is arranged between the two shock absorbing assemblies 400; the thrust rod group 500 includes at least two upper thrust rods 510 and at least two lower thrust rods 520, the two upper thrust rods 510 are arranged at intervals between the cross beam assembly 200 and the shock absorbing assembly 400, the two lower thrust rods 520 are arranged between the cross beam assembly 200 and the shock absorbing assembly 400 at a certain angle, and the two upper thrust rods 510 are located above the two lower thrust rods 520.

[0023] It should be noted that the angle between the two lower thrust rods 520 is an acute angle, that is, the two lower thrust rods 520 are in a V-shaped structure. The two longitudinal beams 100 are arranged in parallel and symmetrically, and the first end of the longitudinal beam 100 refers to the front end, and the second end refers to the rear end. The crossbeam assembly 200 and the axle 300 are both arranged perpendicular to the two longitudinal beams 100, and the four form a rectangular frame structure. The axle 300 can specifically refer to the front axle of the vehicle.

[0024] Traditional lateral thrust rods need to occupy a large lateral space to provide sufficient support and stability, thus limiting the layout space of other key components (such as power batteries) at the bottom of the vehicle. In contrast, in the present invention, the upper thrust rod 510 and the lower thrust rod 520 are arranged in an up-down staggered manner, and the lower thrust rod 520 is installed at a certain angle. This design not only eliminates the need for lateral thrust rods, but also makes the thrust rod group 500 itself occupy the minimum necessary space through reasonable angle and position arrangement. Therefore, the layout of the entire system is more compact and efficient, freeing up more space for arranging batteries or other key components.

[0025] In addition, in the present invention, two lower thrust rods 520 are arranged at a certain angle between the crossbeam assembly 200 and the shock absorbing assembly 400. This angle setting not only helps to limit the lateral displacement caused by the up and down bounce of the wheel, but also provides additional stability support during the vehicle turning or braking process. Since the lower thrust rods 520 are installed at a certain angle, they can effectively disperse these forces to the entire suspension system when the wheel is subjected to lateral forces, thereby reducing the lateral displacement of the wheel. This directly reduces the deviation caused by the lateral movement of the wheel.

[0026] Furthermore, the two upper thrust rods 510 are arranged between the crossbeam assembly 200 and the shock absorbing assembly 400, and are located above the two lower thrust rods 520. This upper and lower layered design forms a stable frame structure, which further enhances the overall rigidity and stability of the system. When the vehicle is traveling on an uneven road or performing a braking operation, the upper thrust rod 510 and the lower thrust rod 520 work together to better control the movement trajectory of the wheel. In particular, during the braking process, the upper thrust rod 510 and the lower thrust rod 520 work together to effectively suppress the lateral swing of the wheel and prevent the occurrence of driving deviation and braking deviation.

[0027] Reference Figure 2 and Figure 3 In some embodiments of the present invention, the two upper thrust rods 510 are arranged in parallel and symmetrically; the two lower thrust rods 520 are arranged symmetrically; the upper thrust rods 510 and the lower thrust rods 520 are both arranged to be inclined from top to bottom along the direction from the first end of the longitudinal beam 100 to the second end of the longitudinal beam 100.

[0028] In the above structure, the two upper thrust rods 510 are arranged in parallel and symmetrically, and the two lower thrust rods 520 are also arranged symmetrically. This symmetry ensures that the force applied to the wheel during the up and down bouncing process can be evenly distributed throughout the system, avoiding additional stress concentration or instability factors caused by asymmetry. Specifically, when the vehicle is traveling on an uneven road surface, the wheel will encounter various vertical impacts. Since the upper thrust rod 510 and the lower thrust rod 520 are both arranged to be inclined from top to bottom along the direction from the first end to the second end of the longitudinal beam 100, they can provide a "yield" effect when the wheel moves up and down.

[0029] Specifically, when the wheel moves upward (such as passing over a bump), the inclined thrust rod will convert part of the vertical upward force into a component force along its inclined direction, thereby dispersing the impact force. Similarly, when the wheel moves downward (such as passing over a pothole), the inclined thrust rod will also convert part of the vertical downward force into a component force along its inclined direction, playing a buffering role. Therefore, this design can not only effectively absorb and mitigate the impact from the road surface, but also reduce the vibration directly transmitted to the vehicle body, improving ride comfort.

[0030] In addition, the inclined thrust rod set 500 can also play an important role when the vehicle is turning or braking. Since the upper thrust rod 510 and the lower thrust rod 520 are both inclined along the longitudinal beam 100, they can distribute the lateral forces more evenly when the vehicle is subjected to lateral forces, thereby reducing the lateral displacement of the wheels. This arrangement helps prevent the occurrence of driving deviation and braking deviation, and further improves the vehicle's handling performance and straight-line stability.

[0031] Reference Figure 3In some embodiments of the present invention, the shock absorbing assembly 400 includes a multifunctional limiting frame 410, an airbag 430 and a shock absorber 440. The airbag 430 is arranged one-to-one with the longitudinal beam 100 and is located between the longitudinal beam 100 and the multifunctional limiting frame 410. Specifically, the top of the airbag 430 is located below the longitudinal beam 100 and is connected to the lower end of the longitudinal beam 100. The airbag 430 is connected to the outer side of the longitudinal beam 100 through an airbag bracket 431, so that it is fixed below the longitudinal beam 100. The bottom end of the airbag 430 is detachably arranged on the top of the multifunctional limiting frame 410 by bolts. The shock absorber 440 is arranged between the longitudinal beam 100 and the multifunctional limiting frame 410 and is located outside the airbag 430. Specifically, the top of the shock absorber 440 is detachably connected to the longitudinal beam 100 through the shock absorber bracket 441, and the top of the shock absorber 440 is also hinged to the multifunctional limiting frame 410 by means of a pin shaft or the like.

[0032] In the above structure, the shock absorber 440 is arranged between the longitudinal beam 100 and the multifunctional limiting frame 410, and is located outside the airbag 430. The main function of the shock absorber 440 is to further absorb and control the vibration caused by the uneven road surface. When the axle 300 of the vehicle jumps up when passing through a bumpy road section, it is limited by the rubber block (not shown in the figure) inside the airbag 430, and when the axle 300 jumps down, it is stretched and limited by the shock absorber 440. In this process, the airbag 430 absorbs most of the impact force, while the shock absorber 440 suppresses the remaining vibration through its internal damping mechanism to ensure that the vehicle can remain stable under various road conditions.

[0033] As a part of the shock absorbing assembly 400, the multifunctional limit frame 410 plays a role of limiting and guiding. It not only provides a mounting base for the airbag 430 and the shock absorber 440, but also ensures their stability during operation. The design of the multifunctional limit frame 410 enables it to prevent the airbag 430 and the shock absorber 440 from excessive deformation or displacement when the vehicle is subjected to a large impact, thereby ensuring that the system is always in the best working state. This design helps to extend the service life of each component and improve the reliability of the system.

[0034] Reference Figure 3 In some embodiments of the present invention, a lateral stabilizing assembly 600 is further included, and the lateral stabilizing assembly 600 includes a hanger 610 and a lateral stabilizing bar 620. The hangers 610 are hinged to the outer sides of the two longitudinal beams 100 one by one; the lateral stabilizing bar 620 passes through the two multifunctional limit frames 410, and the two ends are respectively hinged to the two hangers 610.

[0035] When the vehicle is turning, the body will tend to roll due to the centrifugal force. The above structural arrangement allows the lateral stabilizer bar 620 to be torsionally deformed when the body rolls. Specifically, when one wheel is raised (i.e. the body tilts toward that side), the lateral stabilizer bar 620 will exert a reaction force to the multifunctional limit frame 410 on the shock absorbing assembly 400 due to its own torsional rigidity, and then pull the body back to a horizontal position through the shock absorbing assembly 400. This reaction force can effectively offset part of the centrifugal force and reduce the roll amplitude of the body.

[0036] In addition, the articulated design between the hanger 610, the longitudinal beam 100 and the lateral stabilizer bar 620 ensures that the lateral stabilizer bar 620 can freely adjust its angle and position under different working conditions to adapt to the dynamic changes of the vehicle body. This flexibility not only improves the response speed of the system, but also enhances its adaptability under various driving conditions. Especially during high-speed driving or sharp turns, the lateral stabilizer bar 620 can react quickly and provide the necessary support to maintain the stability and smoothness of the vehicle body.

[0037] The other end of the lateral stabilizer bar 620 is connected to the multifunctional limiter 410, further enhancing the overall rigidity and stability of the system. The multifunctional limiter 410 not only provides a mounting base for the airbag 430 and the shock absorber 440, but also serves as a fixing point for the lateral stabilizer bar 620 to ensure that it can function stably during the entire working process. This connection method enables the lateral stabilizer bar 620 to absorb and disperse the roll force while working in conjunction with the airbag 430 to jointly improve the overall performance of the vehicle.

[0038] Reference Figure 2 and Figure 3 In some embodiments of the present invention, the multifunctional limiting frame 410 includes a limiting frame body 411, a plurality of axle mounting portions 412 are provided in the middle of the limiting frame body 411, and the axle mounting portions 412 are used to limit the axle 300; an airbag mounting platform 413 is also provided in the middle of the limiting frame body 411, and the airbag mounting platform 413 is located in the middle of the plurality of axle mounting portions 412 and is used to limit the airbag 430; a shock absorber mounting portion 414 is provided at one end of the limiting frame body 411, and the shock absorber mounting portion 414 is provided at the middle of the limiting frame body 411. 14 is used to limit the shock absorber 440; a lower thrust rod mounting portion 416 is provided at the bottom of the other end of the limiting frame body 411, and the lower thrust rod mounting portion 416 is used to limit the lower thrust rod 520; an upper thrust rod mounting portion 417 is provided at the top of the other end of the limiting frame body 411, and the upper thrust rod mounting portion 417 is used to limit the upper thrust rod 510; a lateral stabilizer bar mounting portion 415 is provided at the bottom of the limiting frame body 411, and the lateral stabilizer bar mounting portion 415 is used to limit the lateral stabilizer bar 620.

[0039] Specifically, the axle mounting portion 412 is a threaded hole, and is provided with four threads, and the four threads are arranged at intervals. The axle 300 is located below the limit frame body 411 and in the middle of the four threaded holes, and then the axle 300 is fixed to the limit frame body 411 by a locking hoop and a bolt. The upper surface of the airbag mounting platform 413 is inclined downward along the direction from the second end of the longitudinal beam 100 to the first end of the longitudinal beam 100. A threaded hole is provided in the middle of the airbag mounting platform 413, and the piston of the airbag 430 is fixed to the airbag mounting platform 413 by bolts. The shock absorber mounting portion 414 is provided with a horizontally arranged threaded hole. When the shock absorber 440 is connected, the piston shaft of the shock absorber 440 is connected to the threaded hole of the shock absorber mounting portion 414 by bolts. The transverse stabilizer bar mounting portion 415 is specifically an arched hole. Since the transverse stabilizer bar 620 is a U-shaped structure. Therefore, the transverse stabilizer bar 620 is sequentially passed through the two arched holes, and then the bottom is fixed by connecting the support 420. Specifically, the connecting support 420 is fixed to the bottom of the arch hole by bolts. The lower thrust rod mounting portion 416 is provided with two mounting legs arranged at intervals, and each mounting leg is provided with a threaded hole, and the lower thrust rod 520 is connected to the threaded holes on the two legs by bolts. The upper thrust rod mounting portion 417 is also provided with two mounting legs arranged at intervals, and each mounting leg is provided with a threaded hole, and the upper thrust rod 510 is also connected to the threaded holes on the two legs by bolts.

[0040] Reference Figure 1 In some embodiments of the present invention, the crossbeam assembly 200 includes a crossbeam 220 , and crossbeam brackets 210 are provided at both ends of the crossbeam 220 , and the crossbeam 220 is connected to the longitudinal beam 100 through the crossbeam brackets 210 .

[0041] Specifically, the two ends of the cross beam 220 are detachably connected to the top of the cross beam bracket 210 by bolts. The top of the cross beam bracket 210 is provided with a plurality of threaded holes, and it is connected to the longitudinal beam 100 by bolts. The cross beam bracket 210 is also provided with a limiter for connecting the upper thrust rod 510, and the middle part of the cross beam 220 is provided with a limiter for connecting the lower thrust rod 520. That is, the two upper thrust rods 510 are respectively connected to the two cross beam brackets 210, and the two lower thrust rods 520 are connected to the middle part of the cross beam 220.

[0042] Reference Figure 2 and Figure 5 In some embodiments of the present invention, the upper thrust rod 510 and the lower thrust rod 520 both include a thrust rod body 522 , both ends of the thrust rod body 522 are provided with a rubber ball pin assembly 521 , and the thrust rod body 522 is connected to the outside through the rubber ball pin assembly 521 .

[0043] The rubber ball pin assembly 521 includes a pin 5211, a housing 5212, an end cover 5214 and a rubber body 5215. The housing 5212 is assembled with the thrust rod body 522, and the housing 5212 has a limiting cavity inside; the pin 5211 penetrates the housing 5212 and rotates with the limiting cavity, and the pin 5211 is used to connect with the outside; the pin 5211 is limited to the housing 5212 by the end cover 5214, and the end cover 5214 is assembled with the housing 5212 by the retaining ring 5213; the rubber body 5215 is arranged outside the pin 5211.

[0044] In the above structure, when the vehicle travels on an uneven road, the wheels are subjected to various impact forces from the road surface. These impact forces are transmitted to the rubber ball pin assembly 521 through the thrust rod body 522. Due to the presence of the rubber body 5215, the impact force is first partially absorbed and buffered, reducing the vibration directly transmitted to the vehicle body. The rubber body 5215 can effectively deform to adapt to different load conditions, thereby reducing the rigid contact of the system and improving the ride comfort.

[0045] In addition, the rotational fit between the pin 5211 and the housing 5212 allows the thrust rod 522 to swing freely within a certain range, which provides greater flexibility and response speed for the vehicle. In particular, when the vehicle turns or encounters lateral force, the rubber ball pin assembly 521 can adjust the thrust rod 522 according to actual needs through its internal rotation mechanism to ensure the stability and handling performance of the vehicle. The design of the end cap 5214 and the retaining spring 5213 further enhances the reliability and durability of the entire assembly, preventing the pin 5211 from loosening or falling off due to long-term use.

[0046] The rubber ball pin assembly 521 not only provides the necessary mechanical connection function, but also achieves effective vibration absorption and impact relief through its unique material and structural design. The rubber body 5215 is arranged outside the pin shaft 5211, which can provide good elastic deformation ability while ensuring sufficient strength. This design enables the thrust rod body 522 to absorb impact force while maintaining sufficient rigidity to support the overall structure of the vehicle.

[0047] The present invention further provides a working machine, comprising the air suspension system of any one of the above embodiments. Specifically, the working machine may be a truck or other vehicle such as a heavy truck.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An air suspension system, characterized in that: include: at least two longitudinal beams (100), the two longitudinal beams (100) being arranged at intervals; A crossbeam assembly (200) is arranged between first ends of the two longitudinal beams (100) along a spacing direction of the two longitudinal beams (100); Shock-absorbing components (400) are arranged one-to-one at the second ends of the longitudinal beams (100); An axle (300) is arranged between the two shock absorbing assemblies (400); The thrust rod assembly (500) comprises at least two upper thrust rods (510) and at least two lower thrust rods (520), wherein the two upper thrust rods (510) are arranged between the cross beam assembly (200) and the shock absorbing assembly (400) at intervals, and the two lower thrust rods (520) are arranged between the cross beam assembly (200) and the shock absorbing assembly (400) at a certain angle, and the two upper thrust rods (510) are located above the two lower thrust rods (520).

2. The air suspension system according to claim 1, characterized in that: The two upper thrust rods (510) are arranged in parallel and symmetrically; The two lower thrust rods (520) are symmetrically arranged; The upper thrust rod (510) and the lower thrust rod (520) are both arranged to be inclined from top to bottom along a direction from the first end of the longitudinal beam (100) to the second end of the longitudinal beam (100).

3. The air suspension system according to claim 2, characterized in that: The shock absorbing assembly (400) comprises: Multifunctional limit frame (410); An airbag (430) is provided in one-to-one correspondence with the longitudinal beam (100) and is located between the longitudinal beam (100) and the multifunctional limiting frame (410); The shock absorber (440) is arranged between the longitudinal beam (100) and the multifunctional limiting frame (410), and is located outside the airbag (430).

4. The air suspension system according to claim 3, characterized in that: Also included is a lateral stabilization assembly (600), the lateral stabilization assembly (600) comprising: The hanger (610) is hingedly connected to the outer sides of the two longitudinal beams (100) in a one-to-one correspondence; A transverse stabilizing rod (620), the transverse stabilizing rod (620) passing through the two multifunctional limiting frames (410), and having two ends respectively hinged to the two hanging frames (610).

5. The air suspension system according to claim 4, characterized in that: The multifunctional limiting frame (410) comprises a limiting frame body (411), A plurality of axle mounting portions (412) are provided in the middle of the limiting frame body (411), and the axle mounting portions (412) are used to limit the position of the axle (300); An airbag mounting platform (413) is also provided in the middle of the limiting frame body (411); the airbag mounting platform (413) is located in the middle of the plurality of axle mounting portions (412) and is used to limit the position of the airbag (430); A shock absorber mounting portion (414) is provided at one end of the limiting frame body (411), and the shock absorber mounting portion (414) is used to limit the shock absorber (440); A lower thrust rod mounting portion (416) is provided at the bottom of the other end of the limiting frame body (411), and the lower thrust rod mounting portion (416) is used to limit the lower thrust rod (520); An upper thrust rod mounting portion (417) is provided at the top of the other end of the limiting frame body (411), and the upper thrust rod mounting portion (417) is used to limit the upper thrust rod (510); A transverse stabilizer bar mounting portion (415) is provided at the bottom of the limiting frame body (411), and the transverse stabilizer bar mounting portion (415) is used to limit the transverse stabilizer bar (620).

6. The air suspension system according to any one of claims 1 to 5, characterized in that: The crossbeam assembly (200) comprises a crossbeam (220), Both ends of the crossbeam (220) are provided with crossbeam brackets (210), and the crossbeam (220) is connected to the longitudinal beam (100) via the crossbeam brackets (210).

7. The air suspension system according to any one of claims 1 to 5, characterized in that: The upper thrust rod (510) and the lower thrust rod (520) both include a thrust rod body (522). Both ends of the thrust rod body (522) are provided with rubber ball pin assemblies (521), and the thrust rod body (522) is connected to the outside through the rubber ball pin assemblies (521).

8. The air suspension system according to claim 7, characterized in that: The rubber ball pin assembly (521) comprises: A shell (5212) is assembled integrally with the thrust rod body (522), and a limiting cavity is provided inside the shell (5212); A pin shaft (5211) passes through the housing (5212) and is rotatably matched with the limiting cavity, and the pin shaft (5211) is used for connecting to the outside; an end cover (5214), wherein the pin shaft (5211) is limited in position in the housing (5212) by the end cover (5214), and the end cover (5214) is assembled with the housing (5212) by means of a retaining spring (5213); The rubber body (5215) is arranged outside the pin shaft (5211).

9. The air suspension system according to claim 5, characterized in that: The upper surface of the airbag mounting platform (413) is inclined downward along a direction from the second end of the longitudinal beam (100) to the first end of the longitudinal beam (100).

10. A working machine, characterized in that: Comprising the air suspension system as claimed in any one of claims 1 to 9.

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