Cab suspension system for engineering vehicle or tractor and control method

Abstract

The invention discloses a cab suspension system for an engineering vehicle or a tractor and a control method. The cab suspension system comprises a shock absorber and an inclination correction device. A plurality of shock absorbers are arranged between a mounting frame of a cab and a frame, and the inclination correcting device comprises a driving motor, a fixing support and a rack. The fixing support is fixedly connected to the frame, the rack is connected to the fixing support in a sliding mode, and the driving motor drives the rack to slide through a gear; the rack is connected with the shock absorber, and the rack drives the shock absorber to stretch out and draw back. A tilt angle sensor is arranged on the mounting frame, and a vibration speed sensor is arranged on the frame; the tilt angle sensor and the vibration speed sensor are electrically connected with the input end of the controller, and the output end of the controller is electrically connected with the driving motor and the shock absorber; lateral inclination and shaking of the cab can be effectively restrained, large-amplitude vibration impact is attenuated, and therefore the self-adaptive cab can adapt to various operation working conditions.

Description

Technical Field

[0001] This invention belongs to the field of vibration damping suspension technology, specifically relating to cab suspension systems and control methods for engineering vehicles or tractors. Background Technology

[0002] During operation, engineering vehicles are subject to severe vibrations and impacts from uneven road surfaces and working media, which can affect the driving and operation of the drivers and passengers. The cab suspension is a crucial component for isolating and attenuating the vibrations and impacts transmitted to the cab. Therefore, its design and matching are of paramount importance.

[0003] Traditional engineering vehicle cab suspensions have limited effectiveness against significant vibrations and impacts from uneven road surfaces such as fields and dirt roads, or other working media. Excessively soft stiffness can easily lead to shock absorber crushing failure, while excessively stiffness is ineffective at damping vibrations. Therefore, a composite stiffness profile is crucial: maintaining relatively soft stiffness under normal operating conditions to ensure comfort, and maintaining relatively stiffness to limit movement and prevent excessive swaying under significant vibrations and impacts. Conventional rubber suspensions or telescopic shock absorbers lack anti-roll characteristics when vehicles traverse severely bumpy roads, and their lateral restraint effect on the cab is also limited. Traditional cab suspension damping characteristics are typically fixed. However, the complex and variable operating conditions of tractors and engineering machinery make fixed damping characteristics insufficient for actual operational needs. Therefore, cab suspension damping that can adaptively change according to operating conditions can further improve the vibration comfort of the driver and passengers. Summary of the Invention

[0004] This invention provides a cab suspension system and control method for engineering vehicles or tractors, which can effectively suppress cab tilting and attenuate large vibrations and impacts, thereby adapting to various working conditions.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] The first aspect of the present invention provides a cab suspension system for engineering vehicles or tractors, including shock absorbers and tilt correction devices; a plurality of shock absorbers are disposed between the cab mounting frame and the vehicle frame, and the tilt correction devices are used to adjust the length of the shock absorbers;

[0007] The tilt correction device includes a drive motor, a fixed bracket, and a rack; the fixed bracket is fixedly connected to the vehicle frame, the rack is slidably connected to the fixed bracket, and the drive motor drives the rack to slide through gears; the rack is connected to the shock absorber, and the rack drives the shock absorber to extend and retract.

[0008] The mounting bracket is equipped with an tilt sensor, and the vehicle frame is equipped with a vibration velocity sensor; the tilt sensor and the vibration velocity sensor are electrically connected to the input terminal of the controller, and the output terminal of the controller is electrically connected to the drive motor and the vibration damper.

[0009] Furthermore, the drive motor is connected to the transmission shaft via a clutch; the transmission shaft is connected to a gear transmission; the gear meshes with a rack; the clutch is electrically connected to the controller. When the cab tilt angle detected by the tilt sensor is greater than a set tilt threshold, the controller controls the clutch to enter the engaged state and adjusts the length of the shock absorber via the drive motor; otherwise, the controller controls the clutch to return to the disengaged state.

[0010] Furthermore, the fixed bracket is provided with a dovetail groove, and the rack is slidably connected to the dovetail groove.

[0011] Furthermore, the mounting bracket is equipped with a camera or vehicle-mounted radar, which acquires road surface detection information and sends it to the controller. The controller is equipped with a road surface smoothness recognition model, which determines the road surface smoothness based on the road surface detection information.

[0012] The controller determines the vehicle's vibration level based on vibration information detected by the vibration velocity sensor, and adjusts the damping of the shock absorber according to the vehicle's vibration level and the road surface smoothness.

[0013] Furthermore, the shock absorber includes a solenoid valve, a piston cylinder, and a piston rod; the piston cylinder is fixedly connected to a rack; one end of the piston rod is inserted into the piston cylinder and fixedly connected to the piston inside the piston cylinder, and performs axial reciprocating linear motion relative to the piston cylinder; the piston cylinder and the piston rod are respectively connected to the mounting bracket of the cab and the vehicle frame.

[0014] A solenoid valve is located at the return valve port of the piston cylinder, and the solenoid valve is electrically connected to the controller; the controller controls the opening of the return valve port and adjusts the damping of the shock absorber through the solenoid valve.

[0015] Furthermore, the piston rod is provided with a spring seat, and the piston cylinder is threadedly connected with a main spring adjusting nut and a secondary spring adjusting nut; the two ends of the main spring act on the spring seat and the main spring adjusting nut respectively; the secondary spring is disposed on the spring seat, and when the main spring is compressed to a set distance, the secondary spring contacts the secondary spring adjusting nut; the secondary spring adjusting nut and the main spring adjusting nut can be adjusted up and down according to the actual working conditions and load.

[0016] A second aspect of the present invention provides a control method for a cab suspension system for engineering vehicles or tractors, comprising:

[0017] Road surface detection information is acquired by cameras or vehicle-mounted radar on engineering vehicles and sent to the controller. The road surface smoothness recognition model configured in the controller is used to determine the road surface smoothness based on the road surface detection information.

[0018] The vibration level of the vehicle is determined based on the vibration information detected by the vibration velocity sensor, and the damping of the shock absorber is adjusted according to the vehicle vibration level and the road surface smoothness.

[0019] The tilt angle of the cab is detected by the tilt sensor and sent to the controller. When the tilt angle of the cab is greater than the set tilt threshold, the extension and retraction amount of each shock absorber needs to be adjusted according to the tilt angle of the cab. The drive motor drives the rack to slide through the gear; the rack drives the shock absorber to extend and retract to the set extension and retraction amount.

[0020] Furthermore, the road surface smoothness is determined based on the road surface detection information using the road surface smoothness recognition model configured within the controller, specifically including:

[0021] After removing invalid noise from the road surface detection information, the visual features of the road surface within the valid road surface are extracted;

[0022] The road surface visual features are input into the road surface smoothness recognition model configured in the controller to obtain the road surface smoothness feature vector; the road surface spatial frequency n is calculated based on the road surface smoothness feature vector, expressed by the following formula:

[0023]

[0024] In the formula, For the first Weight coefficients of the eigenvectors; The first feature vector of road surface smoothness The normalized value of the dimension; m is the dimension of the road surface smoothness feature vector; This is the spatial frequency correction bias term; n is the road surface spatial frequency; The basic bias weights for the road surface smoothness identification model;

[0025] Substituting the road surface spatial frequency n into the power spectral density formula yields the actual value of the roughness power spectral density. The formula is as follows:

[0026]

[0027] In the formula, This represents the actual unevenness power spectral density value. This is a reference value for the power spectral density of the unevenness. For reference spatial frequency, The set frequency index;

[0028] The actual value of the road surface roughness power spectral density was obtained from the road surface roughness level mapping table. The corresponding road surface unevenness level is recorded as the road surface smoothness of the current road.

[0029] Furthermore, the vibration level of the vehicle is determined based on the vibration information detected by the vibration velocity sensor, specifically including:

[0030] The effective value of the time-domain vibration velocity (RMS) is calculated based on the vibration information detected by the vibration velocity sensor. The formula is as follows:

[0031]

[0032] In the formula, N represents the vibration sampling points in the cab of the engineering vehicle. The vibration information of the first Instantaneous vibration velocity at each sampling point; This represents the effective value of the time-domain vibration velocity RMS.

[0033] The vehicle vibration level corresponding to the effective value of the time-domain vibration velocity (RMS) is obtained from the vibration intensity level mapping table.

[0034] Furthermore, the damping of the shock absorber is adjusted according to the vehicle vibration level and road surface smoothness, specifically including:

[0035] The damping of the shock absorber is divided into several damping levels; a mapping relationship between vehicle vibration level and road surface smoothness and the damping level of the shock absorber is established to obtain a damping level control mapping table.

[0036] Determine the damping level of the shock absorber corresponding to the vehicle vibration level and road surface smoothness based on the damping level adjustment mapping table.

[0037] Furthermore, the required adjustment range for each shock absorber is determined based on the cab's tilt angle, specifically including:

[0038] The drive motor is connected to the transmission shaft via a clutch; the transmission shaft is connected to a gear transmission; the gear meshes with a rack; the clutch is electrically connected to the controller.

[0039] When the tilt angle of the cab detected by the tilt sensor is less than or equal to the set tilt threshold, the clutch is controlled to return to the disengaged state;

[0040] When the tilt angle of the cab detected by the tilt sensor exceeds a set tilt threshold, the controller engages the clutch, and the extension / retraction of the shock absorber is adjusted via the drive motor; the formula is:

[0041]

[0042] In the formula, The tilt angle of the cab (based on the preset horizontal posture of the cab, combined with the vehicle's direction of travel, the tilt angle to the left of the cab is defined as a positive value, and the tilt angle to the other side is defined as a negative value). B is the cab tilt threshold; B is the installation center distance between any two shock absorbers in the cab. The amount of extension / retraction that the shock absorber needs to be adjusted for;

[0043] The cab tilt angle is repeatedly collected by the tilt sensor at set time intervals, and the extension / retraction amount of the shock absorber that needs to be adjusted is dynamically updated.

[0044] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0045] The tilt correction device of this invention adopts a transmission structure of drive motor, gear and rack. This transmission structure has a fixed transmission ratio, which can accurately convert the rotational motion of drive motor into the linear sliding of rack, thereby driving the shock absorber to extend and retract smoothly, realizing the precise adjustment of the shock absorber length and effectively ensuring the accuracy of cab tilt correction. By using drive motor as the power source to replace the traditional manual adjustment method, the dynamic adjustment of shock absorber length can be completed during vehicle operation without manual intervention, which greatly improves the response speed of cab tilt correction, can correct the cab tilt posture in time, and avoid tilt instability.

[0046] This invention provides a direct reflection of the vibration level of the vehicle frame, allowing for the prediction of vibration input characteristics based on road surface smoothness. Combined with vibration information detected by a vibration velocity sensor, the vibration level is determined, and the damper damping is adjusted in conjunction with road surface smoothness parameters. This ensures precise matching of damping to actual operating vibration conditions. Different combinations of road surface smoothness and vibration level correspond to appropriate damping forces, effectively attenuating vibration impacts of varying intensities and precisely isolating the vehicle frame from vibration transmission to the cab. This reduces operational interference caused by vibration, while avoiding the problems of excessive damping affecting the driving experience and insufficient damping failing to effectively buffer vibration impacts. It also reduces wear and tear on the damper due to improper vibration adaptation, extending component lifespan and improving the overall reliability and adaptability of the suspension system. Attached Figure Description

[0047] Figure 1 This is a structural diagram of the cab suspension system for engineering vehicles or tractors provided in Embodiment 1 of the present invention;

[0048] Figure 2 This is a structural diagram of the vibration damper provided in Embodiment 1 of the present invention;

[0049] Figure 3 This is a structural diagram of the piston cylinder and piston rod provided in Embodiment 1 of the present invention;

[0050] Figure 4 This is a structural diagram of the tilt correction device provided in Embodiment 1 of the present invention;

[0051] Figure 5 This is a circuit connection diagram of the cab suspension system for engineering vehicles or tractors provided in Embodiment 1 of the present invention;

[0052] Figure 6 This is a control flowchart for cab tilt correction provided in Embodiment 2 of the present invention;

[0053] Figure 7 The flowchart for adjusting the damper damping provided in Embodiment 2 of the present invention;

[0054] In the diagram, 1 is the vehicle frame, 2 is the shock absorber, 21 is the piston cylinder, 22 is the piston rod, 23 is the main spring, 24 is the main spring adjusting nut, 25 is the secondary spring adjusting nut, 26 is the secondary spring, 3 is the tilt correction device, 31 is the fixed bracket, 32 is the rack, 33 is the drive motor, 34 is the clutch, 35 is the gear, 4 is the mounting bracket, 5 is the tilt sensor, 6 is the road surface image acquisition device, and 7 is the vibration velocity sensor. Detailed Implementation

[0055] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0056] Example 1

[0057] like Figure 1 and Figure 5 As shown, this embodiment provides a cab suspension system for engineering vehicles or tractors, including shock absorbers 2 and tilt correction devices 3; a plurality of shock absorbers 2 are disposed between the cab mounting frame 4 and the frame 1, and the tilt correction devices 3 are used to adjust the length of the shock absorbers 2;

[0058] like Figure 4 As shown, the tilt correction device 3 includes a drive motor 33, a fixed bracket 31, and a rack 32. The fixed bracket 31 is fixedly connected to the vehicle frame 1 and has a dovetail groove. The rack 32 is slidably connected to the dovetail groove. The drive motor 33 is connected to a transmission shaft via a clutch 34. The drive motor 33, clutch 34, and transmission shaft are mounted on the fixed bracket 31. The transmission shaft is connected to a gear 35. The gear 35 meshes with the rack 32. The drive motor 33 drives the rack 32 to slide via the gear 35. The rack 32 is connected to the shock absorber 2 and drives the shock absorber 2 to extend and retract. In this embodiment, the drive motor 33 is a stepper motor.

[0059] The clutch 34 and the drive motor 33 are electrically connected to the output of the controller. The mounting bracket 4 is equipped with a tilt sensor 5, which is electrically connected to the input of the controller. When the tilt angle of the cab detected by the tilt sensor is greater than the set tilt threshold, the controller controls the clutch 34 to enter the engaged state and adjusts the length of the shock absorber 2 through the drive motor 33. Otherwise, the controller controls the clutch 34 to return to the disengaged state.

[0060] The fixed bracket 31 is fixed to the frame 1 and is provided with a dovetail groove. The rack 32 slides in the dovetail groove, providing stable guidance for the rack 32 and ensuring its linear sliding accuracy, thereby ensuring the accuracy of the extension and retraction adjustment of the shock absorber 2. The clutch 34 can switch the power transmission of the drive motor 33 on and off. In non-correction conditions, the power is cut off to avoid the drive components interfering with the normal damping operation of the shock absorber 2. The drive motor 33 drives the gear 35 through the transmission shaft. The transmission structure of the gear 35 meshing with the rack 32 has a fixed transmission ratio, which can accurately convert the rotational motion into linear motion, realize the precise adjustment of the length of the shock absorber 2, and greatly improve the response speed of the cab tilt correction.

[0061] The shock absorber 2 includes a solenoid valve, a piston cylinder 21, and a piston rod 22; the piston cylinder 21 is hinged to the mounting frame 4 of the cab via a pin; the piston rod 22 is hinged to the frame 1 via a pin; the piston cylinder 21 is fixedly connected to the rack 32; one end of the piston rod 22 passes through the inside of the piston cylinder 21 and is fixedly connected to the piston inside the piston cylinder 21, and performs axial reciprocating linear motion relative to the piston cylinder 21;

[0062] The solenoid valve is located at the return valve port of the piston cylinder 21, and the solenoid valve is electrically connected to the controller; the controller controls the opening of the return valve port and adjusts the damping of the shock absorber 2 through the solenoid valve.

[0063] Figure 2 and Figure 3 As shown, a spring seat is provided on the piston rod 22; a main spring adjusting nut 24 and a secondary spring adjusting nut 25 are threadedly connected to the piston cylinder 21; the two ends of the main spring 23 act on the spring seat and the main spring adjusting nut 24 respectively; the secondary spring 26 is disposed on the spring seat, and when the main spring 23 is compressed to a set distance, the secondary spring 26 contacts the secondary spring adjusting nut 25; the main spring 23 and the secondary spring 26 work together in parallel to prevent excessive displacement. The secondary spring adjusting nut 25 and the main spring adjusting nut 24 can be adjusted up and down according to the actual working conditions and load.

[0064] The frame 1 is equipped with a vibration velocity sensor 7; the vibration velocity sensor 7 is electrically connected to the input terminal of the controller. The mounting frame 4 is equipped with a road surface image acquisition device 6. In this embodiment, the road surface image acquisition device 6 adopts a camera or vehicle-mounted radar. The camera or vehicle-mounted radar acquires road surface detection information and sends it to the controller. The controller is equipped with a road surface smoothness recognition model, which determines the road surface smoothness based on the road surface detection information.

[0065] The controller determines the vehicle vibration level based on the vibration information detected by the vibration velocity sensor 7, and adjusts the damping of the shock absorber 2 according to the vehicle vibration level and the road surface smoothness.

[0066] In this embodiment, the vibration level directly reflects the actual vibration excitation intensity experienced by the vehicle frame. Road surface smoothness can predict the vibration input characteristics of the road surface in advance. Combined with the vibration information detected by the vibration velocity sensor, the vehicle vibration level is determined, and the damper damping is adjusted in conjunction with the road surface smoothness parameter. This allows the damping adjustment to accurately match the vibration conditions of actual operation. Different combinations of road surface smoothness and vibration level can correspond to suitable damping forces, reducing operational interference caused by vibration. At the same time, it avoids the problems of excessive damping affecting the driving experience and insufficient damping failing to effectively buffer vibration impact, thereby improving the overall reliability and adaptability of the suspension system.

[0067] Example 2

[0068] This embodiment provides a control method for a cab suspension system of an engineering vehicle or tractor. The control method is applicable to the cab suspension system of the engineering vehicle or tractor described in Embodiment 1, and includes:

[0069] like Figure 7 As shown, road surface detection information is acquired through cameras or vehicle-mounted radar on the engineering vehicle and sent to the controller. The road surface smoothness recognition model configured within the controller determines the road surface smoothness based on the road surface detection information, specifically including:

[0070] After removing invalid noise from the road surface detection information, the visual features of the road surface within the valid road surface are extracted;

[0071] The road surface visual features are input into the road surface smoothness recognition model configured in the controller to obtain the road surface smoothness feature vector; the road surface spatial frequency n is calculated based on the road surface smoothness feature vector, expressed by the following formula:

[0072]

[0073] In the formula, For the first Weight coefficients of the eigenvectors; The first feature vector of road surface smoothness The normalized value of the dimension; m is the dimension of the road surface smoothness feature vector; This is the spatial frequency correction bias term; n is the road surface spatial frequency; The basic bias weights for the road surface smoothness identification model;

[0074] Substituting the road surface spatial frequency n into the power spectral density formula yields the actual value of the roughness power spectral density. The formula is as follows:

[0075]

[0076] In the formula, This represents the actual unevenness power spectral density value. This is a reference value for the power spectral density of the unevenness. For reference spatial frequency, The set frequency index;

[0077] As shown in Table 1, the actual values ​​of the road surface roughness power spectral density are obtained from the road surface roughness level mapping table. The corresponding road surface unevenness level is recorded as the road surface smoothness of the current road.

[0078] Table 1. Mapping table of road surface roughness levels;

[0079]

[0080] The vibration level of the vehicle is determined based on the vibration information detected by the vibration velocity sensor 7, specifically including:

[0081] The effective value of the time-domain vibration velocity (RMS) is calculated based on the vibration information detected by vibration velocity sensor 7, expressed by the following formula:

[0082]

[0083] In the formula, N represents the vibration sampling points in the cab of the engineering vehicle. The vibration information of the first Instantaneous vibration velocity at each sampling point; This represents the effective value of the time-domain vibration velocity RMS.

[0084] As shown in Table 2, the vehicle vibration level corresponding to the effective value of the time-domain vibration velocity RMS is obtained according to the vibration intensity level mapping table.

[0085] Table 2, Vibration Intensity Level Mapping Table

[0086]

[0087] Adjusting the damping of the shock absorber 2 according to the vehicle vibration level and road surface smoothness specifically includes:

[0088] As shown in Table 3, the damping of the shock absorber 2 is divided into several damping levels (in this embodiment, they are set as small damping, medium damping and large damping respectively); the mapping relationship between vehicle vibration level and road surface smoothness and the damping level of the shock absorber is established to obtain the damping level adjustment mapping table;

[0089] Table 3, Damping Gear Adjustment Mapping Table

[0090]

[0091] Determine the damping level of the shock absorber corresponding to the vehicle vibration level and road surface smoothness based on the damping level adjustment mapping table.

[0092] like Figure 6 As shown, the tilt angle of the cab is detected by tilt sensor 5 and sent to the controller. When the tilt angle of the cab is greater than the set tilt threshold, the adjustment amount of each shock absorber is determined according to the tilt angle of the cab, specifically including:

[0093] The required extension / retraction adjustment for each shock absorber is determined based on the cab's tilt angle, specifically including:

[0094] The drive motor 33 is connected to the transmission shaft via a clutch 34; the transmission shaft is connected to the gear 35; the gear 35 meshes with the rack 32; and the clutch 34 is electrically connected to the controller.

[0095] When the tilt angle of the cab detected by the tilt sensor 5 is less than or equal to the set tilt threshold, the clutch 34 is controlled to return to the disengaged state.

[0096] When the tilt angle of the cab detected by the tilt sensor 5 exceeds the set tilt threshold, the controller controls the clutch 34 to engage, and adjusts the extension and retraction of the shock absorber via the drive motor; the formula is:

[0097]

[0098] In the formula, The tilt angle of the cab (based on the preset horizontal posture of the cab, combined with the vehicle's direction of travel, the tilt angle to the left of the cab is defined as a positive value, and the tilt angle to the other side is defined as a negative value). B is the cab tilt threshold; B is the installation center distance between any two shock absorbers in the cab. The amount of extension / retraction that the shock absorber needs to be adjusted for;

[0099] The rack 32 is driven to slide by the drive motor 33 via the gear 35; the rack 32 drives the shock absorber 2 to extend and retract to a set amount; specifically including:

[0100] The controller synchronously controls the drive motor 33 in the tilt correction device 3 on the tilt side to rotate counterclockwise, and the drive gear 35 connected to the drive motor 33 through the clutch 34 meshes to drive the rack mechanism 32 to move upward.

[0101] At the same time, the controller also controls the drive motor 33 in the tilt correction device 3 on the non-tilted side to rotate clockwise, and the drive gear 35 connected to the drive motor 33 meshes to drive the rack mechanism 32 to move downward. Since the extended part of the rack mechanism 32 is fixed to the upper end of the piston cylinder 21 of the telescopic shock absorber 2, the main spring 23 of the telescopic shock absorber on the tilted side is gradually stretched under the drive of the rack mechanism 32, and the main spring 23 of the telescopic shock absorber on the non-tilted side is also gradually compressed in sync, and the attitude of the cab 4 connected to the telescopic shock absorber through the hinge point is adjusted.

[0102] The tilt angle of the cab is repeatedly collected by the tilt sensor at set time intervals, and the extension and contraction amount of the shock absorber that needs to be adjusted is dynamically updated. The control method described in this embodiment is executed locally by the controller of the engineering vehicle, or it can be remotely controlled by the remote control platform communicating with the controller of the engineering vehicle, or the controller locally and the remote control platform cooperate to execute the control method described in this embodiment.

[0103] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A cab suspension system for engineering vehicles or tractors, characterized in that, Includes shock absorbers and tilt correction devices; several shock absorbers are disposed between the mounting bracket in the cab and the vehicle frame, and the tilt correction devices are used to adjust the length of the shock absorbers; The tilt correction device includes a drive motor, a fixed bracket, and a rack; the fixed bracket is fixedly connected to the vehicle frame, the rack is slidably connected to the fixed bracket, and the drive motor drives the rack to slide through gears; the rack is connected to the shock absorber, and the rack drives the shock absorber to extend and retract. The mounting bracket is equipped with an tilt sensor, and the vehicle frame is equipped with a vibration velocity sensor; the tilt sensor and the vibration velocity sensor are electrically connected to the input terminal of the controller, and the output terminal of the controller is electrically connected to the drive motor and the vibration damper.

2. The cab suspension system for engineering vehicles or tractors according to claim 1, characterized in that, The drive motor is connected to the transmission shaft via a clutch; the transmission shaft is connected to the gear transmission; the gear meshes with the rack; the clutch is electrically connected to the controller. When the tilt angle of the cab detected by the tilt sensor is greater than the set tilt threshold, the controller controls the clutch to enter the engaged state and adjusts the length of the shock absorber through the drive motor; otherwise, the controller controls the clutch to return to the disengaged state.

3. The cab suspension system for engineering vehicles or tractors according to claim 1, characterized in that, The fixed bracket is provided with a dovetail groove, and the rack is slidably connected to the dovetail groove.

4. The cab suspension system for engineering vehicles or tractors according to claim 1, characterized in that, The mounting bracket is equipped with a camera or vehicle radar. The camera or vehicle radar acquires road surface detection information and sends it to the controller. The controller is equipped with a road surface smoothness recognition model, which determines the road surface smoothness based on the road surface detection information. The controller determines the vehicle's vibration level based on vibration information detected by the vibration velocity sensor, and adjusts the damping of the shock absorber according to the vehicle's vibration level and the road surface smoothness.

5. The cab suspension system for engineering vehicles or tractors according to claim 1, characterized in that, The shock absorber includes a solenoid valve, a piston cylinder, and a piston rod; the piston cylinder is fixedly connected to a rack; one end of the piston rod passes through the inside of the piston cylinder and is fixedly connected to the piston inside the piston cylinder, and performs axial reciprocating linear motion relative to the piston cylinder; the piston cylinder and the piston rod are respectively connected to the mounting bracket of the cab and the vehicle frame. A solenoid valve is located at the return valve port of the piston cylinder, and the solenoid valve is electrically connected to the controller; the controller controls the opening degree of the return valve port and adjusts the damping of the shock absorber through the solenoid valve.

6. The cab suspension system for engineering vehicles or tractors according to claim 5, characterized in that, The piston rod is provided with a spring seat; the piston cylinder is threadedly connected with a main spring adjusting nut and a secondary spring adjusting nut; the two ends of the main spring act on the spring seat and the main spring adjusting nut respectively; the secondary spring is provided on the spring seat, and when the main spring is compressed to a set distance, the secondary spring contacts the secondary spring adjusting nut. The auxiliary spring adjusting nut and the main spring adjusting nut can be adjusted up and down according to the actual working conditions and load.

7. The control method for the cab suspension system of engineering vehicles or tractors according to any one of claims 1 to 6, characterized in that, Road surface detection information is acquired by cameras or vehicle-mounted radar on engineering vehicles and sent to the controller. The road surface smoothness recognition model configured in the controller is used to determine the road surface smoothness based on the road surface detection information. The vibration level of the vehicle is determined based on the vibration information detected by the vibration velocity sensor, and the damping of the shock absorber is adjusted according to the vehicle vibration level and the road surface smoothness. The tilt angle of the cab is detected by the tilt sensor and sent to the controller. When the tilt angle of the cab is greater than the set tilt threshold, the extension and retraction amount of each shock absorber needs to be adjusted according to the tilt angle of the cab. The drive motor drives the rack to slide through the gear; the rack drives the shock absorber to extend and retract to the set extension and retraction amount.

8. The control method according to claim 7, characterized in that, The road surface smoothness is determined based on road surface detection information using a road surface smoothness recognition model configured within the controller, specifically including: After removing invalid noise from the road surface detection information, the visual features of the valid road surface are extracted. The road surface visual features are input into the road surface smoothness recognition model configured in the controller to obtain the road surface smoothness feature vector; the road surface spatial frequency n is calculated based on the road surface smoothness feature vector, expressed by the following formula: ； In the formula, For the first Weight coefficients of the eigenvectors; The first feature vector of road surface smoothness The normalized value of the dimension; m is the dimension of the road surface smoothness feature vector; This is the spatial frequency correction bias term; n is the road surface spatial frequency; The basic bias weights for the road surface smoothness identification model; Substituting the road surface spatial frequency n into the power spectral density formula yields the actual value of the roughness power spectral density. The formula is as follows: ； In the formula, This represents the actual unevenness power spectral density value. This is a reference value for the power spectral density of the unevenness. For reference spatial frequency, The set frequency index; The actual value of the road surface roughness power spectral density was obtained from the road surface roughness level mapping table. The corresponding road surface unevenness level is recorded as the road surface smoothness of the current road.

9. The control method according to claim 8, characterized in that, The vibration level of the vehicle is determined based on vibration information detected by the vibration velocity sensor, specifically including: The effective value of the time-domain vibration velocity (RMS) is calculated based on the vibration information detected by the vibration velocity sensor. The formula is as follows: ； In the formula, N represents the vibration sampling points in the cab of the engineering vehicle. The vibration information of the first Instantaneous vibration velocity at each sampling point; This represents the effective value of the time-domain vibration velocity RMS. The vehicle vibration level corresponding to the effective value of the time-domain vibration velocity (RMS) is obtained from the vibration intensity level mapping table.

10. The control method according to claim 9, characterized in that, Adjusting the damping of the shock absorber according to the vehicle vibration level and road surface smoothness specifically includes: The damping of the shock absorber is divided into several damping levels; a mapping relationship between vehicle vibration level and road surface smoothness and the damping level of the shock absorber is established to obtain a damping level control mapping table. Determine the damping level of the shock absorber corresponding to the vehicle vibration level and road surface smoothness based on the damping level adjustment mapping table.

11. The control method according to claim 7, characterized in that, The required extension / retraction adjustment for each shock absorber is determined based on the cab's tilt angle, specifically including: The drive motor is connected to the transmission shaft via a clutch; the transmission shaft is connected to a gear transmission; the gear meshes with a rack; the clutch is electrically connected to the controller. When the tilt angle of the cab detected by the tilt sensor is less than or equal to the set tilt threshold, the clutch is controlled to return to the disengaged state; When the tilt angle of the cab detected by the tilt sensor exceeds a set tilt threshold, the controller engages the clutch, and the extension / retraction of the shock absorber is adjusted via the drive motor; the formula is: ； In the formula, The tilt angle of the driver's cab. B is the cab tilt threshold; B is the installation center distance between any two shock absorbers in the cab. The amount of extension / retraction that the shock absorber needs to be adjusted for; The cab tilt angle is repeatedly collected by the tilt sensor at set time intervals, and the extension / retraction amount of the shock absorber that needs to be adjusted is dynamically updated.

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