Chassis suspension support frame

Abstract

The utility model relates to a kind of chassis suspension support frame, including main frame body and the first shock absorber connected in the one side of main frame body, the first shock absorber is used to be connected with driving wheel system, to reduce the vibration transmission on main frame body to driving wheel system;Second shock absorber is connected to the other side of main frame body, and the second shock absorber is used to reduce the vibration on main frame body, and the upper connecting rod and lower connecting rod are rotatably connected in the side of second shock absorber of main frame body.This application technical scheme has beneficial technical effect: the first shock absorber is specially set in the side of main frame body and driving wheel system connection, and its main role is to reduce the vibration transmission on main frame body to driving wheel system.Through the shock-absorbing effect of the first shock absorber, the vibration impact that driving wheel system can be effectively reduced, improves the power stability and reliability of vehicle travel.Second shock absorber is connected in the other side of main frame body, can absorb and disperse the vibration energy that main frame body bears in the process of vehicle travel.

Description

Technical Field

[0001] This utility model relates to the field of chassis suspension, specifically to a chassis suspension support frame. Background Technology

[0002] During the operation of various mobile equipment such as industrial equipment, construction machinery, and transport vehicles, the connection stability and vibration damping performance between the chassis and drive wheel system directly affect the operational safety, comfort, and service life of the equipment. As a core component connecting the chassis and drive wheel system, the chassis suspension support frame's main function is to transmit driving and supporting forces, and to weaken vibrations generated by road bumps or equipment operation through a shock-absorbing structure, preventing excessive vibration transmission between the drive wheel system and the chassis frame. Traditional suspension support structures often employ single-stage or single-type damping elements, such as springs and rubber pads, which are insufficient to handle multi-frequency vibrations under complex road conditions. When equipment travels on rough roads or encounters sudden impacts, vibrations can be directly transmitted through the support frame to the base frame and the main body of the equipment. This not only leads to decreased operational stability but may also damage internal precision components, shortening the equipment's maintenance cycle and lifespan.

[0003] Therefore, it is very necessary to provide a chassis suspension support frame to solve the above-mentioned technical problems. Utility Model Content

[0004] Based on the above description, this utility model provides a chassis suspension support frame to solve the problem that the existing technology, which uses single-stage or single-type shock absorption elements, is unable to cope with multi-frequency vibrations under complex road conditions.

[0005] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: A chassis suspension support frame includes a main frame and a first shock absorber connected to one side of the main frame. The first shock absorber is used to connect to the drive wheel system to reduce the transmission of vibration on the main frame to the drive wheel system. A second shock absorber is connected to the other side of the main frame. The second shock absorber is used to reduce the vibration on the main frame. An upper connecting rod and a lower connecting rod are rotatably connected to the main frame on one side of the second shock absorber. Both the upper connecting rod and the lower connecting rod are used to connect to the base frame.

[0006] Furthermore, the main frame is arranged in a U-shape, and a rotating ball seat is connected to the lower side of the U-shaped main frame. A rotating ball is rotatably connected to the rotating ball seat, and the rotating ball is connected to the lower end of the first shock absorber.

[0007] Furthermore, a rotating seat is connected to the upper end of the U-shaped main frame, and the rotating seat is connected to the upper end of the first shock absorber.

[0008] Furthermore, the first shock absorber includes a first lower support plate connected to the rotating ball and a first upper support plate rotatably connected to the rotating seat. A first guide rod is connected between the first lower support plate and the first upper support plate. The first guide rod has at least three rods. A shock-absorbing cylinder is slidably connected to the first guide rod. A mounting seat is connected to the shock-absorbing cylinder. The mounting seat has several mounting holes for connecting to the drive wheel system with bolts.

[0009] Furthermore, a first pneumatic spring is connected to the first upper support plate, and the first pneumatic spring is connected to the upper end of the shock-absorbing cylinder. A second pneumatic spring is connected to the first lower support plate, and the second pneumatic spring is connected to the lower end of the shock-absorbing cylinder.

[0010] Furthermore, the second shock absorber includes an upper slide block and a lower slide block connected to the middle of the vertical bar side of the U-shaped main frame. The upper slide block is connected to a slide block rod, which is slidably connected to the lower slide block. The slide block rod has at least three rods.

[0011] Furthermore, the sliding seat includes a lower seat block, a seat block connecting rod connected to the lower seat block, and an upper seat block connected to the seat block connecting rod, with the sliding seat slide rod passing through the upper seat block.

[0012] Furthermore, a sliding rod limiting frame is connected to the end of the sliding rod away from the upper sliding block, and the sliding rod limiting frame is used to limit the movement of the sliding rod.

[0013] Furthermore, a third pneumatic spring is connected to the sliding rod limiting frame, and the third pneumatic spring is connected to the lower side of the upper seat block. A fourth pneumatic spring is connected to the upper sliding block, and the fourth pneumatic spring is connected to the upper side of the upper seat block.

[0014] Furthermore, a fifth pneumatic spring is connected to the main frame, and the fifth pneumatic spring is used to connect to the base frame.

[0015] Compared with the prior art, the technical solution of this application has the following beneficial technical effects: The first damping component is specifically located on the side where the main frame connects to the drive wheel system. Its main function is to reduce the transmission of vibrations from the main frame to the drive wheel system. Through the damping effect of the first damping component, the vibration impact on the drive wheel system can be effectively reduced, decreasing wear and failure rate of drive wheel components, extending the service life of the drive wheel system, and improving the vehicle's dynamic stability and reliability. The second damping component is connected to the other side of the main frame, directly damping the main frame. It absorbs and disperses the vibration energy borne by the main frame during vehicle operation, reducing the amplitude and frequency of vibrations. This solves the problem that existing technologies using single-stage or single-type damping elements are unable to cope with multi-frequency vibrations under complex road conditions. Attached Figure Description

[0016] Figure 1 One of the schematic diagrams of the overall structure of a chassis suspension support frame provided in this utility model embodiment; Figure 2 A second schematic diagram of the overall structure of a chassis suspension support frame provided in this embodiment of the present utility model; Figure 3 A top view of a chassis suspension support frame provided in an embodiment of this utility model; Figure 4 for Figure 3 A schematic diagram of the cross-sectional structure at point AA.

[0017] The attached diagram lists the components represented by each number as follows: 1. Main frame; 11. Rotating ball seat; 12. Rotating ball; 13. Rotating seat; 2. First damping component; 21. First lower support plate; 22. First upper support plate; 23. First guide rod; 24. Damping cylinder; 25. Mounting base; 26. Mounting hole; 27. First pneumatic spring; 28. Second pneumatic spring; 3. Second shock absorber; 31. Upper slide block; 32. Lower seat component; 321. Lower seat block; 322. Seat block connecting rod; 323. Upper seat block; 33. Slide block and slide rod; 34. Slide rod limit bracket; 35. Third pneumatic spring; 36. Fourth pneumatic spring; 4. Upper connecting rod; 5. Lower connecting rod; 6. Fifth pneumatic spring. Detailed Implementation

[0018] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0020] It is understood that spatial relation terms such as "below," "under," "below," "below," "above," "above," etc., can be used here to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, the element or feature described as "below" or "below" of the other element or feature will be oriented "above" the other element or feature. Therefore, the exemplary terms "below" and "below" can include both upper and lower orientations. Furthermore, the device may also include other orientations (e.g., rotated 90 degrees or other orientations), and the spatial descriptive terms used herein will be interpreted accordingly.

[0021] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. In the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have the transmission of electrical signals or data between them.

[0022] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising,” “including,” or “having,” etc., specify the presence of the stated feature, whole, step, operation, component, part, or combination thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof.

[0023] like Figures 1 to 4 As shown, a chassis suspension support frame includes a main frame 1 and a first shock absorber 2 connected to one side of the main frame 1. The first shock absorber 2 is used to connect to the drive wheel system to reduce the transmission of vibration on the main frame 1 to the drive wheel system. A second shock absorber 3 is connected to the other side of the main frame 1. The second shock absorber 3 is used to reduce the vibration on the main frame 1. An upper connecting rod 4 and a lower connecting rod 5 are rotatably connected to the main frame 1 on the side of the second shock absorber 3. Both the upper connecting rod 4 and the lower connecting rod 5 are used to connect to the chassis frame.

[0024] In this embodiment, the first damper 2 is specifically located on the side where the main frame 1 connects to the drive wheel system. Its main function is to reduce the transmission of vibrations from the main frame 1 to the drive wheel system. Through the damping effect of the first damper 2, the vibration impact on the drive wheel system can be effectively reduced, decreasing wear and failure rate of drive wheel components, extending the service life of the drive wheel system, and improving the dynamic stability and reliability of the vehicle. The second damper 3 is connected to the other side of the main frame 1, directly damping the main frame 1. It can absorb and disperse the vibration energy borne by the main frame 1 during vehicle operation, reducing the amplitude and frequency of vibrations in the main frame 1.

[0025] In the above embodiment, the upper connecting rod 4 and the lower connecting rod 5 are rotatably connected to the main frame 1 on one side of the second shock absorber 3 and connected to the base frame, forming a stable triangular structure. This triangular structure has high strength and stability and can effectively share the force borne by the main frame 1.

[0026] In the above embodiments, through the core support of the main frame 1 and the synergistic effect of the first shock absorber 2, the second shock absorber 3, the upper connecting rod 4 and the lower connecting rod 5, multiple shock absorption is achieved, which significantly improves the driving comfort and handling performance of the vehicle.

[0027] In some embodiments, the main frame 1 is arranged in a U-shape, and a rotating ball seat 11 is connected to the lower side of the U-shaped main frame 1. A rotating ball 12 is rotatably connected to the rotating ball seat 11, and the rotating ball 12 is connected to the lower end of the first shock absorber 2.

[0028] In some embodiments, the upper end of the U-shaped main frame 1 is connected to a rotating seat 13, and the rotating seat 13 is connected to the upper end of the first shock absorber 2.

[0029] In this embodiment, a rotating seat 13 is connected to the upper end of the U-shaped main frame 1, and the rotating seat 13 is connected to the upper end of the first shock absorber 2. The rotating seat 13 provides a stable rotation fulcrum for the upper end of the first shock absorber 2, and cooperates with the rotating ball 12 at the lower end to enable the first shock absorber 2 to rotate flexibly within a certain range.

[0030] In some embodiments, the first damping member 2 includes a first lower support plate 21 connected to the rotating ball 12 and a first upper support plate 22 rotatably connected to the rotating seat 13. A first guide rod 23 is connected between the first lower support plate 21 and the first upper support plate 22. The first guide rod 23 has at least three rods. A damping cylinder 24 is slidably connected to the first guide rod 23. A mounting seat 25 is connected to the damping cylinder 24. A plurality of mounting holes 26 are provided on the mounting seat 25. The mounting holes 26 are used to connect with the drive wheel system with bolts.

[0031] In this embodiment, the first shock absorber 2 includes a first lower support plate 21 connected to the rotating ball 12 and a first upper support plate 22 rotatably connected to the rotating seat 13. The first lower support plate 21 and the first upper support plate 22 provide stable connection bases for the upper and lower ends of the first shock absorber 2, respectively, ensuring that the first shock absorber 2 can be firmly installed on the main frame 1.

[0032] In the above embodiment, at least three first guide rods 23 are connected between the first lower support plate 21 and the first upper support plate 22. The multiple first guide rods 23 not only provide precise guidance for the sliding of the damping cylinder 24, ensuring that the damping cylinder 24 does not deviate during its up-and-down movement, thus ensuring the stable and reliable damping performance of the first damping component 2, but also enhance the overall structural strength of the first damping component 2, improving its ability to withstand vibration and impact.

[0033] In the above embodiment, a damping cylinder 24 is slidably connected to the first guide rod 23. The damping cylinder 24 is one of the core damping components of the first damping member 2, and it slides up and down under the guidance of the first guide rod 23. When the vehicle vibrates while driving, the damping cylinder 24 can absorb and disperse the vibration energy through its own movement, reducing the impact of vibration on the drive wheel system and the main frame 1.

[0034] In some embodiments, a first pneumatic spring 27 is connected to the first upper support plate 22, and the first pneumatic spring 27 is connected to the upper end of the shock-absorbing cylinder 24. A second pneumatic spring 28 is connected to the first lower support plate 21, and the second pneumatic spring 28 is connected to the lower end of the shock-absorbing cylinder 24.

[0035] In this embodiment, a first pneumatic spring 27 is connected to the first upper support plate 22, and the first pneumatic spring 27 is connected to the upper end of the shock-absorbing cylinder 24; a second pneumatic spring 28 is connected to the first lower support plate 21, and the second pneumatic spring 28 is connected to the lower end of the shock-absorbing cylinder 24. The combined use of the first pneumatic spring 27 and the second pneumatic spring 28 provides additional damping force and elastic support for the first shock absorber 2.

[0036] During vehicle operation, when encountering bumpy road surfaces and experiencing upward vibrations, the second pneumatic spring 28 is compressed to absorb some of the vibration energy. Simultaneously, the first pneumatic spring 27 provides tension, limiting excessive upward movement of the damping cylinder 24, thus providing cushioning and stability. When the vehicle experiences downward impacts, the first pneumatic spring 27 is compressed to absorb the impact energy, while the second pneumatic spring 28 provides upward support, preventing excessive downward movement of the damping cylinder 24. This dual-pneumatic spring design automatically adjusts the damping force according to different vibration conditions, improving the damping effect and adaptability of the first damping component 2, resulting in a smoother and more comfortable vehicle ride.

[0037] In some embodiments, the second shock absorber 3 includes an upper slide block 31 and a lower slide block 32 connected to the middle of the vertical rod side of the U-shaped main frame 1. The upper slide block 31 is connected to a slide block rod 33, which is slidably connected to the lower slide block 32. The slide block rod 33 has at least three rods.

[0038] In this embodiment, a slide rod 33 is connected to the upper slide 31, and the slide rod 33 is slidably connected to the lower slide member 32. The slide rod 33 has at least three rods. The design of multiple slide rods 33 provides precise guidance and stable support for the sliding of the lower slide member 32. When the vehicle vibrates during travel, the lower slide member 32 can slide smoothly up and down along the slide rods 33, avoiding any deviation or wobbling that might occur due to a single rod. This ensures accurate and stable vibration damping of the second shock absorber 3, effectively improving the damping effect.

[0039] In some embodiments, the sliding seat 32 includes a lower seat block 321, a seat block connecting rod 322 connected to the lower seat block 321, and an upper seat block 323 connected to the seat block connecting rod 322, with the sliding seat slide rod 33 passing through the upper seat block 323.

[0040] In this embodiment, the sliding seat 32 includes a lower seat block 321, a seat block connecting rod 322 connected to the lower seat block 321, and an upper seat block 323 connected to the seat block connecting rod 322. A sliding rod 33 passes through the upper seat block 323. This layered design makes the structure of the sliding seat 32 more rational, with each part having a clearly defined function. The lower seat block 321 can be connected to other components of the vehicle, serving to fix and transmit force; the seat block connecting rod 322 connects the lower seat block 321 and the upper seat block 323, ensuring the structural strength of the entire sliding seat 32; the upper seat block 323 cooperates with the sliding rod 33 to achieve sliding damping. This design facilitates the manufacturing, installation, and maintenance of the sliding seat 32, while also improving its adaptability to different working conditions.

[0041] In some embodiments, the end of the slide rod 33 away from the upper slide 31 is connected to a slide rod limiting frame 34, which is used to limit the movement of the slide rod 33.

[0042] In this embodiment, a sliding rod limiter 34 is connected to the end of the sliding block 33 away from the upper sliding block 31. The sliding rod limiter 34 is used to limit the movement of the sliding block 33. During vehicle operation, when the vibration amplitude is large, the lower sliding block 32 may slide excessively on the sliding block 33, causing damage to the second shock absorber 3 or affecting its normal operation. The sliding rod limiter 34 effectively limits the sliding range of the lower sliding block 32, preventing it from exceeding the safe travel distance, protecting the various components of the second shock absorber 3, extending its service life, and ensuring the safety of vehicle operation.

[0043] In some embodiments, a third pneumatic spring 35 is connected to the slide bar limiting frame 34, the third pneumatic spring 35 is connected to the lower side of the upper seat block 323, and a fourth pneumatic spring 36 is connected to the upper slide block 31, the fourth pneumatic spring 36 is connected to the upper side of the upper seat block 323.

[0044] In this embodiment, the third pneumatic spring 35 and the fourth pneumatic spring 36 work together as follows: the third pneumatic spring 35 is connected to the slide bar limit bracket 34 and is connected to the lower side of the upper seat block 323; the fourth pneumatic spring 36 is connected to the upper slide block 31 and is connected to the upper side of the upper seat block 323. The combined use of the third pneumatic spring 35 and the fourth pneumatic spring 36 provides dynamic damping force and elastic support for the second shock absorber 3.

[0045] In the above embodiment, when the vehicle experiences an upward vibration, the upper seat block 323 moves downward, compressing the third pneumatic spring 35, while the fourth pneumatic spring 36 is stretched. The third pneumatic spring 35 absorbs some of the vibration energy, providing a cushioning effect. When the vehicle experiences a downward impact, the upper seat block 323 moves upward, compressing the fourth pneumatic spring 36, while the third pneumatic spring 35 is stretched. The fourth pneumatic spring 36 absorbs the impact energy, limiting the excessive upward movement of the upper seat block 323. This dual pneumatic spring design can automatically adjust the damping force according to different vibration conditions, making the damping effect of the second damping component 3 more stable and effective, thus improving the comfort and stability of the vehicle.

[0046] In some embodiments, a fifth pneumatic spring 6 is connected to the main frame 1, and the fifth pneumatic spring 6 is used to connect to the base frame.

[0047] In this embodiment, the fifth pneumatic spring 6 is directly connected to the base frame and is used in conjunction with other shock-absorbing components to achieve the shock absorption effect.

[0048] Example 1: The main frame 1 is arranged in a U-shape. This structural design ensures sufficient structural strength and provides a stable support platform for the installation of the shock absorber. A rotating ball seat 11 is fixedly connected to the lower side of the U-shaped main frame 1; a rotating seat 13 is connected to the upper end. These two components are used to form a movable connection with the lower and upper ends of the first shock absorber 2, respectively, providing a basis for the multi-angle vibration damping operation of the first shock absorber 2. The first shock absorber 2 is connected to one side of the main frame 1 and serves as the first barrier against vibration transmission from the drive wheel system. It includes a rotating ball 12 rotatably connected to the rotating ball seat 11 and a first upper support plate 22 rotatably connected to the rotating seat 13. The rotating ball 12 is fixedly connected to the first lower support plate 21, achieving a flexible connection between the lower end of the first shock absorber 2 and the main frame 1. At least three first guide rods 23 are evenly connected between the first lower support plate 21 and the first upper support plate 22, and a damping cylinder 24 is slidably connected to the first guide rod 23. The arrangement of multiple guide rods ensures that the damping cylinder 24 does not shift during sliding, thus ensuring the stability of the damping operation. A mounting base 25 is fixedly connected to the shock-absorbing cylinder 24, and the mounting base 25 has several mounting holes 26. In actual installation, the mounting base 25 can be firmly connected to the drive wheel system by passing bolts through the mounting holes 26, so that the vibration energy of the drive wheel system can be directly transmitted to the first shock absorber 2. A first pneumatic spring 27 is connected to the first upper support plate 22, and its lower end is connected to the upper end of the damping cylinder 24; a second pneumatic spring 28 is connected to the first lower support plate 21, and its upper end is connected to the lower end of the damping cylinder 24. These two pneumatic springs can absorb vibration energy through their own expansion and contraction deformation. The second shock absorber 3 is connected to the other side of the main frame 1, mainly used to reduce the vibration of the main frame 1 itself. It includes an upper slide block 31 connected to the middle of the vertical rod side of the U-shaped main frame 1, and a lower slide block 32 that cooperates with the upper slide block 31. At least three slide block rods 33 are fixedly connected to the upper slide block 31. The slide block rods 33 pass through the lower slide block 32 and form a sliding connection with it. The two ends of the seat block connecting rod 322 are fixedly connected to the lower seat block 321 and the upper seat block 323 respectively. The slide block rods 33 pass through the upper seat block 323, so that the upper seat block 323 can slide up and down along the slide block rods 33.

[0049] The end of the slide rod 33 furthest from the upper slide block 31 is connected to a slide rod limiting bracket 34, which limits the maximum movement distance of the slide rod 33 and prevents the parts from detaching due to excessive sliding. A third pneumatic spring 35 is connected to the slide rod limiting bracket 34, the upper end of which is connected to the lower side of the upper block 323; a fourth pneumatic spring 36 is connected to the upper slide block 31, the lower end of which is connected to the upper side of the upper block 323. The two work together to provide shock absorption and cushioning for the sliding of the upper block 323. The main frame 1 is rotatably connected to the upper connecting rod 4 and the lower connecting rod 5 on one side of the second shock absorber 3. Both of them can be movably connected to the base frame via a rotating shaft, allowing a certain angle of relative rotation between the main frame 1 and the base frame to adapt to bumps in different road conditions. In addition, a fifth pneumatic spring 6 is also connected to the main frame 1, with its other end connected to the base frame, further enhancing the overall shock absorption effect.

[0050] Compared with the prior art, the technical solution of this application has the following beneficial technical effects: The first damping component is specifically located on the side where the main frame connects to the drive wheel system. Its main function is to reduce the transmission of vibrations from the main frame to the drive wheel system. Through the damping effect of the first damping component, the vibration impact on the drive wheel system can be effectively reduced, decreasing wear and failure rate of drive wheel components, extending the service life of the drive wheel system, and improving the vehicle's dynamic stability and reliability. The second damping component is connected to the other side of the main frame, directly damping the main frame. It absorbs and disperses the vibration energy borne by the main frame during vehicle operation, reducing the amplitude and frequency of vibrations. This solves the problem that existing technologies using single-stage or single-type damping elements are unable to cope with multi-frequency vibrations under complex road conditions.

[0051] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A chassis suspension support frame, characterized in that, It includes a main frame (1) and a first shock absorber (2) connected to one side of the main frame (1). The first shock absorber (2) is used to connect to the drive wheel system to reduce the transmission of vibration on the main frame (1) to the drive wheel system. The main frame (1) is connected to a second shock absorber (3) on the other side. The second shock absorber (3) is used to reduce the vibration on the main frame (1). The main frame (1) is rotatably connected to an upper connecting rod (4) and a lower connecting rod (5) on one side of the second shock absorber (3). The upper connecting rod (4) and the lower connecting rod (5) are both used to connect to the base frame.

2. The chassis suspension support frame according to claim 1, characterized in that, The main frame (1) is arranged in a U-shape. A rotating ball seat (11) is connected to the lower side of the U-shaped main frame (1). A rotating ball (12) is rotatably connected to the rotating ball seat (11). The rotating ball (12) is connected to the lower end of the first shock absorber (2).

3. A chassis suspension support frame according to claim 2, characterized in that, The upper end of the U-shaped main frame (1) is connected to a rotating seat (13), which is connected to the upper end of the first shock absorber (2).

4. A chassis suspension support frame according to claim 3, characterized in that, The first shock absorber (2) includes a first lower support plate (21) connected to the rotating ball (12) and a first upper support plate (22) rotatably connected to the rotating seat (13). A first guide rod (23) is connected between the first lower support plate (21) and the first upper support plate (22). There are at least three first guide rods (23). A shock-absorbing cylinder (24) is slidably connected to the first guide rod (23). A mounting seat (25) is connected to the shock-absorbing cylinder (24). A plurality of mounting holes (26) are opened on the mounting seat (25). The mounting holes (26) are used to connect with the drive wheel system with bolts.

5. A chassis suspension support frame according to claim 4, characterized in that, A first pneumatic spring (27) is connected to the first upper support plate (22), and the first pneumatic spring (27) is connected to the upper end of the shock-absorbing cylinder (24). A second pneumatic spring (28) is connected to the first lower support plate (21), and the second pneumatic spring (28) is connected to the lower end of the shock-absorbing cylinder (24).

6. A chassis suspension support frame according to claim 1, characterized in that, The second shock absorber (3) includes an upper slide (31) and a lower slide (32) connected to the middle of the vertical rod side of the main frame (1) in the shape of a U. The upper slide (31) is connected to a slide rod (33), and the slide rod (33) is slidably connected to the lower slide (32). The slide rod (33) has at least three rods.

7. A chassis suspension support frame according to claim 6, characterized in that, The sliding seat (32) includes a lower seat block (321), a seat block connecting rod (322) connected to the lower seat block (321), and an upper seat block (323) connected to the seat block connecting rod (322). The sliding seat slide rod (33) passes through the upper seat block (323).

8. A chassis suspension support frame according to claim 7, characterized in that, The end of the slide rod (33) away from the upper slide (31) is connected to a slide rod limiting frame (34), which is used to limit the movement of the slide rod (33).

9. A chassis suspension support frame according to claim 8, characterized in that, A third pneumatic spring (35) is connected to the sliding rod limiting frame (34), and the third pneumatic spring (35) is connected to the lower side of the upper seat block (323). A fourth pneumatic spring (36) is connected to the upper sliding block (31), and the fourth pneumatic spring (36) is connected to the upper side of the upper seat block (323).

10. A chassis suspension support frame according to claim 1, characterized in that, A fifth pneumatic spring (6) is connected to the main frame (1), and the fifth pneumatic spring (6) is used to connect to the base frame.

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