CN113715572B - Chassis hydro-pneumatic suspension control system, control method and all-ground automobile crane - Google Patents
Chassis hydro-pneumatic suspension control system, control method and all-ground automobile crane Download PDFInfo
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- CN113715572B CN113715572B CN202111041079.9A CN202111041079A CN113715572B CN 113715572 B CN113715572 B CN 113715572B CN 202111041079 A CN202111041079 A CN 202111041079A CN 113715572 B CN113715572 B CN 113715572B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2300/00—Indexing codes relating to the type of vehicle
- B60G2300/06—Cranes
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Abstract
本发明涉及汽车起重机底盘，为解决现有全地面起重机底盘悬挂系统桥荷分布不均匀而影响轮胎和桥的寿命问题；提供一种底盘油气悬挂控制系统、控制方法和汽车起重机，其中底盘油气悬挂控制系统多组悬挂油缸组和控制单元；各中间轴悬挂油缸组中两侧的悬挂油缸通过电磁阀组中同侧的电磁阀与相邻悬挂油缸组中同侧的悬挂油缸连接，各电磁阀将其连接的两悬挂油缸连通或相互截止；控制单元与各电磁阀连接；所有电磁阀组中仅有一个电磁阀组处于截止状态。在本发明中，可以通过选择控制电磁阀组的通断，从而选择所有悬挂油缸组的前后两分组情况，使得各桥的桥荷相对分布均匀，避免桥荷差异而导致轮胎和桥的寿命受到影响。
The present invention relates to a chassis of a vehicle crane, and is intended to solve the problem that the uneven distribution of bridge loads in the chassis suspension system of an existing all-terrain crane affects the life of tires and bridges; a chassis oil-gas suspension control system, a control method and a vehicle crane are provided, wherein the chassis oil-gas suspension control system has multiple groups of suspension cylinder groups and a control unit; the suspension cylinders on both sides of each intermediate shaft suspension cylinder group are connected to the suspension cylinders on the same side of the adjacent suspension cylinder group through the solenoid valves on the same side of the solenoid valve group, and each solenoid valve connects or cuts off the two suspension cylinders connected to it; the control unit is connected to each solenoid valve; and only one solenoid valve group among all the solenoid valve groups is in a cut-off state. In the present invention, the on-off of the solenoid valve group can be selected to select the front and rear grouping conditions of all the suspension cylinder groups, so that the bridge loads of each bridge are relatively evenly distributed, and the life of the tires and bridges is avoided to be affected by the difference in bridge loads.
Description
Technical Field
The invention relates to an automobile crane chassis, in particular to a chassis hydro-pneumatic suspension control system, a control method and an all-ground automobile crane.
Background
The existing chassis suspension system of the all-terrain crane is generally an hydro-pneumatic suspension system and is generally composed of a suspension cylinder, a proximity switch, a suspension control valve, a pressure measuring joint, a hydraulic pipeline, an energy accumulator, a touch screen operation panel, a controller and a CAN line. The principle is that proximity switches are respectively arranged at the full extension stroke position, the full retraction stroke position and the middle position of the suspension oil cylinder, and the suspension control valve is controlled by an operation panel and a CAN line, so that the suspension oil cylinder CAN respectively reach three states of full extension, middle position and full retraction. When the suspension cylinder is at the full extension, middle and full contraction positions respectively, the induction switch arranged at the corresponding position is powered on, and the suspension control valve is closed to lock the large and small cavities of the suspension cylinder, so that the cylinder keeps the stroke. At this time, the suspension cylinder is communicated with the energy accumulator, and the energy accumulator is used as an elastic element to enable the suspension to have an elastic mode, and vice versa, has a rigid mode.
In general, the suspension cylinders in the hydro-pneumatic suspension system are divided into two groups, taking a five-bridge all-terrain crane as an example, and in general, the suspension cylinders of the front two bridges are grouped, the suspension cylinders of the rear three bridges are grouped, or the suspension cylinders of the front three bridges are grouped, and the suspension cylinders of the rear two bridges are grouped. The large cavities of the suspension cylinders positioned on the same side of the axle are communicated with each other, and the small cavities are communicated with each other.
In the existing crane, the grouping of the suspension cylinders is fixed. The fixed grouping has the defects that the front all-ground crane has more transition states, and can carry a counterweight, an auxiliary arm or an over-lifting device when performing short-distance transition, so that the bridge load changes more, and the axle load distribution is more uniform. The differences of the bridge loads of each group are large, so that the service lives of the tires and the bridge are greatly influenced.
Disclosure of Invention
The invention aims to solve the technical problem that the service lives of tires and bridges are influenced due to uneven bridge load distribution of the chassis suspension system of the existing all-terrain crane, and provides a chassis hydro-pneumatic suspension control system, a control method and an automobile crane, wherein the bridge loads of all axles are relatively uniformly distributed by changing the grouping of suspension cylinder groups, so that the maximum bridge load is reduced.
The technical scheme for achieving the purpose is that the chassis hydro-pneumatic suspension control system comprises at least three suspension cylinder groups which are correspondingly connected with axles and is characterized by further comprising a control unit, wherein at least one suspension cylinder group which is connected with a front axle forms a front axle suspension cylinder group, at least one suspension cylinder group which is connected with a rear axle forms a rear axle suspension cylinder group, the suspension cylinder group which is positioned between the front axle suspension cylinder group and the rear axle suspension cylinder group is an intermediate axle suspension cylinder group, the large cavities and the small cavities of all suspension cylinders on the same side in the front axle suspension cylinder group are mutually communicated, the large cavities and the small cavities of all suspension cylinders on the same side in the rear axle suspension cylinder group are mutually communicated, all suspension cylinders on the same side in all intermediate axle suspension cylinder groups are connected with the suspension cylinders on the same side in adjacent suspension cylinder groups through electromagnetic valves, all the electromagnetic valves correspondingly communicate or are mutually blocked between the large cavities and the small cavities of the two suspension cylinders which are connected, the control unit is connected with all electromagnetic control ends of all electromagnetic valves, and all electromagnetic valves in the same electromagnetic valve are in the same working state. In the invention, the on-off of the electromagnetic valve group can be controlled by selecting the front and rear grouping conditions of all the suspension cylinder groups, so that the bridge loads of all the bridges are relatively uniformly distributed, and the influence on the service lives of the tires and the bridges caused by the difference of the bridge loads is avoided.
In the above chassis hydro-pneumatic suspension control system, the control unit includes:
The detection module is used for detecting the pressure of a large cavity of the suspension cylinder in the front axle suspension cylinder group and the rear axle suspension cylinder group;
The calculation module is used for calculating the front-rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each electromagnetic valve group is in a cut-off state according to the large cavity pressure value of the suspension cylinder detected by the detection module and the current state of the electromagnetic valve groups;
and the control module is used for controlling the electromagnetic valve group corresponding to the minimum front and rear axle load difference to be in a cut-off state.
In the chassis hydro-pneumatic suspension control system, the detection module comprises a pressure sensor for detecting the pressure of a large cavity of the suspension cylinder and a speed sensor for detecting the running speed of the chassis.
In the chassis hydro-pneumatic suspension control system, the front axle suspension cylinder group is composed of an axle suspension cylinder group connected with the forefront axle, and the rear axle suspension cylinder group is composed of an axle suspension cylinder group connected with the rearmost axle. Or the suspension cylinder group is provided with N groups, N is more than or equal to 5, wherein the front axle suspension cylinder group is formed by a one-axle suspension cylinder group and a two-axle suspension cylinder group which are connected with the forefront two axles, and the rear axle suspension cylinder group is formed by an N-1 axle suspension cylinder group and an N-axle suspension cylinder group which are connected with the rearmost two axles.
The technical scheme for realizing the purpose of the invention is that the invention provides a chassis hydro-pneumatic suspension control method which is used for controlling the chassis hydro-pneumatic suspension control system and is characterized by comprising the following steps:
The method comprises the steps of detecting the pressure of a suspension cylinder in a front axle suspension cylinder group and a rear axle suspension cylinder group and obtaining the working state of electromagnetic valve groups, calculating the front axle load and rear axle load difference between the front axle load of an axle corresponding to the front axle suspension cylinder group and the rear axle load of an axle corresponding to the rear axle suspension cylinder group when each electromagnetic valve group is in a cut-off state according to the detected cylinder pressure and the current state of the electromagnetic valve groups, and controlling the electromagnetic valve group corresponding to the smallest front axle load and rear axle load difference to be in the cut-off state. Further, the step further comprises detecting the chassis running speed, and when the running speed is equal to zero, controlling the electromagnetic valve group corresponding to the minimum front and rear axle load difference to be in a cut-off state.
The technical scheme for achieving the purpose is that the all-terrain automobile crane is characterized by comprising the chassis hydro-pneumatic suspension control system.
Compared with the prior art, in the invention, the electromagnetic valve group is controlled to realize that the suspension cylinder groups of all the axles are divided into the front group and the rear group in an optimal mode, so that the axle load distribution of each axle is relatively more uniform, and the influence on the service lives of the tires and the axles caused by the difference of the axle loads is avoided. .
Drawings
FIG. 1 is a schematic diagram of the hydro-pneumatic suspension system of the all-terrain mobile crane of the present invention.
FIG. 2 is a block diagram of a chassis hydrocarbon suspension control system of the present invention.
Detailed Description
The following describes specific embodiments with reference to the drawings.
The truck crane in the embodiment is an all-terrain crane, the chassis is provided with five axles, and a suspension cylinder group is arranged between each axle and the frame in the hydro-pneumatic suspension system. The five groups of suspension oil cylinder groups are arranged from front to back according to axles, and are respectively a first-axle suspension oil cylinder group connected with a first axle, a second-axle suspension oil cylinder group connected with a second axle, a three-axle suspension oil cylinder group connected with a third axle, a four-axle suspension oil cylinder group connected with a fourth axle and a five-axle suspension oil cylinder group connected with a fifth axle. The suspension cylinder group corresponding to each axle comprises a left suspension cylinder and a right suspension cylinder, for example, a one-axis suspension cylinder group comprises a one-axis left suspension cylinder 21 connected to the left end of a one-axle and a one-axis right suspension cylinder 22 connected to the right end of a one-axle, a two-axis suspension cylinder group comprises a two-axis left suspension cylinder 31 connected to the left end of a two-axle and a two-axis right suspension cylinder 32 connected to the right end of a two-axle, a three-axis suspension cylinder group comprises a three-axis left suspension cylinder 41 connected to the left end of a three-axle and a three-axis right suspension cylinder 42 connected to the right end of a three-axle, a four-axis suspension cylinder group comprises a four-axis left suspension cylinder 51 connected to the left end of a four-axle and a four-axis right suspension cylinder 52 connected to the right end of a four-axle, and a five-axis suspension cylinder group comprises a five-axis left suspension cylinder 61 connected to the left end of a five-axle and a five-axis right suspension cylinder 62 connected to the right end of a five-axle.
The first-axis suspension cylinder group and the second-axis suspension cylinder group form a front-axis suspension cylinder group, the four-axis suspension cylinder group and the five-axis suspension cylinder group form a rear-axis suspension cylinder group, and the three-axis suspension cylinder group forms an intermediate-axis suspension cylinder group.
In the front axle suspension cylinder group, the cylinder large chambers and the cylinder small chambers on the same side are respectively communicated, as shown in fig. 1, the large chambers of the one-axle left suspension oil 21 and the two-axle left suspension oil cylinder 31 are communicated with each other through pipelines, and the small chambers are also communicated with each other through pipelines, and the large chambers of the one-axle right suspension oil 22 and the two-axle right suspension oil cylinder 32 are communicated with each other through pipelines, and the small chambers are also communicated with each other through pipelines.
In the rear axle suspension cylinder group, the cylinder large chambers and the cylinder small chambers on the same side are respectively communicated, as shown in fig. 1, the large chambers of the four-axle left suspension oil 51 and the five-axle left suspension cylinder 61 are communicated with each other through pipelines, while the small chambers are also communicated with each other through pipelines, and the large chambers of the four-axle right suspension oil 52 and the five-axle right suspension cylinder 62 are communicated with each other through pipelines, while the small chambers are also communicated with each other through pipelines.
The left side suspension cylinders and the right side cylinders in the front axle suspension cylinder group are connected with the front suspension valve 11, and the left side suspension cylinders and the right side cylinders in the rear axle suspension cylinder group are connected with the rear suspension valve 12.
The suspension cylinders on the left side and the right side of the intermediate shaft suspension cylinder group are respectively connected with the suspension cylinders on the same side in the front shaft suspension cylinder group and the rear shaft suspension cylinder group through electromagnetic valves on the same side in the electromagnetic valve group. The intermediate shaft suspension cylinder group is connected with the front shaft suspension cylinder group through a first electromagnetic valve group, and the intermediate shaft suspension cylinder group is connected with the rear shaft suspension cylinder group through a second electromagnetic valve group. The first solenoid valve group includes a first left solenoid valve 71 and a first right solenoid valve 72, and the second solenoid valve group includes a second left solenoid valve 81 and a second right solenoid valve 82. The three-axis left side suspension cylinder 41 of the three-axis suspension cylinder group is connected with the two-axis left side suspension cylinder 31 of the two-axis suspension cylinder group through a first left side electromagnetic valve 71, the three-axis right side suspension cylinder 42 is connected with the two-axis right side suspension cylinder 32 through a first right side electromagnetic valve 72, the three-axis left side suspension cylinder 41 of the three-axis suspension cylinder group is connected with the four-axis left side suspension cylinder 51 of the four-axis suspension cylinder group through a second left side electromagnetic valve 81, and the three-axis right side suspension cylinder 42 is connected with the four-axis right side suspension cylinder 52 through a second right side electromagnetic valve 82. When the electromagnetic valves are in a cut-off state, the two hanging oil cylinders connected by the electromagnetic valves are mutually cut off. Only one solenoid valve group of the first solenoid valve group and the second solenoid valve group is in a conducting state, the first left solenoid valve 71 in the first solenoid valve group and the first right solenoid valve 72 are in the same working state, namely in a conducting state or in a cutting-off state, and the second left solenoid valve 81 in the second solenoid valve group and the second right solenoid valve 82 are in the same working state.
As shown in fig. 2, the control unit of the hydro-pneumatic suspension system is composed of a controller 91, a pressure sensor 95 and a speed sensor 96 connected with the controller 91, and forms functional modules such as a detection module 94, a calculation module 92 and a control module 93. The pressure sensor is used for detecting the pressure of the large cavity of the suspension cylinder in the front axle suspension cylinder group and the rear axle suspension cylinder group. The speed sensor is used for acquiring the running speed of the automobile crane.
The control unit calculates and logically judges according to the large cavity pressure of the suspension cylinder, the current state of the electromagnetic valve and whether the automobile crane is in a running state or not, and controls the electromagnetic valves so that only one electromagnetic valve group in the electromagnetic valve groups is in a cut-off state. The specific control method comprises the following steps:
The detection module 94 detects the pressure of the large cavity of the suspension cylinder in the front axle suspension cylinder group and the rear axle suspension cylinder group, the running speed of the truck crane and the current state of the electromagnetic valve from the control module through pressure sensors. And acquiring the current state of the electromagnetic valve, namely acquiring the cut-off state of one of the first electromagnetic valve and the second electromagnetic valve in the current state.
The calculating module 92 calculates the front-rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each electromagnetic valve group is in the cut-off state according to the large cavity pressure value of the suspension cylinder detected by the detecting module 94 and the current state of the electromagnetic valve. For example, the current state of each solenoid valve group is that the first left solenoid valve 71 and the first right solenoid valve 72 are in the off state, the second left solenoid valve 81 and the second right solenoid valve 82 are in the on state, and at this time, the suspension cylinder groups of all the axles are divided into two groups, wherein the one-axis suspension cylinder group 21 connected with the one axle and the two-axis suspension cylinder group 22 connected with the two axles form a group, i.e., a front group, and simultaneously the three-axis suspension cylinder group connected with the three axles, the four-axis suspension cylinder group connected with the four axles and the five-axis suspension cylinder group connected with the five axles form a group, i.e., a rear group. The grouping of the front two and the rear three of all the suspension cylinder groups is in a first grouping state. The big cavity and the small cavity of the oil cylinders on the same side in the suspension oil cylinder group connected with each axle in the front group are respectively communicated, so that the bridge load of the first bridge in the front group is the same as the bridge load of the second bridge, and the bridge load of the third bridge, the bridge load of the fourth bridge and the bridge load of the fifth bridge are the same in the rear group. The calculation module calculates the front axle load (namely, a first axle load and a second axle load which are the same) and the rear axle load (namely, a third axle load, a fourth axle load and a fifth axle load which are the same) in the first grouping state according to the detected large cavity pressure of the suspension cylinder, and calculates the axle load difference between the front axle load and the rear axle load to be the axle load difference of the first grouping state.
After calculating the first packet state bridge state difference value, a second packet state bridge state difference value is calculated. The second grouping state is that the first left solenoid valve 71 and the first right solenoid valve 72 are in a conducting state, the second left solenoid valve 81 and the second right solenoid valve 82 are in a cut-off state, at this time, a first-axis suspension cylinder group connected with a first bridge, a second-axis suspension cylinder group connected with a second bridge and a three-axis suspension cylinder group connected with a third bridge form a group, namely a front group, and a five-axis suspension cylinder group connected with a four-bridge and a five-bridge is divided into a group, namely a rear group. The first three groups and the second three groups of all the suspension cylinder groups are in a second grouping state. The bridge charges of the first bridge, the second bridge and the third bridge in the front group are the same, and the bridge charges of the fourth bridge and the fifth bridge in the rear group are the same. Because the total weight of the truck crane is unchanged in the first grouping state and the second grouping state, the total weight of each bridge load is unchanged, so that the bridge load difference between the front bridge load and the rear bridge load can be calculated according to the pressure of the suspension cylinder in the first grouping state, and the bridge load of the front bridge (namely, the first bridge load, the second bridge load and the third bridge load which are the same) and the bridge load of the rear bridge (namely, the four bridge load and the five bridge load which are the same) in the second grouping state can be calculated to be the bridge load difference of the second grouping state.
The control module 93 determines whether to change the grouping of each suspension cylinder group according to whether the truck crane is in a traveling state or not, and the axle load of each axle. When the speed of the automobile crane is not zero, namely the automobile crane is in a running state, the grouping of each suspension cylinder group is not changed currently. When the speed of the truck crane is zero, that is, the truck crane is in a stationary state, it is determined whether to change the grouping of each suspension cylinder group according to the following situation.
The control module 93 compares the magnitude of the bridge charge difference value of the first packet state with the bridge charge difference value of the second packet state. If the first grouping state bridge charge difference value is smaller than the second grouping state bridge charge difference value, the control module controls the electromagnetic valves to enable the suspension cylinders to be in the first grouping state. When the bridge charge difference value of the first packet state is smaller than that of the second packet state, the maximum bridge charge in each bridge charge in the first packet state is smaller than that in each bridge charge in the second packet state. In both packet states, the bridge charges are more evenly distributed in the first packet state and the maximum bridge charge is smaller than the maximum bridge charge in the second packet state.
If the first grouping state bridge charge difference value is greater than the second grouping state bridge charge difference value, the control module controls the electromagnetic valves to enable the first left electromagnetic valve and the first right electromagnetic valve to be in a conducting state, and the second left electromagnetic valve and the second right electromagnetic valve to be in a cutting-off state, namely, even if the hanging oil cylinder groups are in the second grouping state of the first three groups and the second three groups. When the bridge charge difference value in the second packet state is smaller than the bridge charge difference value in the first packet state, the maximum bridge charge in each bridge in the second packet state is smaller than the maximum bridge charge in each bridge in the first packet state. In the two packet states, the bridge charges are more uniformly distributed in the second packet state, and the maximum bridge charge in the second packet state is smaller than that in the first packet state.
In this embodiment, by comparing the bridge load difference values of all the suspension cylinder groups in the two grouping states, a better grouping is selected, so that the maximum bridge load is smaller, and the influence on the service lives of the tire and the axle due to the overlarge bridge load difference is avoided.
In this embodiment, the number of the suspension cylinder groups included in the front axle suspension cylinder group and the rear axle suspension cylinder group may be set by providing solenoid valves at the respective positions as needed, for example, the number of the suspension cylinder groups in the front axle suspension cylinder group may be one suspension cylinder group (corresponding to one axle), and the number of the suspension cylinder groups in the rear axle suspension cylinder group may be one suspension cylinder group or three suspension cylinder groups (corresponding to three axles). In various arrangements, the number of grouping states is m+1, where M is the number of sets of intermediate shaft suspension cylinders.
The chassis hydro-pneumatic suspension control system in the invention is not limited to a five-axis chassis, and can be applied to other multi-axis chassis, for example, in an automobile crane with a three-axis chassis, a one-axis suspension cylinder group connected with a first axle forms a front-axis suspension cylinder group, a two-axis suspension cylinder group connected with a second axle forms an intermediate-axis suspension cylinder group, a three-axis suspension cylinder group connected with a third axle forms a rear-axis suspension cylinder group, and the chassis hydro-pneumatic suspension control system can be selected from the group of two suspension cylinder groups in front of the first axle or in front of the second axle so that the maximum axle load in each axle load is smaller. In the same way, in the automobile crane with four-axle chassis, the first axle suspension cylinder group connected with the first axle constitutes the front axle suspension cylinder group, the second axle suspension cylinder group connected with the second axle constitutes the middle axle suspension cylinder group, the third axle suspension cylinder group connected with the fourth axle constitutes the rear axle suspension cylinder group, the chassis hydro-pneumatic suspension control system can select among the groups of the first, second, third, front, back, etc. suspension cylinder groups, the first axle suspension cylinder group connected with the first axle constitutes the front axle suspension cylinder group, the second axle suspension cylinder group connected with the second axle constitutes the middle axle suspension cylinder group, the third axle suspension cylinder group connected with the fourth axle constitutes the rear axle suspension cylinder group, and in the setting, the chassis hydro-pneumatic suspension control system can select among the groups of the first, second, front, third, back, etc. suspension cylinder groups, thus having three states. In an automobile crane with more axles, similar arrangement can be performed so as to adjust the front-back grouping of all suspension cylinder groups when the chassis is stationary, and reduce the size of the maximum axle load.
Claims (8)
1. The chassis hydro-pneumatic suspension control system comprises at least three suspension cylinder groups which are correspondingly connected with each axle, and is characterized by further comprising a control unit;
At least one group of suspension oil cylinders connected with a front axle form a front axle suspension oil cylinder group, at least one group of suspension oil cylinders connected with a rear axle form a rear axle suspension oil cylinder group, the suspension oil cylinder groups positioned between the front axle suspension oil cylinder group and the rear axle suspension oil cylinder group are intermediate axle suspension oil cylinder groups, the large cavities and the small cavities of all suspension oil cylinders on the same side in the front axle suspension oil cylinder group are communicated with each other, the large cavities and the small cavities of all suspension oil cylinders on the same side in the rear axle suspension oil cylinder group are communicated with each other, the suspension oil cylinders on two sides in each intermediate axle suspension oil cylinder group are connected with the suspension oil cylinders on the same side in the adjacent suspension oil cylinder groups through electromagnetic valves on the same side in the electromagnetic valve groups, the large cavities and the small cavities of the two suspension oil cylinders connected with each other are correspondingly communicated or mutually blocked, the control unit is connected with the electromagnetic control ends of all the electromagnetic valves, the working states of all electromagnetic valves in the same electromagnetic valve group are the same, and only one electromagnetic valve group in the blocking state;
The control unit includes:
The detection module is used for detecting the pressure of a large cavity of the suspension cylinder in the front axle suspension cylinder group and the rear axle suspension cylinder group;
The calculation module is used for calculating the front-rear axle load difference between the front axle load of the axle corresponding to the front axle suspension cylinder group and the rear axle load of the axle corresponding to the rear axle suspension cylinder group when each electromagnetic valve group is in a cut-off state according to the large cavity pressure value of the suspension cylinder detected by the detection module and the current state of the electromagnetic valve groups;
and the control module is used for controlling the electromagnetic valve group corresponding to the minimum front and rear axle load difference to be in a cut-off state.
2. The chassis hydro-pneumatic suspension control system of claim 1 wherein the detection module comprises a pressure sensor for detecting the pressure of the suspension cylinder large chamber.
3. The chassis hydro-pneumatic suspension control system of claim 1 wherein the detection module comprises a speed sensor for detecting chassis travel speed.
4. A chassis hydro-pneumatic suspension control system as claimed in any one of claims 1 to 3 wherein the front axle suspension cylinder group is comprised of an axle suspension cylinder group connected to the foremost axle and the rear axle suspension cylinder group is comprised of an axle suspension cylinder group connected to the rearmost axle.
5. A chassis hydro-pneumatic suspension control system as claimed in any one of claims 1 to 3 wherein the suspension cylinder groups have N groups, N being ≡5, wherein the one-axis suspension cylinder group and the two-axis suspension cylinder group connected to the foremost two axles constitute the front axis suspension cylinder group and the N-1 axis suspension cylinder group and the N-axis suspension cylinder group connected to the rearmost two axles constitute the rear axis suspension cylinder group.
6. A chassis hydro-pneumatic suspension control method for control of a chassis hydro-pneumatic suspension control system according to any one of claims 1 to 5, characterized by the steps of:
The method comprises the steps of detecting the pressure of a suspension cylinder in a front axle suspension cylinder group and a rear axle suspension cylinder group and obtaining the working state of electromagnetic valve groups, calculating the front axle load and rear axle load difference between the front axle load of an axle corresponding to the front axle suspension cylinder group and the rear axle load of an axle corresponding to the rear axle suspension cylinder group when each electromagnetic valve group is in a cut-off state according to the detected cylinder pressure and the current state of the electromagnetic valve groups, and controlling the electromagnetic valve group corresponding to the smallest front axle load and rear axle load difference to be in the cut-off state.
7. The chassis hydro-pneumatic suspension control method of claim 6, further comprising detecting a chassis travel speed, and controlling the solenoid valve block corresponding to the minimum fore-aft axle load difference to be in a cut-off state when the travel speed is equal to zero.
8. An all-terrain automotive crane characterized by having a chassis hydro-pneumatic suspension control system as defined in any one of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111041079.9A CN113715572B (en) | 2021-09-07 | 2021-09-07 | Chassis hydro-pneumatic suspension control system, control method and all-ground automobile crane |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111041079.9A CN113715572B (en) | 2021-09-07 | 2021-09-07 | Chassis hydro-pneumatic suspension control system, control method and all-ground automobile crane |
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| CN113715572A CN113715572A (en) | 2021-11-30 |
| CN113715572B true CN113715572B (en) | 2025-06-10 |
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