CN109305223B - Automobile chassis and vehicle using same - Google Patents
Automobile chassis and vehicle using same Download PDFInfo
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- CN109305223B CN109305223B CN201811138685.0A CN201811138685A CN109305223B CN 109305223 B CN109305223 B CN 109305223B CN 201811138685 A CN201811138685 A CN 201811138685A CN 109305223 B CN109305223 B CN 109305223B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/18—Understructures, i.e. chassis frame on which a vehicle body may be mounted characterised by the vehicle type and not provided for in groups B62D21/02 - B62D21/17
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D59/00—Trailers with driven ground wheels or the like
- B62D59/02—Trailers with driven ground wheels or the like driven from external propulsion unit
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
Abstract
The utility model relates to an automobile chassis, which comprises a main automobile part, an auxiliary automobile part and an auxiliary steering part, wherein the main automobile part comprises a main automobile chassis 1, a front articulated frame 2 and a front rotary support 3, and the main automobile chassis comprises a front axle 4 and a main automobile axle 5; the auxiliary vehicle part comprises an auxiliary vehicle chassis 6, a rear hinged frame 7 and a rear rotary support 8, wherein the auxiliary vehicle chassis comprises an auxiliary vehicle axle 9; the front articulated frame 2 is connected with the rear articulated frame 7, so that the connection of the main car part and the auxiliary car part is realized; the utility model optimizes the position relation of each bearing point and connecting point on the automobile chassis and the steering angle of the automobile, so that the automobile chassis provided by the utility model has excellent steering and escaping capabilities; in addition, the utility model also provides an automobile with the automobile chassis, which can normally run under severe road conditions.
Description
Technical Field
The utility model relates to the field of automobiles, in particular to an automobile chassis with driving and steering functions.
Background
In recent years, with the high-speed development of expressways in China and the requirements of modern logistics transportation, higher and higher design requirements are put forward on commercial vehicles, particularly, the vehicles are required to have excellent steering and escaping capabilities under severe road conditions, but most commercial vehicles at present cannot run under special road conditions due to the limitation of chassis design.
Prior to the present utility model, there were some less sophisticated related techniques: the Chinese patent application publication CN104843098A discloses a semitrailer with steering, which can lead a vehicle to have a certain steering function through the design of a chassis, but the chassis has no driving capability and cannot be used under special road conditions due to insufficient driving force; chinese patent application publication CN104859733a discloses a semi-trailer train with driving, which has a certain escaping capability, but the steering capability under special road conditions is insufficient, thus restricting the use thereof; in addition, the Chinese patent publication CN202966468U discloses a semi-trailer train, wherein the rear trailer part of the train has simple driving and steering capabilities, but the mechanism design is rough, the mechanism is lack of more scientific and reasonable optimization, the problems are more in the application process, and the use effect is not ideal.
Therefore, the prior art lacks a stable and reliable vehicle chassis and related vehicles capable of enabling the vehicle to have excellent steering and getting rid of the trouble under severe road conditions.
Disclosure of Invention
The utility model aims to provide an automobile chassis and a related vehicle, which are used for overcoming the defects of the existing commercial vehicle and ensuring that the automobile chassis and the related vehicle have excellent steering and escaping capabilities. The main technical scheme of the utility model is as follows:
the main vehicle part comprises a main vehicle chassis, a front hinged frame and a front rotary support, wherein the main vehicle chassis comprises a front axle and a main vehicle axle; the auxiliary vehicle part comprises an auxiliary vehicle chassis, a rear hinged frame and a rear rotary support, wherein the auxiliary vehicle chassis comprises an auxiliary vehicle axle; the rear end of the front articulated frame is sleeved with a front telescopic arm which can slide back and forth in the front articulated frame; the front end of the rear articulated frame is sleeved with a rear telescopic arm, the rear telescopic arm can slide back and forth in the rear articulated frame, and the front end of the rear telescopic arm is connected with the rear end of the front telescopic arm; the auxiliary steering part comprises a steering pull rod assembly and an upper part connected with the main car part and the auxiliary car part, one end of the pull rod assembly is connected with the upper part, the other end of the pull rod assembly is connected with the rear end of the rear telescopic arm, and the upper part is connected with the main car part through a front rotary support and is connected with the auxiliary car part through a rear rotary support; taking the horizontal direction of normal running of the vehicle as the X direction; the main vehicle part is driven in a 4 multiplied by 2 or 4 multiplied by 4 mode, the center of a main vehicle axle is taken as a Z point, or the main vehicle part is driven in a 6 multiplied by 2 or 6 multiplied by 4 or 6 multiplied by 6 mode, and the midpoint of the connecting line of the centers of the two main vehicle axles is taken as the Z point; the joint of the front rotary support and the upper part is a point A; the joint of the rear rotary support and the upper part is a point B; the joint of the steering pull rod assembly and the upper part is a point C; the joint of the steering pull rod assembly and the telescopic arm of the rear articulated frame is a point D; the joint of the front articulated frame telescopic arm and the rear articulated frame telescopic arm is an O point; the points A, Z, C, O, D and B are sequentially arranged from the front direction of the automobile to the rear direction, and the automobile chassis is in a non-steering state:
the point A, the point Z, the point C, the point O, the point D and the point B are positioned on the same vertical plane;
the distance between the point B and the point A in the X direction is L;
the distance between the Z point and the A point in the X direction is L 1 And 0 < L 1 ≤700mm；
The distance between the O point and the A point in the X direction is L 2 And 2.5/7L is less than or equal to L 2 ≤3.25/7L；
The distance between the C point and the O point in the X direction is L 5 And 0 < L 5 ≤250mm；
The distance between the C point and the D point in the X direction is L 7 And 2.5/10L is less than or equal to L 7 ≤3.5/10L；
The distance between the point C and the point A in the X direction is L 4 ，L 4 =L 2 -L 5 ；
The distance between the O point and the D point in the X direction is L 6 ,L 6 =L 7 -L 5 。
Through the structure, the bearing and stress structure of the vehicle can be optimized, and smooth realization of steering and driving functions is ensured.
Further, in the steering state of the vehicle, the sub-vehicle portion steering center substantially coincides with the main vehicle portion steering center.
Further, the main car axle is one or two through-type drive axles, an intermediate driving device is further arranged between the main car part and the auxiliary car part, the intermediate driving device is respectively connected with the through-type drive axles and the auxiliary car axle, and the intermediate driving device comprises a first intermediate transmission shaft, a second intermediate transmission shaft and a third intermediate transmission shaft.
Further, a front auxiliary support is arranged between the second intermediate transmission shaft and the first intermediate transmission shaft, a rear auxiliary support is arranged between the second intermediate transmission shaft and the third intermediate transmission shaft, the front auxiliary support and the rear auxiliary support all comprise a front flange, a hanging bracket, a support shaft and a rear flange, the front flange and the rear flange are arranged on the support shaft, the support shaft is rotatably arranged on the hanging bracket, the front end and the rear end of the first intermediate transmission shaft, the front end and the rear end of the second transmission shaft and the front end and the rear end of the third transmission shaft are respectively provided with a universal joint flange, and the first intermediate transmission shaft, the front auxiliary support, the second transmission shaft, the rear auxiliary support and the third transmission shaft are respectively provided with a universal joint flangeThe three transmission shafts are sequentially connected through flanges, and the front auxiliary support and the rear auxiliary support are respectively arranged on the front hinge frame and the rear hinge frame; in the steering process of the vehicle, the included angle between the axis of the second intermediate transmission shaft and the axis of the front auxiliary support is alpha 1 The included angle between the axis of the second intermediate transmission shaft and the axis of the rear auxiliary support is alpha 2 ，α 1 ≤25°、α 2 ≤25°。
Further, the universal joint flange is a cross shaft flange, and the distance between the center point of the cross shaft of the universal joint flange at the front end of the second transmission shaft and the O point in the X direction is S when the automobile chassis is in a non-steering state 1 The distance between the center point of the cross shaft of the universal joint flange at the rear end of the second transmission shaft and the O point in the X direction is S 2 Wherein S is 1 And S is equal to 2 The values are as close as possible; s is the installation distance of the center point of the cross shaft of the universal joint flanges at the two ends of the second middle transmission shaft, namely S=S 1 + S 2 S is more than or equal to 500mm and less than or equal to 1000mm; the second transmission shaft is telescopic, S can be changed along with the change of the corner in a steering state of the automobile chassis, the instantaneous change length is S delta, the instantaneous change quantity is delta S, delta S = S delta-S, and delta S is less than or equal to 350mm.
Furthermore, the front and rear hinge frames are wedge-shaped rigid frames.
Furthermore, the wedge-shaped rigid frame is of an A-shaped structure.
Further, during steering, the rear end of the front telescopic arm extends out to have the length delta L 1 The front end of the rear telescopic arm extends out to have the length delta L 2 ，α=（|α 1 2 -α 2 2 |） 1/2 ＜3°。
Further, the main car part is provided with a steering limit bolt and a limit block, the auxiliary car part is provided with a limit block, and the upper mounting bottom is provided with a steering limit plate.
Further, when the main vehicle turns, the included angle of the projection of the central axis of the main vehicle part and the AB line on the same horizontal plane is theta, and theta is less than or equal to 25 degrees.
Further, the included angle of the projection of the central axis of the auxiliary car part and the AB line on the same horizontal plane is beta, beta=arctan (L 2 +△L 1 ）sinθ）/〔L-（L 2 +△L 1 ）cosθ〕。
Further, the inner and outer corners of the front axle of the main car part are epsilon and delta respectively, and the relation between the inner and outer corners and theta and beta is as follows: cotδ -cotε=H/Sm, ε=arclot [ (L-L) 1 /cosθ）cosβ/sin（θ+β）+L 1 tan theta-H/2)/Sm ], wherein H is the distance between the intersection point of the extension lines of the main pins at two sides of the front axle and the ground, and Sm is the wheelbase of the main vehicle part.
Further, the number of the auxiliary vehicle axles is two, and the two axles are the same as the driving axle, or are the same as the follow-up axle, or the front one is the driving axle, and the rear one is the follow-up axle.
Further, the front articulated frame is articulated with the main car part, and the rear articulated frame is rigidly connected with the auxiliary car part.
Further, the front articulated frame is articulated with the main car part through two articulated points F, the two points F are on the same horizontal plane, and the front articulated frame can swing up and down around the points F.
Furthermore, the first, second and third intermediate transmission shafts can freely stretch and retract in the length direction.
Furthermore, the front rotary support is a single pendulum saddle, or consists of a single pendulum saddle and an adapter, or is a double pendulum saddle.
Preferably, the simple pendulum saddle, the bottom is installed in the main car part, and the upper portion is connected with the towing pin that upper mounting bottom set up, is Y to the direction that is perpendicular to X on the horizontal plane, upper mounting can be relative main car part around the ascending axis of Y within the range of up and down + -12.
For the front rotary support consisting of the simple pendulum saddle and the adapter, the adapter has a unidirectional swinging function, and the simple pendulum axis of the adapter is mutually perpendicular to that of the simple pendulum saddle and is not on the same horizontal plane.
Further, the single pendulum saddle and the adapter are each Y-directional in a direction perpendicular to the X-direction on a horizontal plane, and the upper mounting can swing around the saddle and the adapter within a range of plus or minus 5 DEG in the X-direction relative to the main car part, and swing within a range of plus or minus 12 DEG in the Y-direction.
Preferably, the simple pendulum saddle is mounted on the main car part, and the adapter is mounted on the bottom of the upper part.
For the front rotary support of the bidirectional swing, further, the double-swing saddle has the bidirectional swing function, and the axial lines of the bidirectional swing are intersected and vertical.
Further, the double-pendulum saddle is characterized in that the bottom of the double-pendulum saddle is arranged on the main car part, the upper part of the double-pendulum saddle is connected with a traction pin arranged at the bottom of the upper part of the double-pendulum saddle, the direction vertical to the X direction on the horizontal plane is the Y direction, and the upper part of the double-pendulum saddle can swing in a range of +/-5 degrees from left to right around the X-direction axis and in a range of +/-12 degrees from up to down around the Y-direction axis relative to the main car part.
Preferably, for the chassis of the automobile, the auxiliary automobile is not driven, and the extension length of the front telescopic arm is delta L when the auxiliary automobile turns 1 Extension length DeltaL of rear telescopic arm 2 Wherein DeltaL 1 ≤400mm，△L 2 ≤400mm。
In addition, the utility model also discloses a vehicle with the automobile chassis.
The utility model provides an automobile chassis with steering and driving functions and a vehicle using the automobile chassis, optimizes the structure of the automobile chassis from the aspects of bearing stress structure, main/auxiliary vehicle steering angle, main/auxiliary vehicle included angle, main/auxiliary vehicle instantaneous size change and the like, enhances the steering and escaping capabilities of the automobile chassis under severe road conditions, has reliable performance and strong bearing capability, can ensure normal use under severe road conditions, has better adaptability to most types of commercial vehicles, has lower manufacturing and transformation costs, and is suitable for large-scale popularization and application.
Drawings
FIG. 1 is an overall block diagram of an automotive chassis according to the present utility model;
FIG. 2 is a view showing the positional relationship of points on the chassis of a vehicle when the driving of the main vehicle part is 4X 2 or 4X 4 in the present utility model;
FIG. 3 is a view showing the positional relationship of points on the chassis of the automobile when the driving of the main car part is 6X 2, 6X 4 or 6X 6 in the present utility model;
FIG. 4 is a schematic illustration of the change in steering center of an automobile chassis during steering in accordance with the present utility model;
FIG. 5 is a schematic illustration of the change in angle and size of the primary and secondary vehicle when the chassis of the vehicle is turned in accordance with the present utility model;
FIG. 6 is a schematic view of a steering angle limiting device on an automobile chassis in accordance with the present utility model;
fig. 7 is a schematic view of the structure of the front swing support of the present utility model consisting of a simple pendulum saddle and an adapter on the chassis of an automobile.
Detailed Description
The utility model will be further described with reference to the accompanying drawings. The utility model relates to an automobile chassis mainly suitable for commercial vehicles and an automobile using the chassis, wherein the terms of directions such as front and back are all determined by taking the running direction of the vehicle as a reference, the direction pointing to the head of the vehicle is the front, the direction pointing to the parking space is the back, and the terms of directions such as left and right are all determined by observing the head of the vehicle to the tail of the vehicle.
The automobile chassis is mainly divided into a main automobile part, a subsidiary automobile part and an auxiliary steering part, as shown in figure 1. The main vehicle part comprises a main vehicle chassis 1, a front articulated frame 2 and a front rotary support 3, wherein the main vehicle chassis 1 comprises a front axle 4 and a main vehicle axle 5, the rear end of the front articulated frame 2 is sleeved with a front telescopic arm 21, and the front telescopic arm 21 can slide back and forth in the front articulated frame; the auxiliary vehicle part comprises an auxiliary vehicle chassis 6, a rear articulated frame 7 and a rear rotary support 8, wherein the auxiliary vehicle chassis 6 comprises an auxiliary vehicle axle 9, a rear telescopic arm 22 is sleeved at the front end of the rear articulated frame 7, the rear telescopic arm 22 can slide back and forth in the rear articulated frame 7, the front end of the rear telescopic arm 22 is connected with a front telescopic arm 21 of the front articulated frame, the front telescopic arm 21 is connected with the rear telescopic arm 22, and the upper garment 11 is connected with the front rotary support 3 and the rear rotary support 8, so that the connection of the main vehicle part and the auxiliary vehicle part is realized. When the main vehicle axle adopts a through type drive axle, the main vehicle axle has certain escaping capability; the front slewing bearing is selected to be in a saddle form, and the rear slewing bearing is selected to be similar to a central shaft-bearing form, so that the vehicle has preliminary steering capability, but the structure lacks detail optimization and has a plurality of limitations in use.
In the embodiment of the utility model, the main vehicle and the auxiliary vehicle can have driving capability or only follow-up capability. Specifically, when the driving of the main vehicle part is in the form of 4×2 (only the main vehicle axle has driving capability) or 4×4 (both the front axle and the main vehicle axle have driving capability), the center of the main vehicle axle is taken as a Z point, or the driving of the main vehicle is in the form of 6×2 (only the front one has driving capability) or 6×4 (both the main vehicle axles have driving capability) or 6×6 (both the main vehicle axles have driving capability), the front axle and the two main vehicle axles have driving capability); the number of the auxiliary vehicle axles is two, and the two axles are both driving axles or trailing axles, or the front one is the driving axle, and the rear one is the trailing axle.
The auxiliary steering part comprises a steering pull rod assembly 10 and an upper part 11 for connecting the main car part and the auxiliary car part, wherein the upper part 11 can be a temporary part for connecting the main car part and the auxiliary car part, and can also be a formal carriage; one end of the pull rod assembly 10 is connected with the upper garment 11, and the other end is connected with the rear end of the telescopic arm of the rear hinged frame member 7, so that the length of the telescopic arm is required to be larger than that of the sleeving part of the rear telescopic arm, and as shown in fig. 1 and 4, the upper garment 11 is connected with the main vehicle part through the front rotary support 3 and is connected with the auxiliary vehicle part through the rear rotary support 8. The upper garment 11 is used for connecting a main vehicle and an auxiliary vehicle, and after the vehicle is put into use, the upper garment can be specifically selected as a carriage, namely the main vehicle and the auxiliary vehicle can be connected, and goods can be loaded; the pull rod assembly 10 can flexibly reduce the turning radius, and specifically can comprise a steering pull rod and a reset rod, wherein the reset rod can be in the form of a spring or a hydraulic rod and is used for timely resetting and stress buffering of the pull rod assembly 10.
In order to optimize the chassis structure and enable the chassis structure to have excellent steering and escaping capabilities, the utility model firstly improves and sets the stress points and the connecting points:
determining a main reference direction, wherein the horizontal direction of normal running of the vehicle is taken as an X direction, and the direction vertical to the X direction on the horizontal plane is taken as a Y direction; the main vehicle part can have various driving modes, and when the driving of the main vehicle part is in a 4 multiplied by 2 or 4 multiplied by 4 mode, namely a main vehicle axle is arranged, the center of the main vehicle axle is taken as a Z point; when the main vehicle drives a 6 multiplied by 2 or 6 multiplied by 4 or 6 multiplied by 6 form, namely two main vehicle axles are provided, the midpoint of the central connecting line of the two main vehicle axles is taken as a Z point; wherein the center of the axle generally refers to the midpoint of the line connecting the centers of the wheels on the two sides of the axle.
Taking the joint of the front rotary support and the upper part as a point A; the joint of the rear rotary support and the upper part is used as a point B; taking the joint of the steering pull rod assembly and the upper part as a point C; the joint of the steering pull rod assembly and the telescopic arm of the rear articulated frame is a point D; and taking the joint of the front articulated frame telescopic arm and the rear articulated frame telescopic arm as an O point.
The primary improvement points of the utility model are as follows: as shown in fig. 2 and 3, when the vehicle chassis is in a non-steering state, points a, Z, C, O, D and B are sequentially arranged from the front direction of the vehicle running to the rear and are all located on a vertical plane where the central axis of the vehicle chassis is located, and when the vehicle chassis is in a non-steering state, the points have the following relationship:
the distance between the point B and the point A in the X direction is L, and the L can be flexibly set according to the load of the vehicle and the size of the goods, and is generally more than 3 meters;
the distance between the Z point and the A point in the X direction is L 1 And 0 < L 1 ≤700mm；
The distance between the O point and the A point in the X direction is L 2 And 2.5/7L is less than or equal to L 2 ≤3.25/7L；
The distance between the C point and the O point in the X direction is L 5 And 0 < L 5 ≤250mm；
The distance between the C point and the D point in the X direction is L 7 And 2.5/10L is less than or equal to L 7 ≤3.5/10L；
The distance between the point C and the point A in the X direction is L 4 ，L 4 =L 2 -L 5 ；
The distance between the O point and the D point in the X direction is L 6 Which is the length of the telescopic arm of the rear articulated frame, L 6 =L 7 -L 5 。
The position relation of the points is not optimized in the prior art, so that the bearing of the chassis is reasonably distributed, the good realization of the vehicle getting rid of poverty and steering function is ensured, and the defects in the prior art are effectively overcome.
Further, in order to minimize the turning radius of the whole vehicle and to synchronize and track the auxiliary vehicle and the main vehicle, the steering center of the auxiliary vehicle and the steering center of the main vehicle are basically coincident in the steering state of the vehicle, as shown in fig. 5, wherein O 1 The point is the coincidence point of the steering center of the auxiliary vehicle and the steering center of the main vehicle.
In order to further enhance the escaping capability of the vehicle, in a preferred embodiment, the main vehicle axle 5 is one or two through drive axles, an intermediate driving device is further arranged between the main vehicle part and the auxiliary vehicle part, the intermediate driving device is respectively connected with the through drive axle and the auxiliary vehicle axle, and the intermediate driving device comprises a first intermediate transmission shaft 12, a second intermediate transmission shaft 13 and a third intermediate transmission shaft 14. The intermediate driving device can distribute a part of power to the auxiliary vehicle part, so that the auxiliary vehicle also has driving capability and can normally run and turn under worse road conditions.
Further, in order to make the transmission more reliable, in the utility model, a front auxiliary support is arranged between the second intermediate transmission shaft and the first intermediate transmission shaft, a rear auxiliary support is arranged between the second intermediate transmission shaft and the third intermediate transmission shaft, the front auxiliary support and the rear auxiliary support respectively comprise a front flange, a hanging bracket, a support shaft and a rear flange, the front flange and the rear flange are arranged on the support shaft, the support shaft is rotatably arranged on the hanging bracket, the front end and the rear end of the first intermediate transmission shaft, the front end and the rear end of the second transmission shaft and the front end and the rear end of the third transmission shaft are respectively provided with a universal joint flange, and the first intermediate transmission shaft, the front auxiliary support, the second transmission shaft, the rear auxiliary support and the third transmission shaft are sequentially connected through the flanges and are respectively arranged on the front hinge bracket and the rear hinge bracket. The arrangement of the universal joint flange can prevent the transmission from the vehicle to the auxiliary vehicle from being influenced by steering; the arrangement of the front auxiliary support and the rear auxiliary support can enable the operation of the middle transmission shaft to be more stable and reliable.
During steering of the vehicle, the firstThe included angle between the axes of the two middle transmission shafts 13 and the axis of the front auxiliary support 15 is alpha 1 The included angle between the axis of the second intermediate transmission shaft 13 and the axis of the rear auxiliary support 16 is alpha 2 ，α 1 ≤25°、α 2 Less than or equal to 25 degrees. With the arrangement, damage to the transmission device caused by excessive steering can be effectively prevented.
In practice, the improper arrangement of the intermediate drive shaft often results in the second intermediate drive shaft 13 being disconnected, so that the vehicle cannot be pulled out of the trapped state. In a preferred embodiment, the universal joint flange is a cross shaft flange, and when the chassis of the automobile is in a non-steering state, the distance between the center point of the cross shaft of the universal joint flange at the front end of the second transmission shaft 13 and the O point in the X direction is S 1 The distance between the center point of the cross shaft of the universal joint flange at the rear end of the second transmission shaft and the O point in the X direction is S 2 Wherein S is 1 And S is equal to 2 The values are as close as possible; s is the installation distance of the center point of the cross shaft of the universal joint flanges at the two ends of the second middle transmission shaft, namely S=S 1 + S 2 S is more than or equal to 500mm and less than or equal to 1000mm; the second transmission shaft is telescopic, S can be changed along with the change of the corner in a steering state of the automobile chassis, the instantaneous change length is S delta, the instantaneous change quantity is delta S, delta S = S delta-S, and delta S is less than or equal to 350mm. The setting of the parameters can ensure that the second intermediate transmission shaft 13 is not disjointed during operation.
Preferably, in order to enhance the connection strength of the main car part and the auxiliary car part, the front hinge frame and the rear hinge frame are both wedge-shaped rigid frames, and are preferably A-shaped frames; in order to adapt to the steering of the vehicle, the front and rear articulated frames are respectively sleeved with a telescopic arm, the rear end of the front telescopic arm 21 is connected with the front end of the rear telescopic arm 22, and sliding mechanisms are sequentially formed at the front and rear parts of the vehicle respectively.
In order to ensure the consistency of the steering of the main car part and the rear car part of the vehicle, the extension length of the front telescopic arm is delta L during steering 1 Extension length DeltaL of rear telescopic arm 2 Recommended DeltaL 1 And DeltaL 2 The difference is as small as possible to facilitate alpha 1 And alpha is 2 The two angle values are close to each other, and the alpha= (|alpha) is satisfied 1 2 -α 2 2 |） 1/2 < 3 ° (α is generally in the art representing the equivalent included angle between drive shafts, not a specific structural angle), thus allowing the drive to drive at near equiangular speeds, reducing torsional vibration, as shown in fig. 5.
In order to further optimize the steering performance of the chassis of the vehicle and prevent the hazards of rollover, a certain limitation and optimization are required to be performed on the rotation angle of the vehicle, as shown in fig. 6, a steering limit bolt and a limit block are arranged on the main vehicle part, a secondary vehicle steering limit block 17 for limiting the rotation angle of the chassis of the secondary vehicle is arranged on the secondary vehicle part, and a steering limit plate 18 for limiting the rotation angle of the chassis of the secondary vehicle is arranged at the bottom of the upper package 11 in a matched manner.
In a more preferred example, the utility model proposes: the rotation angle is optimized according to the distribution of the stress points and the bearing points of the vehicle, as shown in fig. 5. The method comprises the following specific steps: the extension length of the rear end of the front telescopic arm 21 and the extension length of the front end of the rear telescopic arm 22 are respectively delta L 1 And DeltaL 2 ，△L 1 ≤250mm、△L 2 When the main vehicle turns, the included angle of the projection of the central axis of the main vehicle part and the AB line on the same horizontal plane is less than or equal to 250mm, and normally, the included angle of the projection of the central axis of the main vehicle part and the AB line is less than or equal to 25 degrees; further, in order to make the whole car turn to more harmonious, still need to prescribe a limit to the turned angle of vice car, the axis of vice car part and AB line projection's contained angle on same horizontal plane is beta: beta=arctan (L 2 +△L 1 ）sinθ）/〔L-（L 2 +△L 1 ）cosθ〕。
Preferably, in order to minimize the turning radius of the whole vehicle and to synchronize the auxiliary vehicle with the main vehicle, in the present utility model, the inner and outer corners of the front axle of the main vehicle are respectively epsilon and delta, and the following relations between the inner and outer corners and theta and beta are: comdelta-comepsilon=h/Sm, epsilon=arclot [ (L-L1/cos θ) cos β/sin (θ+β) +l1tan θ -H/2)/Sm ], where H is the distance between the extension lines of the kingpins on both sides of the front axle and the intersection point of the ground, and Sm is the wheelbase of the main vehicle portion, generally referring to the distance between the center point of the front axle and the center point of the last main vehicle axle.
In the prior art, a front axle of a vehicle mainly comprises a front axle (beam), a steering knuckle, a main pin and a hub, wherein the main pin and the ground have a certain included angle.
According to different bearing/moving states of the main car part and the auxiliary car part, the front articulated frame is articulated with the main car part, and the rear articulated frame is rigidly connected with the auxiliary car part.
In order to further ensure stable running of the vehicle on a bumpy road, the front articulated frame is articulated with the main vehicle part through two articulated points F, the two points F are on the same horizontal plane, and the front articulated frame can swing up and down around the points F.
In order to further enhance the adaptability of the vehicle chassis, the first middle transmission shaft, the second middle transmission shaft and the third middle transmission shaft can freely stretch and retract in the length direction.
In order to better adapt the vehicle to various road conditions, the front rotary support can be specifically selected to be a simple pendulum saddle 19, or be composed of the simple pendulum saddle 19 and an adapter 20, or be a double pendulum saddle; the independent single pendulum saddle, adapter and double pendulum saddle are all existing devices in the prior art, and the innovation of the utility model is the way to use them and the specific installation location.
The front rotary support only needs to select the simple pendulum saddle on the road surface with good road conditions, so that the upper part can swing up and down within the range of +/-12 degrees around the axis of the saddle in the Y direction relative to the main car part.
In another embodiment, in order to meet rough road conditions, the front slewing support is selected to be in the form of a simple pendulum saddle and an adapter, the simple pendulum saddle is mounted on the main car part, and the adapter is mounted on the bottom of the upper mounting, so that the upper mounting can swing around the saddle within a range of +/-5 DEG left and right and a range of +/-12 DEG up and down around the Y-direction axis relative to the main car part.
In another embodiment, the saddle may be a double-pendulum saddle, and the upper part may swing around the saddle within a range of about ±5° in the X-direction and within a range of about ±12° in the Y-direction with respect to the main vehicle part during running of the vehicle.
The utility model also relates to a vehicle having an automotive chassis as described in the above embodiments. Therefore, the vehicle is equivalent to the existing similar vehicle, and has better escaping and steering capability under severe road conditions.
According to the design gist in the above embodiment, a specific vehicle manufacturing scheme may be proposed according to specific use requirements, for example, when L is specifically determined and both the main and auxiliary vehicle portions are driven, under different use scenarios, at least the following five schemes A, B, C, D, E can be formed:
scheme a parameter setting:
from the above basic parameters, other parameters can be found from a mapping method (scheme B, C, D, E is the same):
results:
scheme B parameter settings:
results:
scheme C, parameter setting:
results:
scheme D number setting:
results:
scheme E number setting:
results:
。
description:
1. the underlined data in the parameters of the table above exceeds the set requirements, which is not preferable.
2. The turning radius of the whole car during steering can be determined according to theta and beta, namely, the intersection point O of the vertical extension line of the point B serving as OB and the steering center of the main car 1 Overlap, O 1 And determining the point, and knowing the turning radius of the whole vehicle.
3. For the vehicle model without driving the auxiliary vehicle, the main parameters can be determined according to the above process, if the partial constraint parameters such as alpha set by the table are canceled 1 、α 2 Alpha, S delta and delta S.
4. It can be seen that in terms of assisted steering, by varying the setting parameters, the desired steering effect and turning radius can be obtained, i.e. for a sub-belt driven vehicle, the individual parameters are set and selected around approaching Δl1 and Δl2 values, the smaller the difference between the two, the better the so-called Δl1 and Δl2 values are, in order to ensure α= (|α) 1 2 -α 2 2 |） 1/2 Less than 3 °; ideal conditions are DeltaL1≡DeltaL, alpha 1 ≈α 2 。
Finally, it should be noted that: while the utility model has been described in terms of specific embodiments, other modifications of the utility model will be apparent to those skilled in the art from the teachings herein. The scope of the utility model is defined by the claims, but other technical solutions that do not substantially differ from the claims should also be within the scope of the utility model.
Claims (21)
1. An automobile chassis comprises a main automobile part, a subsidiary automobile part and an auxiliary steering part,
the main vehicle part comprises a main vehicle chassis, a front hinged frame and a front rotary support, wherein the main vehicle chassis comprises a front axle and a main vehicle axle; the auxiliary vehicle part comprises an auxiliary vehicle chassis, a rear hinged frame and a rear rotary support, wherein the auxiliary vehicle chassis comprises an auxiliary vehicle axle;
the method is characterized in that:
the rear end of the front articulated frame is sleeved with a front telescopic arm which can slide back and forth in the front articulated frame;
the front end of the rear articulated frame is sleeved with a rear telescopic arm, the rear telescopic arm can slide back and forth in the rear articulated frame, and the front end of the rear telescopic arm is connected with the rear end of the front telescopic arm;
the auxiliary steering part comprises a steering pull rod assembly and an upper part connected with the main car part and the auxiliary car part, one end of the pull rod assembly is connected with the upper part, the other end of the pull rod assembly is connected with the rear end of the rear telescopic arm, and the upper part is connected with the main car part through a front rotary support and is connected with the auxiliary car part through a rear rotary support;
taking the horizontal direction of normal running of the vehicle as the X direction;
the main vehicle part is driven in a 4 multiplied by 2 or 4 multiplied by 4 mode, the center of a main vehicle axle is taken as a Z point, or the main vehicle part is driven in a 6 multiplied by 2 or 6 multiplied by 4 or 6 multiplied by 6 mode, and the midpoint of the connecting line of the centers of the two main vehicle axles is taken as the Z point;
the joint of the front rotary support and the upper part is a point A; the joint of the rear rotary support and the upper part is a point B; the joint of the steering pull rod assembly and the upper part is a point C; the joint of the steering pull rod assembly and the telescopic arm of the rear articulated frame is a point D; the joint of the front articulated frame telescopic arm and the rear articulated frame telescopic arm is an O point;
the points A, Z, C, O, D and B are sequentially arranged from the front direction of the automobile to the rear direction, and the automobile chassis is in a non-steering state:
the point A, the point Z, the point C, the point O, the point D and the point B are positioned on the same vertical plane;
the distance between the point B and the point A in the X direction is L;
the distance between the Z point and the A point in the X direction is L 1 And 0 < L 1 ≤700mm；
The distance between the O point and the A point in the X direction is L 2 And 2.5/7L is less than or equal to L 2 ≤3.25/7L；
The distance between the C point and the O point in the X direction is L 5 And 0 < L 5 ≤250mm；
The distance between the C point and the D point in the X direction is L 7 And 2.5/10L is less than or equal to L 7 ≤3.5/10L；
The distance between the point C and the point A in the X direction is L 4 ，L 4 ＝L 2 -L 5 ；
The distance between the O point and the D point in the X direction is L 6 ,L 6 ＝L 7 -L 5 ；
An intermediate driving device is arranged between the main vehicle part and the auxiliary vehicle part, and comprises a first intermediate transmission shaft, a second intermediate transmission shaft and a third intermediate transmission shaft;
in the steering process of the vehicle, the included angle between the axis of the second intermediate transmission shaft and the axis of the front auxiliary support is alpha 1 The included angle between the axis of the second intermediate transmission shaft and the axis of the rear auxiliary support is alpha 2 ；
When steering, the extending length of the rear end of the front telescopic arm is delta L 1 The front end of the rear telescopic arm extends out to have the length delta L 2 Wherein DeltaL 1 ≤250mm，△L 2 ≤250mm，α＝(|α 1 2 -α 2 2 |) 1/2 ＜3°；
When the main vehicle turns, the included angle of the projection of the central axis of the main vehicle part and the AB line on the same horizontal plane is theta, and the theta is less than or equal to 25 degrees;
the axis of auxiliary car part is with AB line projection's contained angle on same horizontal plane for beta, satisfies:
β＝arctan(L2+△L 1 )sinθ)/〔L-(L2+△L 1 )cosθ〕；
the inner and outer corners of the front axle of the main car part are epsilon and delta respectively, and the relation between the inner and outer corners and theta and beta is as follows:
cotδ-cotε＝H/Sm，
ε＝arccot[(L-L 1 /cosθ)cosβ/sin(θ+β)+L 1 tanθ-H/2)/Sm]，
wherein H is the distance between the extension lines of the kingpins at the two sides of the front axle and the intersection point of the ground, S m Is the wheelbase of the main vehicle part.
2. The vehicle chassis of claim 1, wherein: in the steering state of the vehicle, the steering center of the auxiliary vehicle part is basically coincident with the steering center of the main vehicle part.
3. The vehicle chassis of claim 2, wherein: the main vehicle axle is one or two through-type drive axles, and the middle drive device is respectively connected with the through-type drive axles and the auxiliary vehicle axle.
4. A vehicle chassis according to claim 3, wherein: a front auxiliary support is arranged between the second intermediate transmission shaft and the first intermediate transmission shaft, a rear auxiliary support is arranged between the second intermediate transmission shaft and the third intermediate transmission shaft, the front auxiliary support and the rear auxiliary support comprise a front flange, a hanging bracket, a support shaft and a rear flange, the front flange and the rear flange are arranged on the support shaft, the support shaft is rotatably arranged on the hanging bracket, universal joint flanges are respectively arranged at the front end, the rear end, the front end and the rear end of the first intermediate transmission shaft, the front end and the rear end of the second transmission shaft and the front end and the rear end of the third transmission shaft, the first intermediate transmission shaft, the front auxiliary support, the second transmission shaft, the rear auxiliary support and the third transmission shaft are sequentially connected through the flanges, and the front auxiliary support and the rear auxiliary support are respectively arranged on a front hinge bracket and a rear hinge bracket; the included angle alpha between the axis of the second intermediate transmission shaft and the axis of the front auxiliary support 1 The included angle alpha between the axis of the second intermediate transmission shaft and the axis of the rear auxiliary support is less than or equal to 25 DEG 2 ≤25°。
5. The vehicle chassis of claim 4, wherein: the universal joint flange is a cross shaft flange, and the distance between the center point of the cross shaft of the universal joint flange at the front end of the second transmission shaft and the O point in the X direction of the automobile chassis is S in a non-steering state 1 The distance between the center point of the cross shaft of the universal joint flange at the rear end of the second transmission shaft and the O point in the X direction is S 2 The method comprises the steps of carrying out a first treatment on the surface of the S is the installation distance of the center point of the cross shaft of the universal joint flanges at the two ends of the second middle transmission shaft, namely S=S 1 +S 2 S is more than or equal to 500mm and less than or equal to 1000mm; the second transmission shaft is telescopic, S can be changed along with the change of the corner in a steering state of the automobile chassis, the instantaneous change length is S delta, the instantaneous change quantity is delta S, delta S = S delta-S, and delta S is less than or equal to 350mm.
6. The vehicle chassis of claim 5, wherein: the front and rear hinge frames are wedge-shaped rigid frames.
7. The vehicle chassis of claim 6, wherein: the wedge-shaped rigid frame is of an A-shaped structure.
8. The vehicle chassis of any one of claims 1-7, wherein: the steering limiting bolt and the limiting block are arranged on the main car part, the limiting block is arranged on the auxiliary car part, and the steering limiting plate is arranged at the bottom of the upper part.
9. The vehicle chassis of any one of claims 1-7, wherein: the number of the auxiliary vehicle axles is two, and the two axles are both driving axles or trailing axles, or the front one is the driving axle, and the rear one is the trailing axle.
10. The vehicle chassis of any one of claims 1-7, wherein: the front articulated frame is articulated with the main car part, and the rear articulated frame is rigidly connected with the auxiliary car part.
11. The vehicle chassis of claim 10, wherein: the front articulated frame is articulated with the main car part through two articulated points F, the two points F are on the same horizontal plane, and the front articulated frame can swing up and down around the points F.
12. An automotive chassis as claimed in any one of claims 3 to 7, characterized in that: the first, second and third intermediate transmission shafts can freely stretch and retract in the length direction.
13. The vehicle chassis of any one of claims 1-7, wherein: the front rotary support is a simple pendulum saddle, or consists of a simple pendulum saddle and an adapter, or is a double pendulum saddle.
14. The vehicle chassis of claim 13, wherein: the simple pendulum saddle, the bottom is installed in main car part, and the towing pin that upper portion and upper mounting bottom set up is connected, is Y to the direction that is perpendicular to X to on the horizontal plane, upper mounting can be relative main car part up and down the axis in the range of + -12 about Y.
15. The vehicle chassis of claim 13, wherein: the adapter has a unidirectional swing function, and the single swing axis of the adapter is perpendicular to the single swing axis of the single swing saddle and is not on the same horizontal plane.
16. The vehicle chassis of claim 15, wherein: the simple pendulum saddle and the adapter are respectively one, and the direction perpendicular to the X direction on the horizontal plane is Y direction, and the upper assembly can swing around the saddle and the adapter within a range of plus or minus 5 degrees in the X direction relative to the main car part, and swing within a range of plus or minus 12 degrees in the Y direction.
17. The vehicle chassis of claim 16, wherein: the simple pendulum saddle is installed in the main car part, and the adapter is installed in the upper mounting bottom.
18. The vehicle chassis of claim 13, wherein: the double-pendulum saddle has a bidirectional swinging function, and axial leads of bidirectional swinging are intersected and vertical.
19. The vehicle chassis of claim 18, wherein: the double-pendulum saddle is characterized in that the bottom of the double-pendulum saddle is arranged on the main car part, the upper part of the double-pendulum saddle is connected with a traction pin arranged at the bottom of the upper part of the double-pendulum saddle, the direction perpendicular to the X direction on the horizontal plane is the Y direction, and the upper part of the double-pendulum saddle can swing in a range of +/-5 degrees from left to right and in a range of +/-12 degrees from up to down around the Y-direction around the X-direction axis of the double-pendulum saddle relative to the main car part.
20. The vehicle chassis of any one of claims 1-6, wherein: the auxiliary vehicle is not driven, and the extension length of the front telescopic arm is delta L when the auxiliary vehicle turns 1 Extension length DeltaL of rear telescopic arm 2 Wherein DeltaL 1 ≤400mm，△L 2 ≤400mm。
21. A vehicle, characterized in that: the vehicle having an automotive chassis according to any one of claims 1-20.
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| CN201811138685.0A CN109305223B (en) | 2018-09-28 | 2018-09-28 | Automobile chassis and vehicle using same |
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