CN219382121U - Vehicle with a vehicle body having a vehicle body support - Google Patents

Abstract

The utility model discloses a vehicle, comprising: the lower side surface of the first longitudinal beam is provided with a first avoidance part which is recessed upwards; the lower side surface of the second longitudinal beam is provided with a second avoidance part which is recessed upwards, the first longitudinal beam and the second longitudinal beam are arranged at intervals along the left-right direction of the vehicle, and the first avoidance part and the second avoidance part correspond to each other in the front-back direction of the vehicle; the first driving axle is connected with the first longitudinal beam and the second longitudinal beam through a first suspension; the second driving axle is connected with the first longitudinal beam and the second longitudinal beam through a second suspension, and the first driving axle and the second driving axle are adjacently arranged and are distributed at intervals along the front-rear direction of the vehicle; wherein, first transaxle and second transaxle are located first dodge portion and second dodge portion in the fore-and-aft direction. The vehicle provided by the embodiment of the utility model can avoid interference between the drive axle and the longitudinal beam, and has the advantages of simple structure, low manufacturing cost and the like.

Description

Vehicle with a vehicle body having a vehicle body support

Technical Field

The utility model relates to the technical field of vehicles, in particular to a vehicle.

Background

In the related art, a vehicle generally includes two drive axles which are assembled together, and the two drive axles drive the vehicle to run at the same time, but in order to improve the cargo carrying capacity of the vehicle, if the height of the frame of the vehicle is reduced, it is difficult to meet the jump travel of the two drive axles, so that the drive axles interfere with the frame, and if a brand-new design platform is developed to reduce the height of the frame, the input cost is high, the development period is long, and the structure of the frame may be complicated.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a vehicle capable of avoiding interference between a drive axle and a side member, and having advantages of simple structure and low manufacturing cost.

In order to achieve the above object, according to an embodiment of the present utility model, there is provided a vehicle including: the lower side surface of the first longitudinal beam is provided with a first avoidance part which is recessed upwards; the lower side surface of the second longitudinal beam is provided with a second avoidance part which is recessed upwards, the first longitudinal beam and the second longitudinal beam are arranged at intervals along the left-right direction of the vehicle, and the first avoidance part and the second avoidance part correspond to each other in the front-back direction of the vehicle; the first driving axle is connected with the first longitudinal beam and the second longitudinal beam through a first suspension; the second driving axle is connected with the first longitudinal beam and the second longitudinal beam through a second suspension, and the first driving axle and the second driving axle are adjacently arranged and are distributed at intervals along the front-rear direction of the vehicle; the first drive axle and the second drive axle are located in the first avoidance portion and the second avoidance portion in the front-rear direction.

The vehicle provided by the embodiment of the utility model can avoid interference between the drive axle and the longitudinal beam, and has the advantages of simple structure, low manufacturing cost and the like.

According to some embodiments of the utility model, the vehicle further comprises: the steering axle is connected with the first longitudinal beam and the second longitudinal beam through a third suspension, is positioned at the front sides of the first driving axle and the second driving axle, and is positioned outside the first avoidance part and the second avoidance part; the parts of the lower side surface of the first longitudinal beam except the first avoidance part are located in the same plane and lower than the bottom wall of the first avoidance part, and the parts of the lower side surface of the second longitudinal beam except the second avoidance part are located in the same plane and lower than the bottom wall of the second avoidance part.

According to some embodiments of the utility model, the first avoidance portion and the second avoidance portion are each configured as a groove, an upper side wall of the groove is a bottom wall, and two opposite side walls of the groove in the front-rear direction and the bottom wall are in arc transition.

According to some embodiments of the utility model, a distance between a bottom wall of the first relief portion and an upper side of the first stringer is 200mm to 250mm; the distance between the bottom wall of the second avoidance part and the upper side surface of the second longitudinal beam is 200 mm-250 mm; the distance between the bottom wall of the first avoidance part and the upper side surface of the first longitudinal beam is equal to the distance between the bottom wall of the second avoidance part and the upper side surface of the second longitudinal beam.

According to some embodiments of the utility model, the length of the first avoiding portion along the front-rear direction is 2900 mm-3040 mm; the length of the second avoidance part along the front-rear direction is 2900 mm-3040 mm; the length of the first avoidance part along the front-rear direction is equal to the length of the second avoidance part along the front-rear direction.

According to some embodiments of the utility model, the first stringer has a cross-sectional height of 270mm to 320mm except for the first relief; the cross section height of the second longitudinal beam except the second avoidance part is 270 mm-320 mm.

According to some embodiments of the utility model, the vehicle further comprises: the support beam, the one end of support beam connect in first longeron just be located the center of the fore-and-aft direction of first portion of dodging, the other end of support beam connect in the second longeron just be located the center of the fore-and-aft direction of second portion of dodging.

According to some embodiments of the utility model, the supporting beam is a circular tubular beam, the circular tubular beam is an integral casting, the circular tubular beam is integrated with a plurality of thrust rod supports, and the thrust rods of the first suspension and the thrust rods of the second suspension are respectively connected to the plurality of thrust rod supports.

According to some embodiments of the utility model, the first suspension includes a plurality of first air bags and a plurality of second air bags, the plurality of first air bags are respectively connected to the first side member and the second side member, and the plurality of second air bags are respectively connected to the first side member and the second side member; the second suspension comprises a plurality of third air bags and a plurality of fourth air bags, wherein the third air bags are respectively connected with the first longitudinal beam and the second longitudinal beam, and the fourth air bags are respectively connected with the first longitudinal beam and the second longitudinal beam; the first air bag is arranged on the front side of the first driving axle and is positioned outside the first avoiding part and the second avoiding part, and the second air bag is arranged on the rear side of the first driving axle and is positioned in the first avoiding part and the second avoiding part; the third air bag is arranged on the front side of the second drive axle and is positioned in the first avoidance part and the second avoidance part, and the fourth air bag is arranged on the rear side of the second drive axle and is positioned outside the first avoidance part and the second avoidance part.

According to some embodiments of the utility model, the first suspension further comprises a plurality of first brackets and a plurality of second brackets, the first air bag being connected to the first rail and the second rail by the first brackets, the second air bag being connected to the first rail and the second rail by the second brackets; the second suspension further comprises a plurality of third brackets and a plurality of fourth brackets, the second air bag is connected to the first longitudinal beam and the second longitudinal beam through the third brackets, and the fourth air bag is connected to the first longitudinal beam and the second longitudinal beam through the fourth brackets; the length of the first bracket along the up-down direction is longer than that of the second bracket along the up-down direction; the length of the fourth bracket along the up-down direction is longer than that of the fourth bracket along the up-down direction.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic illustration of the connection of a stringer and a transaxle according to an embodiment of the present utility model.

Fig. 2 is a schematic view of a connection of a stringer and a transaxle according to an embodiment of the present utility model from another perspective.

Fig. 3 is a schematic structural view of a first stringer according to an embodiment of the present utility model.

Fig. 4 is a schematic connection of a first stringer, a second stringer and a supporting cross-beam according to an embodiment of the present utility model.

Reference numerals:

a first side member 100, a first relief portion 110,

A second longitudinal beam 200, a second avoiding portion 210,

First drive axle 300, second drive axle 400,

First suspension 500, first balloon 510, first bracket 511, second balloon 520, second bracket 521,

A second suspension 600, a third air bag 610, a third bracket 611, a fourth air bag 620, a fourth bracket 621,

Support beam 700, tubular beam 710, and thrust rod mount 720.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the utility model, "a plurality" means two or more, and "a number" means one or more.

A vehicle according to an embodiment of the utility model is described below with reference to the drawings.

As shown in fig. 1 to 4, a vehicle according to an embodiment of the present utility model includes a first side member 100, a second side member 200, a first transaxle 300, and a second transaxle 400.

The downside of first longeron 100 is equipped with the first portion of dodging 110 of upwards sinking, the downside of second longeron 200 is equipped with the second portion of dodging 210 of upwards sinking, first longeron 100 and second longeron 200 are arranged along the left and right directions interval of vehicle, and first portion 110 and second portion of dodging 210 correspond in the fore-and-aft direction of vehicle, first transaxle 300 is connected with first longeron 100 and second longeron 200 through first suspension 500, second transaxle 400 is connected with first longeron 100 and second longeron 200 through second suspension 600, first transaxle 300 and second transaxle 400 are adjacent to be set up and are arranged along the fore-and-aft direction interval of vehicle. Wherein, the first and second transaxles 300 and 400 are located in the first and second avoidance portions 110 and 210 in the front-rear direction.

According to the vehicle of the embodiment of the utility model, the lower side surface of the first longitudinal beam 100 is provided with the first avoidance portion 110 which is recessed upwards, the lower side surface of the second longitudinal beam 200 is provided with the second avoidance portion 210 which is recessed upwards, the first longitudinal beam 100 and the second longitudinal beam 200 are arranged at intervals along the left-right direction of the vehicle, and the first avoidance portion 110 and the second avoidance portion 210 correspond to each other in the front-rear direction of the vehicle. That is, the first and second side members 100 and 200 are symmetrically disposed about the center of the vehicle in the left-right direction, and the first and second escape portions 110 and 210 are also symmetrically disposed about the vehicle in the left-right direction, so that the space of the vehicle under the first and second escape portions 110 and 210 can be larger.

In addition, the first transaxle 300 is connected to the first and second stringers 100, 200 through the first suspension 500, the second transaxle 400 is connected to the first and second stringers 100, 200 through the second suspension 600, and the first and second transaxles 300, 400 are disposed adjacent to each other and are arranged at intervals in the front-rear direction of the vehicle, so that the first transaxle 300 can bounce up and down with respect to the first stringer 100 through the first suspension 500, and the second transaxle 400 can bounce up and down with respect to the second stringer 200 through the second suspension 600, and thus vibration and impact caused by uneven road surfaces can be alleviated and suppressed.

In addition, the first driving axle 300 and the second driving axle 400 are located in the first avoidance portion 110 and the second avoidance portion 210 in the front-rear direction, so that when the first driving axle 300 is jumped up and down relative to the first longitudinal beam 100, the first longitudinal beam 100 can avoid the first driving axle 300 by using the first avoidance portion 110, thereby avoiding position interference between the first driving axle 300 and the first longitudinal beam 100 and avoiding collision damage of the first driving axle 300 or the first longitudinal beam 100; and, when the second driving axle 400 jumps up and down relative to the second longitudinal beam 200, the second longitudinal beam 200 can utilize the second avoidance portion 210 to avoid the second driving axle 400, so as to avoid the position interference between the second driving axle 400 and the second longitudinal beam 200 and avoid the collision damage of the second driving axle 400 or the second longitudinal beam 200.

Therefore, the height of the vehicle can be set lower, the heights of the first longitudinal beam 100 and the second longitudinal beam 200 can be set lower, so that a low-cargo-bed transport vehicle running on a double-drive axle can be realized, the cargo carrying capacity of the vehicle is stronger, the first avoiding part 110 can be constructed only by profiling processing at the position of the first longitudinal beam 100 corresponding to the first drive axle 300, the second avoiding part 210 can be constructed by profiling processing at the position of the second longitudinal beam 200 corresponding to the second drive axle 400, a brand-new design platform is not required to be developed, the input cost is low, the development period is short, and the structures of the first longitudinal beam 100 and the second longitudinal beam 200 are simpler.

Therefore, the vehicle provided by the embodiment of the utility model can avoid interference between the drive axle and the longitudinal beam, and has the advantages of simple structure, low manufacturing cost and the like.

In some embodiments of the utility model, the vehicle further comprises a steer axle.

The steering axle is connected with the first longitudinal beam 100 and the second longitudinal beam 200 through the third suspension, the steering axle is positioned at the front sides of the first driving axle 300 and the second driving axle 400, and the steering axle is positioned outside the first avoidance portion 110 and the second avoidance portion 210. In the embodiment of the utility model, the steering axle of the vehicle is the front axle.

The portion of the lower side surface of the first longitudinal beam 100 except the first avoidance portion 110 is located in the same plane and is lower than the bottom wall of the first avoidance portion 110, and the portion of the lower side surface of the second longitudinal beam 200 except the second avoidance portion 210 is located in the same plane and is lower than the bottom wall of the second avoidance portion 210.

That is, the portions of the first side member 100 for mounting the fixed steering axle and the portions of the second side member 200 for mounting the fixed steering axle are not provided with the escape portions, so that the cross-sectional height of the first side member 100 at the position corresponding to the steering axle is large, and the cross-sectional height of the second side member 200 at the position corresponding to the steering axle is also large, which is advantageous to improve the structural strength of the first side member 100 and the structural strength of the second side member 200, and further improve the cargo carrying capacity of the vehicle, and, since the number of parts of the steering axle is smaller than that of the first and second drive axles 300 and 400, the weight of the steering axle is relatively light, and therefore, even if the escape portions are not provided at the positions of the first and second side members 100 and 200 corresponding to the steering axle, the jumping requirement of the steering axle can be satisfied, and the jumping interference of the steering axle and the first or second side member 100 can be avoided.

In some embodiments of the present utility model, as shown in fig. 3 and 4, the first relief portion 110 and the second relief portion 210 are each configured as a groove, an upper sidewall of the groove is a bottom wall, and opposite sidewalls of the groove in the front-rear direction and the bottom wall arc-shaped transition. The arrangement can effectively avoid stress concentration at the joint of the bottom wall and the side wall of the groove, further avoid deformation of the first longitudinal beam 100 at the first avoiding position and avoid deformation of the second longitudinal beam 200 at the second avoiding position, further improve the structural strength of the first longitudinal beam 100 and the second longitudinal beam 200, and further improve the cargo carrying capacity of the vehicle.

In some embodiments of the present utility model, the distance between the bottom wall of the first relief portion 110 and the upper side of the first side member 100 is 200mm to 250mm, and the distance between the bottom wall of the second relief portion 210 and the upper side of the second side member 200 is 200mm to 250mm.

Wherein, the distance between the bottom wall of the first escape portion 110 and the upper side surface of the first side member 100 is equal to the distance between the bottom wall of the second escape portion 210 and the upper side surface of the second side member 200.

For example, the distance between the bottom wall of the first escape portion 110 and the upper side of the first side member 100 may be 200mm, 210mm, 220mm, 230mm, 240mm, or 250mm, and the distance between the bottom wall of the second escape portion 210 and the upper side of the second side member 200 may be 200mm, 210mm, 220mm, 230mm, 240mm, or 250mm.

By the arrangement, on one hand, the too small distance between the bottom wall of the first avoidance part 110 and the upper side surface of the first longitudinal beam 100 and the too small distance between the bottom wall of the second avoidance part 210 and the upper side surface of the second longitudinal beam 200 can be avoided, namely, the too small cross-sectional height of the first longitudinal beam 100 at the first avoidance part 110 and the too small cross-sectional height of the second longitudinal beam 200 at the second avoidance part 210 are avoided, so that the structural strength of the first longitudinal beam 100 at the first avoidance part and the structural strength of the second longitudinal beam 200 at the second avoidance part are improved; on the other hand, the distance between the bottom wall of the first avoiding portion 110 and the upper side surface of the first longitudinal beam 100 can be avoided from being too large, and the distance between the bottom wall of the second avoiding portion 210 and the upper side surface of the second longitudinal beam 200 can be avoided from being too large, namely, the cross section height of the first longitudinal beam 100 at the first avoiding portion 110 is avoided from being too high, and the cross section height of the second longitudinal beam 200 at the second avoiding portion 210 is avoided from being too high, so that the height of the first longitudinal beam 100 and the height of the second longitudinal beam 200 are reduced, the center of gravity of a vehicle can be lower, and the low cargo-bed carrier vehicle is further arranged on the basis of the first longitudinal beam 100 and the second longitudinal beam 200.

In some embodiments of the present utility model, the length of the first relief portion 110 in the front-rear direction is 2900mm to 3040mm, and the length of the second relief portion 210 in the front-rear direction is 2900mm to 3040mm.

The length of the first relief portion 110 in the front-rear direction is equal to the length of the second relief portion 210 in the front-rear direction.

For example, the length of the first relief portion 110 in the front-rear direction is 2900mm, 2920mm, 2940mm, 2960mm, 2980mm, 3000mm, 3020mm, or 3040mm, and the length of the second relief portion 210 in the front-rear direction is 2900mm, 2920mm, 2940mm, 2960mm, 2980mm, 3000mm, 3020mm, or 3040mm.

In this way, on one hand, the length of the first avoiding portion 110 and the length of the second avoiding portion 210 are prevented from being too short, so that the first avoiding portion 110 and the second avoiding portion 210 can sufficiently accommodate the first driving axle 300 and the second driving axle 400, and the first longitudinal beam 100 and the second longitudinal beam 200 and the first driving axle 300 and the second driving axle 400 are prevented from jumping and interfering more effectively, on the other hand, the length of the first avoiding portion 110 and the length of the second avoiding portion 210 are prevented from being too long, and further, the structural strength of the first longitudinal beam 100 and the second longitudinal beam 200 can be guaranteed to be higher, so that the cargo carrying capacity of a vehicle can be stronger.

In some embodiments of the present utility model, the cross-sectional height of the first side member 100 excluding the first relief portion 110 is 270mm to 320mm, and the cross-sectional height of the second side member 200 excluding the second relief portion 210 is 270mm to 320mm.

For example, the cross-sectional height of the first stringer 100 excluding the first relief portion 110 is 270mm, 280mm, 290mm, 300mm, 310mm or 320mm, and the cross-sectional height of the second stringer 200 excluding the second relief portion 210 is 270mm, 280mm, 290mm, 300mm, 310mm or 320mm. The height of the first longitudinal beam 100 and the height of the second longitudinal beam 200 can be more reasonable, namely, the fact that the height of the first longitudinal beam 100 and the height of the second longitudinal beam 200 are too low is avoided, so that the structural strength of the first longitudinal beam 100 and the structural strength of the second longitudinal beam 200 are higher, the fact that the height of the first longitudinal beam 100 and the height of the second longitudinal beam 200 are too high can be avoided, the gravity center of a vehicle can be lower, and the fact that a low cargo bed transport vehicle is arranged on the basis of the first longitudinal beam 100 and the second longitudinal beam 200 is facilitated.

In some embodiments of the utility model, as shown in fig. 2 and 4, the vehicle further includes a support beam 700. Wherein the support beam 700 may be an i-beam.

One end of the support cross member 700 is connected to the first side member 100 and is located at the center of the first escape portion 110 in the front-rear direction, and the other end of the support cross member 700 is connected to the second side member 200 and is located at the center of the second escape portion 210 in the front-rear direction. In this way, the structural strength of the first longitudinal beam 100 at the first avoiding portion 110 and the structural strength of the second longitudinal beam 200 at the second avoiding portion 210 can be enhanced by using the supporting cross beam 700, so that the overall structural strength of the frame is higher, the frame is prevented from being deformed, and the stress bearing capacity of the frame is stronger.

In some embodiments of the present utility model, as shown in fig. 4, the supporting beam 700 is a circular tube beam 710, the circular tube beam 710 is an integrally cast piece, the circular tube beam 710 is integrated with a plurality of thrust rod holders 720, and the thrust rods of the first suspension 500 and the second suspension 600 are respectively connected to the plurality of thrust rod holders 720.

The supporting cross beam 700 is arranged as the circular tube beam 710 of the integrated manufacturing part, so that the structural strength of the supporting cross beam 700 is improved, the structural strength of the first longitudinal beam 100 at the first avoiding part 110 and the structural strength of the second longitudinal beam 200 at the second avoiding part 210 are further enhanced, the overall structural strength of the frame is higher, the frame is more effectively prevented from being deformed and damaged, the torsion resistance of the supporting cross beam 700 is greatly improved, and the stress bearing capacity of the frame is stronger. Moreover, the thrust rod support 720 is integrated on the supporting beam 700, so that convenience in assembling the thrust rod is improved, assembly is more convenient, and connection between the thrust rod and the supporting beam 700 is more stable and reliable.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the first suspension 500 includes a plurality of first air cells 510 and a plurality of second air cells 520, and the second suspension 600 includes a plurality of third air cells 610 and a plurality of fourth air cells 620.

The first air bags 510 are respectively connected to the first side member 100 and the second side member 200, the second air bags 520 are respectively connected to the first side member 100 and the second side member 200, the third air bags 610 are respectively connected to the first side member 100 and the second side member 200, and the fourth air bags 620 are respectively connected to the first side member 100 and the second side member 200.

Wherein, the first airbag 510 is disposed on the front side of the first driving axle 300 and is located outside the first avoidance portion 110 and the second avoidance portion 210, the second airbag 520 is disposed on the rear side of the first driving axle 300 and is located inside the first avoidance portion 110 and the second avoidance portion 210, the third airbag 610 is disposed on the front side of the second driving axle 400 and is located inside the first avoidance portion 110 and the second avoidance portion 210, and the fourth airbag 620 is disposed on the rear side of the second driving axle 400 and is located outside the first avoidance portion 110 and the second avoidance portion 210.

That is, the air bags at the front side of the first driving axle 300 may be located outside the first avoiding portion 110 and the second avoiding portion 210, and the air bags at the rear side of the second driving axle 400 may be located outside the first avoiding portion 110 and the second avoiding portion 210, so that the first avoiding portion 110 and the second avoiding portion 210 may be located between the first air bag 510 and the fourth air bag 620, so that both the first driving axle 300 and the second driving axle 400 may be located in the first avoiding portion 110 and the second avoiding portion 210, so that the first longitudinal beam 100 and the second longitudinal beam 200 and the first driving axle 300 and the second driving axle 400 may not interfere with each other in a jumping manner, and the size of the first avoiding portion 110 and the second avoiding portion 210 in the front-rear direction may be avoided from being too large, so that the structural strength of the first longitudinal beam 100 and the second longitudinal beam 200 may be ensured to be higher, so that the bearing capacity of the vehicle frame may be stronger.

In some embodiments of the present utility model, as shown in fig. 1 and 2, the first suspension 500 further includes a plurality of first brackets 511 and a plurality of second brackets 521, and the second suspension 600 further includes a plurality of third brackets 611 and a plurality of fourth brackets 621.

The first airbag 510 is connected to the first and second stringers 100, 200 by the first bracket 511, the second airbag 520 is connected to the first and second stringers 100, 200 by the second bracket 521, the second airbag 520 is connected to the first and second stringers 100, 200 by the third bracket 611, and the fourth airbag 620 is connected to the first and second stringers 100, 200 by the fourth bracket 621.

Wherein, the length of the first bracket 511 in the up-down direction is greater than the length of the second bracket 521 in the up-down direction, and the length of the fourth bracket 621 in the up-down direction is greater than the length of the fourth bracket 621 in the up-down direction.

That is, the bracket length of the air bag located in the first and second avoidance portions 110 and 210 is greater than the bracket length of the air bag located outside the first and second avoidance portions 110 and 210, so that the heights of the air bag located in the first and second avoidance portions 110 and 210 and the air bag located outside the first and second avoidance portions 110 and 210 may be identical, that is, the heights of the first and second air bags 510 and 520 may be identical, and the heights of the third and fourth air bags 610 and 620 may be identical, so that the first and second side rails 100 and 200 may be supported at the same height by the first and second suspensions 500 and 600 to maintain the stability of the vehicle.

Other components and operations of a vehicle according to embodiments of the utility model are known to those of ordinary skill in the art and will not be described in detail herein.

In the description herein, reference to the term "particular embodiment," "particular example," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A vehicle, characterized by comprising:

the lower side surface of the first longitudinal beam is provided with a first avoidance part which is recessed upwards;

the lower side surface of the second longitudinal beam is provided with a second avoidance part which is recessed upwards, the first longitudinal beam and the second longitudinal beam are arranged at intervals along the left-right direction of the vehicle, and the first avoidance part and the second avoidance part correspond to each other in the front-back direction of the vehicle;

the first driving axle is connected with the first longitudinal beam and the second longitudinal beam through a first suspension;

the second driving axle is connected with the first longitudinal beam and the second longitudinal beam through a second suspension, and the first driving axle and the second driving axle are adjacently arranged and are distributed at intervals along the front-rear direction of the vehicle;

the first drive axle and the second drive axle are located in the first avoidance portion and the second avoidance portion in the front-rear direction.

2. The vehicle according to claim 1, characterized by further comprising:

the steering axle is connected with the first longitudinal beam and the second longitudinal beam through a third suspension, is positioned at the front sides of the first driving axle and the second driving axle, and is positioned outside the first avoidance part and the second avoidance part;

the parts of the lower side surface of the first longitudinal beam except the first avoidance part are located in the same plane and lower than the bottom wall of the first avoidance part, and the parts of the lower side surface of the second longitudinal beam except the second avoidance part are located in the same plane and lower than the bottom wall of the second avoidance part.

3. The vehicle according to claim 1, wherein the first avoiding portion and the second avoiding portion are each configured as a groove, an upper side wall of the groove is a bottom wall, and opposite side walls in a front-rear direction of the groove and the bottom wall are arc-shaped in transition.

4. A vehicle according to claim 3, wherein the distance between the bottom wall of the first relief portion and the upper side surface of the first side member is 200mm to 250mm;

the distance between the bottom wall of the second avoidance part and the upper side surface of the second longitudinal beam is 200 mm-250 mm;

the distance between the bottom wall of the first avoidance part and the upper side surface of the first longitudinal beam is equal to the distance between the bottom wall of the second avoidance part and the upper side surface of the second longitudinal beam.

5. The vehicle according to claim 1, wherein a length of the first escape portion in the front-rear direction is 2900mm to 3040mm;

the length of the second avoidance part along the front-rear direction is 2900 mm-3040 mm;

the length of the first avoidance part along the front-rear direction is equal to the length of the second avoidance part along the front-rear direction.

6. The vehicle of claim 1, wherein the first stringers have a cross-sectional height of 270mm to 320mm other than the first relief;

the cross section height of the second longitudinal beam except the second avoidance part is 270 mm-320 mm.

7. The vehicle according to claim 1, characterized by further comprising:

the support beam, the one end of support beam connect in first longeron just be located the center of the fore-and-aft direction of first portion of dodging, the other end of support beam connect in the second longeron just be located the center of the fore-and-aft direction of second portion of dodging.

8. The vehicle of claim 7, wherein the support beam is a tubular beam, the tubular beam is an integral casting, the tubular beam is integrated with a plurality of thrust rod mounts, and the thrust rods of the first suspension and the thrust rods of the second suspension are respectively connected to a plurality of the thrust rod mounts.

9. The vehicle of claim 1, wherein the first suspension includes a plurality of first air bags and a plurality of second air bags, the plurality of first air bags being connected to the first rail and the second rail, respectively, the plurality of second air bags being connected to the first rail and the second rail, respectively;

the second suspension comprises a plurality of third air bags and a plurality of fourth air bags, wherein the third air bags are respectively connected with the first longitudinal beam and the second longitudinal beam, and the fourth air bags are respectively connected with the first longitudinal beam and the second longitudinal beam;

the first air bag is arranged on the front side of the first driving axle and is positioned outside the first avoiding part and the second avoiding part, and the second air bag is arranged on the rear side of the first driving axle and is positioned in the first avoiding part and the second avoiding part;

the third air bag is arranged on the front side of the second drive axle and is positioned in the first avoidance part and the second avoidance part, and the fourth air bag is arranged on the rear side of the second drive axle and is positioned outside the first avoidance part and the second avoidance part.

10. The vehicle of claim 9, wherein the first suspension further comprises a plurality of first brackets and a plurality of second brackets, the first air bag being connected to the first rail and the second rail by the first brackets, the second air bag being connected to the first rail and the second rail by the second brackets;

the second suspension further comprises a plurality of third brackets and a plurality of fourth brackets, the second air bag is connected to the first longitudinal beam and the second longitudinal beam through the third brackets, and the fourth air bag is connected to the first longitudinal beam and the second longitudinal beam through the fourth brackets;

the length of the first bracket along the up-down direction is longer than that of the second bracket along the up-down direction;

the length of the fourth bracket along the up-down direction is longer than that of the fourth bracket along the up-down direction.