CN220500474U - Vehicle and chassis - Google Patents

Abstract

The present disclosure relates to the field of vehicles, and in particular, to a vehicle and chassis. The chassis provided by the application comprises a front-end precursor independent suspension system, a rear independent suspension system and a low-floor frame system connected between the front-end precursor independent suspension system and the rear independent suspension system; the front-end precursor independent suspension system comprises a left driving assembly, a right driving assembly and a motor reducer assembly which is connected between the left driving assembly and the right driving assembly and is used for driving the left driving assembly and the right driving assembly; the speed reducer assembly comprises a speed reducer body and a driving motor connected with an input shaft of the speed reducer body. The chassis that this application provided has increased the wheelbase in limited space, when this chassis was applied to miniature bus, can increase the length in low floor district to promote miniature bus's passenger capacity.

Description

Vehicle and chassis

Technical Field

The present application relates to the field of vehicles, and more particularly to a vehicle and chassis.

Background

The current city is well-developed by a multidimensional traffic system taking rail traffic as a main body and conventional buses as a basis and microcirculation buses as supplements.

In order to further promote efficient connection of networks such as central cities, peripheral towns, new areas of newcastles, subway commutes, community connection and the like, the public transportation service level is improved, the travel environment is improved, the bus type is changed from the original 'small to big' into the current 'big to small', and the micro-circulation bus market demand is large. Each passenger car enterprise pushes out 6 m pure electric micro buses in succession to solve the problem of connection between the residential community and a rail transit network of one kilometer at the beginning and one kilometer at the last. The 6-meter pure micro bus has the advantages of small length, limited space in the bus, simple structure, small parts, leaf spring suspension and hydraulic braking system, convenience in getting on and off the bus, and arrangement of the chassis with one-stage stepping and low entrance in the bus, or leaf spring suspension, pneumatic braking and two-stage stepping. The leaf spring suspension has large deflection frequency and poor riding comfort, and particularly, the leaf spring suspension is obvious when the leaf spring suspension runs through a deceleration strip in a no-load mode. More importantly, the low entrance chassis has short low floor area, is suitable for small standing area and has insufficient power during rush hours.

Disclosure of Invention

The application provides a vehicle and chassis to solve miniature bus capacity little, the problem that the transport capacity is nervous.

In a first aspect, the present application provides a chassis comprising a front-end independent suspension system, a rear independent suspension system, and a low floor frame system connected therebetween; the front-end precursor independent suspension system comprises a left driving assembly, a right driving assembly and a motor reducer assembly, wherein the motor reducer assembly is connected between the left driving assembly and the right driving assembly and used for driving the left driving assembly and the right driving assembly; the motor reducer assembly comprises a reducer body and a driving motor connected with an input shaft of the reducer body.

In some embodiments, the side portions of both the reducer body and the drive motor are fixedly secured with a mounting bracket that is secured to the front end of the low floor frame system.

In some embodiments, the pre-precursor independent suspension system is an air suspension system, the pre-precursor independent suspension system comprising a first air bladder assembly and a first shock absorber assembly; the pair of first air bag assemblies are respectively connected to the upper ends of the left driving assembly and the right driving assembly, and the first shock absorber assemblies are respectively connected between the lower end of the left driving assembly and one side of the first air bag assembly at the upper end of the left driving assembly and between the lower end of the right driving assembly and one side of the first air bag assembly at the upper end of the right driving assembly.

In some embodiments, the front-end precursor independent suspension system further comprises a first stabilizer bar assembly, wherein two ends of the first stabilizer bar assembly are respectively connected with the left driving assembly and the right driving assembly, and the middle part of the first stabilizer bar assembly is connected with the low-floor frame system.

In some embodiments, the rear independent suspension system is an air suspension system, the rear independent suspension system including a second air bag assembly, a left axle assembly, a right axle assembly, a tie rod assembly, a second shock absorber assembly, and a subframe assembly; the pair of second air bag assemblies are respectively connected to the upper ends of the left bridge assembly and the right bridge assembly; the second shock absorber assemblies are respectively connected between the lower end of the left bridge assembly and the second air bag assembly at the upper end of the left bridge assembly and between the lower end of the right bridge assembly and the second air bag assembly at the upper end of the right bridge assembly; the middle part of the left axle assembly and the middle part of the right axle assembly are connected with the auxiliary frame assembly through a fork arm spherical hinge; the steering tie rod assemblies are connected between the left axle assembly and the auxiliary frame assembly and between the right axle assembly and the auxiliary frame assembly.

In some embodiments, the rear independent suspension system further comprises a second stabilizer bar assembly, two ends of the second stabilizer bar assembly are respectively connected between the left axle assembly and the right axle assembly, and the middle part is connected with the low floor frame system.

In some embodiments, the top of the low floor frame system forms a low floor region that projects rearwardly above the middle of the rear independent suspension system.

In some embodiments, the chassis is configured for one step.

In a second aspect, the present application provides a vehicle comprising a body and a chassis as defined in any one of the preceding claims, the body being connected above the chassis.

Further, the vehicle is a new energy bus.

Compared with the prior art, the technical scheme provided by the embodiment of the application has the following advantages: the chassis comprises a front-mounted independent suspension system, a rear-mounted independent suspension system and a low-floor frame system, the front-mounted independent suspension system is used for leading the power part, the motor speed reducer assembly directly drives the speed reducer body by virtue of the driving motor and is transmitted to the left driving assembly and the right driving assembly, the transmission shaft between the power part and the speed reducer body is canceled, and the power part moves forwards, so that the length of the low-floor frame system is increased on the premise that the total length of the chassis is fixed, the area of a low-floor area formed above the low-floor frame system is increased, and therefore, the passenger capacity of a vehicle/micro bus applying the chassis is increased, and the traffic tension is relieved.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the description of the embodiments or the prior art will be briefly described below, and it will be obvious to those skilled in the art that other drawings can be obtained from these drawings without inventive effort.

One or more embodiments are illustrated by way of example and not limitation in the figures of the accompanying drawings, in which like references indicate similar elements, and in which the figures of the drawings are not to be taken in a limiting sense, unless otherwise indicated.

FIG. 1 is a top view of a chassis provided in an embodiment of the present application;

FIG. 2 is a front view of the chassis of FIG. 1;

FIG. 3 is a schematic illustration of the front-end precursor independent suspension system of FIG. 1;

FIG. 4 is a cross-sectional view A-A of FIG. 3;

FIG. 5 is a schematic illustration of the rear independent suspension system of FIG. 1;

fig. 6 is a sectional view of B-B of fig. 5.

Reference numerals illustrate:

1. a front-end precursor independent suspension system; 2. a low floor frame system; 3. a rear independent suspension system; 4. a tire assembly; 5. a left drive assembly; 6. a right drive assembly; 7. a motor reducer assembly; 71. a driving motor; 72. a speed reducer body; 8. a first bladder assembly; 9. a first shock absorber assembly; 10. a first stabilizer bar assembly; 11. a left axle assembly; 12. a right axle assembly; 13. a tie rod assembly; 14. a second shock absorber assembly; 15. a second airbag assembly; 16. a second stabilizer bar assembly; 17. a subframe assembly; 18. and (5) mounting a bracket.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present application based on the embodiments herein.

The following disclosure provides many different embodiments, or examples, for implementing different structures of the application. In order to simplify the disclosure of the present application, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed.

For ease of description, spatially relative terms, such as "inner," "outer," "lower," "upper," "above," "front," "rear," and the like, may be used herein to describe one element's or feature's relative positional relationship or movement to another element's or feature as illustrated in the figures. Such spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figure experiences a position flip or a change in attitude or a change in state of motion, then the indications of these directivities correspondingly change, for example: an element described as "under" or "beneath" another element or feature would then be oriented "over" or "above" the other element or feature. Thus, the example term "below … …" may include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions) and the spatial relative relationship descriptors used herein interpreted accordingly.

In order to solve the problem of insufficient capacity and tense transportation capacity of the miniature bus in the prior art, the application provides a chassis and a vehicle using the chassis, the length and the area of a low-floor area inside the miniature bus adopting the chassis are increased, the passenger capacity of the miniature bus is improved, and the problem of tense transportation capacity of the miniature bus in the rush hour is effectively relieved.

Fig. 1 and fig. 2 are schematic diagrams of a chassis provided in an embodiment of the present application, where the chassis is mainly formed by connecting a front-end front-drive independent suspension system 1, a middle low-floor frame system 2, and a rear-end rear independent suspension system 3, and the front and rear ends of the low-floor frame system 2 are respectively connected with the front-end front-drive independent suspension system 1 and the rear-end independent suspension system 3. The front-end precursor independent suspension system 1 comprises a motor reducer assembly 7, a left driving assembly 5 and a right driving assembly 6 which are arranged in a substantially symmetrical manner, wherein the motor reducer assembly 7 omits a transmission shaft part, an output shaft of a driving motor 71 is directly connected with an input shaft of a reducer body 72, and an output shaft of the reducer body 72 is connected with the left driving assembly 5 and the right driving assembly 6 through a differential mechanism.

In the above embodiment, the front-mounted driving of the vehicle is realized through the arrangement of the motor reducer assembly 7, and meanwhile, the transmission shaft is eliminated, the driving motor 71 and the reducer body 72 are directly connected, so that the forward movement of the power part is realized, the length of the low floor frame system 2 is increased on the premise that the total length of the chassis is kept unchanged, the length and the area of the low floor area of the vehicle adopting the chassis are further increased, and the passenger capacity is effectively increased.

In a further embodiment, the front-end independent suspension system 1 and the rear independent suspension system 3 both adopt air suspension systems, and compared with a traditional leaf spring suspension system, the full-load offset frequency is about 1.3Hz, the offset frequency is reduced, and the riding comfort is improved.

Wherein the side of the reducer assembly, i.e. the side of the reducer body 72 and the driving motor 71, is connected to the mounting bracket 18, the reducer body 72 and the driving motor 71 are fixed to the front end of the low floor frame system 2 through the mounting bracket 18, and a vibration-damping pad is usually disposed between the mounting bracket 18 and the low floor frame system 2. The front-mounted precursor independent suspension system 1 comprises a pair of first air bag assemblies 8 and a pair of first shock absorber assemblies 9, threaded holes are formed in the upper ends of the left driving assembly 5 and the right driving assembly 6, and the pair of first air bag assemblies 8 are respectively arranged at the upper ends of the left driving assembly 5 and the right driving assembly 6 and are fixedly connected through bolt matching threaded holes; the middle of the left driving assembly 5 and the right driving assembly 6 are connected with the speed reducer assembly through a flange in a threaded manner. The lower ends of the left driving assembly 5 and the right driving assembly 6 are connected with the lower end of the first shock absorber assembly 9 through mounting holes, and the top end of the first shock absorber assembly 9 is connected below one side of the first air bag assembly 8 close to the center of the chassis.

In order to improve the overall stability of the chassis, the front-end precursor independent suspension system 1 is generally further provided with a first stabilizer bar assembly 10, two ends of the first stabilizer bar assembly 10 are respectively connected into taper holes reserved in the left driving assembly 5 and the right driving assembly 6 in a threaded manner, and the middle part of the first stabilizer bar assembly 10 is connected with the low-floor frame system 2 in a threaded manner.

The rear independent suspension system 3 comprises a left axle assembly 11, a right axle assembly 12, a steering cross rod assembly 13, a second shock absorber assembly 14, a second air bag assembly 15, a second stabilizer bar assembly 16 and a subframe assembly 17. The upper ends of the left axle assembly 11 and the right axle assembly 12 are in threaded connection with the lower ends of the second air bag assemblies 15 above the left axle assembly 11 and the right axle assembly 12 through threaded holes through bolts, the lower ends of the left axle assembly 11 and the right axle assembly 12 are in threaded connection with the mounting holes below the second shock absorber assembly 14 through mounting holes, and the middle parts of the left axle assembly 11 and the right axle assembly 12 are in threaded connection with the auxiliary frame assembly 17 through spherical hinges of fork arms. The two sides of the second stabilizer bar assembly 16 are respectively in threaded connection with reserved taper holes of the left bridge assembly 11 and the right bridge assembly 12. The left axle assembly 11 is connected with the auxiliary frame assembly 17, the right axle assembly 12 and the auxiliary frame assembly 17 through the steering tie rod assembly 13 so as to lock the steering of wheels and ensure accurate positioning parameters of the suspension.

The front-mounted front-drive suspension system is in threaded connection with the low-floor frame system 2 through bolts above the first air bag assembly 8, fork-shaped spherical hinges of the left driving assembly 5 and the right driving assembly 6, mounting holes above the first shock absorber assembly 9 and the middle part of the first transverse stabilizer bar assembly 10.

The rear independent suspension system 3 is connected with the low floor frame system 2 through bolts above the second air bag assembly 15, the left axle assembly 11, a fork arm spherical hinge above the right axle assembly 12, a mounting hole above the second shock absorber assembly 14 and the middle part of the second stabilizer bar assembly 16 in a threaded manner.

The tire assembly 4 is in threaded connection with the front-mounted front-drive independent suspension system 1 and the rear independent suspension system 3 through bolts and nuts to jointly form the chassis of the application. The upper part of the low floor frame system 2 forms a low floor area, the low floor area extends upwards and upwards from the middle part of the rear independent suspension system 3, the low floor area extends from the rear part of the front independent suspension system 1 to the upper part of the middle part of the rear independent suspension system 3, and the chassis adopts a primary stepping arrangement, and the stepping height is 320mm, so that the vehicle can be conveniently moved on or off; for the chassis suitable for miniature pure buses with total length of 6 meters, the front-back wheelbase of the chassis can reach 4050mm, the total length of a low floor area can reach 3300mm, and the passenger capacity of a vehicle applying the chassis is obviously increased.

The application also provides a vehicle, and the chassis that adopts above-mentioned embodiment to provide, and the vehicle still includes the automobile body, and the automobile body is installed above-mentioned chassis, and other parts of vehicle can consult prior art setting.

Specifically, the vehicle is a six-meter pure electric bus, an air suspension system is adopted by the vehicle and the chassis, the full-load offset frequency is about 1.3Hz, the offset frequency is reduced, and the riding comfort is improved. The chassis adopts the arrangement of one-level steps, the height of the steps is 320mm, the front-back wheelbase can reach 4.05m, the length of the low floor area can reach 3.3m, the space of the standing area is greatly improved, and the transportation capacity during rush hours and rush hours is improved. The vehicle has large wheelbase, short rear overhang and balanced axle load distribution of the front axle and the rear axle, the front axle and the rear axle can adopt single tires, and each trolley can save two tires. The pneumatic braking is adopted to improve the braking strength and the braking safety of the whole vehicle.

It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only, and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," "includes," "including," and "having" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order described or illustrated, unless an order of performance is explicitly stated. It should also be appreciated that additional or alternative steps may be used.

Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first," "second," and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

The foregoing is merely a specific embodiment of the application to enable one skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. The chassis is characterized by comprising a front-end precursor independent suspension system, a rear independent suspension system and a low-floor frame system connected between the front-end precursor independent suspension system and the rear independent suspension system; the front-end precursor independent suspension system comprises a left driving assembly, a right driving assembly and a motor reducer assembly, wherein the motor reducer assembly is connected between the left driving assembly and the right driving assembly and is used for driving the left driving assembly and the right driving assembly; the motor reducer assembly comprises a reducer body and a driving motor connected with an input shaft of the reducer body.

2. The chassis of claim 1, wherein the sides of both the reducer body and the drive motor are fixedly secured with a mounting bracket that is secured to the front end of the low floor frame system.

3. The chassis of claim 1, wherein the pre-precursor independent suspension system is an air suspension system comprising a first air bladder assembly and a first shock absorber assembly; the pair of first air bag assemblies are respectively connected to the upper ends of the left driving assembly and the right driving assembly, and the first shock absorber assemblies are respectively connected between the lower end of the left driving assembly and one side of the first air bag assembly at the upper end of the left driving assembly and between the lower end of the right driving assembly and one side of the first air bag assembly at the upper end of the right driving assembly.

4. The chassis of claim 2, wherein the front-end precursor independent suspension system further comprises a first stabilizer bar assembly, two ends of the first stabilizer bar assembly are respectively connected to the left drive assembly and the right drive assembly, and a middle part of the first stabilizer bar assembly is connected to the low floor frame system.

5. The chassis of claim 1, wherein the rear independent suspension system is an air suspension system comprising a second air bag assembly, a left axle assembly, a right axle assembly, a track rod assembly, a second shock absorber assembly, and a subframe assembly; the pair of second air bag assemblies are respectively connected to the upper ends of the left axle assembly and the right axle assembly; the second shock absorber assemblies are connected between the lower end of the left bridge assembly and the second air bag assembly at the upper end of the left bridge assembly and between the lower end of the right bridge assembly and the second air bag assembly at the upper end of the right bridge assembly; the middle part of the left axle assembly and the middle part of the right axle assembly are connected with the auxiliary frame assembly through a fork arm spherical hinge; the steering tie rod assembly is connected between the left axle assembly and the auxiliary frame assembly and between the right axle assembly and the auxiliary frame assembly.

6. The chassis of claim 5, wherein the rear independent suspension system further comprises a second stabilizer bar assembly having opposite ends connected between the left and right axle assemblies, respectively, and a middle portion connected to the low floor frame system.

7. The chassis of any one of claims 1-6, wherein an upper portion of the low floor frame system forms a low floor region that extends rearwardly and convexly above a middle portion of the rear independent suspension system.

8. The chassis of claim 1, wherein the chassis is configured as a first step.

9. A vehicle comprising a body and the chassis of any one of claims 1-8, the body being attached above the chassis.

10. The vehicle of claim 9, wherein the vehicle is a new energy bus.