CN223533573U - Mobile chassis and vehicles - Google Patents

Abstract

The application provides a mobile chassis and a vehicle. The movable chassis comprises a frame, at least two left wheel sets, at least two right wheel sets, at least one left wheel set, at least one right wheel set, at least one power device and at least one power device, wherein the frame is provided with a first side and a second side which are oppositely arranged, the at least two left wheel sets are arranged on the first side and are arranged at intervals along the front-back direction of the frame, the at least two right wheel sets are arranged on the second side and are arranged at intervals along the front-back direction of the frame, the left wheel sets and the right wheel sets respectively comprise wheels and the power devices, the wheels are connected with the frame, the power devices are connected with the wheels, and the power devices of the wheel sets are mutually independent. The wheel system is at least divided into four wheel sets, power devices of the wheel sets are mutually independent, four-drive distributed cooperative control is realized, the power is strong, the wheel system has a differential steering mode and a central in-situ steering mode, and when the wheel system is in actual use, different driving torque and rotating speed can be distributed by the front axle wheel system and the rear axle wheel system.

Description

Mobile chassis and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a mobile chassis and a vehicle.

Background

The vehicle structure mainly comprises a chassis system and a vehicle body, wherein the chassis system is usually composed of a power driving part, a speed changer, a speed reducer, a transmission shaft, a steering system, a suspension part, tires and the like, a front axle, a rear axle or a front axle and a rear axle are usually driven by concentrated power, a differential is designed, and then the steering system is used for steering the vehicle in a running way, so that the road running requirement of the vehicle is met. The high-pass requirements of severe terrains such as mud, sand and the like cannot be met, the climbing capacity is limited, and the turning radius is relatively large. For the general unmanned wheel platform, the regions of China are wide, such as towns, mountain areas, plains, water networks, jungles, plateaus, deserts, gobi, marshes and the like, the whole vehicle is required to meet the global requirements, the vehicle has high maneuvering performance, high off-road performance and high passing performance, the braking during driving is required to be safe and reliable, and the braking and parking of large longitudinal slopes are required to be absolutely safe.

At present, a general unmanned wheel type platform mostly adopts multi-shaft driving, adopts a distributed driving control scheme of a plurality of wheel hub motors, the wheel hub motors are arranged on the inner side of a tire, and are connected with a vehicle body through a longitudinal arm or a double cross arm, so that the vehicle has certain off-road motor capability.

But the reliability of the hub motor is greatly reduced under the conditions of wading, sand dust, damp heat, cold area, electromagnetic interference, low bush (possibly scraping wire bundles) and the like, and more motors and controllers participate in the ultra-high speed motor driving, so that the reliability is reduced.

Disclosure of utility model

The present application is directed to solving at least one of the technical problems existing in the related art.

To this end, a first aspect of the application consists in proposing a mobile chassis.

A second aspect of the application is directed to a vehicle.

In view of this, according to a first aspect of the present application, there is provided a mobile chassis comprising a frame having a first side and a second side disposed opposite to each other, at least two left wheel sets disposed on the first side and spaced apart in a front-rear direction of the frame, at least two right wheel sets disposed on the second side and spaced apart in the front-rear direction of the frame, each of the left and right wheel sets including a wheel and a power unit, the wheel and the frame being connected, the power units being connected to the wheel, and the power units of the respective wheel sets being independent of each other.

The wheel system is at least divided into four wheel sets (two left wheel sets and two right wheel sets), the power devices of the wheel sets are mutually independent, four-drive distributed cooperative control is realized, the power is strong, the wheel system has a differential steering mode and a central in-situ steering mode, and when the wheel system is in actual use, different driving moments and rotating speeds can be distributed to front and rear axle wheel systems. Compared with the prior art that each wheel is independently controlled, the embodiment of the application divides the wheel train into four wheel sets, can be similar to a four-wheel vehicle of a passenger car, realizes four-wheel drive simplified cooperative control, and has high safety and reliability. Compared with the method that two motors are adopted to control all the wheel trains at one side respectively, the movable chassis provided by the embodiment of the application can avoid the problem that the driving motor or the transmission system at one side is in a problem that the power of all the wheel trains at one side is lost to cause that the whole vehicle cannot normally run, and has high safety and reliability.

In some technical schemes, optionally, the left wheel set and/or the right wheel set comprise a transmission device and at least two wheels, wherein the at least two wheels are arranged at intervals along the front-back direction of the frame, the wheels of the same wheel set are synchronously connected in a transmission way through the transmission device, and the power device is connected with the transmission device.

In practical application, the left wheel set and the right wheel set can be designed into different numbers of wheels according to practical requirements, so that the stability and the balance of the movable chassis are improved. Furthermore, the wheels of the same wheel set are connected through the transmission device in a synchronous transmission way, namely, in the same wheel set, the torque and the rotation speed of all the wheels are kept consistent, so that the control can be simplified, the power can be more effectively utilized by the wheels of the synchronous transmission, and therefore, the terrain change can be better dealt with, and the trafficability of the wheels is improved.

In some technical schemes, optionally, the transmission device comprises a transmission shaft, a transmission box, a power device and a third transmission end, wherein the transmission shaft is in transmission connection between two adjacent wheels of the same wheel set, the transmission box is arranged at two ends of the transmission shaft and comprises a first transmission end and a second transmission end which are in synchronous transmission connection, the first transmission end is connected with the wheels, the second transmission end is connected with the transmission shaft, one transmission box is provided with the third transmission end which is in synchronous transmission connection with the first transmission end, and the power device is connected with the third transmission end.

The transmission structure of the transmission case and the transmission shaft is relatively simple and clear, so that the installation is convenient, and the inspection and maintenance work can be conveniently performed.

In some embodiments, optionally, the left wheel set and/or the right wheel set further comprise a planetary reducer, and the planetary reducer is connected to the power device and the third driving end.

Through setting up the planetary reducer, can adjust and optimize according to different power demands and operating mode to adapt to various application scenes.

In some embodiments, optionally, the left and/or right wheel sets further comprise a brake device, the brake device being coupled to one of the gear boxes.

In the above-described solution, the braking device is directly connected to the transmission case, so that a faster braking response can be achieved, which rapid response capability can significantly improve safety in case of emergency. In practical application, a brake device is arranged on each wheel group, so that even if one brake device fails, the other brake devices can still work continuously to ensure the safe operation of the mobile chassis.

In some embodiments, optionally, the braking device is a brake disc.

In some embodiments, optionally, a service brake caliper and/or a parking brake caliper are provided on the brake disc.

In practical application, the brake calipers are integrated type brake calipers capable of driving and parking, the driving braking adopts the drive-by-wire hydraulic braking, and the parking braking adopts the electronic parking braking, so that the volume space of the brake calipers is small, the braking moment is large, the full-wheel braking is safe and reliable, and the parking braking in a steep slope exceeding 35 degrees is satisfied. The electromechanical combined braking of the four-wheel drive is combined, so that the braking distance is short, and the abrupt slope anti-slip function can be realized, thereby being beneficial to improving the reliability and the safety performance of the mobile chassis.

In some embodiments, optionally, the left wheel set and/or the right wheel set further comprise a pitch arm chain drive box, and the first drive end is connected to the wheels through the pitch arm chain drive box.

The design of the longitudinal swing arm chain transmission case enables the wheels to swing within a certain range, so that the flexibility of the movable chassis is improved.

In some embodiments, optionally, the left and/or right wheelsets further comprise a hydro-pneumatic suspension in driving connection with the pitch arm chain drive housing.

The hydro-pneumatic suspension can drive the longitudinal swing arm chain transmission box and the wheels to rotate through the mounting hinge point, so that the wheels have a larger angle adjusting range (> 400mm extension). In practical application, can be equipped with the hydro-pneumatic on each wheel respectively and hang, can adjust independently respectively to let each wheel independent control shrink, can realize the multiple gesture of mobile chassis, in addition have not traditional second, mechanical connection constraint before the three bridge, can promote the trafficability characteristic (not less than 1.6 m) of super high vertical obstacle (not less than 0.9 m) and super wide trench under the complicated topography condition.

According to a second aspect of the present application, a vehicle is provided, which includes a mobile chassis according to any of the above-mentioned aspects. Therefore, the vehicle has all the beneficial effects of any one of the technical schemes, and the description is omitted herein.

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

Drawings

The foregoing and/or additional aspects and advantages of the application 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 diagram showing a structure of a related art unmanned vehicle in-wheel motor high mobility travel drive steering system;

fig. 2 shows a schematic structural view of a wheel chassis in the related art;

FIG. 3 shows one of the schematic structural views of the mobile chassis in an embodiment of the present application;

FIG. 4 shows a second schematic diagram of the structure of the mobile chassis in an embodiment of the present application;

fig. 5 shows a schematic structural diagram of a wheel set in an embodiment of the application.

The correspondence between the reference numerals and the component names in fig. 1 is:

1 'tyre rim assembly, 2' longitudinal arm, 3 'longitudinal arm mounting frame, 4' hydro-pneumatic spring, 5 'steering gear, 6' upper cross arm, 7 'lower cross arm, 8' wheel hub motor, 9 'steering pull rod, 10' steering rocker arm, 11 'central pull rod and 12' steering knuckle.

The correspondence between the reference numerals and the component names in fig. 2 is:

1 ' left power device ', 2 ' right power device ', 3 ' left wheel set ', 4 ' right wheel set ', 5 ' left transmission shaft, 6 ' right transmission shaft, 7 ' left angle transmission box, 8 ' right angle transmission box, 9 ' left brake device, 10 ' right brake device, 11 ' left wheel reduction chain box, 12 ' right wheel reduction chain box, 13 ' limp transmission shaft, 14 ' limp clutch, 15 ' screw propeller, 16 ' clutch control mechanism, 17 ' frame, 18 ' parking brake caliper, 19 ' service brake caliper, 31 ' left wheel and 41 ' right wheel.

The correspondence between the reference numerals and the component names in fig. 3 to 5 is:

100 moving chassis, 110 frame, 111 first side, 112 second side, 120 left wheel set, 130 right wheel set, 121 wheels, 122 power plant, 123 drive, 1231 drive shaft, 1232 drive box, 1233 first drive end, 1234 second drive end, 1235 third drive end, 1236 fourth drive end, 1237 coupler, 124 brake device, 125 planetary reducer, 126 pitch arm chain drive box, 127 hydro-pneumatic suspension, 128 brake calipers.

Detailed Description

In order that the above-recited objects, features and advantages of the present application will be more clearly understood, a more particular description of the application will be rendered by reference to the appended drawings and appended detailed description. It should be noted that, without conflict, the embodiments of the present application and features in the embodiments may be combined with each other.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways than those described herein, and therefore the scope of the present application is not limited to the specific embodiments disclosed below.

Referring to fig. 1, in the related art, a high mobility driving operation system for an unmanned vehicle hub motor is disclosed, wherein a front three-axle is a single trailing arm axle, a fourth axle is a double-arm axle, the single-arm axle comprises a tire rim assembly 1', a trailing arm 2', a trailing arm mounting frame 3', a hydro-pneumatic spring 4' and a hub motor 8', and the double-arm axle comprises an upper arm 6', a lower arm 7', a steering knuckle 12', a hub motor 8 'and a steering gear 5'. The steering gear 5' is connected to the knuckle 12' via a steering rod 9', a steering arm 10' and a center rod 11 '. The distributed drive hub motor 8 'is matched with the hydro-pneumatic spring 4' to be independently hung, so that the vehicle has ultrahigh geometric obstacle passing capability and high-speed off-road pavement maneuvering capability, and the system adopts an all-electric driving mode and has the characteristics of high power density, small occupied space and the like.

However, in practical use, the following problems exist:

1) The special vehicle has a severe and complex working environment, the hub motor 8' exposed and arranged on the inner side of the tire is easy to be influenced by safety under the conditions of water, sand dust, short bush, bulletproof and the like, thereby influencing the reliability and stability of the whole vehicle, and the special vehicle is the most careful that the reliability is necessarily good;

2) Eight in-wheel motors 8' correspondingly need eight motor controllers to control, and the distributed driving control technology of the multi-wheel unmanned vehicle is difficult, once a single motor control is in a problem, the safety problems such as sudden deviation or drifting and the like possibly occur, and the reliability of the whole vehicle can be reduced as the number of motors and controllers is increased at higher maneuvering speed;

3) The brake system is not mentioned, the hub motor 8' usually adopts motor brake or hydraulic service calipers brake, the parking efficiency is poor, long-time parking cannot be carried out on a steep slope, a certain risk exists in easy occurrence of sliding, a brake pipeline and the like are easily affected by scraping of a low jungle in a complex severe environment, a certain risk exists, and finally the unsprung mass of an oil-gas suspension and the rotational inertia of a hub are increased due to the fact that the hub motor contains a brake, and the vehicle control performance is unfavorable.

In yet another related art, referring to fig. 2, a wheeled chassis is disclosed, comprising a left power unit 1", a right power unit 2", a left wheel group 3", a right wheel group 4", a left drive shaft 5", a right drive shaft 6", a left angle drive box 7", a right angle drive box 8", a left brake unit 9", a right brake unit 10", a left wheel reduction chain box 11", a right wheel reduction chain box 12, a limp drive shaft 13", a limp clutch 14", a screw propeller 15", a clutch control mechanism 16", a frame 17", a parking brake caliper 18", a service brake caliper 19", left wheels 31 "and right wheels 41" provided on a frame. Wherein, each left wheel 31 'is connected with each other in a synchronous transmission way, each right wheel 41' is connected with each other in a synchronous transmission way, the left power unit 1 "is used for driving the left wheel 31" to rotate, and the right power unit 2 "is used for driving the right wheel 41" to rotate. A claudication gear is provided between one of the left wheels 31 "and the opposite one of the right wheels 41" that can engage and disengage the power transmission therebetween. The wheels of the left wheel set 3 'and the right wheel set 4' of the wheel type chassis are synchronously connected in a transmission way, so that all-wheel driving is realized.

However, in practical use, the following problems exist:

1) The eight-wheel unmanned platform has a mechanical defect when the eight-wheel unmanned platform is higher in vertical obstacle and the ditch is formed, because the single-side wheel trains are driven by 1 motor, the torque and the rotating speed of the 4 tires on the single side are basically consistent, in addition, the second three axles are rigidly connected by adopting a gear type mechanical transmission box, the left/right wheel reduction chain transmission box is arranged to be in an eight shape, the unmanned platform can generate a problem of holding down force in the descending process of the suspended and retracted chassis, the rear two-axle tires cannot keep different driving force and rotating speed with the front two-axle tires when the vertical obstacle is higher, and the output torque cannot be adjusted and distributed, so that the tires of the tail axle slip and cannot pass through the higher obstacle, thereby reducing the high passing performance of the unmanned platform in a complex environment;

2) If the single-side driving motor or the transmission system is in a problem, the single-side driving motor or the transmission system can cause that the whole wheel system at the single side loses power, so that the whole vehicle cannot normally run, the limp drive shaft and the single driving motor cannot run to ensure that the driving force of the whole vehicle is enough, and particularly the driving requirement of the whole vehicle on a non-paved road surface is more difficult to ensure, and the reliability and the safety performance of an unmanned platform in a complex scene are reduced;

3) The brake system adopts a traditional hydraulic brake caliper, the service brake and the parking brake are separated, the number of the brake calipers and the occupied space are increased, and secondly, the failure of any part in the transmission system is likely to cause the braking failure of a single-side gear train, and the safety performance and the reliability of the unmanned platform are also reduced.

The following describes in detail the mobile chassis and the vehicle provided by the embodiment of the present application through specific embodiments and application scenarios thereof with reference to fig. 3 to 5.

Referring to fig. 3, 4 and 5, a mobile chassis 100 is provided in an embodiment of the present application, which includes a frame 110, a left wheel set 120 and a right wheel set 130.

Specifically, the frame 110 has oppositely disposed first and second sides 111, 112. At least two left wheel sets 120 are disposed on the first side 111, and the at least two left wheel sets 120 are disposed at intervals along the front-rear direction (indicated by a direction in fig. 3) of the frame 110. At least two right wheel sets 130 are disposed on the second side 112, and the at least two right wheel sets 130 are spaced apart along the front-rear direction of the frame 110.

Wherein the left wheel set 120 and the right wheel set 130 each comprise a wheel 121 and a power unit 122. The wheels 121 are connected with the frame 110, the power devices 122 are connected with the wheels 121 to drive the wheels 121 to rotate, and the power devices 122 of the wheel groups are mutually independent.

In the above embodiment, the wheel train is at least divided into four wheel sets (two left wheel sets+two right wheel sets), and the power devices 122 of each wheel set are mutually independent, so as to realize four-drive distributed cooperative control, which has strong power and differential steering and central in-situ steering modes, and the front and rear axle wheel trains can be distributed with different driving moments and rotating speeds during actual use. Compared with the prior art that each wheel is independently controlled, the embodiment of the application divides the wheel train into four wheel sets, can be similar to a four-wheel vehicle of a passenger car, realizes four-wheel drive simplified cooperative control, and has high safety and reliability. Compared with the method that two motors are adopted to control all the wheel trains at one side respectively, the movable chassis provided by the embodiment of the application can avoid the problem that the driving motor or the transmission system at one side is in a problem that the power of all the wheel trains at one side is lost to cause that the whole vehicle cannot normally run, and has high safety and reliability.

In some embodiments, the left wheel set 120 and/or the right wheel set 130 include a transmission 123 and at least two wheels 121. Wherein, the wheels 121 of the same wheel set are synchronously connected by a transmission device 123.

In practical applications, the left wheel set 120 and the right wheel set 130 can be designed with different numbers of wheels according to practical needs, so as to improve stability and balance of the mobile chassis 100. Further, the wheels 121 of the same wheel set are connected in a synchronous transmission manner through the transmission device 123, that is, in the same wheel set, the torque and the rotation speed of all the wheels 121 are kept consistent, so that the control can be simplified, the power of the synchronously transmitted wheels 121 can be utilized more effectively, and therefore, the terrain change can be better dealt with, and the trafficability of the synchronously transmitted wheels is improved.

In some embodiments, the transmission 123 includes a drive shaft 1231 and a gear box 1232. The drive shaft 1231 is drivingly connected between adjacent two wheels 121 of the same wheelset. The transmission case 1232 is disposed at two ends of the transmission shaft 1231, and includes a first transmission end 1233 and a second transmission end 1234 that are synchronously connected, where the first transmission end 1233 is connected to the wheels 121, and the second transmission end 1234 is connected to the transmission shaft 1231. Wherein, one of the transmission cases 1232 is provided with a third transmission end 1235 in transmission connection with the first transmission end 1233, and the third transmission end 1235 is connected with the power device 122.

In practical use, the transmission structure of the transmission case 1232 and the transmission shaft 1231 is relatively simple and clear, and thus, inspection and maintenance work can be conveniently performed.

In the above embodiment, the transmission shaft 1231 and the first transmission end 1233 are connected by the coupling 1237. The coupling 1237 acts as a mechanical transmission element and is capable of cushioning and damping vibrations during transmission. When there is a small installation error or a small displacement due to a load change during operation between the transmission shaft 1231 and the first transmission end 1233, the coupling 1237 can absorb the error and displacement, preventing damage or vibration due to the rigid connection. Meanwhile, due to the design of the coupler, the transmission shaft 1231 and the first transmission end 1233 are connected more flexibly and conveniently, and the installation difficulty and cost are reduced.

In practical applications, the transmission shaft 1231 is an aluminum alloy transmission shaft. The coupling 1237 is an elastic diaphragm coupling. The gear box 1232 is a bevel gear box.

In the above embodiment, the left wheel set 120 and/or the right wheel set 130 further comprise a planetary reducer 125, and the planetary reducer 125 connects the power device 122 and the third transmission end 1235.

The planetary reducer 125 is a conventional reduction device that performs the functions of reducing speed and increasing torque by the complex movement of the planetary gear. By arranging the planetary reducer 125, the power system can be adjusted and optimized according to different power demands and working conditions so as to adapt to various application scenes.

In some embodiments, the left and/or right wheelsets 120, 130 also include a swing arm chain drive box 126. The swing arm chain drive housing 126 connects the wheels 121 and the first drive end 1233.

The design of the pitch arm chain drive housing 126 allows the wheels 121 to swing through a range, thereby increasing the flexibility of moving the chassis 100.

In the above-described embodiments, the left wheel set 120 and/or the right wheel set 130 further include hydro-pneumatic suspension 127. Wherein, the pitch arm chain transmission case 126 is provided with a mounting hinge point, and the hydro-pneumatic suspension 127 is connected with the mounting hinge point.

In this way, the hydro-pneumatic suspension 127 can drive the pitch arm chain gearbox 125 and the wheel 121 to rotate through the mounting hinge point, so that the wheel 121 has a large angle adjustment range (> 400mm extension). In practical application, hydro-pneumatic suspension 127 can be respectively arranged on each wheel, and can be respectively and independently adjusted, so that each wheel 121 can be independently controlled to shrink, and therefore, various postures of the movable chassis 100 can be realized, and in addition, the mechanical connection constraint before the traditional second bridge and the traditional third bridge is not needed, and the trafficability of ultra-high vertical obstacle (more than or equal to 0.9 m) and ultra-wide trench (more than or equal to 1.6 m) under the complex terrain condition can be improved.

In some embodiments, one of the gear boxes 1232 is provided with a fourth gear end 1236 drivingly connected to the first gear end 1233, the fourth gear end 1236 being connected to the brake 124.

In the above embodiment, the brake 124 is directly connected to the gear box 1232, so that a faster brake response can be achieved, and this rapid response capability can significantly improve safety in an emergency situation. In practice, one brake 124 is disposed in each wheel set, so that even if one of the brakes 124 fails, the other brakes 124 can continue to operate to ensure safe operation of the mobile chassis 100.

In some embodiments, the braking device 124 is a ceramic brake disc. Brake calipers 128 are provided on the brake disc. Brake calipers 128 include a service brake caliper and/or a park brake caliper.

In practical application, brake caliper 128 is an integrated brake caliper for traveling and parking, an EHB (electric-Hydraulic Brake, hydraulic brake by wire) brake system is adopted for traveling braking, and an EPB (Electronic Parking Brake ) is adopted for parking braking, so that the volume space of brake caliper 128 is small, the braking torque is large, the full-wheel braking is safe and reliable, and the parking braking of over 35 DEG steep slope is satisfied. The electromechanical combined braking combined with four-wheel drive not only has short braking distance, but also can realize the function of preventing the abrupt slope from sliding, thereby being beneficial to improving the reliability and the safety performance of the mobile chassis 100.

In some embodiments, the present application also provides a vehicle having a mobile chassis 100 as provided in any of the embodiments described above. Thus, the vehicle has all the advantages of any of the embodiments described above, and will not be described in detail herein.

It should be understood that, in the claims, the specification and the drawings of the present application, the term "plurality" shall mean two or more, unless otherwise explicitly defined, that the terms "upper", "lower", etc. refer to an orientation or a positional relationship based on the orientation or the positional relationship shown in the drawings, merely to more conveniently describe the present application and make the description easier, and not to indicate or imply that the apparatus or element in question must have the specific orientation described, construct and operate in the specific orientation, so that the description shall not be construed as limiting the present application, and that the terms "connected", "mounted", "fixed", etc. shall be construed broadly, and that "connected" may be, for example, a fixed connection between a plurality of objects, a detachable connection between a plurality of objects, or an integral connection, a direct connection between a plurality of objects, or an indirect connection between a plurality of objects through intermediaries. The specific meaning of the terms in the present application can be understood in detail from the above data by those of ordinary skill in the art.

In the claims, specification, and drawings of the present application, the descriptions of terms "one embodiment," "some embodiments," "particular embodiments," etc., mean 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 present application. In the claims, specification and drawings of the present application, the schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The above is only a preferred embodiment of the present application, and is not intended to limit the present application, but various modifications and variations can be made to the present application by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. A mobile chassis, comprising:

a frame having oppositely disposed first and second sides;

at least two left wheel sets which are arranged at the first side and are arranged at intervals along the front-back direction of the frame;

At least two right wheel sets which are arranged at the second side and are arranged at intervals along the front-back direction of the frame;

The left wheel set and the right wheel set comprise wheels and power devices, the wheels are connected with the frame, the power devices are connected with the wheels, and the power devices of the wheel sets are mutually independent.

2. The mobile chassis according to claim 1, wherein the left wheel set and/or the right wheel set comprises a transmission device and at least two wheels, the at least two wheels are arranged at intervals along the front-back direction of the frame, and the wheels of the same wheel set are synchronously connected in a transmission way through the transmission device;

the power device is connected with the transmission device.

3. The mobile chassis of claim 2, wherein the transmission comprises:

The transmission shaft is in transmission connection between two adjacent wheels of the same wheel set;

The transmission box is arranged at two ends of the transmission shaft and comprises a first transmission end and a second transmission end which are synchronously connected in a transmission way;

the first driving end is connected with the wheels, and the second driving end is connected with the transmission shaft;

One of the transmission boxes is provided with a third transmission end which is in synchronous transmission connection with the first transmission end;

the power device is connected with the third transmission end.

4. A mobile chassis according to claim 3, wherein the left and/or right wheel sets further comprise a planetary reducer connecting the power means and the third transmission end.

5. A mobile chassis according to claim 3, wherein the left wheel set and/or the right wheel set further comprises a brake device, which brake device is connected to one of the gear boxes.

6. The mobile chassis of claim 5, wherein the braking device is a brake disc.

7. The mobile chassis of claim 6, wherein a brake caliper is provided on the brake disc, the brake caliper comprising a service brake caliper and/or a parking brake caliper.

8. The mobile chassis of any of claims 3 to 7, wherein the left and/or right wheelsets further comprise a swing arm chain drive housing, the first drive end being connected to the wheels by the swing arm chain drive housing.

9. The mobile chassis of claim 8, wherein the left and/or right wheelsets further comprise a hydro-pneumatic suspension in driving connection with the pitch arm chain drive housing.

10. A vehicle comprising a mobile chassis according to any one of claims 1 to 9.