RU102584U1 - FOUR-TYPE CAR CHASSIS - Google Patents

Abstract

 A four-axle truck chassis made with an 8 × 6 wheel arrangement, comprising a hinged cab, under which the engine is located, a frame made of side members and cross members, made with expansion towards the cab and with a reduced width at the rear, characterized in that the frame is made with an increased the distance between the first and second axis, the first axis is made leading and driven on a single slope bus, the second and third axes are made leading on a gable tire, uncontrolled, lifting, the fourth axis is controlled, driven ohm on a single slope bus, lifting, the connection between the steering trapezoid of the first and fourth axles is made flexible by means of a hydraulic circuit, the second bridge is made through, the transfer case is made with the possibility of disconnecting the common drive on the second and third axes.

Description

The utility model relates to vehicles designed to install various technological equipment on them.

It is known the chassis of a heavy-duty vehicle, made with an 8 × 4 wheel arrangement, with controlled first and second axles, containing a hinged cab, under which the engine is placed, a frame of spars and cross members, made with expansion towards the cab and with a reduced width in the rear, additional crossbars fixed to an elongated wide part of the frame, an amplifier installed on the inside of the frame, steering with an additional power cylinder, air intake, air cleaner, exhaust silencer with a pipe, receivers located inside the frame and a receiver unit located on the frame on the right, a battery box and a fuel tank placed on the frame on the right and left, respectively, a spare wheel located horizontally on the right under the side member, characterized in that the frame is made with an increased distance between the second and third axis, the battery box is located on the right between the first and second axis, two receivers are located on the right and left inside the frame, and the unit. of the four receivers is located between the second and third axis, two shortened fuel tanks are placed on the left side of the frame, while one tank is closer to the second axis and the other to the third axis, the muffler is installed horizontally to the left between the fuel tanks and its exhaust pipe goes to the left, in addition, a power take-off is fixed on the frame side members between the third and fourth cross members (see RF certificate No. 68453, IPC8 B62D 61/10).

A disadvantage of the known design is the low maneuverability due to the large turning radius, as well as a low level of ride in the empty state.

A well-known off-road vehicle containing at least two driving axles with a mechanical drive, made with the possibility of changing their position relative to the vehicle frame (see UK patent No. 2317598, IPC B62D 21/04, published 01.04.1998, author BROWN DAVID JOHN BOWES), which has a drive axle disconnect device in the form of a multi-plate clutch installed after the transfer case. The main disadvantage of the known all-terrain vehicle is the increased complexity of the design due to the presence of an additional multi-plate clutch and the possibility of only synchronous changes in the position of the rear or front axles having a permanent, non-disconnectable drive, as well as the limited capabilities of the chassis.

The closest to the proposed technical solution in terms of the set of essential features and the technical result achieved is a vehicle containing a frame on which at least two driving axles are mounted, one of which has a docking device connecting the shaft to the drive and a medium pressure source, characterized in that, in order to reduce fuel consumption, lubrication and reduce wear of the rubbing parts, it is equipped with a lifting mechanism driven from the power cylinder connecting the leads dam bridge, the shaft of which is equipped with a docking device, with a frame, two control valves and two cylinders for switching on the docking device, the pistons of which are spring-loaded and connected to the specified device, while the power cylinder is connected through one of the control valves to a pressure source of the working medium, one of the cylinders the connection of the docking device is in communication with the power cylinder and a control valve connecting the latter to the source of pressure of the working medium, and the second cylinder is connected to the source of pressure of the working media through another control valve (see certificate of the Russian Federation No. 5448478, IPC5 B62D 61/12).

A disadvantage of the known technical solution is that raising the drive axle does not improve maneuverability and cross-country ability, but also leads to the inclination of the longitudinal axis of the vehicle relative to the plane of the road surface. In addition, the known technical solution is characterized by a complex drive of the drive axles due to the need to turn off the drive.

The task to which the proposed technical solution is directed is the combined improvement of maneuvering properties, economic qualities, indicators of throughput and smoothness of the chassis.

To solve the problem in a four-axle truck chassis made with an 8x6 wheel arrangement, containing a hinged cab, under which the engine is located, a frame made of side members and cross members, made with expansion towards the cab and with a reduced width in the rear, the frame is made with an increased distance between the first and second axis, the first axis is made leading and driven on a single slope bus, the second and third axes are made driven on a gable tire, uncontrolled, lifting, the fourth axis is made control plugged, driven on a single slope bus, lifting, the connection between the steering trapezoid of the first and fourth axles is made flexible using a hydraulic circuit controlled by a special device depending on the driving mode, the second bridge is made through, the transfer case is made with the possibility of disconnecting the common drive for the second and third axis.

This set of essential features characterizing the created four-axle automobile chassis improves the maneuverability of the chassis, while the increased distance between the first and second axles allows it to be used in a limited space, and the possibility of lifting the second and third, or fourth axles allows for optimal load distribution on the axles in depending on the degree of congestion and provide fuel economy - along with reduced tire wear on the raised axles.

Analysis of known technical solutions for scientific, technical and patent documentation showed that the set of essential features of the proposed solution was not previously known, therefore, it meets the patentability condition of “novelty”.

The claimed technical solution is illustrated by the drawings:

figure 1 - four-axle chassis of a truck, all axles are omitted, left view;

figure 2 is the same, a top view;

figure 3 - four-axle chassis of a truck, raised the fourth axis, left view;

figure 4 - four-axle chassis of a truck, raised the second and third axles, left view;

figure 5 - four-axle chassis of a truck, raised the second and third axles, antiphase steering circuit, top view;

6 - four-axle chassis of a truck, raised the second and third axles, in-phase steering circuit, top view;

A four-axle truck chassis made with an 8 × 6 wheel arrangement comprises a cab (1), a load-carrying frame (2) formed by side members and cross members. The frame (2) is made with the extension towards the cab (1), and in the rear part the width of the frame (2) is reduced to ensure the installation of wheels.

The first axis (3) is made leading on a single slope bus and controlled.

The second (4) and third (5) axles are made leading on a gable tire, lifting and uncontrollable.

The fourth axis (6) is driven on a single slope bus and controlled.

The second bridge (4) is made through, the transfer case (7) has one output shaft on the first bridge (3) and one common output shaft on the second (4) and third bridges (5).

The transfer case (7) has the ability to disable the common drive on the second (4) and third (5) axes.

The angles of rotation of the wheels of one side of the first and fourth axis are connected by a law, which varies depending on the operating mode, and is set by the control device. The flexible connection of the steering trapezoid (8) of the first axis (3) and the steering trapezoid (9) of the fourth axis (7) is realized by a hydraulic circuit.

At full load on the chassis, all axles (3), (4), (5), (6) are lowered and are supporting, in the transfer case (7) the drive to the first, second and third axles is implemented. The steering pole is located on the axis of symmetry of the biaxial bogie formed from the second (4) and third (5) axles.

With a full load on the chassis, if it is necessary to provide short-term increased cross-country ability, the fourth axis (6) should be raised, which will increase the grip weight to the maximum possible value, since in this case all the driving axles (3), (4), (5) are supporting, in the transfer case (7), the drive is implemented on the first (3), second (4) and third (5) axes. The steering pole is located on the axis of symmetry of the biaxial bogie formed from the second (4) and third (5) axles.

With a partial load on the chassis, the fourth axis (6) is raised and the three driving axles (3), (4), (5) are supported, in the transfer case (7), the drive to the first (3), second (4) and third ( 5) axis. The steering pole is located on the axis of symmetry of the biaxial bogie formed from the second (4) and third (5) axles.

In the empty state of the chassis, the second (4) and third (5) axles are raised, the first (3) and fourth (6) axles are supported, in the transfer case (7), only the first (3) axis is driven. All supporting axles (3), (6) are controllable, which allows for the absence of a rigid connection between the steering trapezoid (8) and (9) of these axes to change the position of the steering pole. Placing the pole on a transverse axis equidistant from the first (3) and fourth (6) axis provides the smallest possible turning radius, the first (3) and fourth (6) axes are controlled out of phase. The pole shift to infinity is achieved by in-phase control of the first (3) and fourth (6) axes, the steering angles of the steered wheels of the different axes are the same, the chassis moves in parallel with the transfer (“crab move”).

In loading and unloading modes (for example, pouring cargo from a tipper body), if necessary, the lifting devices raise the second (4), third (5) and fourth (6) axles in a stationary state, as a result of the beam of the raised bridges they will be supported through the travel stops on frame spars (2), which will temporarily replace the elastic connection of the axes with the frame with a practically rigid one.

The proposed technical solution allows to provide a significant improvement in chassis maneuverability, increased throughput, to reduce fuel consumption and tire wear, lifting elements of the transmission of the second and third axles, to achieve better axle load distribution in the empty mode and under-load on the chassis, better ride smoothness.

The proposed technical solution meets the requirements of industrial applicability and is possible for implementation on standard processing equipment.

Claims (1)

A four-axle truck chassis made with an 8 × 6 wheel arrangement, comprising a hinged cab, under which the engine is located, a frame of side members and cross members, made with expansion towards the cab and with a reduced width in the rear, characterized in that the frame is made with an increased the distance between the first and second axis, the first axis is made leading and driven on a single slope bus, the second and third axes are made leading on a gable tire, uncontrolled, lifting, the fourth axis is controlled, driven ohm on a single slope bus, lifting, the connection between the steering trapezoid of the first and fourth axles is made flexible by means of a hydraulic circuit, the second bridge is made through, the transfer case is made with the possibility of disconnecting the common drive on the second and third axes.