WO2023070971A1

WO2023070971A1 - Engineering vehicle chassis and engineering vehicle

Info

Publication number: WO2023070971A1
Application number: PCT/CN2022/073640
Authority: WO
Inventors: 刘旷华; 陈康
Original assignee: 三一专用汽车有限责任公司
Priority date: 2021-10-26
Filing date: 2022-01-25
Publication date: 2023-05-04
Also published as: CN216034648U

Abstract

An engineering vehicle chassis comprises a frame (11) and a cab floor (12), the frame (11) comprising a first end (111) and a second end (112), a height of the first end (111) being lower than a height of the second end (112), and the cab floor (12) being disposed above the first end (111). The cab floor (12) comprises a first-level floor (121) and a second-level floor (122), the first-level floor (121) and the second-level floor (122) forming a stepped structure. The first-level floor (121) is closer to a front of the engineering vehicle than the second-level floor (122), and a height of the first-level floor (121) is lower than a height of the second-level floor (122). By means of designing a height of the first end (111) of the frame (11) to be lower than a height of the second end (112), the height of the cab can be reduced; in addition, by means of configuring the first-level floor (121) and the second-level floor (122) of the cab floor (12) to be a stepped structure, and the first-level floor (121) to be lower than the second-level floor (122), the height of the cab can also be reduced; and by disposing the cab floor (12) above the first end (111), an occupant in the cab is able to have enough riding space while the cab is lowered, thereby ensuring comfort. The invention also relates to an engineering vehicle.

Description

A chassis of an engineering vehicle and the engineering vehicle

technical field

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

Background technique

At present, in order to facilitate the use of engineering vehicles, all engineering vehicles will be equipped with a general-purpose chassis, and a special chassis is arranged on the general-purpose chassis for the work tasks of the engineering vehicles, such as the overall layout of the special chassis of construction vehicles such as dump trucks or cranes. The cab is placed above the axle, and the engine is placed below the axle. This arrangement results in a regular rectangular space on the upper part of the cab and the frame, which is convenient for the arrangement of operating devices such as cargo boxes. However, for professional operating vehicles with longer boom systems, such as climbing vehicles and pump trucks, if the above-mentioned chassis layout is adopted, it is easy to cause the top of the cab to be higher than the ground, so due to the restrictions on the height of the vehicle , which is not conducive to the operation of professional work vehicles with longer boom systems.

Contents of the invention

In order to solve the above-mentioned technical problems, the present application is proposed. The embodiment of the present application provides a chassis of an engineering vehicle and the engineering vehicle, which solves the problem that the existing chassis leads to a higher height of the cab top of a professional operating vehicle with a long boom system.

According to one aspect of the present application, there is provided a chassis of an engineering vehicle, including: a frame, the frame includes a first end and a second end, the height of the first end is smaller than the height of the second end, so The first end is an end facing the front of the construction vehicle; and the cab floor, the cab floor is arranged above the first end, and the cab floor includes a first-level floor and a second-level floor , the first-level floor and the second-level floor form a ladder structure, the first-level floor is closer to the front of the engineering vehicle than the second-level floor, and the height of the first-level floor is lower at the height of the second level floor.

In one embodiment, the cab floor includes a first transition floor, the two ends of the first transition floor are respectively connected to the first-level floor and the second-level floor, and the first transition floor is connected to the second-level floor. The included angle between the first-level floors is greater than or equal to a first preset angle threshold.

In one embodiment, the cab floor includes a second transition floor and a third-level floor, the other end of the second-level floor is connected to one end of the third-level floor to form a stepped structure, and the third-level floor higher than the height of the second-level floor, the two ends of the second transition floor are respectively connected to the second-level floor and the third-level floor, and the second transition floor is connected to the second-level floor The included angle is greater than or equal to the second preset angle threshold.

In one embodiment, the chassis of the construction vehicle further includes wheels, wherein two of the wheels are arranged under the second-level floor.

In one embodiment, the axial center point between the two wheels is located close to the side of the second-level floor and away from the front of the construction vehicle, and the axial center point and the second The distance between the side positions of the level floor away from the front of the construction vehicle is less than or equal to 480 mm.

In one embodiment, the chassis of the engineering vehicle further includes a power assembly, the power assembly is arranged on the side of the cab floor away from the front of the engineering vehicle, and the power assembly is used to drive the engineering vehicle drive.

In an embodiment, the powertrain includes an engine and/or an electric motor.

In one embodiment, the chassis of the engineering vehicle further includes a heat dissipation mechanism, and the heat dissipation mechanism is arranged between the cab floor and the power assembly, or the heat dissipation mechanism is arranged on the side of the power assembly .

In one embodiment, the height of the first end is between 200 mm and 350 mm, and the height of the second end is between 360 mm and 550 mm.

In one embodiment, the vehicle frame includes two longitudinal beams and a cross beam connected between the two longitudinal beams, and the two longitudinal beams extend from the first end to the second end, wherein , the beam and the longitudinal beam are connected by riveting and/or screwing.

The present application also provides a chassis of an engineering vehicle, the chassis comprising: a vehicle frame and a cab floor, the cab floor is arranged above the first end of the vehicle frame, the first end is the one end of the frame facing the front of the construction vehicle;

Wherein, the floor of the cab is arranged as a stepped structure raised from front to rear, and the floor part at the highest step in the stepped structure is located above the installation position of the frontmost wheel center on the chassis.

In one embodiment, the cab floor includes a first-level floor and a second-level floor, the first-level floor is closer to the front of the engineering vehicle than the second-level floor, and the first-level floor The height is lower than the height of the second-level floor, and a first transition floor is connected between the first-level floor and the second-level floor;

Wherein, the second-level floor is located above the installation position of the frontmost wheel center on the chassis.

In one embodiment, the cab floor includes a first-level floor, a second-level floor, and a third-level floor that are stepped up from front to rear;

A first transition floor is connected between the first-level floor and the second-level floor, and a second transition floor is connected between the second-level floor and the third-level floor;

Wherein, the third-level floor is located above the installation position of the frontmost wheel center on the chassis.

In one embodiment, the height of the first end of the vehicle frame is smaller than the height of the second end opposite to the first end;

In one embodiment, the distance between the side of the cab floor far away from the front of the engineering vehicle and the installation position of the frontmost wheel center on the chassis in the longitudinal direction of the engineering vehicle is less than or equal to 480 mm.

In one embodiment, a power assembly is also included, the power assembly is arranged on the side of the cab floor away from the front of the construction vehicle, and the power assembly is used to drive the construction vehicle.

In one embodiment, it also includes a heat dissipation mechanism, the heat dissipation mechanism is arranged between the cab floor and the power assembly in the length direction of the engineering vehicle, or the heat dissipation mechanism is arranged on the The side of the powertrain.

According to another aspect of the present application, there is provided an engineering vehicle, comprising: a cab; and the chassis of the engineering vehicle according to any one of the above, wherein the cab is arranged on the floor of the cab.

In one embodiment, the engineering vehicle includes a 4-point coil spring or an air spring damping system, and the 4-point coil spring or the air spring damping system is arranged between the cab and the chassis.

The chassis of an engineering vehicle and the engineering vehicle provided by the application include a vehicle frame and a cab floor. The vehicle frame includes a first end and a second end. The height of the first end is smaller than the height of the second end. Above one end, the cab floor includes a first-level floor and a second-level floor. One end of the first-level floor connects to one end of the second-level floor to form a ladder structure. The first-level floor is close to the front of the engineering vehicle. The first-level floor The height is lower than the height of the second level floor. By designing the height of the first end of the vehicle frame to be smaller than that of the second end, the height of the cab can be reduced. At the same time, by arranging the first-level floor and the second-level floor of the driver's cab floor into a stepped structure, and the first-level floor is lower than the second-level floor, the height of the driver's cab can also be reduced. The cab floor is arranged above the first end, in order to lower the cab while allowing the cab crew to have enough seating space to ensure comfort.

Description of drawings

The above and other objects, features and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present application, and constitute a part of the specification, and are used together with the embodiments of the present application to explain the present application, and do not constitute limitations to the present application. In the drawings, the same reference numerals generally represent the same components or steps.

Fig. 1 is a schematic structural diagram of a cab floor of an engineering vehicle provided by an exemplary embodiment of the present application.

Fig. 2 is a schematic structural diagram of a frame of an engineering vehicle provided by an exemplary embodiment of the present application.

Fig. 3 is a schematic structural view of a cab floor provided by another exemplary embodiment of the present application.

Fig. 4 is a schematic structural view of a cab floor provided by another exemplary embodiment of the present application.

Fig. 5 is a schematic structural diagram of a chassis of an engineering vehicle provided by an exemplary embodiment of the present application.

Fig. 6 is a schematic structural view of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application.

Fig. 7 is a schematic structural diagram of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application.

Fig. 8 is a schematic structural view of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application.

Fig. 9 is a schematic structural diagram of a vehicle frame provided by another exemplary embodiment of the present application.

Fig. 10 is a schematic structural diagram of a vehicle frame provided by another exemplary embodiment of the present application.

Fig. 11 is a schematic structural diagram of an engineering vehicle provided by an exemplary embodiment of the present application.

Detailed ways

Hereinafter, exemplary embodiments according to the present application will be described in detail with reference to the accompanying drawings. Apparently, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. It should be understood that the present application is not limited by the exemplary embodiments described here.

Fig. 1 is a structural schematic diagram of a cab floor of an engineering vehicle provided by an exemplary implementation of the present application. Fig. 2 is a schematic structural diagram of a frame of an engineering vehicle provided by an exemplary embodiment of the present application. As shown in Figure 1-2, the chassis of the engineering vehicle includes: a vehicle frame 11 and a cab floor 12, the vehicle frame includes a first end 111 and a second end 112, the first end 111 is an end for facing the front of the engineering vehicle, The height of the first end 111 is less than the height of the second end 112, the cab floor 12 is arranged above the first end 111, the cab floor 12 includes a first-level floor 121 and a second-level floor 122, the first-level floor 121 One end is connected to one end of the second-level floor 122 to form a ladder structure. The first-level floor 121 is closer to the front of the construction vehicle than the second-level floor 122 . The height of the first-level floor 121 is lower than that of the second-level floor 122 .

The cab floor 12 is designed as a stepped structure, and the stepped structure is formed by connecting one end of the first-level floor 121 and one end of the second-level floor 122, and the height of the first-level floor 121 is lower than that of the second-level floor The height of 122 will reduce the height of the cab, and leave the top space of the cab to meet the layout requirements of the working part. When the driver is working, the driver is in direct contact with the floor of the cab, that is, the floor of the cab is stepped on, that is, the floor of the cab and the frame are different in structure and have different uses. In addition, the second level floor 122 can accommodate a seat on which the driver can sit while driving. The driving floor can be made of wood or metal. Dividing the floor of the cab into two steps also satisfies the space for the driver to move around and improves the comfort of the driver's operation. The end 111 of the first end 111 of the vehicle frame 11 close to the front end of the construction vehicle can tilt a preset angle, that is, the angle between the end 111 of the first end 111 of the vehicle frame 11 close to the front end of the construction vehicle and the ground is a third preset angle. The angle threshold, for example, the preset first angle may be 30 degrees, as shown in FIG. 9 . In addition, the first end 111 of the vehicle frame 11 can be made flat at the end close to the front of the engineering vehicle, that is, the angle between the first end 111 of the vehicle frame 11 and the end close to the front of the engineering vehicle and the ground is less than or equal to the fourth Preset angle threshold. For example, the fourth preset angle threshold is 1 degree. The end of the first end 111 of the vehicle frame 11 close to the front of the construction vehicle can also be set to be inclined downward, as shown in FIG. 10 .

The chassis of an engineering vehicle provided by the application includes a frame and a cab floor, the frame includes a first end and a second end, the height of the first end is smaller than the height of the second end, and the cab floor is arranged on the first end Above, the floor of the cab includes a first-level floor and a second-level floor. One end of the first-level floor is connected to one end of the second-level floor to form a ladder structure. The first-level floor is close to the front of the engineering vehicle, and the height of the first-level floor is low. at the height of the second floor. By designing the height of the first end of the vehicle frame to be smaller than that of the second end, the height of the cab can be reduced. At the same time, by arranging the first-level floor and the second-level floor of the driver's cab floor into a stepped structure, and the first-level floor is lower than the second-level floor, the height of the driver's cab can also be reduced. The cab floor is arranged above the first end, in order to lower the cab while allowing the cab crew to have enough seating space to ensure comfort.

Fig. 3 is a schematic structural view of a cab floor provided by another exemplary embodiment of the present application. As shown in FIG. 3 , the cab floor 12 may include a transition floor 123, the cab floor 12 includes a first transition plate 123, and the two ends of the first transition floor 123 are respectively connected with the first-level floor 121 and the second-level floor 122, The included angle between the first transition floor 123 and the first-level floor 121 is greater than or equal to a first preset angle threshold, and the first preset angle threshold is preferably 90 degrees.

One end of the first transition floor 123 is connected to the first-level floor 121 , the other end of the first transition floor 123 is connected to the second-level floor 122 , and the angle between the first transition floor 123 and the first-level floor 121 is greater than 90 degrees. That is, the first transition floor 123 is respectively connected to the first-level floor 121 and the second-level floor 122 in an inclined manner. The first-level floor 121, the second-level floor 122, and the first transition floor 123 are integrally formed by stamping. The inclination angle of the first transition floor 123 can provide the driver with a suitable driving angle when sitting in the cab, thereby improving the driving comfort of the driver.

Fig. 4 is a schematic structural view of a cab floor provided by another exemplary embodiment of the present application. As shown in FIG. 4, as shown in FIG. 4, the cab floor 12 may include a second transition floor 124 and a third-level floor 125, and the other end of the second-level floor 122 is connected to one end of the third-level floor 125 to form a stepped structure. The third-level floor 125 is higher than the height of the second-level floor 122, and the two ends of the second transition floor 124 are respectively connected with the second-level floor 122 and the third-level floor 123. The included angle is greater than or equal to a second preset angle threshold, and the second preset angle threshold is preferably 90 degrees.

The third-level floor 125 can place a sleeping berth, thereby facilitating the driver to rest, wherein the third-level floor 125 is away from the front of the engineering vehicle. The second transition floor 124 and the third floor 125 are provided so that the cab floor forms three steps. Because the second-level floor 122 and the third-level floor 125 all have a certain height, thereby the second half of the driver's cab is raised, there is a larger space below the driver's cab, that is, there is a larger space between the driver's cab and the ground. space, and then the cab can be moved down, thereby reducing the height of the cab. In addition, the first transition floor 121 and the second transition floor 124 are provided with draw-in grooves, the first-level floor 121 and the second-level floor 122 are all provided with protrusions that match the draw-in grooves, and the first-level floor 121 and the second The level floor 122 is movable. The driver can move the first-level floor 121 to connect with any slot on the first transition floor 123 , and the first transition floor 123 is provided with a plurality of slots. The driver can move the second-level floor 121 to connect with any slot on the second transition floor 123 , and the second transition floor 123 is provided with a plurality of slots. Wherein, one end of the second transition floor 124 is connected to the second-level floor 122 , and the other end of the second transition floor 124 is connected to the third-level floor 123 .

Fig. 5 is a schematic structural diagram of a chassis of an engineering vehicle provided by an exemplary embodiment of the present application. As shown in FIG. 5 , the chassis of the engineering vehicle may further include wheels 13 , wherein two wheels 13 are disposed under the second-level floor 122 .

Because the height of the second-level floor 122 is higher than the height of the first-level floor 121, the space below the second-level floor 122 can just place two wheels 13, thereby not interfering with the normal operation of the wheels 13, and also reducing the wheel load. The purpose of cab height.

Fig. 6 is a schematic structural view of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application. As shown in Figure 6, the axial center point between the two wheels 13 is located near the side of the second-level floor 122 away from the front of the engineering vehicle, and the axial center and the second-level floor 122 are away from the front of the engineering vehicle The distance L1 between the positions on one side is less than or equal to 480 mm.

The axial center point between the two wheels 13 is close to the side of the second-level floor 122 away from the front of the engineering vehicle, which does not affect the size of the cab space, ensures that the driver has sufficient seating space and comfort, and also reduces the height of the cab. The distance L1 between the axial center points of the two wheels 13 and the side of the second-level floor 122 away from the front of the construction vehicle is between 0 mm and 480 mm, and the distance in this interval will not lower the cab space.

Fig. 7 is a schematic structural diagram of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application. As shown in FIG. 7 , the chassis of the engineering vehicle may further include a power assembly 14 , which is arranged on the side of the cab floor 12 away from the front of the engineering vehicle. The power assembly 14 is used to drive the engineering vehicle.

Because the height of the cab is reduced, there may be no space suitable for placing the power assembly 14, so the power assembly 14 can be arranged on the side of the cab floor 12 away from the front of the engineering vehicle, thereby providing the cab with a reduced space, And it does not affect the use of the powertrain. In addition, if the powertrain 14 is installed under the cab floor, it is easy to transmit the noise generated by the powertrain 14 to the interior of the cab. Therefore, by arranging the power assembly 14 on the side of the cab floor 12 away from the front of the engineering vehicle, the noise generated by the power assembly 14 is not easily transmitted to the interior of the cab, thereby reducing the vibration noise in the cab.

In an embodiment, the powertrain may include an engine and/or an electric motor.

The powertrain includes an engine and/or an electric motor, wherein the engine can include a diesel engine or a gasoline engine, specifically, the powertrain can include a diesel engine and a transmission, or it can also be an engine, a generator and an electric motor, or it can also be an engine, a generator A hybrid system with a transmission, or a motor power system, etc.

Fig. 8 is a schematic structural view of a chassis of an engineering vehicle provided by another exemplary embodiment of the present application. As shown in FIG. 8 , the chassis 10 of the engineering vehicle can also include a heat dissipation mechanism 15 , and the heat dissipation mechanism 15 is arranged between the cab floor 12 and the power assembly 14 .

The heat dissipation mechanism 15 can be a heat dissipation fan, or an electronically controlled fan. The heat dissipation mechanism 14 can dissipate heat from the power assembly 14 to prevent the power assembly 14 from being damaged due to excessive heat generated during operation.

In other embodiments, the heat dissipation mechanism 15 (such as a heat dissipation fan or an electronically controlled fan) may also be arranged on the side of the power assembly 14 to dissipate heat from the power assembly 14 .

The present application also provides a chassis of an engineering vehicle, the chassis includes: a vehicle frame 11 and a cab floor 12, the cab floor 12 is arranged above the first end 111 of the vehicle frame 11, and the first end 111 It is the front end of the vehicle frame 11 towards the front of the engineering vehicle;

Wherein, the cab floor 12 is arranged as a stepped structure raised from front to rear, and the floor part at the highest step in the stepped structure is located above the installation position of the frontmost wheel center on the chassis.

By arranging the cab bottom plate 12 as a stepped structure, leaving space for wheel installation below the highest step of the stepped structure, the floor of the front end of the cab can be lowered, and the driver can have enough height space at the front end to stand or do other things. operation, while the rear end portion of the cab, which is higher than the front end portion, can be used to install seats, rear sleepers, etc.

Compared with the way in which the entire driver's cab is arranged above the wheel installation position in the prior art, the arrangement method of the chassis provided by the present application can reduce the height of the whole driver's cab while ensuring the activity space in the driver's cabin.

In the embodiment shown in Fig. 1 and Fig. 3, the driver's cab floor 12 comprises a first-level floor 121 and a second-level floor 122, and the first-level floor 121 is closer to the front of the engineering vehicle than the second-level floor 122. The height of the first-level floor 121 is lower than that of the second-level floor 122, and a first transition floor 123 is connected between the first-level floor 121 and the second-level floor 122; wherein, the second-level floor 122 is located at the frontmost wheel on the chassis There is a wheel installation space above the central installation position, and thus below the second-stage floor 122 .

In the embodiment shown in FIG. 4 , the cab floor 12 includes a first-level floor 121 , a second-level floor 122 , and a third-level floor 125 arranged in steps from front to rear; the first-level floor 121 A first transition floor 123 is connected between the second-level floor 122 and a second transition floor 124 is connected between the second-level floor 122 and the third-level floor 125; wherein, the third-level floor 125 Located above the forwardmost wheel center mounting location on the chassis. Therefore, there is a wheel installation space under the third floor 125 .

Preferably, the distance between the side of the cab floor 12 away from the front of the engineering vehicle (the rear end of the cab floor 12) and the frontmost wheel center installation position on the chassis in the longitudinal direction of the engineering vehicle is less than or equal to 480 mm . As shown in FIG. 6 , the distance L1 between the installation position of the frontmost wheel center on the chassis and the rear end of the cab floor 12 is 0-480 mm.

In the technical solution provided by the present application, preferably, the height of the first end 111 of the vehicle frame 11 is smaller than the height of the second end 112 opposite to the first end 111, and the cab floor 12 is arranged at the first end of the vehicle frame 11, It is more conducive to the reduction of the height of the cab.

In the embodiment shown in Fig. 7, the chassis also includes a power assembly 14, and the power assembly 14 is arranged on the cab floor 12 away from the front side of the engineering vehicle (that is, the power assembly 14 is arranged on the cab floor 12 rear end), the power assembly 14 is used to drive the engineering vehicle.

The chassis also includes a heat dissipation mechanism 15, which is arranged between the cab floor 12 and the power assembly 14 in the longitudinal direction of the engineering vehicle.

In one embodiment, the height of the first end of the frame 11 is between 200 mm and 350 mm, and the height of the second end is between 360 mm and 550 mm.

The height of the first end of the vehicle frame is between 200mm and 350mm, the height of the second end is between 360mm and 550mm, and the vehicle frame is provided with a transition section, which is respectively connected to the first end and the second end connected so that the height of the connection between the first end and the second end is in a gradual form. Setting the frame so that the height of the first end is lower than the height of the second end can also achieve the purpose of lowering the driver's cab. In addition, if the engineering vehicle is a pump truck, then the pump truck does not need to be equipped with a sub-frame when installing the chassis, because the function of the sub-frame is to block the noise caused by the vibration of the power assembly, because the power assembly is now It is set on the back of the cab, that is, the powertrain is set on the side away from the front of the pump truck, and the powertrain is set on the side away from the front of the pump truck, which can eliminate the noise generated by the vibration of the powertrain, so the pump truck does not need to Assembling the subframe reduces the weight of the pump truck and provides a larger space for the pump truck to install other components.

In addition, the frame can also adopt the traditional frame height plus sub-frame structure, that is, the sub-frame is used as the first end, and the traditional frame is used as the second end. Because the height of the sub-frame is lower than the height of the traditional frame, it is also It can be realized that the height of the first end is lower than the height of the second end.

Fig. 2 and Fig. 9 are structural schematic diagrams of a vehicle frame provided by another exemplary embodiment of the present application. As shown in FIG. 9 , the frame 11 includes two longitudinal beams 1111 and a cross beam 1112 connected between the two longitudinal beams 1111 , the two longitudinal beams 1111 extend from the first end 111 to the second end 112 , Wherein, the beam 1112 and the longitudinal beam 1111 are connected by riveting and/or screwing.

The longitudinal beam 1111 close to the first end 111 of the vehicle frame 11 includes a front end 11111 and a rear end 11112, and the height of the front end 11111 is lower than that of the rear end 11112, so as to achieve the purpose of lowering the cab.

FIG. 10 is a schematic structural view of a vehicle frame provided by another exemplary embodiment of the present application. The vehicle frame 11 in this embodiment also includes two longitudinal beams 1111 and a cross beam 1112 between the two longitudinal beams 1111 . The longitudinal beam 1111 close to the first end 111 of the vehicle frame 11 includes a front end 11111 and a rear end 11112 , and the height of the front end 11111 is lower than that of the rear end 11112 . In this embodiment, the end portion of the first end 111 of the vehicle frame that is close to the front of the engineering vehicle is set inclined downward.

As shown in FIG. 10 , the beam 1112 and the longitudinal beam 1111 of the vehicle frame 11 are installed by riveting and/or screwing, that is, the beam 1112 and the longitudinal beam 1111 can both be installed by riveting, or both can be installed by screwing. It can also be installed in the way of riveting and screwing, so compared with the way of welding, the installation of riveting and screwing has high production efficiency, low cost, high quality and performance, environmental protection and no pollution. Riveting and screwing are convenient for disassembly, timely and effective maintenance. At the same time, the longitudinal beam adopts the method of stamping and integral forming, which produces a frame with high strength and high production efficiency.

In one embodiment, the chassis of the engineering vehicle further includes a follower steering axle suspension assembly, and the follower steering axle suspension assembly is arranged at a position where the second end is away from the front of the engineering vehicle.

The follow-up steering shaft suspension assembly is arranged at a position where the second end is away from the front of the engineering vehicle so as to reduce the turning diameter of the chassis. The follow-up steering shaft suspension assembly includes a spring and a steering shaft, wherein the steering shaft is connected to the vehicle frame through a spring. The shape of the spring is a steel plate.

Fig. 11 is a schematic structural diagram of an engineering vehicle provided by an exemplary embodiment of the present application. As shown in Figure 11, the engineering vehicle 20 includes:

The cab 21 and the chassis 10 of the construction vehicle as described above, the cab 20 is arranged on the cab floor 12 .

The present application provides an engineering vehicle, which includes a driver's cab and a chassis of the engineering vehicle, and the driver's cab is arranged on the floor of the driver's cab. By designing the height of the first end of the vehicle frame to be smaller than that of the second end, the height of the cab can be reduced. At the same time, the first floor and the second floor of the driver's cab floor are arranged in a stepped structure, and the first floor is lower than the second floor, which can also reduce the height of the driver's cab. The cab floor is arranged above the first end, in order to lower the cab while allowing the cab crew to have enough seating space to ensure comfort.

In one embodiment, the engineering vehicle includes a damping system, which can be a 4-point coil spring or an air spring damping system, and the 4-point coil spring or air spring damping system is arranged on the cab floor 12 and the frame 11 between.

When engineering vehicles are driving, due to external and internal excitations such as uneven road surface, changes in vehicle speed and direction of movement, or unbalanced wheels, engines and transmission systems, it is very easy to generate strong vibrations in the whole vehicle and in parts, so that the vehicle's The dynamics are not fully utilized. For example, when a car is running, due to uneven roads, the gas pressure in the engine cylinder and the unbalanced inertial force of the moving parts change periodically, causing the whole engine to vibrate. Therefore, 4-point coil springs can be used to absorb the vibration generated by various components of the construction vehicle. Or air springs can also be used (air springs are cord-reinforced rubber bladders filled with compressed air, which use the compressibility of the gas to act as a shock-absorbing rubber product that acts as a spring, including long pillow type, gourd type, and diaphragm type, etc. Type, the cord can be high-strength polyester cord or nylon cord, the number of cord layers is generally 2 or 4 layers, and the layers are intersected and arranged at an angle to the warp direction of the bag) vibration damping system. Air springs and metal springs have low mass, good comfort, fatigue resistance and long service life. At the same time, it has the functions of vibration reduction and noise reduction.

The foregoing description has been presented for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of the application to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

A chassis of an engineering vehicle, characterized in that it comprises:

a vehicle frame (11), the vehicle frame (11) comprising a first end (111) and a second end (112), the height of the first end (111) being smaller than the height of the second end (112), The first end (111) is an end towards the front of the engineering vehicle; and

A cab floor (12), the cab floor (12) is arranged above the first end (111), and the cab floor (12) includes a first-level floor (121) and a second-level floor ( 122), the first-level floor (121) and the second-level floor (122) form a ladder structure, and the first-level floor (121) is closer to the project than the second-level floor (122) The front of the vehicle, and the height of the first-level floor (121) is lower than the height of the second-level floor (122).
The chassis of the engineering vehicle according to claim 1, characterized in that, the cab floor (12) comprises a first transition floor (123), and the two ends of the first transition floor (123) are connected to the first transition floor respectively. The first-level floor (121) is connected to the second-level floor (122), and the angle between the first transition floor (123) and the first-level floor (121) is greater than or equal to a first preset angle threshold.
The chassis of an engineering vehicle according to claim 1, wherein the cab floor (12) comprises a second transition floor (124) and a third-level floor (125), and the second-level floor (122) and the third-level floor (125) form a ladder structure, the third-level floor (125) is higher than the height of the second-level floor (122), and the two ends of the second transition floor (124) are respectively It is connected with the second-level floor (122) and the third-level floor (123), and the angle between the second transition floor (124) and the second-level floor (122) is greater than or equal to the first Two preset angle thresholds.
The chassis of an engineering vehicle according to claim 1, further comprising wheels (13), wherein two of the wheels (13) are arranged below the second-level floor (122).
The chassis of an engineering vehicle according to claim 4, characterized in that, the axial center point between the two wheels (13) is located close to the second floor (122) away from the front of the engineering vehicle One side position, and the distance between the axial center point and the side position of the second-level floor (122) away from the front of the engineering vehicle is less than or equal to 480 mm.
The chassis of an engineering vehicle according to any one of claims 1-5, further comprising a power assembly (14), and the power assembly (14) is arranged at a distance from the cab floor (12) On the front side of the engineering vehicle, the power assembly (14) is used to drive the engineering vehicle to travel.
The chassis of an engineering vehicle according to claim 6, wherein the powertrain comprises an engine and/or an electric motor.
The chassis of an engineering vehicle according to claim 6, characterized in that it further comprises a heat dissipation mechanism (15), and the heat dissipation mechanism (15) is arranged between the cab floor (12) and the power assembly (14) Alternatively, the heat dissipation mechanism (15) is arranged on the side of the power assembly (14).
The chassis of an engineering vehicle according to any one of claims 1-8, wherein the height of the first end is between 200 mm and 350 mm, and the height of the second end is between 360 mm and 550 mm between.
The chassis of an engineering vehicle according to any one of claims 1-9, wherein the vehicle frame (11) comprises two longitudinal beams and a cross beam connected between the two longitudinal beams, two The longitudinal beam extends from the first end to the second end, wherein the cross beam and the longitudinal beam are connected by riveting and/or screwing.
A chassis of an engineering vehicle, characterized in that the chassis comprises: a vehicle frame (11) and a cab floor (12), and the cab floor (12) is arranged at a first end of the vehicle frame (11) (111), the first end (111) is an end of the vehicle frame (11) facing the front of the engineering vehicle;

Wherein, the cab floor (12) is set as a stepped structure raised from front to rear, and the floor part at the highest step in the stepped structure is located above the installation position of the frontmost wheel center on the chassis.
The chassis according to claim 11, characterized in that, the cab floor (12) comprises a first-level floor (121) and a second-level floor (122), and the first-level floor (121) is compared to the The second-level floor (122) is close to the front of the engineering vehicle, the height of the first-level floor (121) is lower than the height of the second-level floor (122), and the first-level floor (121) A first transition floor (123) is connected to the second-level floor (122);

Wherein, the second-level floor (122) is located above the installation position of the frontmost wheel center on the chassis.
The chassis according to claim 11, characterized in that, the cab floor (12) includes a first-level floor (121), a second-level floor (122) and a third-level floor that are stepped up from front to rear and arranged successively. level floor(125);

A first transition floor (123) is connected between the first-level floor (121) and the second-level floor (122), and the second-level floor (122) and the third-level floor (125) A second transition floor (124) is connected between them;

Wherein, the third-level floor (125) is located above the installation position of the frontmost wheel center on the chassis.
The chassis according to any one of claims 11-13, characterized in that, the height of the first end (111) of the vehicle frame (11) is smaller than the second end (111) opposite to the first end (111). Height of two ends (112).
According to the chassis according to any one of claims 11-14, it is characterized in that, the side of the cab floor (12) away from the front of the construction vehicle and the installation position of the frontmost wheel center on the chassis The distance in the longitudinal direction of the engineering vehicle is less than or equal to 480 mm.
The chassis of an engineering vehicle according to any one of claims 11-15, further comprising a power assembly (14), and the power assembly (14) is arranged at a distance from the cab floor (12) On the front side of the engineering vehicle, the power assembly (14) is used to drive the engineering vehicle to travel.
The chassis of the engineering vehicle according to claim 16, characterized in that it also includes a heat dissipation mechanism (15), and the heat dissipation mechanism (15) is arranged on the cab floor (12) in the longitudinal direction of the engineering vehicle Between the power assembly (14), or, the heat dissipation mechanism (15) is arranged on the side of the power assembly (14).
An engineering vehicle, characterized in that it comprises:

cab (21); and

The chassis (10) of an engineering vehicle according to any one of claims 1-17, wherein the cab (21) is arranged on a floor (12) of the cab.
The construction vehicle according to claim 18, said construction vehicle comprising a vibration damping system disposed between said cab floor and said vehicle frame.