Vehicle chassis and vehicle

Abstract

The present invention provides a vehicle chassis and a vehicle, wherein the vehicle chassis comprises: four wheels, a frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems, wherein the frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems all support the four wheels to turn to one side at an angle of at least 90 degrees at the same time. By designing the layout of each component device and system in the vehicle chassis, the four wheels can turn to one side at an angle of at least 90 degrees at the same time, thereby avoiding obstruction of the steering of the wheels by the components and systems in the chassis, and preventing the wheels from being stuck by the components and systems in the chassis and limiting the rotation range of the wheels; and realizing the functions of the vehicle such as lateral travel, four-wheel steering, and rotation in situ.

Description

Technical Field

[0001] The present invention relates to the field of vehicle engineering, and in particular to a vehicle chassis and a vehicle. Background Art

[0002] With the rapid development of modern society and the improvement of people's living standards, the number of cars is increasing rapidly. However, with the increase in the number of cars, parking lots and roads in various cities have become crowded. At present, most cars are front-wheel steering, but because the rear wheels cannot be turned, the turning radius of the car is large when turning, which brings many inconveniences to drivers turning and parking on narrow ground. The existing technology uses the method of controlling the steering of the four wheels of the car at the same time to make the car turn. In the 1980s, some car manufacturers used four-wheel steering technology. With the development of automobile technology, active safety has been increasingly valued. Four-wheel steering is one of the methods to improve active safety. The rear wheels of the existing four-wheel steering cars on the market can be deflected slightly according to signals such as the front wheels and driving speed. They can be deflected in the same direction as the front wheels or in the opposite direction. When the speed is high, the rear wheels deflect in the same direction as the front wheels. Its function is to make the car use the smaller deflection of the rear wheels when turning, reduce side slip, and improve handling stability; when the speed is low, the rear wheels deflect in the opposite direction of the front wheels, reduce the turning radius, and improve the maneuverability of the car when parking or turning in a small space. However, the rear wheel deflection angle of this type of four-wheel steering vehicle is currently small, and lateral travel cannot be achieved due to the limitations of the universal joint. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a vehicle chassis and a vehicle in view of the deficiencies in the prior art.

[0004] The technical solution of the present invention to solve the above technical problems is as follows: a vehicle chassis, comprising: four wheels, a frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems. The frame, four sets of the variable angle transmission devices, four sets of the suspension systems, two sets of the differential systems, and two sets of the steering systems all support the four wheels to turn to one side at an angle of at least 90 degrees at the same time.

[0005] The beneficial effects of the present invention are: through the layout design of the frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems, the four wheels can simultaneously turn to one side at an angle of at least 90 degrees, avoiding the obstruction of the steering of the wheels by the components and systems in the chassis, and preventing the wheels from being stuck by the components and systems in the chassis and limiting the rotation range of the wheels; the vehicle's lateral travel, four-wheel steering, and in-situ rotation functions can be realized. The vehicle can realize four-wheel steering, four-wheel drive, lateral movement, and in-situ rotation functions, and can improve the high-speed stability and low-speed maneuverability of the vehicle, making it convenient to park.

[0006] Furthermore, the variable angle transmission device includes: a steering universal joint, a steering universal joint connecting rod, a first universal joint, a spline telescopic connecting rod, a power universal joint connecting rod, a second universal joint, and a power universal joint. One end of the steering universal joint is rotatably fixed to the clevis shaft and passes through the clevis shaft and is fixedly connected to the wheel. The other end is connected to the first universal joint by the steering universal joint connecting rod. The other end of the first universal joint is connected to the second universal joint by a spline telescopic connecting rod and is rotatably fixed to the control arm. The axis of the spline telescopic connecting rod coincides with the center line of the steering range of the wheel. The second universal joint is connected to the power universal joint by a power universal joint connecting rod. The other end of the power universal joint is connected to the output bevel gear of the differential system.

[0007] The beneficial effect of adopting the above further scheme is: by designing a variable angle transmission device with a steering universal joint, a steering universal joint connecting rod, a first universal joint, a spline telescopic connecting rod, a second universal joint, and a power universal joint, the working angle range of the universal joint is fully utilized, and multiple universal joints are used in combination, so that the variable angle transmission device can support the four wheels to turn to one side at an angle of at least 90 degrees at the same time, avoiding obstruction of the steering of the wheels by the various components and systems in the chassis, and preventing the wheels from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheels; realizing the vehicle's lateral travel, four-wheel steering and on-the-spot rotation and other functions.

[0008] Furthermore, the differential system includes: a middle bevel gear, a middle output bevel gear, a middle connecting rod, an outer bevel gear, an outer output bevel gear, an outer connecting rod, and a differential. The middle bevel gear is splined to the middle connecting rod, and the other end of the middle connecting rod passes through the outer bevel gear and the outer connecting rod to be connected to the differential. One end of the outer connecting rod is connected to the differential, and the other end is splined to the outer bevel gear. The outer bevel gear is meshed with the outer output bevel gear, and the middle bevel gear is meshed with the middle output bevel gear. The outer output bevel gear and the middle output bevel gear are respectively connected to the power universal joints of four sets of variable angle transmission devices.

[0009] The beneficial effect of adopting the above further scheme is: by designing a differential system with a middle bevel gear, a middle output bevel gear, a middle connecting rod, an outer bevel gear, an outer output bevel gear, an outer connecting rod, and a differential, it is different from the traditional differential system in which the left and right half-axles are coaxially installed on both sides of the differential, resulting in the traditional differential system restricting the working angle range of the left and right half-axles. The present invention can increase the working angle range of the left and right half-axles by increasing or shortening the length of the middle connecting rod and the outer connecting rod, which is convenient for supporting the installation of the variable angle transmission device to meet the steering angle of the wheel to one side at least 90 degrees and the steering angle to the other side at most 45 degrees.

[0010] Furthermore, a power source is provided on the frame, and the power source is drivingly connected to the differential.

[0011] The beneficial effect of adopting the above further solution is that the power source is provided to provide power to the differential to drive the chassis to move.

[0012] Furthermore, the steering system includes: a steering telescopic device, two left and right arc-shaped steering rods, and two left and right steering arms. The steering telescopic device is arranged on the frame, and the left and right arc-shaped steering rods are hinged at both ends of the steering telescopic device one by one. The other ends of the left and right arc-shaped steering rods are hinged to the steering arms on the same side one by one. The steering arms are part of the ram's horn shaft, and the center lines of the left and right steering arms are parallel and biased to the side with a smaller steering angle of the wheel to avoid a steering dead point.

[0013] The beneficial effect of adopting the above further scheme is: by designing a steering system with a steering telescopic device, two left and right arc-shaped steering rods, and two left and right steering arms, the steering and steering angle of the front and rear wheels can be controlled simultaneously or separately, and the steering of two wheels in the same row can be controlled simultaneously.

[0014] Furthermore, the side with the smaller wheel steering angle is the side with a steering angle less than or equal to 45 degrees.

[0015] The beneficial effect of adopting the above further solution is that the center lines of the left and right steering arms are parallel and biased toward the side with a smaller wheel steering angle to avoid a steering dead point.

[0016] Furthermore, the suspension system includes: at least one control arm, one end of which is hinged to the frame so as to swing up and down, and the other end of which is hinged to the clevis shaft, and the outer peripheral boundary of the control arm is located outside the steering range of the wheel.

[0017] The beneficial effect of adopting the above further solution is that the connection between the clevis axle and the frame is facilitated by designing a suspension system with at least one control arm. The outer peripheral boundary of the control arm is located outside the wheel steering range, so that the four wheels can simultaneously turn at least 90 degrees to one side and less than or equal to 45 degrees to the other side. The independent suspension improves the ride comfort while realizing the functions of lateral travel, four-wheel steering and rotation on the spot of the vehicle.

[0018] Furthermore, the wheel steering range is from a steering angle of the wheel to one side of at least 90 degrees to a steering angle of the wheel to the other side of less than or equal to 45 degrees.

[0019] The beneficial effect of adopting the above further solution is: by designing a suspension system with at least one control arm, it is convenient to connect the horn axle to the frame. The outer peripheral boundary of the control arm is located outside the steering range of the wheel, so that the four wheels can simultaneously turn at an angle of at least 90 degrees to one side and less than or equal to 45 degrees to the other side, avoiding the obstruction of the steering of the wheels by the components and systems in the chassis, and preventing the wheels from being stuck by the components and systems in the chassis and limiting the rotation range of the wheels; realizing the functions of lateral travel, four-wheel steering and rotation in situ of the vehicle.

[0020] Furthermore, the frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems all support the four wheels to simultaneously turn to the other side at an angle less than or equal to 45 degrees.

[0021] In addition, the present invention also provides a vehicle, which includes: a vehicle chassis as described in any one of the above items.

[0022] The beneficial effects of the present invention are as follows: through the layout design of the vehicle frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems, the four wheels can simultaneously turn at an angle of at least 90 degrees to one side and a turning angle of less than or equal to 45 degrees to the other side, thereby avoiding obstruction of the steering of the wheels by the various components and systems in the chassis, and preventing the wheels from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheels; and realizing the functions of the vehicle such as lateral travel, four-wheel steering, and rotation in situ.

[0023] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A top view of a double wishbone structure of a vehicle chassis provided in an embodiment of the present invention.

[0025] Figure 2 A side view of a double wishbone structure of a vehicle chassis provided in an embodiment of the present invention.

[0026] Figure 3 A schematic structural diagram of a vehicle chassis provided in an embodiment of the present invention.

[0027] Figure 4 A side view of the McPherson structure of a vehicle chassis provided by an embodiment of the present invention.

[0028] Figure 5 A schematic diagram of the axial principle of a vehicle chassis provided by an embodiment of the present invention.

[0029] Figure 6A schematic diagram of the wheel axial range and universal joint range provided in an embodiment of the present invention.

[0030] Figure 7 A schematic diagram of the 90-degree steering structure of the front wheels of a vehicle chassis provided in an embodiment of the present invention.

[0031] Figure 8 A schematic diagram of the structure of a vehicle chassis in which the front wheels turn right 45 degrees and the rear wheels turn left 45 degrees provided in an embodiment of the present invention.

[0032] Explanation of the accompanying drawings: 1-wheel; 2-frame; 3-variable angle transmission device; 4-suspension system; 5-differential system; 6-steering system; 7-control arm; 8-ramid shaft; 9-power source; 13-steering universal joint connecting rod; 14-spline telescopic connecting rod; 15-power universal joint connecting rod; 16-steering universal joint; 17-first universal joint; 18-second universal joint; 19-power universal joint; 23-differential; 25-middle bevel gear; 26-middle output bevel gear; 27-outer bevel gear; 28-outer output bevel gear; 29-outer connecting rod; 30-middle connecting rod; 31-arc steering rod; 32-steering telescopic device; 33-steering support arm; 34-second coupling; 35-first coupling. DETAILED DESCRIPTION

[0033] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0034] like Figures 1 to 8 As shown, an embodiment of the present invention provides a vehicle chassis, which includes: four wheels 1, a frame 2, four sets of variable angle transmission devices 3, four sets of suspension systems 4, two sets of differential systems 5, and two sets of steering systems 6. The frame 2, the four sets of the variable angle transmission devices 3, the four sets of the suspension systems 4, the two sets of the differential systems 5, and the two sets of the steering systems 6 all support the four wheels 1 to turn to one side at an angle of at least 90 degrees at the same time.

[0035] The beneficial effects of the present invention are as follows: through the layout design of the frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems, the four wheels can simultaneously turn to one side at an angle of at least 90 degrees, avoiding obstruction of the steering of the wheels by the various components and systems in the chassis, and preventing the wheels from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheels; the vehicle's lateral travel, four-wheel steering, and on-the-spot rotation and other functions are realized.

[0036] Figure 6A represents the total steering angle of the wheel, which can be 135 degrees, B represents the steering angle of the wheel to the other side is less than or equal to 45 degrees, C represents the steering angle of the wheel to one side is at least 90 degrees, and D represents the theoretical maximum working range of the double universal joint.

[0037] It should be noted that the working angle of wheel steering depends on the maximum working angle range of the double universal joint, and the maximum working angle range of the universal joint is affected by the type and processing technology. Although the theoretical maximum working angle of the universal joint is large, the large angle operation of the universal joint will accelerate wear and damage, shorten the service life, and reduce transmission efficiency. Therefore, A is a part of D that is selected from the best to meet the vehicle's lateral driving and normal left and right steering. The range of D is affected by the technical development level of the universal joint.

[0038] The one side and the other side of the present invention may correspond to the left side and the right side of the chassis, or may correspond to the right side and the left side of the chassis.

[0039] By tilting and rotatably arranging the variable angle transmission device on the control arm, according to actual needs, the obstruction of the wheel steering by the various components and systems in the chassis can be avoided, and the wheel can be prevented from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheel; overcome technical prejudice, change the technical prejudice of the prior art that the drive shaft and the wheel are installed approximately vertically, and install the variable angle transmission device on the control arm at an angle, so that there is an inclination angle between the variable angle transmission device and the wheel, preventing the drive shaft from obstructing the wheel steering, and making full use of the working angle range of the double universal joint to realize the vehicle's lateral travel, four-wheel steering and on-the-spot rotation and other functions.

[0040] Four-wheel steering can provide low-speed flexibility, high-speed stability, reduce the inner wheel difference, improve safety, and increase the wheelbase and interior space without affecting the original turning radius compared to front-wheel steering. Lateral movement can be used for lateral parking in and out of parking spaces, which is simple and easy to operate, especially for drivers with insufficient driving experience or female drivers. Automatic parking procedures are therefore simplified and easy to complete. Now major automobile manufacturers are developing automatic driving systems and computer-driven cars. Automatic driving gives cars a smart mind, while four-wheel steering and four-wheel drive give cars a more flexible and strong body foundation.

[0041] A pair of variable angle transmission devices located on the left side of the frame are inclined toward the front of the frame, and a pair of variable angle transmission devices located on the right side of the frame are inclined toward the rear of the frame, so that the wheels of the front and rear axles of the chassis can swing in the same direction, and the variable angle transmission device gives way to the steering of the wheel to the maximum extent while transmitting power to the wheel, preventing the variable angle transmission device from hindering the steering of the wheel, increasing the steering amplitude of the wheel, so that the right turn angle of the wheel can reach 90 degrees, the left turn angle can reach 45 degrees, and the wheel swing angle is 135 degrees. The control arm can be a triangular structure, the hypotenuse of the control arm located on the left side of the frame faces the rear of the frame, and the hypotenuse of the control arm located on the right side of the frame faces the front of the frame, so that the wheels of the front and rear axles of the chassis can swing in the same direction, and the control arm gives way to the steering of the wheel to the maximum extent while supporting the vehicle, preventing the control arm from hindering the steering of the wheel, increasing the steering amplitude of the wheel, so that the right turn angle of the wheel can reach 90 degrees, the left turn angle can reach 45 degrees, and the wheel swing angle is 135 degrees.

[0042] like Figures 1 to 8 As shown, further, the variable angle transmission device 3 includes: a steering universal joint 16, a steering universal joint connecting rod 13, a first universal joint 17, a spline telescopic connecting rod 14, a power universal joint connecting rod 15, a second universal joint 18, and a power universal joint 19. One end of the steering universal joint 16 is rotatably fixed to the clevis shaft 8 and passes through the clevis shaft 8 and is fixedly connected to the wheel 1. The other end is connected to the first universal joint 17 by the steering universal joint connecting rod 13. The other end of the first universal joint 17 is connected to the second universal joint 18 by the spline telescopic connecting rod 14 and is rotatably fixed on the control arm 7. The axis of the spline telescopic connecting rod 14 coincides with the center line of the steering range of the wheel 1. The second universal joint 18 is connected to the power universal joint 19 by the power universal joint connecting rod 15. The other end of the power universal joint 19 is connected to the output bevel gear of the differential system 5.

[0043] The beneficial effect of adopting the above further scheme is: by designing a variable angle transmission device with a steering universal joint, a steering universal joint connecting rod, a first universal joint, a spline telescopic connecting rod, a second universal joint, and a power universal joint, the working angle range of the universal joint is fully utilized, and multiple universal joints are used in combination, so that the variable angle transmission device can support the four wheels to simultaneously turn to one side at an angle of at least 90 degrees and to the other side at an angle of less than or equal to 45 degrees, thereby avoiding obstruction of the steering of the wheels by the various components and systems in the chassis, and preventing the wheels from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheels; the vehicle's lateral travel, four-wheel steering, and on-the-spot rotation and other functions are realized.

[0044] like Figures 1 to 8As shown, further, the differential system 5 includes: a middle bevel gear 25, a middle output bevel gear 26, a middle connecting rod 30, an outer bevel gear 27, an outer output bevel gear 28, an outer connecting rod 29, and a differential 23. The middle bevel gear 25 is splined to the middle connecting rod 30, and the other end of the middle connecting rod 30 passes through the outer bevel gear 27 and the outer connecting rod 29 to be connected to the differential 23. One end of the outer connecting rod 29 is connected to the differential 23, and the other end is splined to the outer bevel gear 27. The outer bevel gear 27 is meshed with the outer output bevel gear 28, and the middle bevel gear 25 is meshed with the middle output bevel gear 26. The outer output bevel gear 28 and the middle output bevel gear 26 are respectively connected to the power universal joints 19 of the four sets of variable angle transmission devices 3.

[0045] The beneficial effects of adopting the above further scheme are: by designing a differential system with a middle bevel gear, a middle output bevel gear, a middle connecting rod, an outer bevel gear, an outer output bevel gear, an outer connecting rod, and a differential, it is convenient to transmit power to the variable angle transmission device, and it is convenient for the differential system to support the four wheels to turn at least 90 degrees to one side and less than or equal to 45 degrees to the other side at the same time, avoiding the obstruction of the steering of the wheels by the components and systems in the chassis, and preventing the wheels from being stuck by the components and systems in the chassis and limiting the rotation range of the wheels; realizing the functions of lateral travel, four-wheel steering and rotation in place of the vehicle. It is realized that all four wheels are powered, that is, four-wheel drive, and when traveling horizontally, the four-wheel drive is more stable.

[0046] like Figures 1 to 8 As shown, further, a power source 9 is provided on the frame 2 , and the power source 9 is drivingly connected to the differential 23 .

[0047] The beneficial effect of adopting the above further solution is that the power source is provided to provide power to the differential to drive the chassis to move.

[0048] The power source 9 is connected to the front differential through a first coupling 35 , and the power source 9 is connected to the rear differential through a second coupling 34 .

[0049] like Figures 1 to 8 As shown, further, the steering system 6 includes: a steering telescopic device 32, two left and right arc-shaped steering rods 31, and two left and right steering arms 33. The steering telescopic device 32 is arranged on the frame 2, and the left and right arc-shaped steering rods 31 are hinged at both ends of the steering telescopic device 32 one by one. The other ends of the left and right arc-shaped steering rods 31 are hinged to the steering arms 33 on the same side one by one. The steering arms 33 are part of the ram's horn shaft 8, and the center lines of the left and right steering arms 33 are parallel and biased to the side with a smaller steering angle of the wheel to avoid a steering dead point.

[0050] The beneficial effect of adopting the above further scheme is: by designing a steering system with a steering telescopic device, two left and right arc-shaped steering rods, and two left and right steering arms, the steering and steering angle of the front and rear wheels can be controlled simultaneously or separately; the steering of two wheels in the same row can be controlled simultaneously.

[0051] The steering telescopic device moves left and right. When the left side is extended, the right side is retracted. The internal structure is an integrated structure and can be hydraulic, electric spur rack power assistance or motor drive.

[0052] like Figures 1 to 8 As shown, further, the side with a smaller wheel steering angle is a side with a steering angle less than or equal to 45 degrees.

[0053] The beneficial effect of adopting the above further solution is that the center lines of the left and right steering arms are parallel and biased toward the side with a smaller wheel steering angle to avoid a steering dead point.

[0054] like Figures 1 to 8 As shown, further, the suspension system 4 includes: at least one control arm 7, one end of the control arm 7 is hinged to the frame 2 so as to swing up and down, and the other end is hinged to the clevis shaft 8, and the outer peripheral boundary of the control arm 7 is located outside the steering range of the wheel 1.

[0055] The beneficial effect of adopting the above further solution is that the connection between the clevis axle and the frame is facilitated by designing a suspension system with at least one control arm. The outer peripheral boundary of the control arm is located outside the wheel steering range, so that the four wheels can simultaneously turn at least 90 degrees to one side and less than or equal to 45 degrees to the other side. The independent suspension improves the ride comfort while realizing the functions of lateral travel, four-wheel steering and rotation on the spot of the vehicle.

[0056] like Figures 1 to 8 As shown, further, the steering range of the wheel 1 is from a steering angle of at least 90 degrees to one side to a steering angle of less than or equal to 45 degrees to the other side.

[0057] The beneficial effect of adopting the above further solution is: by designing a suspension system with at least one control arm, it is convenient to connect the horn axle to the frame. The outer peripheral boundary of the control arm is located outside the steering range of the wheel, so that the four wheels can simultaneously turn at an angle of at least 90 degrees to one side and less than or equal to 45 degrees to the other side, avoiding the obstruction of the steering of the wheels by the components and systems in the chassis, and preventing the wheels from being stuck by the components and systems in the chassis and limiting the rotation range of the wheels; realizing the functions of lateral travel, four-wheel steering and rotation in situ of the vehicle.

[0058] like Figures 1 to 8As shown, further, the suspension system 4 can be a double wishbone independent suspension or a McPherson independent suspension.

[0059] The beneficial effect of adopting the above further solution is that the independent suspension can improve the comfort and stability of the vehicle.

[0060] It should be noted that the suspension system of the present invention may be, but is not limited to, a double wishbone independent suspension or a McPherson independent suspension, and other suspension structures are also applicable.

[0061] Furthermore, the frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems all support the four wheels to simultaneously turn to the other side at an angle less than or equal to 45 degrees.

[0062] In addition, an embodiment of the present invention further provides a vehicle, which includes: a vehicle chassis as described in any one of the above.

[0063] The beneficial effects of the present invention are as follows: through the layout design of the vehicle frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems, the four wheels can simultaneously turn at an angle of at least 90 degrees to one side and a turning angle of less than or equal to 45 degrees to the other side, thereby avoiding obstruction of the steering of the wheels by the various components and systems in the chassis, and preventing the wheels from being stuck by the various components and systems in the chassis and limiting the rotation range of the wheels; and realizing the functions of the vehicle such as lateral travel, four-wheel steering, and rotation in situ.

[0064] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle chassis, characterized in that: include: Four wheels, a vehicle frame, four sets of variable angle transmission devices, four sets of suspension systems, two sets of differential systems, and two sets of steering systems. The vehicle frame, the four sets of variable angle transmission devices, the four sets of suspension systems, the two sets of differential systems, and the two sets of steering systems all support the four wheels to simultaneously turn to one side at an angle of at least 90 degrees. The variable angle transmission device comprises: a steering universal joint (16), a steering universal joint connecting rod (13), a first universal joint (17), a spline telescopic connecting rod (14), a power universal joint connecting rod (15), a second universal joint (18), and a power universal joint (19). One end of the steering universal joint (16) is rotatably fixed to a clevis shaft (8) and passes through the clevis shaft (8) to be fixedly connected to the wheel (1). The other end of the steering universal joint (16) is rotatably fixed to a clevis shaft (8) and passes through the clevis shaft (8) to be fixedly connected to the wheel (1). The first universal joint (17) is connected to the first universal joint (17) by a steering universal joint connecting rod (13); the other end of the first universal joint (17) is connected to the second universal joint (18) by a spline telescopic connecting rod (14) and is rotatably fixed on the control arm (7); the axis of the spline telescopic connecting rod (14) coincides with the center line of the steering range of the wheel (1); the second universal joint (18) is connected to the power universal joint (19) by a power universal joint connecting rod (15); the other end of the power universal joint (19) is connected to the output bevel gear of the differential system; the differential system comprises: a middle bevel gear (25), a middle output bevel gear (26), a middle connecting rod (30), an outer bevel gear (27), an outer output bevel gear (28), an outer connecting rod (29), and a differential (23); the middle bevel gear (25) is connected to the first universal joint (17) by a steering universal joint connecting rod (13); the other end of the first universal joint (17) is connected to the second universal joint (18) by a spline telescopic connecting rod (14) and a control arm (7); the axis of the spline telescopic connecting rod (14) coincides with the center line of the steering range of the wheel (1); the second universal joint (18) is connected to the power universal joint (19) by a power universal joint connecting rod (15); the other end of the power universal joint (19) is connected to the output bevel gear of the differential system; the differential system comprises: a middle bevel gear (25), a middle output bevel gear (26), a middle connecting rod (30), an outer bevel gear (27), an outer output bevel gear (28), an outer connecting rod (29), and a differential (23); The bevel gear (25) is spline-connected to the middle connecting rod (30), the other end of the middle connecting rod (30) passes through the outer bevel gear (27) and the outer connecting rod (29) and is connected to the differential (23), one end of the outer connecting rod (29) is connected to the differential (23), and the other end is spline-connected to the outer bevel gear (27), the outer bevel gear (27) is meshed with the outer output bevel gear (28), the middle bevel gear (25) is meshed with the middle output bevel gear (26), and the outer output bevel gear (28) and the middle output bevel gear (26) are respectively connected to the power universal joints (19) of the four sets of variable angle transmission devices; the steering system comprises: a steering telescopic device (32), two left and right arc-shaped steering rods (31), and two left and right steering arms (33), the steering telescopic device (32) The suspension system is arranged on a vehicle frame, wherein two left and right arc-shaped steering rods (31) are hinged to two ends of a steering telescopic device (32) in a one-to-one manner, and the other ends of the left and right arc-shaped steering rods (31) are hinged to a steering support arm (33) on the same side in a one-to-one manner, wherein the steering support arm (33) is a part of a horn shaft (8), and the center lines of the left and right steering support arms (33) are parallel and biased toward a side with a smaller wheel steering angle to avoid a steering dead point; the side with a smaller wheel steering angle is a side with a steering angle less than or equal to 45 degrees; the suspension system comprises: at least one control arm (7), one end of the control arm (7) is hinged to the vehicle frame in a swingable manner, and the other end is hinged to the horn shaft (8), and the outer peripheral boundary of the control arm is located outside the wheel steering range;The frame, the four sets of variable angle transmission devices, the four sets of suspension systems, the two sets of differential systems, and the two sets of steering systems all support the four wheels to simultaneously turn to the other side at an angle of less than or equal to 45 degrees; the variable angle transmission device is tilted and rotatably arranged on the control arm, so that there is an inclination angle between the variable angle transmission device and the wheel, thereby preventing the transmission shaft from obstructing the steering of the wheel, making full use of the working angle range of the double universal joint, and realizing the vehicle's lateral travel, four-wheel steering and on-the-spot rotation functions; a pair of variable angle transmission devices located on the left side of the frame are tilted toward the front of the frame, and a pair of variable angle transmission devices located on the right side of the frame are tilted toward the rear of the frame, so that the wheels of the front axle and the rear axle of the chassis can swing in the same direction, and the variable angle transmission device is While the wheel transmits power, it gives way to the wheel's steering to the maximum extent possible, preventing the variable angle transmission device from hindering the wheel's steering; the control arm is a triangular structure, with the hypotenuse of the control arm on the left side of the frame facing the rear of the frame, and the hypotenuse of the control arm on the right side of the frame facing the front of the frame, so that the wheels of the front and rear axles of the chassis can swing in the same direction, and the control arm gives way to the wheel's steering to the maximum extent possible while supporting the vehicle, preventing the control arm from hindering the wheel's steering, increasing the wheel's steering range, so that the wheel's right turn angle can reach 90 degrees, the left turn angle can reach 45 degrees, and the wheel's swing angle is 135 degrees; the steering telescopic device moves left and right, when the left side is extended, the right side is retracted, and the internal structure is an integrated structure; the suspension system is a double wishbone independent suspension or a McPherson independent suspension. ; 2. A vehicle chassis according to claim 1, characterized in that: The frame is provided with a power source, and the power source is drivingly connected to the differential.

3. A vehicle chassis according to claim 1, characterized in that: The wheel steering range is from a steering angle of at least 90 degrees to one side to a steering angle of less than or equal to 45 degrees to the other side.

4. A vehicle, characterized in that: include: A vehicle chassis as claimed in any one of claims 1 to 3.

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