Special vehicle chassis and special vehicles

Abstract

The present application relates to a special vehicle chassis and a special vehicle, the special vehicle comprising a power take-off, a cooling system and an upper mounting system, the power take-off comprising a first power take-off port and a second power take-off port, the cooling system being connected to the first power take-off port, the upper mounting system being connected to the second power take-off port, wherein the central axis direction of the first power take-off port and the central axis direction of the second power take-off port intersect. The special vehicle chassis can solve the problem that the arrangement space of various components on the special vehicle chassis is difficult to expand and the height of the whole vehicle is difficult to reduce.

Description

Technical Field

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

[0002] As the use environment becomes more complex and changeable, the requirements for special vehicles are becoming more and more stringent. Multi-axle vehicles can be used in various complex road environments, so they are used in special vehicles. However, due to the limitation of wheelbase, it is difficult to expand the layout space of various components on the chassis and it is difficult to reduce the height of the vehicle. Summary of the invention

[0003] Based on this, it is necessary to provide a special vehicle chassis and a special vehicle to address the problem that the layout space of various components on the special vehicle chassis is difficult to expand and the height of the entire vehicle is difficult to lower.

[0004] According to one aspect of the present application, a special vehicle chassis is provided, comprising: a power take-off, including a first power take-off port and a second power take-off port; a cooling system connected to the first power take-off port; and a superstructure system connected to the second power take-off port; wherein the central axis direction of the first power take-off port intersects with the central axis direction of the second power take-off port.

[0005] In some embodiments, the angle between the central axis of the first power taking-off port and the central axis of the second power taking-off port is 55° to 65°.

[0006] In some embodiments, the special vehicle chassis includes an engine and a transmission; the power take-off includes a sandwich power take-off connected between the engine and the transmission.

[0007] In some embodiments, the special vehicle chassis includes a transmission system; the transmission system includes a main reducer; the main reducer is offset relative to the engine so that the main reducer avoids the engine.

[0008] In some embodiments, the transmission system includes a plurality of drive axles spaced apart along a first direction; wherein two of the drive axles are configured as steering axles; wherein the first direction is perpendicular to the length direction of the drive axles.

[0009] In some embodiments, the special vehicle chassis includes a suspension system connected to the transmission system; the suspension system includes an oil-gas spring suspension.

[0010] In some embodiments, the cooling system includes a fan and a hydraulic drive assembly connected to the fan.

[0011] In some embodiments, the hydraulic drive assembly includes: a hydraulic motor electrically connected to the fan; and a hydraulic oil cooler disposed beside the hydraulic motor to cool the hydraulic motor.

[0012] According to another aspect of the present application, a special vehicle is provided, comprising the special vehicle chassis as described above.

[0013] In some embodiments, the special vehicle further includes a load-bearing body, and the load-bearing body is assembled on the special vehicle chassis.

[0014] The special vehicle chassis provided in the embodiment of the present application is configured such that the central axis direction of the first power take-off port and the central axis direction of the second power take-off port of the power take-off intersect each other, so that the cooling system connected to the first power take-off port and the upper installation system connected to the second power take-off port are staggered, so as to reduce the sum of the heights of the cooling system and the upper installation system while avoiding mutual interference between the cooling system and the upper installation system, thereby reducing the height of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 An axonometric view of a special vehicle chassis in an embodiment of the present application is shown;

[0016] Figure 2 A schematic diagram showing the connection relationship between the power take-off, the cooling system and the upper mounting system in one embodiment of the present application is shown;

[0017] Figure 3 A schematic diagram of the structure of a powertrain in an embodiment of the present application is shown;

[0018] Figure 4 A schematic diagram of the structure of a cooling system in an embodiment of the present application is shown;

[0019] Figure 5 Shows Figure 4 A schematic diagram of the structure of the cooling system from another perspective;

[0020] Figure 6 A schematic diagram of the structure of a transmission system in one embodiment of the present application is shown;

[0021] Figure 7 A schematic structural diagram of a suspension system in an embodiment of the present application is shown;

[0022] Figure 8 A schematic structural diagram of a steering system in an embodiment of the present application is shown.

[0023] Description of Figure Numbers:

[0024] 10. Powertrain; 11. Engine; 12. Power take-off; 121. First power take-off port; 122. Second power take-off port; 13. Mechanical automatic transmission;

[0025] 20. Cooling system; 21. Fan; 22. Hydraulic motor; 23. Hydraulic oil pump; 24. Hydraulic oil tank; 25. Motor bracket; 26. Hydraulic stop control valve; 27. Radiator; 28. Intercooler; 29. ​​Hydraulic oil cooler;

[0026] 30. Upper installation system;

[0027] 40. Transmission system; 411. Wheel drive shaft of the first bridge; 412. Intermediate transmission shaft of the first bridge; 413. Final reducer of the first bridge; 414. Transmission shaft of the first bridge; 421. Wheel drive shaft of the third bridge; 422. Final reducer of the third bridge; 423. Transmission shaft of the third bridge; 431. Wheel drive shaft of the fourth bridge; 432. Final reducer of the fourth bridge; 433. Transmission shaft of the fourth bridge;

[0028] 50. Suspension system; 51. Control arm; 511. Upper arm; 512. Lower wall; 52. Hydro-gas spring; 53. Fuel tank;

[0029] 60. Steering system; 61. Active steering gear; 611. Steering arm of the first bridge; 612. Steering side tie rod; 613. Steering tie rod; 614. Steering arm of the first bridge; 62. Follow-up steering gear; 63. Steering vertical shaft of the first bridge; 64. Steering vertical shaft of the second bridge; 641. Steering arm of the second bridge; 642. Steering arm of the second bridge; 65. Steering transition tie rod; 66. Steering wheel assembly;

[0030] X, first direction. DETAILED DESCRIPTION

[0031] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0032] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0034] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0035] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0036] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0037] The application of multi-axle vehicles in the field of special vehicles has enabled special vehicles to be used in increasingly harsh environments, but it has also brought about the difficulty of vehicle layout. Specifically, due to the limitation of wheelbase, it is difficult to expand the layout space of each subsystem and assembly. Taking a vehicle with a total length of 8m as an example, the sum of the wheelbases is about 5.5m. On this basis, it is difficult for each subsystem to be completely deployed in the same plane space, and it is necessary to expand the space in the height direction of the vehicle, which makes it difficult to reduce the height of the vehicle.

[0038] To solve the above problems, an embodiment of the present application provides a special vehicle chassis, by arranging a sandwich power take-off between the engine and the transmission, and the two power take-off ports of the sandwich power take-off are arranged at an angle, so that the components connected to the two power take-off ports can be staggered in the height direction of the entire vehicle, thereby reducing the height of the entire vehicle.

[0039] Figure 1 An axonometric view of a special vehicle chassis in one embodiment of the present application is shown. Figure 2 A schematic diagram showing the connection relationship between a power take-off, a cooling system and a top-mounted system in one embodiment of the present application is shown.

[0040] See also Figure 1 and Figure 2 An embodiment of the present application provides a special vehicle chassis, including a power take-off 12, a cooling system 20 and a mounting system 30, wherein the power take-off 12 includes a first power take-off port 121 and a second power take-off port 122, the cooling system 20 is connected to the first power take-off port 121, and the mounting system 30 is connected to the second power take-off port 122, wherein the central axis direction of the first power take-off port 121 intersects with the central axis direction of the second power take-off port 122.

[0041] A power take-off, also known as a power output device, usually includes a gearbox, a clutch, and a controller. The gearbox is provided with one or more sets of speed gears. The interface provided at the output end of the power take-off is a power take-off port, and the number of power take-off ports can be one or more. The power take-off can be connected to the low-speed gear of the transmission or the output shaft of the auxiliary box, and the power take-off port is connected to an external working device to output power to the external working device, such as a lifting pump. The control methods of the power take-off include mechanical control, hydraulic control, pneumatic control, vacuum source control, and electronic control. The power output forms of the power take-off include power output from the side of the transmission, power output from the front of the transmission, power output from the rear of the transmission, and power output from the front of the engine 11.

[0042] The main function of the cooling system 20 is to diffuse heat into the air to prevent the engine 11 from overheating. The types of cooling systems 20 include liquid cooling and air cooling. The liquid cooling system 20 circulates liquid through the pipelines in the engine 11. When the liquid flows through the high-temperature engine 11, it absorbs heat. The liquid that absorbs heat continues to flow to the heat exchanger and dissipates the heat into the air, thereby reducing the temperature of the engine 11. The air cooling system 20 dissipates heat from the cylinder through the aluminum sheet attached to the surface of the cylinder block of the engine 11, and uses the fan 21 to blow air to the aluminum sheet to diffuse the heat into the air, thereby achieving the purpose of cooling the engine 11.

[0043] The upper mounting system 30 is an operating system installed on the vehicle so that the vehicle has other operating functions in addition to the driving function. For example, a mixer truck has the functions of transporting and mixing, a garbage truck has the functions of transporting and collecting garbage, and a watering truck has the function of spraying water while driving.

[0044] It is understandable that when the cooling system 20 and the upper mounting system 30 are arranged in the vertical direction, the space reserved in the vertical direction needs to be greater than or equal to the sum of the heights of the cooling system and the upper mounting system 30 in the vertical direction, so as to avoid interference between the cooling system 20 and the upper mounting system 30, which makes the height of the whole vehicle higher. However, in the special vehicle chassis provided in the embodiment of the present application, since the central axis direction of the first power take-off port 121 of the power take-off device 12 intersects with the central axis direction of the second power take-off port 122, the cooling system 20 connected to the first power take-off port 121 and the upper mounting system 30 connected to the second power take-off port 122 are staggered, thereby reducing the sum of the heights of the cooling system 20 and the upper mounting system 30, and then reducing the height of the whole vehicle.

[0045] In some embodiments, the angle between the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 is 55° to 65°. Specifically, the angle between the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 may be 56°, 57°, 58°, 59°, 60°, 61°, 62°, 63°, 64°. Among them, the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 may be located in two parallel planes, or in two intersecting planes. Taking the example that the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 are located in two parallel planes, the plane parallel to the two planes is taken as the reference plane, and the direction perpendicular to the reference plane is taken as the reference direction. The larger the angle between the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122, the smaller the probability of mutual interference between the cooling system 20 connected to the first power take-off port 121 and the upper mounting system 30 connected to the second power take-off port 122, and the smaller the sum of the heights of the cooling system 20 and the upper mounting system 30 in the reference direction. At the same time, it is considered that if the angle between the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 is too large, the space occupied by the cooling system 20 connected to the first power take-off port 121 and the upper mounting system 30 connected to the second power take-off port 122 on the reference plane is too large. Based on this, in the embodiment of the present application, the angle between the central axis of the first power take-off port 121 and the central axis of the second power take-off port 122 is set to 55° to 65°, so as to reduce the sum of the space occupied by the cooling system 20 and the upper mounting system 30 while avoiding mutual interference between the cooling system 20 and the upper mounting system 30.

[0046] Furthermore, the special vehicle chassis includes an engine 11 and a transmission; the power take-off 12 includes a sandwich power take-off connected between the engine 11 and the transmission. By connecting the sandwich power take-off between the engine 11 and the transmission, power can be obtained from the engine 11 uninterruptedly.

[0047] Furthermore, the special vehicle chassis includes a transmission system 40, which includes a main reducer. The main reducer is offset relative to the engine 11 so that the main reducer avoids the engine 11, so that the engine 11 can be lowered accordingly, thereby lowering the floor height and further reducing the height of the entire vehicle.

[0048] Specifically, the transmission system 40 includes a plurality of drive axles arranged at intervals along a first direction X, wherein two drive axles are configured as reduction axles, wherein the first direction X is perpendicular to the length direction of the drive axles. The drive axle is a mechanism located at the end of the transmission system, capable of changing the speed and torque from the transmission and transmitting them to the drive wheels. For example, the transmission system 40 includes four drive axles arranged at intervals along the first direction X, wherein the first two drive axles are configured as steering axles, i.e., the steering system 60 of the chassis adopts dual front axle steering, which can be applied to a variety of multi-axle vehicles.

[0049] In a specific embodiment, with the length direction of the drive axle as the left-right direction, the multiple drive axles spaced apart along the first direction X are one axle, two axles, three axles, and four axles in sequence, the main reducer is offset to the left relative to the center position of the first axle, and the engine 11 is offset to the right relative to the center position of the first axle. In this way, the main reducer can avoid the engine 11, and the engine 11 can be lowered accordingly, thereby reducing the floor height and further reducing the height of the entire vehicle.

[0050] Furthermore, the special vehicle chassis includes a suspension system 50 connected to the transmission system 40; the suspension system 50 includes a gas spring 52 suspension. The gas spring 52 suspension can be an independent suspension or a non-independent suspension. It uses gas as an elastic medium and liquid as a force transmission medium. It has good buffering capacity. It is connected to the special vehicle chassis to improve the buffering and shock absorption capacity of the chassis.

[0051] In some embodiments, the cooling system 20 includes a fan 21 and a hydraulic drive assembly connected to the fan 21. The hydraulic drive assembly is used to provide power for the fan 21 to improve the heat dissipation capacity of the cooling system 20.

[0052] Furthermore, the hydraulic drive assembly includes a hydraulic motor 22 and a hydraulic oil cooler 29. The hydraulic motor 22 is electrically connected to the fan 21 to provide power for the fan 21. The hydraulic oil cooler 29 is disposed beside the hydraulic motor 22 to cool the hydraulic motor 22.

[0053] In a specific embodiment, the special vehicle chassis includes a powertrain 10 , a cooling system 20 , a transmission system 40 , a suspension system 50 , a steering system 60 , and a body system 30 .

[0054] Figure 3 A schematic structural diagram of a powertrain in an embodiment of the present application is shown.

[0055] See also Figure 3 The power assembly 10 is arranged at the front right side of the symmetry plane of the whole vehicle. The power assembly 10 includes an engine 11, a sandwich power take-off and a mechanical automatic transmission 13. The sandwich power take-off is located between the engine 11 and the mechanical automatic transmission 13. The two ends of the sandwich power take-off are respectively connected to the flywheel housing and the clutch housing of the engine 11 through studs. The structural advantage of the sandwich power take-off is that the power is transmitted from the engine 11 to the output shaft by a gear transmission method. The gear transmission method has high transmission efficiency and high transmission power. In addition, the parts are small in size, the system structure is compact, and the processing cost is low, which can save costs. The sandwich power take-off can continuously obtain power from the engine 11 to meet the continuous power take-off requirements.

[0056] The sandwich power take-off has two power take-off ports, and the angle between the central axes of the two power take-off ports is 60°. The two power take-off ports are respectively cooling system 20 and upper mounting system 30, and can continuously take out power in the driving and parking states of the vehicle, and are not affected by the working state of the transmission system 40. The input shaft of the sandwich power take-off is a spline shaft, which is connected to the flywheel of the engine 11 through the spline. The power from the engine 11 is transmitted to the input shaft of the sandwich power take-off, and then divided into two paths through the two power take-off ports at the output end of the sandwich power take-off, one path supplies the cooling system 20, and the other path supplies the upper mounting system 30.

[0057] Figure 4 A schematic structural diagram of a cooling system in an embodiment of the present application is shown. Figure 5 Shows Figure 4 Schematic diagram of the structure of the cooling system from another perspective.

[0058] See also Figure 4 and Figure 5The cooling system 20 includes a fan 21, a hydraulic motor 22, a hydraulic oil pump 23, a hydraulic oil tank 5324, a motor bracket 25, a hydraulic stop control valve 26, a radiator 27, an intercooler 28, and a hydraulic oil cooler 29. The hydraulic oil pump 23 draws oil from the hydraulic oil tank 5324 to supply the hydraulic motor 22, and the hydraulic motor 22 drives the fan 21 to rotate. The hydraulic motor 22 is fixed to one side of the radiator 27 through the motor bracket 25, the intercooler 28 is arranged on the other side of the radiator 27, the hydraulic oil cooler 29 is arranged below the intercooler 28, and the hydraulic oil cooler 29 is connected to the hydraulic motor 22 through a low-pressure oil pipe, and the hydraulic stop control valve 26 is respectively connected to the hydraulic oil pump 23, the hydraulic motor 22 and the hydraulic oil cooler 29 through two high-pressure oil pipes and one low-pressure oil pipe. Due to the limitation of the vehicle design, the radiator 27 has a small area, but the vehicle is heavy and the load is large, so the heat generation is also large. The hydraulic motor 22 is used to drive the fan 21 to rotate, which can increase the speed of the fan 21 and improve the heat dissipation efficiency. In addition, compared with the mechanical fan 21, the hydraulic fan 21 is more convenient to arrange and occupies less space.

[0059] Figure 6 A schematic structural diagram of a transmission system in an embodiment of the present application is shown.

[0060] See also Figure 6 The transmission system 40 includes a first bridge, a second bridge, a third bridge and a fourth bridge. The first bridge, the third bridge and the fourth bridge are drive bridges, the second bridge is not driven, the first bridge includes a first bridge wheel side drive shaft 411, a first bridge intermediate transmission shaft 412, a first bridge main reducer 413, and a first bridge transmission shaft 414. The third bridge includes a third bridge wheel side drive shaft 421, a third bridge main reducer 422, a transfer case, and a third bridge transmission shaft 423. The fourth bridge includes a fourth bridge wheel side drive shaft 431, a fourth bridge main reducer 432, and a fourth bridge transmission shaft 433. The first-bridge main reducer 413 is offset to the left, and the right end of the first-bridge main reducer 413 is connected to the first-bridge wheel side drive shaft 411 located on the right side through the first-bridge intermediate transmission shaft 412, and the intermediate transmission shaft is connected to the upper and lower brackets connecting the first-bridge main reducer 413 and the vehicle body through the intermediate support bearing seat and the bearing assembly; the transfer case is connected to the third-bridge main reducer 422, and the third-bridge main reducer 422 and the transfer case are connected to the first-bridge main reducer 413 through the first-bridge transmission shaft 414, and the third-bridge main reducer 422 and the transfer case are also connected to the mechanical automatic transmission 13 through the third-bridge transmission shaft 423, and the third-bridge main reducer 422 and the transfer case are connected to the fourth-bridge main reducer 432 through the fourth-bridge transmission shaft 433; the third-bridge wheel side drive shaft 421 is connected to the third-bridge main reducer 422, and the fourth-bridge wheel side drive shaft 431 is connected to the fourth-bridge main reducer 432. By adopting the method of biasing the primary reducer 413 to the left, the height of the power assembly 10 and the transmission chain of the power assembly 10 is lowered to lower the floor height, thereby lowering the height of the entire vehicle.

[0061] Figure 7A structural schematic diagram of a suspension system in an embodiment of the present application is shown.

[0062] See also Figure 7 The suspension system 50 includes a control arm 51, a gas spring 52, a fuel tank 53 and a pipeline. The gas spring 52 is connected to the control arm 51, and the fuel tank 53 is connected to the gas spring 52 through a pipeline. The control arm 51 includes an upper arm 511 and a lower wall 512. There are multiple control arms 51, and the multiple control arms 51 correspond to one bridge, two bridges, three bridges and four bridges respectively. The gas spring 52 suspension occupies a small space, is easy to arrange, can adjust the height of the whole vehicle, and can improve the driving smoothness and handling stability of the vehicle.

[0063] Figure 8 A schematic structural diagram of a steering system in an embodiment of the present application is shown.

[0064] See also Figure 8 The steering system 60 is a dual front axle steering system. The steering system 60 includes an active steering gear 61, a follow-up steering gear 62, a first-bridge steering vertical shaft 63, a second-bridge steering vertical shaft 64, and a steering wheel assembly 66 connected to the active steering gear 61 and the follow-up steering gear 62. The active steering gear 61 is connected to the follow-up steering gear 62 through a high-pressure oil pipe, which can respectively realize the steering assistance of the first bridge and the second bridge. The active steering gear 61 is connected to a first bridge steering arm 611, a steering side tie rod 612 and a steering tie rod 613 are connected to the first bridge steering arm 611, a first bridge transition steering arm 614 is connected to the steering tie rod 613, and the first bridge transition steering arm 614 is connected to the first bridge steering vertical shaft 63; the second bridge steering vertical shaft 64 is connected to a second bridge steering arm 641 and a second bridge transition steering arm 642, and the second bridge transition steering arm 642 is connected to the first bridge transition steering arm 614 through a steering transition tie rod 65, thereby realizing the steering of the first bridge and the second bridge, and meeting the requirements for the angle relationship between the wheels of the first bridge and the wheels of the second bridge when the vehicle is steering. The dual front axle steering is adopted, the structure is simple and reasonable, the coordination is good, and the application ductility is strong, and it can be used in a variety of dual front axle steering models with independent suspension.

[0065] The special vehicle chassis provided in the embodiment of the present application can not only achieve the lowering of the whole vehicle and facilitate the layout, but also has good power, handling stability and driving smoothness.

[0066] Based on the same invention purpose, the present application also provides a vehicle, which includes the special vehicle chassis in the above embodiment.

[0067] In some embodiments, the special vehicle further comprises a load-bearing body, which is mounted on the special vehicle chassis. The load-bearing body has no frame, and the body serves as a mounting base for the engine and chassis assemblies. The body also serves as a frame and bears all loads, is light in weight, has good overall bending and torsional rigidity, and has a low floor in the vehicle compartment, so the vehicle height can be further reduced.

[0068] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0069] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A special vehicle chassis, characterized in that: include: A power take-off device, comprising a first power take-off port and a second power take-off port; A cooling system connected to the first power take-off port; A top-mounted system connected to the second power take-off port; Engine and transmission; as well as A transmission system, comprising a main reducer and a plurality of drive axles spaced apart along a first direction, wherein the main reducer is offset relative to the engine so that the main reducer avoids the engine; The two drive axles are configured as steering axles; wherein the first direction is perpendicular to the length direction of the drive axles; Among them, the central axis direction of the first power take-off port and the central axis direction of the second power take-off port intersect, and the angle between the central axis of the first power take-off port and the central axis of the second power take-off port is 55° to 65°; the power take-off includes a sandwich power take-off connected between the engine and the transmission, so that the cooling system connected to the first power take-off port and the upper system connected to the second power take-off port are staggered, thereby reducing the sum of the heights of the cooling system and the upper system, and then reducing the height of the entire vehicle.

2. The special vehicle chassis according to claim 1, characterized in that: The special vehicle chassis includes a suspension system connected to the transmission system; The suspension system includes an oil-gas spring suspension.

3. The special vehicle chassis according to claim 1 or 2, characterized in that: The cooling system includes a fan and a hydraulic drive assembly connected to the fan.

4. The special vehicle chassis according to claim 3, characterized in that: The hydraulic drive assembly comprises: a hydraulic motor electrically connected to the fan; and The hydraulic oil cooler is arranged beside the hydraulic motor to cool the hydraulic motor.

5. A special vehicle, characterized in that: It comprises the special vehicle chassis as described in any one of claims 1 to 4.

6. The special vehicle according to claim 5, characterized in that: The special vehicle further comprises a load-bearing body, and the load-bearing body is assembled on the special vehicle chassis.

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