Work chassis and transport system

Abstract

The application provides a work chassis and a carrying system. The work chassis comprises a frame, a driving system and a chassis controller. At least two axles are rotatably arranged on the frame, and wheels are connected to both ends of the at least two axles. The driving system comprises at least two driving modules, and the driving devices of the at least two driving modules are arranged in one-to-one correspondence with the axles and are in driving connection with the wheels on the corresponding axles. The chassis controller is used to control at least two driving control units in the driving system to control the torque output by the at least two driving devices to the wheels. Through the above structure, the chassis controller can control the torque obtained by the wheels on the at least two axles by controlling the at least two driving control units, thereby realizing the distribution of the wheel torque. The torque obtained by the wheels of the work chassis can be flexibly adjusted according to the actual situation, and the acceleration and deceleration requirements of the work chassis can be flexibly responded, thereby effectively avoiding the occurrence of skidding and the like, and the driving characteristics of the work chassis are improved.

Description

Technical Field

[0001] This application relates to the field of transportation equipment technology, and in particular to a work chassis and transportation system. Background Technology

[0002] With the rapid development of intelligent technology, driverless vehicles have begun to be applied in various fields such as transportation and industrial production.

[0003] As the application of autonomous vehicles continues to expand, there are increasing demands on the chassis of these vehicles to adapt to various transportation modes and meet diverse usage scenarios. Since autonomous vehicles are typically used in workshop material transport and port cargo transfer, the acceleration and deceleration characteristics, load-bearing capacity, and wheel traction of the chassis have been key research areas for those skilled in the art. Summary of the Invention

[0004] In view of the above problems, this application provides a work chassis and a transport system, wherein the wheels of the work chassis can flexibly obtain torque, which is beneficial to improving the driving characteristics of the work chassis.

[0005] In a first aspect, some embodiments of this application provide a work chassis, which includes a frame, a drive system, and a chassis controller. At least two axles are rotatably mounted on the frame, and wheels are connected to both ends of the at least two axles. The drive system includes at least two drive modules, each drive module including a driver and a drive control unit. The drive control unit is communicatively connected to the driver. The driver is configured to correspond one-to-one with the axle and is drive-transmitted to the wheel on the corresponding axle. The chassis controller is communicatively connected to the drive control unit in the at least two drive modules. The chassis controller is used to control the at least two drive control units to control the torque output by the at least two drivers to the wheels.

[0006] In the operating chassis provided in some embodiments of this application, the drive system further includes at least two control interfaces, each corresponding to a drive module and connected in communication. The drive module is connected in communication with the chassis controller through the control interfaces.

[0007] In some embodiments of the present application, the control interface of the chassis includes a torque command interface and a speed command interface, both of which are communicatively connected between the drive control unit and the chassis controller.

[0008] In the operating chassis provided in some embodiments of this application, the drive control units in at least two drive modules are communicatively connected to the autonomous driving system and / or the remote driving control system.

[0009] In some embodiments of this application, the work chassis also includes a steering system, which includes a steering angle sensor and a yaw rate sensor. Both wheels of each axle are equipped with a steering angle sensor, and both the steering angle sensor and the yaw rate sensor are communicatively connected to the chassis controller.

[0010] In some embodiments of this application, the work chassis also includes a braking system, which includes a pressure sensor and a brake. The brake is located at the wheel, and the pressure sensor is located at the brake. The pressure sensor is communicatively connected to the chassis controller.

[0011] Secondly, some embodiments of this application provide a transportation system that includes the operating chassis provided by any of the above-described technical solutions, and the superstructure includes a connecting component and a carriage, the carriage being connected to the frame via the connecting component.

[0012] In the transportation system provided in some embodiments of this application, the connecting component includes a connector, and the carriage is connected to the frame through the connector.

[0013] In the transportation system provided in some embodiments of this application, the superstructure also includes a semi-trailer chassis, and the connecting component includes a pin. Both the pin and the cargo box are connected to the semi-trailer chassis, and the semi-trailer chassis is rotatably connected to the frame via the pin.

[0014] In the transportation system provided in some embodiments of this application, the superstructure also includes a trailer chassis, and the connecting components include a tow hook. Both the tow hook and the trailer body are connected to the trailer chassis, and the trailer chassis is connected to the frame via the tow hook.

[0015] The technical solutions provided by the embodiments of this disclosure have at least the following beneficial effects:

[0016] This application provides a work chassis comprising a frame, a drive system, and a chassis controller. At least two axles are rotatably mounted on the frame, with wheels connected to both ends of each axle. At least two drive modules in the drive system have their drivers corresponding to the axles and are connected to the wheels on the corresponding axles. The chassis controller controls the torque output to the wheels by the at least two drive control units in the drive system. With this structure, the chassis controller can control the torque received by the wheels on the at least two axles by controlling the at least two drive control units, thus achieving torque distribution. This allows the torque received by the wheels of the work chassis to be flexibly adjusted according to actual conditions, enabling flexible response to the acceleration and deceleration needs of the work chassis, effectively preventing slippage and improving the driving characteristics of the work chassis.

[0017] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0019] Figure 1 This is a schematic diagram of the internal structure of the work chassis provided in some embodiments of this application.

[0020] Figure 2 This is a schematic diagram of a load-bearing form of the transportation system provided in some embodiments of this application.

[0021] Figure 3 This is a schematic diagram illustrating another load-bearing form of the transportation system provided in some embodiments of this application.

[0022] Figure 4 This is a schematic diagram illustrating another load-bearing form of the transport system provided in some embodiments of this application.

[0023] The reference numerals in the detailed embodiments are as follows:

[0024] 1. Operating chassis; 11. Frame; 12. Drive module; 13. Chassis controller.

[0025] 2. Upper structure, 21. Connecting components, 211. Connecting parts, 212. Pins, 213. Tow hooks, 22. Cargo box, 23. Semi-trailer chassis, 24. Trailer chassis. Detailed Implementation

[0026] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0027] It should be noted that, unless otherwise stated, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by those skilled in the art to which the embodiments of this application pertain.

[0028] In the description of the embodiments of this application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0029] Furthermore, technical terms such as "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise explicitly defined.

[0030] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0031] In the description of the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0032] With the rapid development of intelligent technologies, many devices are gradually achieving automation. In the transportation industry, autonomous driving technology has been gradually promoted and is being applied to various fields such as unmanned port transport vehicles, unmanned taxis, unmanned buses, unmanned shuttle buses, and unmanned cleaning vehicles. Since these unmanned vehicles are typically used for transporting materials and personnel, the acceleration and deceleration characteristics of their chassis, load-bearing performance, and wheel traction, among other driving-related characteristics, have always been a focus of attention for those skilled in the art.

[0033] To enable the wheels of the work chassis to flexibly obtain torque in response to the acceleration and deceleration requirements of the work chassis, the applicant, after in-depth research, designed a work chassis. This work chassis's drive system includes a chassis controller and at least two drive modules, each corresponding to one axle. The drive control unit in each drive module controls the torque output by the drive unit to the wheels on the axles. The chassis controller, through communication with the drive control unit in the drive module, can control the torque obtained by the wheels on at least two axles from the at least two drive control units, thus distributing the wheel torque. This allows the torque obtained by the work chassis wheels to be flexibly adjusted according to actual conditions, enabling flexible response to the acceleration and deceleration requirements of the work chassis, effectively preventing slippage and improving the driving characteristics of the work chassis.

[0034] The technical solutions for the operating chassis and transportation system provided in the specific embodiments of this application will be further described below.

[0035] Some embodiments of this application provide a work chassis 1, such as Figure 1 As shown, the work chassis 1 includes a frame 11, a drive system, and a chassis controller 13. At least two axles are rotatably mounted on the frame 11, and wheels are connected to both ends of the at least two axles. The drive system includes at least two drive modules 12. Each drive module 12 includes a driver and a drive control unit. The drive control unit is communicatively connected to the driver. The driver is configured one-to-one with the axle and is connected to the wheel on the corresponding axle. The chassis controller 13 is communicatively connected to the drive control units in the at least two drive modules 12. The chassis controller 13 is used to control the torque output to the wheels by the at least two drivers, which are controlled by the at least two drive control units respectively.

[0036] The frame 11 can be the main structure of the working chassis 1. It is used not only to carry other components of the working chassis 1, but also to support the superstructure 2 of the working chassis 1 for transporting goods. The axle can be a shaft-like component rotatably connected to the frame 11, with wheels connected to both ends. The load borne by the frame 11 can be transmitted to the wheels through the axle, and finally to the ground.

[0037] The drive system can be a system for driving the wheels, which outputs torque to the wheels to make them roll on the ground. The drive module 12 can be a module for outputting torque to the wheels, comprising a driver and a drive control unit. The output of the driver is connected to the wheel on the axle for transmitting torque to the wheel. The drive control unit is communicatively connected to the driver and controls the torque output by the driver. In some embodiments, the drive control unit can also control the rotational speed output by the driver to the wheels, so that the torque and rotational speed obtained by the wheels are controlled by the drive control unit. This allows the torque and rotational speed of the wheels to further respond to the acceleration and deceleration requirements of the work chassis 1, effectively avoiding slippage and other situations, and further improving the driving characteristics of the work chassis 1.

[0038] The communication connection between the drive control unit and the driver can be achieved by connecting them via a signal line, allowing control signals from the drive control unit to be transmitted to the driver. In some embodiments, the drive control unit can also transmit control signals via a wireless signal transmission device to establish a communication connection between the drive control unit and the driver.

[0039] By making the drive system include at least two drive modules 12, and setting at least two drive modules 12 in a one-to-one correspondence with at least two axles, so that each wheel on the axle corresponds to a drive module 12, and the wheel on the axle is driven by the drive module 12.

[0040] The chassis controller 13 is an electronic control unit used to control the vehicle's electrical system, and it is connected to other on-board electronic control units via a bus. Through its communicative connection with the drive control unit, the chassis controller 13 can control the torque and speed output by the drive unit to the wheels. Specifically, the chassis controller 13 can send control signals to the drive control unit to change or adjust the signals that cause the drive unit to output torque and speed, thereby changing or adjusting the torque and speed output by the drive unit. Since the drive control units in at least two drive modules 12 are communicatively connected to the chassis controller 13, the chassis controller 13 can adjust the torque and speed output by each drive module 12, realizing the distribution of wheel torque and adjustment of wheel speed in the working chassis 1.

[0041] In some embodiments, at least two axles rotatably mounted on the frame 11 are spaced apart along the forward or backward direction of the work chassis 1, and at least two drive modules 12 in the drive system are spaced apart along the forward or backward direction of the work chassis 1, so that the at least two drive modules 12 can adjust the drive torque and speed of the wheels on the front and rear axles during the operation of the work chassis 1, flexibly respond to the acceleration and deceleration requests of the work chassis 1, and can also work together to recover braking energy, converting braking energy into electrical energy for recovery, thereby increasing the driving range.

[0042] In some embodiments, the drive system further includes at least two control interfaces, which correspond one-to-one with the drive module 12 and are communicatively connected. The drive module 12 is communicatively connected to the chassis controller 13 through the control interfaces.

[0043] The control interface can be an interface for transmitting control signals. The control interface has at least two control interfaces that correspond one-to-one with and are communicatively connected to the drive module 12, so that each drive module 12 in the at least two control interfaces can communicate with the chassis controller 13 through the control interface, which facilitates the establishment of a communication connection between the drive module 12 and the chassis controller 13.

[0044] In some embodiments, the control interface includes a torque command interface and a speed command interface, both of which are communicatively connected between the drive control unit and the chassis controller 13.

[0045] The torque command interface can be a control interface used to transmit control signals regarding the output torque of the drive. The speed command interface can be a control interface used to transmit control signals regarding the output speed of the drive. By connecting the drive control unit and the chassis controller 13 using the torque command interface and the speed command interface, the chassis controller 13 can independently control the torque and speed output by the drive control unit.

[0046] In some embodiments, the drive control units in at least two drive modules 12 are communicatively connected to the autonomous driving system and / or the remote driving control system.

[0047] The automatic driving system can be a system installed in the work chassis 1, which can use advanced computer, network and control technologies to achieve real-time and continuous control of the work chassis 1, so that the work chassis 1 can drive autonomously according to a preset trajectory and speed. The remote driving control system can be a system for remote real-time and continuous control of the work chassis 1, so that the work chassis 1 can be controlled from a distance from the work area to control its driving trajectory, speed and other driving characteristics.

[0048] By connecting the drive control units in at least two drive modules 12 to the autonomous driving system and / or the remote driving control system, the work chassis 1 can continue to drive under the control of the autonomous driving system and / or the remote driving control system when the chassis controller 13 or its circuit fails.

[0049] In some embodiments, the drive system of the work chassis 1 further includes a speed encoder, which is communicatively connected to the chassis controller 13 and can feed back speed signals to the chassis controller 13.

[0050] In some embodiments, the work chassis 1 further includes a steering system, which includes a steering angle sensor and a yaw rate sensor. Both wheels of each axle are equipped with a steering angle sensor, and both the steering angle sensor and the yaw rate sensor are communicatively connected to the chassis controller 13.

[0051] The steering system can be a system in the work chassis 1 used to control the steering of the work chassis 1. Through the steering system, the work chassis 1 can adopt all-wheel steering to realize a variety of steering modes such as bidirectional driving, diagonal driving, full figure-eight steering, and half figure-eight steering.

[0052] The steering angle sensor can be a sensor used to measure the angle of rotation of the wheel. By installing steering angle sensors on both wheels of each axle, the steering angle of each wheel can be measured by the steering angle sensor. By communicating with the steering angle sensor and the chassis controller 13, the chassis controller 13 can know the steering angle of the wheel, so that the chassis controller 13 can adjust the steering of the wheel in a timely manner according to the measured wheel steering angle. In some embodiments, the steering system also includes a steering angle encoder, which is communicatively connected to the chassis controller 13 and can feed back the steering angle signal to the chassis controller 13.

[0053] Since the wheels on the same axle have the same turning angle, turning angle sensors are installed at both ends of the wheels on the same axle. This ensures that if one turning angle sensor fails, the other turning angle sensor can still support the normal steering of the vehicle.

[0054] The yaw rate sensor can be a sensor used to measure the yaw angle of the work chassis 1. By communicating with the yaw rate sensor and the chassis controller 13, the chassis controller 13 can know the yaw angle of the work chassis 1, so that the chassis controller 13 can adjust the steering of the work chassis 1 in a timely manner according to the measured yaw angle.

[0055] For all steering modes and driving conditions of the chassis 1, the angular ratio of each axle must undergo rigorous dynamic design and simulation calculation, and be verified through complete experiments to ensure the accuracy and smoothness of steering and driving, while also reducing unexpected losses caused by improper steering of multiple axles.

[0056] For the steering system of the work chassis 1, the yaw rate sensor is equipped with a mass-produced automotive-grade yaw rate sensor. The steering process is directly completed by the vehicle domain controller, which meets the highest functional safety level in the automotive industry, ensuring that the steering system has a high level of performance in terms of reliability, redundancy, and response. For the control algorithm of the steering system, a complete multi-layer control algorithm architecture has been constructed, comprehensively applying control methods such as system identification, feedforward control, feedback control, state observation, trajectory planning, frequency domain analysis, robust control, data-driven, adaptive control, and overdrive system control signal allocation, so that the work chassis 1 can achieve high-performance steering control under various loads, road conditions, environments, and operating conditions.

[0057] In some embodiments, the work chassis 1 further includes a braking system, which includes a pressure sensor and a brake. The brake is located at the wheel, and the pressure sensor is located at the brake. The pressure sensor is communicatively connected to the chassis controller 13.

[0058] A pressure sensor is installed on the brake to measure the braking pressure. By communicating with the chassis controller 13, the braking pressure signal measured by the pressure sensor can be transmitted to the chassis controller 13, so that the chassis controller 13 can know the braking pressure when the working chassis 1 is braking, so that the chassis controller 13 can adjust the braking pressure of the working chassis 1 according to the actual situation.

[0059] In some embodiments, both the chassis controller 13 and the autonomous driving system controller are automotive-grade embedded integrated controllers. The drive system, braking system, and steering system all utilize PID controllers that control based on the proportional-integral-differential (PID) error, enabling precise linear control. In some embodiments, some accessories of the work chassis 1, such as lights and horns, are also controlled by drive-by-wire.

[0060] Some embodiments of this application also provide a transportation system, such as Figure 2 As shown, the transportation system includes the operating chassis 1 and the superstructure 2 provided by the above technical solution. The superstructure 2 includes a connecting component 21 and a carriage 22. The carriage 22 is connected to the frame 11 through the connecting component 21.

[0061] The superstructure 2 can be a device mounted on the working chassis 1, used to carry goods loaded by the transportation system. The connecting component 21 can be a component in the superstructure 2 used to connect to the working chassis 1, enabling the superstructure 2 to be securely connected to the working chassis 1. The cargo box 22 can be a component in the superstructure 2 used to accommodate goods, and the cargo box 22 is connected to the frame 11 of the working chassis 1 via the connecting component 21.

[0062] In some embodiments, the connection component 21 includes a connector 211, through which the carriage 22 is connected to the frame 11.

[0063] The connector 211 can be a bolt, rivet, screw, or other connector 211. The carriage 22 is connected to the frame 11 through such connectors 211, making the carriage 22 and the frame 11 firmly connected. In some embodiments, the carriage 22 can also be connected to the frame 11 by a hot-melt self-tapping screw process, which can further improve the connection strength between the carriage 22 and the frame 11.

[0064] Specifically, the bottom of the carriage 22 can be connected to the upper part of the frame 11 via a connector 211, so that the entire carriage 22 is supported on the working chassis 1, realizing the full-load superstructure form of the transportation system.

[0065] In some embodiments, such as Figure 3 As shown, the upper structure 2 also includes a semi-trailer chassis 23, and the connecting component 21 includes a pin 212. The pin 212 and the cargo box 22 are both connected to the semi-trailer chassis 23, and the semi-trailer chassis 23 is rotatably connected to the frame 11 through the pin 212.

[0066] The semi-trailer chassis 23 can be a chassis with at least one axle, with wheels connected to both ends of the axle. The load on the semi-trailer chassis 23 can be transmitted to the wheels through the axle and ultimately to the road surface. In this load-bearing configuration, the working chassis 1 bears part of the weight of the superstructure 2, realizing the semi-trailer superstructure configuration of the transport system.

[0067] The end of the pin 212 can be fixedly connected to the semi-trailer chassis 23. The semi-trailer chassis 23 is rotatably connected to the frame 11 through the pin 212, so that the semi-trailer chassis 23 can rotate relative to the frame 11, which facilitates the turning of the transport system.

[0068] In some embodiments, the cargo compartment 22 may be connected to the semi-trailer chassis 23 by means of welding, riveting or bolting, so that the load of the cargo in the cargo compartment 22 can be transferred to the semi-trailer chassis 23.

[0069] In some embodiments, the frame 11 is provided with a saddle (not shown in the figure), the saddle is provided with a connecting hole, and the pin 212 is rotatably connected in the connecting hole.

[0070] The saddle can be a structure located in the middle area of ​​the longitudinal beam of the working chassis 1, and it is used to connect with the pin 212. The connecting hole can be a hole-like structure provided on the saddle, with the axis of the connecting hole perpendicular to the working chassis 1, and it is used to connect with the pin 212. The pin 212 is rotatably connected to the connecting hole, so that the working chassis 1 can pull the upper device 2 to move via the pin 212.

[0071] In some embodiments, the saddle can be connected to the longitudinal beam of the work chassis 1 by means of welding, riveting or bolting.

[0072] In some embodiments, such as Figure 4 As shown, the superstructure 2 also includes a trailer chassis 24, and the connecting component 21 includes a tow hook 213. The tow hook 213 and the trailer body 22 are both connected to the trailer chassis 24, and the trailer chassis 24 is connected to the frame 11 through the tow hook 213.

[0073] The trailer chassis 24 can be a chassis with at least two axles, with wheels connected to both ends of each axle. The load on the trailer chassis 24 can be transmitted to the wheels through the axles and ultimately to the road surface. Under this load-bearing configuration, the working chassis 1 does not bear the weight of the superstructure 2, thus achieving a fully trailer-mounted superstructure configuration for the transport system.

[0074] One end of the tow hook 213 is fixedly connected to the trailer chassis 24, and the other end is rotatably connected to the frame 11 of the working chassis 1, so that the trailer chassis 24 can rotate relative to the frame 11, facilitating the turning of the transport system. Specifically, the tow hook 213 can be connected to the trailer chassis 24 by welding, riveting or bolting.

[0075] In some embodiments, the cargo compartment 22 may be connected to the trailer chassis 24 by means of welding, riveting or bolting, so that the load of the cargo in the cargo compartment 22 can be transferred to the trailer chassis 24.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A work chassis, characterized in that, include: A frame, on which at least two axles are rotatably mounted, and at both ends of each of the at least two axles are connected to wheels. The drive system includes at least two drive modules and at least two control interfaces. The at least two drive modules are correspondingly configured with at least two axles. Each drive module includes a driver and a drive control unit. The drive control unit is communicatively connected to the driver. Each driver is correspondingly configured with an axle and is drive-transmitted to the wheel on the corresponding axle. A chassis controller is communicatively connected to the drive control units in at least two of the drive modules. The chassis controller controls the at least two drive control units to control the torque and speed output by at least two drivers to the wheels. At least two control interfaces are corresponding one-to-one with and communicatively connected to the drive modules. The drive modules are communicatively connected to the chassis controller through the control interfaces. The control interfaces include a torque command interface for transmitting control signals regarding the output torque of the drivers and a speed command interface for transmitting control signals regarding the output speed of the drivers. Both the torque command interface and the speed command interface are communicatively connected between the drive control units and the chassis controller. The chassis controller can individually control the torque and speed output by each drive control unit.

2. The work chassis according to claim 1, characterized in that, The drive control units in at least two of the drive modules are communicatively connected to the autonomous driving system and / or the remote driving control system.

3. The work chassis according to claim 1, characterized in that, It also includes a steering system, which includes a steering angle sensor and a yaw rate sensor. The steering angle sensor is provided on both wheels of each axle. Both the steering angle sensor and the yaw rate sensor are communicatively connected to the chassis controller.

4. The work chassis according to claim 1, characterized in that, It also includes a braking system, which includes a pressure sensor and a brake. The brake is located at the wheel, and the pressure sensor is located at the brake. The pressure sensor is communicatively connected to the chassis controller.

5. A transportation system, characterized in that, include: The operating chassis as described in any one of claims 1 to 4, The superstructure includes a connecting assembly and a carriage, the carriage being connected to the frame via the connecting assembly.

6. The transportation system according to claim 5, characterized in that, The connection assembly includes a connector, through which the carriage is connected to the frame.

7. The transportation system according to claim 5, characterized in that, The superstructure also includes a semi-trailer chassis, and the connecting component includes a pin. The pin and the trailer are both connected to the semi-trailer chassis, and the semi-trailer chassis is rotatably connected to the frame via the pin.

8. The transportation system according to claim 5, characterized in that, The superstructure also includes a trailer chassis, and the connecting component includes a tow hook. Both the tow hook and the trailer body are connected to the trailer chassis, and the trailer chassis is connected to the frame via the tow hook.

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