Center sill swing suspension cross-country vehicle chassis

Abstract

A center beam swing suspension cross-country vehicle chassis comprises a central tubular beam, one end of the central tubular beam is connected with an engine frame, a plurality of chassis brackets are installed on the central tubular beam, a plurality of swing suspensions are connected to the central tubular beam, the swing suspensions are connected with a drive axle, and each swing suspension comprises a central rotating shaft, a shaft sleeve, a damping support, a damper and a plate spring. The central rotating shaft is fixedly connected with the central tubular beam and the damping support, a shaft sleeve is rotatably connected to the central rotating shaft, the middle of the plate spring is fixedly connected to the shaft sleeve, the two ends of the damping support are hinged to the two ends of the drive axle through dampers respectively, one end of the plate spring is hinged to one end of the drive axle, and the other end of the plate spring is hinged to the other end of the drive axle through a lifting lug. The problems that an existing cross-country vehicle chassis is complex in structure, the vertical jumping space of wheels is limited, a vehicle frame is prone to distortion and deformation, and the driving stability is insufficient are solved.

Description

Technical Field

[0001] The present invention relates to a cross - country vehicle chassis with a swing suspension for the center beam. Background Art

[0002] As a special transportation tool, cross - country vehicles often need to operate in complex environments such as cross - axles, washboard roads, and bumpy roads. The existing technologies mainly have the following defects: 1. Insufficient torsional resistance of the frame: Although the traditional trapezoidal frame improves stiffness through a closed box - type cross - section, stress concentration is likely to occur during diagonal torsion, resulting in frame deformation or even fracture.

[0003] 2. Limited suspension travel: Although independent suspensions improve cross - country performance, the vertical jumping space of the wheels is insufficient (usually < 15°), resulting in poor vehicle driving stability.

[0004] 3. Complex structure: The design of combining a center - beam frame with an independent suspension improves cross - country performance, but requires a large number of connecting rods and control mechanisms, resulting in high manufacturing costs and difficult maintenance.

[0005] 4. Poor modular adaptability: Existing frames are difficult to quickly adjust the wheelbase or adapt to different superstructures, restricting the multi - scenario application ability of the vehicle. Summary of the Invention

[0006] The purpose of the present invention is to provide a cross - country vehicle chassis with a swing suspension for the center beam, solving the problems of complex structure and limited vertical jumping space of the wheels in the existing cross - country vehicle chassis, which lead to easy twisting and deformation of the frame and insufficient driving stability.

[0007] To solve the above problems, the technical solution of the present invention is as follows: A cross - country vehicle chassis with a swing suspension for the center beam includes a central pipe beam. One end of the central pipe beam is connected to the engine mount. A plurality of chassis brackets are installed on the central pipe beam. A plurality of swing suspensions are connected to the central pipe beam. The swing suspensions are connected to the drive axles. The swing suspension includes a central rotating shaft, a shaft sleeve, a shock absorber bracket, a shock absorber, and a leaf spring. The central rotating shaft is fixedly connected to the central pipe beam and the shock absorber bracket. A shaft sleeve is rotatably connected to the central rotating shaft. The middle part of the leaf spring is fixedly connected to the shaft sleeve. Both ends of the shock absorber bracket are respectively hinged to both ends of the drive axle through shock absorbers. One end of the leaf spring is hinged to one end of the drive axle, and the other end is hinged to the other end of the drive axle through a hanger.

[0008] Furthermore, the swing suspension further includes two coil springs. The two coil springs are respectively arranged on both sides of the central pipe beam. Both ends of the coil springs are respectively connected to the drive axle and the shock absorber bracket through spring seats.

[0009] Furthermore, the central pipe beam is a segmented structure, and adjacent segments are fixedly connected to both sides of the chassis bracket through flanges.

[0010] Furthermore, the leaf spring is fixedly connected to the bushing through multiple groups of U-bolts and fastening top blocks.

[0011] Furthermore, one end of the central pipe beam is fixedly connected to the engine mount through a flange.

[0012] Furthermore, the drive axle is an integral drive axle, and a leaf spring hinge seat and a hanger ear seat are provided on its upper end surface.

[0013] Furthermore, the chassis bracket and the central pipe beam are detachably connected through a flange for expanding the length of the vehicle frame.

[0014] Furthermore, the swing type suspension can achieve circumferential rotation of more than ±20° around the central rotating shaft.

[0015] Furthermore, the central pipe beam is made of high-strength steel pipe and has a closed box-section structure.

[0016] The beneficial effects of the present invention are as follows: 1. By designing a way to install the integral bridge swing type suspension and the segmented central pipe beam together with the central rotating shaft, the front and rear suspensions of the present invention have the characteristic of a large circumferential rotation angle, solve the problem of small vertical jumping space of the wheels, significantly improve the diagonal torsion performance of the vehicle chassis, enable the wheels to contact the road surface on rough roads, and make the vehicle frame present a horizontal posture to the greatest extent, improving the driving stability and passing performance of the vehicle.

[0017] 2. The segmented central pipe beam and the chassis bracket of the present invention can be conveniently connected and spliced through flanges like building blocks to form center beam type vehicle frames of various lengths and different uses, enabling the vehicle chassis to match various superstructures and adapting to various application scenarios.

[0018] 3. The front integral bridge swing type suspension and the rear integral bridge swing type suspension of the present invention have the characteristics of strong integrity and high degrees of freedom. The modular design of the integral bridge swing type suspension can cooperate with the segmented central pipe beam and be installed at different positions to achieve different chassis drive forms, such as 4x4, 6x4, 6x6, etc.

[0019] 4. The tubular center beam type vehicle frame structure of the present invention has excellent torsional stiffness and bending strength, simple structure, and further reduces the weight of the chassis.

[0020] 5. The front integral axle swing-type suspension and the rear integral axle swing-type suspension of the present invention simultaneously include three structures: leaf spring, shock absorber, and coil spring. The leaf spring effectively transmits and bears various forces and torques, providing good buffering and damping effects to ensure the stability and comfort of the vehicle under complex road conditions; the shock absorber suppresses the oscillation when the leaf spring rebounds after absorbing shock and the impact from the road surface, accelerating the attenuation of the vibration of the vehicle frame and body to improve the ride comfort and smoothness of the vehicle; the coil spring can improve the load-bearing capacity of the suspension and buffer the impact of the road surface on the body. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be further described below with reference to the accompanying drawings: Figure 1 is a three-dimensional structural schematic diagram of the present invention; Figure 2 is a three-dimensional structural schematic diagram of the present invention; Figure 3 is a three-dimensional structural schematic diagram of the present invention; Figure 4 is a three-dimensional structural schematic diagram of the present invention; Figure 5 is a structural schematic diagram of the present invention when driving on an uneven road surface; Figure 6 is a structural schematic diagram of the present invention when driving on an uneven road surface; In the figure: engine mount 1, leaf spring 2, shock absorber bracket 3, drive axle 4, coil spring 5, shock absorber 6, chassis bracket 7, wheel 8, central pipe beam 9, spring seat 10, hanger 11, fastening top block 12, U-bolt 13, bushing 14, central rotating shaft 15. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0022] Such as Figures 1 to 6As shown in the figure, the chassis of a cross-country vehicle with a swing suspension for the center beam includes a central pipe beam 9. A plurality of chassis brackets 7 are installed on the central pipe beam 9. A plurality of swing suspensions are connected to the central pipe beam 9. The swing suspensions are connected to the drive axles 4. The swing suspension includes a central rotating shaft 15, a bushing 14, a shock absorber bracket 3, a shock absorber 6, and a leaf spring 2. The central rotating shaft 15 is fixedly connected to the central pipe beam 9 and the shock absorber bracket 3. A bushing 14 is rotatably connected to the central rotating shaft 15. The middle part of the leaf spring 2 is fixedly connected to the bushing 14. Both ends of the shock absorber bracket 3 are respectively hinged to both ends of the drive axle 4 through shock absorbers 6. One end of the leaf spring 2 is hinged to one end of the drive axle 4, and the other end is hinged to the other end of the drive axle 4 through a hanger 11. This structure enables the swing suspension to rotate circumferentially with the center point of the central pipe beam 9 as the center, giving it a large circumferential rotation angle characteristic, enabling the wheels of the vehicle to contact the road surface on rough roads, and making the frame present a horizontal posture to the greatest extent, improving the driving stability and passability of the vehicle.

[0023] Furthermore, the swing suspension further includes two coil springs 5. The two coil springs 5 are respectively arranged on both sides of the central pipe beam 9. Both ends of the coil spring 5 are respectively connected to the drive axle 4 and the shock absorber bracket 3 through spring seats 10. Thus, the swing suspension simultaneously includes three structures: a leaf spring 2, a shock absorber 6, and a coil spring. The leaf spring 2 effectively transmits and bears various forces and torques, providing good buffering and shock absorption effects, ensuring the stability and comfort of the vehicle under complex road conditions; the shock absorber 6 suppresses the shock when the leaf spring 2 rebounds after absorbing shock and the impact from the road surface, accelerating the attenuation of the vibration of the frame and the body, so as to improve the ride comfort of the vehicle; the coil spring can improve the load-bearing capacity of the suspension and buffer the impact of the road surface on the body.

[0024] Furthermore, the central pipe beam 9 is of a segmented structure, and adjacent segments are fixedly connected to both sides of the chassis bracket 7 through flanges. The modular segment design supports the free expansion of the frame length (such as 3m → 5m), adapts to various superstructures such as trucks and rescue vehicles, and reduces the transformation cost by 50%.

[0025] Furthermore, the leaf spring 2 is fixedly connected to the bushing 14 through a plurality of U-bolts 13 and fastening top blocks 12. The combined design of the U-bolts 13 and the fastening top blocks 12 simplifies the installation process of the leaf spring 2, reduces the assembly man-hours by 40%, and improves the production efficiency.

[0026] Furthermore, one end of the central pipe beam 9 is fixedly connected to the engine mount 1 through a flange. The flange connection realizes the rigid coupling of the engine mount 1 and the central pipe beam 9, improves the power transmission efficiency, and reduces the vibration transmission by 25%.

[0027] Further, the drive axle 4 is an integral drive axle, and its upper end surface is provided with a leaf spring hinge seat and a hanger seat. The structure of the integral drive axle 4 enhances the suspension stiffness. With the design of a special hinge seat, the leaf spring 2 is more evenly stressed, and the service life is extended by 30%.

[0028] Further, the chassis bracket 7 and the central pipe beam 9 are detachably connected by a flange, which is used to extend the frame length. The detachable flange design supports rapid wheelbase adjustment, adapts to different wheelbase requirements, and meets the requirements of multi-scenario operations.

[0029] Further, the swing-type suspension can achieve circumferential rotation of ±20° or more around the central rotating shaft 15. The large-angle swing ability enables the wheels to keep in contact with the ground on cross-axle roads, with the frame level deviation <5°, reducing the risk of failures caused by torsional deformation.

[0030] Further, the central pipe beam 9 is made of high-strength steel pipe and has a closed box-section structure. The closed box-section increases the torsional stiffness of the central pipe beam 9 by 40% and reduces the weight by 15%, achieving the coordinated optimization of lightweight and high strength.

[0031] Further, the shock absorber 6 is a multi-stage adjustable shock absorber 6. The multi-stage adjustable shock absorber can flexibly adjust the shock absorption force and stroke according to the road conditions. For example, it increases the shock absorption force on rough mountain roads to filter bumps; when driving in the desert, it extends the stroke to adapt to wheel subsidence and ensure vehicle stability.

[0032] When the present invention is implemented: When the cross-beam swing suspension off-road vehicle chassis of this embodiment is in motion, the leaf springs 2 in the front and rear integral axle swing-type suspensions bear the load from the vehicle and absorb various impacts during the driving process. When the road surface is uneven and causes the wheels to bounce, the shock absorber 6 suppresses the oscillation when the leaf spring 2 rebounds after absorbing shock and the impact from the road surface. The coil spring further improves the smoothness and load-bearing capacity at both ends of the suspension disc and effectively alleviates the impact of the road surface on the vehicle body. See Figure 5 , when the vehicle travels to environments with extremely poor road conditions such as cross-axle roads, washboard roads, and hump roads, the front and rear integral axle swing-type suspensions make circumferential swings with the central rotating shaft 15 as the axis. A large angle is generated between the front integral drive axle 4 and the rear integral drive axle 4, which not only enables the wheels to have a large vertical jumping space but also increases the upper limit of the chassis diagonal torsional performance, keeping the frame in a horizontal posture to the greatest extent and reducing the damage to the frame caused by diagonal torsion.

[0033] When conducting a simulation experiment on the cross-beam swing suspension off-road vehicle chassis of this embodiment: 1. Cross-axle road surface: Such as Figure 5As shown, keep the frame in a horizontal position, drag the drive axles in the front and rear integral axle swing-type suspensions to their maximum swing angles respectively, and measure the angle value between the front and rear drive axles 4.

[0034] 2. Roll slope road surface: As Figure 6 shown, keep the frame in a horizontal position, drag the front and rear drive axles 4 in the same direction to their maximum swing angles, and measure the angle value between the drive axle 4 and the frame.

[0035] The test results are shown in the following table:

[0036] Further increase the stroke of the shock absorber 6 in the front and rear integral axle swing-type suspensions to the limit. The test results are shown in the following table:

[0037] The data of the test results show that: when the crossbeam swing suspension off-road vehicle chassis is driving on rough road conditions, significant different technical effects are obtained: on the premise of keeping the frame in a horizontal position, when the vehicle is driving on a cross-axis road condition, the angle between the front integral drive axle 41 and the rear integral drive axle 42 of the technical solution of this embodiment reaches 21.68°. Further increasing the stroke of the shock absorber 64, the angle can reach 40.38°; under the same premise conditions, when the vehicle is driving on a roll slope road condition, the angle between the drive axle 4 and the frame of the technical solution of this embodiment reaches 10.84°. Further increasing the stroke of the shock absorber 64, the angle can reach 20.19°.

[0038] The content described in the embodiments of this specification is only an enumeration of the implementation forms of the inventive concept. The protection scope of the present invention should not be regarded as limited to the specific forms stated in the embodiments. The protection scope of the present invention also extends to equivalent technical means that those skilled in the art can think of based on the inventive concept of the present invention.

Claims

1. The off-road vehicle chassis with a central beam swing suspension is characterized by: It includes a central tube beam, multiple chassis brackets are installed on the central tube beam, multiple swing suspensions are connected to the central tube beam, the swing suspension is connected to the drive axle, the swing suspension includes a central rotating shaft, a bushing, a shock-absorbing bracket, a shock absorber and a leaf spring, the central rotating shaft is fixedly connected to the central tube beam and the shock-absorbing bracket, a bushing is rotatably connected to the central rotating shaft, the middle part of the leaf spring is fixedly connected to the bushing, both ends of the shock-absorbing bracket are respectively hinged to both ends of the drive axle through the shock absorber, one end of the leaf spring is hinged to one end of the drive axle, and the other end is hinged to the other end of the drive axle through a lifting ear.

2. The off-road vehicle chassis with a center beam swing suspension according to claim 1, characterized in that: The swing type suspension also includes two coil springs, which are respectively arranged on both sides of the central tube beam, and the two ends of the coil spring are respectively connected to the drive axle and the shock absorber bracket through spring seats.

3. The off-road vehicle chassis with a center beam swing suspension according to claim 2 is characterized in that: The central tube beam is a segmented structure, and adjacent segments are fixedly connected to both sides of the chassis bracket through flanges.

4. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The leaf spring is fixedly connected to the shaft sleeve through multiple groups of U-shaped bolts and a fastening top block.

5. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: One end of the central tube beam is fixedly connected to the engine frame through a flange.

6. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The drive axle is an integral drive axle, and a leaf spring hinge seat and a lifting ear seat are arranged on the upper end surface of the drive axle.

7. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The chassis bracket is detachably connected to the central tube beam via a flange, so as to extend the length of the vehicle frame.

8. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The swing suspension can realize circumferential rotation of more than ±20° around the central rotation axis.

9. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The central tube beam is made of high-strength steel tube and has a closed box-shaped cross-section structure.

10. The off-road vehicle chassis with a center beam swing suspension according to any one of claims 1 to 3, characterized in that: The shock absorber is a multi-stage adjustable shock absorber.

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