All-wheel-drive vehicle chassis and all-wheel-drive vehicle

Abstract

The invention relates to the technical field of vehicle engineering, in particular to an all-wheel-drive vehicle chassis and an all-wheel-drive vehicle, two rear wheel assemblies are arranged to be single-tire wheels, and the ground clearance is increased, so that the approaching angle, the departure angle and the longitudinal passing angle are increased, and the passing ability is improved. Meanwhile, the wheel distance between the two rear wheel assemblies is set to be equal to the wheel distance between the two front wheel assemblies, and the rear wheels advance along the tracks of the front wheels, so that the rolling resistance of the rear wheels is reduced, and the trafficability and the control stability under severe road conditions are improved. In addition, the spoke of the rear wheel is connected to the side, away from the frame assembly, of the rim in a welded mode, the rim is positively biased, and under the same overall dimension, the wheel distance between the two rear wheel assemblies is increased, so that the operation stability is further improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engineering, and in particular to an all-wheel drive vehicle chassis and an all-wheel drive vehicle. Background Art

[0002] The rear axle wheels of all-wheel-drive vehicles are typically dual-tire. Consequently, the rear axle wheel track is smaller than the front axle wheel track, resulting in lower vehicle maneuverability and poor maneuverability and handling stability in adverse road conditions. In related art, the dual-tire rear axle wheels are replaced with single-tire wheels to increase ground clearance and improve maneuverability, while also reducing vehicle weight and increasing fuel economy. However, while these structures improve maneuverability, they also raise the vehicle's center of gravity, resulting in poor handling stability in adverse road conditions. Summary of the Invention

[0003] The object of the present invention is to provide an all-wheel drive vehicle chassis and an all-wheel drive vehicle, which can improve the passability and also have good handling stability.

[0004] The present invention provides an all-wheel-drive vehicle chassis, comprising a frame assembly, a front axle assembly, a rear axle assembly and a transfer case assembly, wherein the front axle assembly and the rear axle assembly are both mounted on the frame assembly, two ends of the front axle assembly are respectively connected to a front wheel assembly, two ends of the rear axle assembly are respectively connected to a rear wheel assembly, a wheelbase of the two front wheel assemblies is equal to a wheelbase of the two rear wheel assemblies, the rear wheel assembly is configured as a single-tire wheel, the rear wheel assembly comprises a rim and spokes, the spokes are welded to a side of the rim away from the frame assembly, the spokes are used to be connected to a wheel hub, the transfer case assembly is mounted on the frame assembly, the transfer case assembly is located between the front axle assembly and the rear axle assembly, and the transfer case assembly is used to transmit power to the front axle assembly and the rear axle assembly.

[0005] As an optimal technical solution for the all-wheel drive vehicle chassis, the transfer case assembly includes a transfer case body, a left suspension bracket, a right suspension bracket and two suspension brackets. The two suspension brackets are respectively fixedly connected to both sides of the transfer case body. The left suspension bracket is fixedly connected to the left longitudinal beam of the frame assembly, and the right suspension bracket is fixedly connected to the right longitudinal beam of the frame assembly. The suspension block of the left suspension bracket is connected to the suspension block of the suspension bracket on the left side of the transfer case body, and the suspension block of the right suspension bracket is connected to the suspension block of the suspension bracket on the right side of the transfer case body.

[0006] As an optimal technical solution for the all-wheel drive vehicle chassis, the transfer case assembly also includes an auxiliary pull rod assembly, one end of which is fixedly connected to the frame assembly, and the other end is fixedly connected to the transfer case body. The auxiliary pull rod assembly is used to pull the transfer case body along the length direction of the frame assembly.

[0007] As an optimal technical solution for the all-wheel drive vehicle chassis, the auxiliary tie rod assembly includes a tie rod upper left bracket, a left auxiliary tie rod, a tie rod left bracket, a tie rod upper right bracket, a right auxiliary tie rod and a tie rod right bracket. The tie rod upper left bracket is fixedly connected to the left longitudinal beam of the frame assembly, the tie rod left bracket is fixedly connected to the transfer case body, the two ends of the left auxiliary tie rod are respectively connected to the tie rod upper left bracket and the tie rod left bracket by a ball joint, the tie rod upper right bracket is fixedly connected to the right longitudinal beam of the frame assembly, the tie rod right bracket is fixedly connected to the transfer case body, and the two ends of the right auxiliary tie rod are respectively connected to the tie rod upper right bracket and the tie rod right bracket by a ball joint.

[0008] As an optimal technical solution for the all-wheel drive chassis, the transfer case assembly also includes a solenoid valve, which is used to cut off or conduct the shift control pipeline of the transfer case body. The solenoid valve is in a normally open state. The electromagnetic coil of the solenoid valve is connected in series with the parking brake switch and is electrically connected to the battery. When the parking brake is on, the parking brake switch is closed.

[0009] As an optimal technical solution for the all-wheel drive chassis, the spokes of the front wheel assembly are welded to the side of the rim of the front wheel assembly away from the frame assembly, and the tire specifications of the front wheel assembly are the same as those of the rear wheel assembly.

[0010] As an optimal technical solution for the all-wheel drive vehicle chassis, it also includes a center bridge assembly, which is installed on the frame assembly and arranged between the front axle assembly and the rear axle assembly. The transfer case assembly is located between the front axle assembly and the center bridge assembly and is used to transmit power to the center bridge assembly. The two ends of the center bridge assembly are respectively connected to the rear wheel assemblies, and the wheelbase of the two rear wheel assemblies on the center bridge assembly is equal to the wheelbase of the two front wheel assemblies.

[0011] As an optimal technical solution for the all-wheel drive vehicle chassis, the ratio of the distance from the front axle assembly to the middle axle assembly to the distance from the middle axle assembly to the rear axle assembly is 2-4.

[0012] As an optimal technical solution for the all-wheel drive vehicle chassis, the ratio of the distance from the front axle assembly to the middle axle assembly to the distance from the middle axle assembly to the rear axle assembly is 3.

[0013] The present invention provides an all-wheel drive vehicle, comprising the all-wheel drive vehicle chassis of any of the above solutions.

[0014] The beneficial effects of the present invention are:

[0015] The present invention provides an all-wheel-drive vehicle chassis. By configuring the two rear wheel assemblies as single-tire wheels, ground clearance is increased, thereby enhancing approach angles, departure angles, and longitudinal breakover angles, thereby improving maneuverability. Simultaneously, the wheelbase of the two rear wheel assemblies is set equal to the wheelbase of the two front wheel assemblies, allowing the rear wheels to follow the tracks of the front wheels, reducing rolling resistance and improving maneuverability and handling stability in adverse road conditions. Furthermore, the spokes of the rear wheels are welded to the side of the rim facing away from the frame assembly, with the rim offset being positive. This increases the wheelbase between the two rear wheel assemblies while maintaining the same overall dimensions, further enhancing handling stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A side view of the all-wheel drive chassis according to an embodiment of the present invention;

[0017] Figure 2 A top view of the all-wheel drive chassis according to an embodiment of the present invention;

[0018] Figure 3 Schematic diagram of the passability of an all-wheel drive vehicle in an embodiment of the present invention;

[0019] Figure 4 is a cross-sectional view of the connection between the transfer case assembly and the vehicle frame assembly in an embodiment of the present invention;

[0020] Figure 5 A top view of the connection between the transfer case assembly and the vehicle frame assembly in an embodiment of the present invention;

[0021] Figure 6 A side view of the connection between the transfer case assembly and the vehicle frame assembly according to an embodiment of the present invention;

[0022] Figure 7 A cross-sectional view of the welding between the rim and the hub in an embodiment of the present invention;

[0023] Figure 8 2 is a schematic diagram of a shift control system in an embodiment of the present invention.

[0024] In the picture:

[0025] 1. Front wheel assembly; 2. Transfer case assembly; 3. Rear wheel assembly; 4. Front axle assembly; 5. Middle axle assembly; 6. Rear axle assembly; 7. Frame assembly;

[0026] 211, suspension bracket, left; 212, suspension bracket, right; 22, transfer case body; 23, suspension bracket; 241, upper left tie rod bracket; 242, upper right tie rod bracket; 251, left auxiliary tie rod; 252, right auxiliary tie rod; 261, left tie rod bracket; 262, right tie rod bracket;

[0027] 31. Spoke; 32. Rim. DETAILED DESCRIPTION

[0028] The following is a clear and complete description of the technical solution of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0029] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and the first feature being "above", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature includes the first feature being directly below and obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0030] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0031] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0032] like Figures 1-8 As shown, the present invention provides an all-wheel drive chassis, including a frame assembly 7, a front axle assembly 4, a rear axle assembly 6 and a transfer case assembly 2. The front axle assembly 4 and the rear axle assembly 6 are both mounted on the frame assembly 7. The two ends of the front axle assembly 4 are respectively connected to the front wheel assembly 1, and the two ends of the rear axle assembly 6 are respectively connected to the rear wheel assembly 3. The wheelbase of the two front wheel assemblies 1 is referred to as Figure 2As shown in L3, the wheelbase of the two rear wheel assemblies 3 is referenced Figure 2 As shown by L4 in the figure, the wheelbase of the two front wheel assemblies 1 is equal to the wheelbase of the two rear wheel assemblies 3, that is, L3=L4. The rear wheel assembly 3 is set as a single-tire wheel. The rear wheel assembly 3 includes a rim 32 and a spoke 31. The spoke 31 is welded to the side of the rim 32 away from the frame assembly 7. The spoke 31 is used to connect with the wheel hub. The transfer case assembly 2 is installed on the frame assembly 7. The transfer case assembly 2 is located between the front axle assembly 4 and the rear axle assembly 6. The transfer case assembly 2 is used to transmit power to the front axle assembly 4 and the rear axle assembly 6. In this embodiment, the transfer case assembly 2 transmits power to both the front axle and the rear axle through a drive shaft. By setting the two rear wheel assemblies 3 as single-tire wheels, the ground clearance is increased, so that the approach angle γ1, the departure angle γ2 and the longitudinal passing angle β are all increased, thereby improving the passability. Specifically, Figure 3 As shown. At the same time, the track width of the two rear wheel assemblies 3 is set to be equal to the track width of the two front wheel assemblies 1. The rear wheels follow the track of the front wheels, which reduces the rolling resistance of the rear wheels and improves the passability and handling stability in harsh road conditions. In addition, the spokes 31 of the rear wheels are welded to the side of the rim 32 away from the frame assembly 7. The offset of the rim 32 is positive. Under the same outer dimensions, the track width between the two rear wheel assemblies 3 is increased, thereby further improving the handling stability. Please refer to Figure 7 As shown, the spokes 31 are welded to the side of the rim 32 away from the frame assembly 7, that is, welded to the outside of the rim 32. The hub is located inside the rim 32 and connected to the spokes 31. In this case, the rim 32 is positively offset, and the overall dimensions are equal to the sum of the track widths of the two wheel assemblies and the two offset distances. In contrast, with a negative offset, the overall dimensions are equal to the sum of the track widths of the two wheel assemblies, the two offset distances, and the widths of the two tires. Therefore, while the overall dimensions remain unchanged, welding the spokes 31 to the outside of the rim 32 in this embodiment can achieve a larger track width, further improving handling stability.

[0033] Similarly, the spokes 31 of the front wheel assembly 1 are welded to the side of the rim 32 of the front wheel assembly 1 that is away from the frame assembly 7. That is, the spokes 31 of the front wheel assembly 1 are welded to the outside of the rim 32 of the front wheel assembly 1. The front wheel assembly 1 is also a single-tire wheel, and the tire specifications of the front wheel assembly 1 are the same as those of the rear wheel assembly 3. This allows the two front wheel assemblies 1 to have a larger wheelbase, further improving handling stability. Furthermore, the tire pattern of the front wheel assembly 1 is designed to be inconsistent with the tire pattern of the rear wheel assembly 3 to improve the overall performance of the all-wheel drive chassis. For example, the tire pattern of the front wheel assembly 1 can be a symmetrical pattern to facilitate steering, while the tire pattern of the rear wheel assembly 3 can be an asymmetrical pattern to effectively resist roll. Alternatively, the rear wheel assembly 3 can be designed with a block pattern to improve braking performance on dry roads.

[0034] Furthermore, the all-wheel drive chassis also includes a center axle assembly 5, which is mounted on the frame assembly 7 and disposed between the front axle assembly 4 and the rear axle assembly 6. The transfer case assembly 2 is located between the front axle assembly 4 and the rear axle assembly 6 and is used to transmit power to the center axle assembly 5. A drive shaft is disposed between the center axle assembly 5 and the rear axle assembly 6, so that the power of the center axle assembly 5 is transmitted to the rear axle assembly 6 via the drive shaft. The two ends of the center axle assembly 5 are respectively connected to the rear wheel assemblies 3. The two rear wheel assemblies 3 connected to the center axle assembly 5 are of the same specifications and models as the two rear wheel assemblies 3 connected to the rear axle assembly 6, and the wheelbase of the two rear wheel assemblies 3 on the center axle assembly 5 is equal to the wheelbase of the two front wheel assemblies 1. By providing the center axle assembly 5, the carrying capacity is improved while the passing performance and handling stability are also improved simultaneously.

[0035] Optionally, the distance between the front axle assembly 4 and the middle axle assembly 5 is as follows: Figure 1 As shown in L1, the distance between the middle axle assembly 5 and the rear axle assembly 6 is as follows Figure 1 As shown by L2 in the figure, the ratio of the distance from the front axle assembly 4 to the middle axle assembly 5 to the distance from the middle axle assembly 5 to the rear axle assembly 6 is 2-4, that is, 2≤L1:L2≤4. This means that the middle axle assembly 5 is positioned close to the rear axle assembly 6 to provide reliable support. In this embodiment, the ratio of the distance from the front axle assembly 4 to the middle axle assembly 5 to the distance from the middle axle assembly 5 to the rear axle assembly 6 is 3. When the all-wheel drive vehicle is fully loaded, the axle loads of the middle axle assembly 5 and the rear axle assembly 6 are greater, providing better grip when navigating adverse road conditions, thereby improving driving performance and handling stability.

[0036] Furthermore, if Figure 4 As shown, the transfer case assembly 2 includes a transfer case body 22, a left suspension bracket 211, a right suspension bracket 212, and two suspension brackets 23. The two suspension brackets 23 are fixedly connected to either side of the transfer case body 22, with the left suspension bracket 211 fixedly connected to the left longitudinal beam of the frame assembly 7, and the right suspension bracket 212 fixedly connected to the right longitudinal beam of the frame assembly 7. The left suspension bracket 211, the right suspension bracket 212, and the two suspension brackets 23 are each provided with a suspension block. The suspension block of the left suspension bracket 211 is connected to the suspension block of the suspension bracket 23 on the left side of the transfer case body 22, while the suspension block of the right suspension bracket 212 is connected to the suspension block of the suspension bracket 23 on the right side of the transfer case body 22. This ensures that the transfer case body 22 is mounted on the frame assembly 7 while avoiding a rigid connection to the frame assembly 7. The structures of the left suspension bracket 211 , the right suspension bracket 212 and the suspension bracket 23 in this embodiment are determined according to the structure of the transfer case body 22 and the structure of the frame assembly 7 , and therefore their structures are not specifically limited in this embodiment.

[0037] Specifically, if Figure 5-Figure 6As shown, the transfer case assembly 2 also includes an auxiliary tie rod assembly, one end of which is fixedly connected to the frame assembly 7 and the other end is fixedly connected to the transfer case body 22. The auxiliary tie rod assembly is used to pull the transfer case body 22 along the length direction of the frame assembly 7. The auxiliary tie rod assembly includes a left upper tie rod bracket 241, a left auxiliary tie rod 251, a left tie rod bracket 261, a right upper tie rod bracket 242, a right auxiliary tie rod 252, and a right tie rod bracket 262. The upper left tie rod bracket 241 is fixedly connected to the left longitudinal beam of the frame assembly 7. The left tie rod bracket 261 is fixedly connected to the transfer case body 22. The two ends of the left auxiliary tie rod 251 are respectively connected to the upper left tie rod bracket 241 and the left tie rod bracket 261 by ball joints. The upper right tie rod bracket 242 is fixedly connected to the right longitudinal beam of the frame assembly 7. The right tie rod bracket 262 is fixedly connected to the transfer case body 22. The two ends of the right auxiliary tie rod 252 are respectively connected to the upper right tie rod bracket 242 and the right tie rod bracket 262 by ball joints. The transfer case body 22 is supported vertically and horizontally by the left suspension bracket 211, the right suspension bracket 212, and the two suspension brackets 23. It is pulled in the fore-aft direction by the auxiliary tie rod assembly, so that the transfer case body 22 is securely mounted on the frame assembly 7.

[0038] For further information, please refer to Figure 8 As shown, the transfer case assembly 2 also includes a solenoid valve, mounted on the vehicle frame assembly 7, which is used to disconnect or connect the shift control line to the transfer case body 22. This line can be a high-pressure gas or oil line. The solenoid valve is normally open, meaning it disconnects the shift control line when not powered. The solenoid valve's coil is connected in series with the parking brake switch and electrically connected to the battery. When the parking brake is engaged, the parking brake switch closes, protecting the transfer case body 22 from shifting. If the driver shifts the transfer case without engaging the parking brake, the parking brake switch opens, disconnecting the circuit between the solenoid valve's coil and the battery. The solenoid valve disconnects the shift control line to the transfer case body 22, preventing the transfer case from shifting. Simultaneously, a message indicating that the parking brake is not engaged is displayed on the instrument panel, effectively preventing damage to the transfer case, such as gear snagging. After the driver applies the parking brake, the parking brake switch closes, the battery supplies power to the electromagnetic coil of the solenoid valve, the solenoid valve closes, and the shift control pipeline of the transfer case body 22 is connected. Only then can the shift action of the transfer case body 22 be executed, ensuring safe shifting of the transfer case body 22.

[0039] The present invention provides an all-wheel drive vehicle, comprising the all-wheel drive vehicle chassis of this embodiment. By arranging the all-wheel drive vehicle chassis of this embodiment, the passability and handling stability of the all-wheel drive vehicle are improved, and the vehicle can better adapt to driving in adverse road conditions.

[0040] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. All-wheel drive chassis, characterized by: include: Frame assembly (7); A front axle assembly (4) and a rear axle assembly (6), wherein the front axle assembly (4) and the rear axle assembly (6) are both mounted on the vehicle frame assembly (7), the two ends of the front axle assembly (4) are respectively connected to the front wheel assembly (1), and the two ends of the rear axle assembly (6) are respectively connected to the rear wheel assembly (3), the wheelbase of the two front wheel assemblies (1) is equal to the wheelbase of the two rear wheel assemblies (3), and the rear wheel assembly (3) is configured as a single-tire wheel, and the rear wheel assembly (3) includes a rim (32) and a spoke (31), wherein the spoke (31) is welded to a side of the rim (32) away from the vehicle frame assembly (7), and the spoke (31) is used to connect to a wheel hub; A transfer case assembly (2) is mounted on the vehicle frame assembly (7), the transfer case assembly (2) is located between the front axle assembly (4) and the rear axle assembly (6), and the transfer case assembly (2) is used to transmit power to the front axle assembly (4) and the rear axle assembly (6).

2. The all-wheel drive chassis according to claim 1, characterized in that: The transfer case assembly (2) comprises a transfer case body (22), a suspended left bracket (211), a suspended right bracket (212) and two suspended brackets (23), wherein the two suspended brackets (23) are respectively fixedly connected to both sides of the transfer case body (22), the suspended left bracket (211) is fixedly connected to the left longitudinal beam of the frame assembly (7), and the suspended right bracket (212) is fixedly connected to the right longitudinal beam of the frame assembly (7), the suspension block of the suspended left bracket (211) is connected to the suspension block of the suspension bracket (23) on the left side of the transfer case body (22), and the suspension block of the suspended right bracket (212) is connected to the suspension block of the suspension bracket (23) on the right side of the transfer case body (22).

3. The all-wheel drive chassis according to claim 2, characterized in that: The transfer case assembly (2) further includes an auxiliary pull rod assembly, one end of which is fixedly connected to the frame assembly (7), and the other end of which is fixedly connected to the transfer case body (22). The auxiliary pull rod assembly is used to pull the transfer case body (22) along the length direction of the frame assembly (7).

4. The all-wheel drive chassis according to claim 3, characterized in that: The auxiliary pull rod assembly comprises a pull rod upper left bracket (241), a left auxiliary pull rod (251), a pull rod left bracket (261), a pull rod upper right bracket (242), a right auxiliary pull rod (252) and a pull rod right bracket (262), wherein the pull rod upper left bracket (241) is fixedly connected to the left longitudinal beam of the frame assembly (7), the pull rod left bracket (261) is fixedly connected to the transfer case body (22), the two ends of the left auxiliary pull rod (251) are respectively connected to the pull rod upper left bracket (241) and the pull rod left bracket (261) by ball joints, the pull rod upper right bracket (242) is fixedly connected to the right longitudinal beam of the frame assembly (7), the pull rod right bracket (262) is fixedly connected to the transfer case body (22), and the two ends of the right auxiliary pull rod (252) are respectively connected to the pull rod upper right bracket (242) and the pull rod right bracket (262) by ball joints.

5. The all-wheel drive chassis according to claim 2, characterized in that: The transfer case assembly (2) further comprises a solenoid valve, which is used to cut off or conduct the shift control pipeline of the transfer case body (22). The solenoid valve is in a normally open state. The electromagnetic coil of the solenoid valve is connected in series with the parking brake switch and is electrically connected to the battery. When the parking brake is on, the parking brake switch is closed.

6. The all-wheel drive chassis according to claim 1, characterized in that: The spokes (31) of the front wheel assembly (1) are welded to a side of the rim (32) of the front wheel assembly (1) away from the frame assembly (7), and the tire specifications of the front wheel assembly (1) are the same as those of the rear wheel assembly (3).

7. The all-wheel drive vehicle chassis according to any one of claims 1 to 6, characterized in that: The vehicle further comprises a middle bridge assembly (5), wherein the middle bridge assembly (5) is mounted on the vehicle frame assembly (7), the middle bridge assembly (5) is arranged between the front bridge assembly (4) and the rear bridge assembly (6), the transfer case assembly (2) is located between the front bridge assembly (4) and the middle bridge assembly (5), and is used to transmit power to the middle bridge assembly (5), the two ends of the middle bridge assembly (5) are respectively connected to the rear wheel assemblies (3), and the wheelbases of the two rear wheel assemblies (3) on the middle bridge assembly (5) are equal to the wheelbases of the two front wheel assemblies (1).

8. The all-wheel drive chassis according to claim 7, characterized in that: The ratio of the distance from the front axle assembly (4) to the middle axle assembly (5) to the distance from the middle axle assembly (5) to the rear axle assembly (6) is 2-4.

9. The all-wheel drive chassis according to claim 8, characterized in that: The ratio of the distance from the front axle assembly (4) to the middle axle assembly (5) to the distance from the middle axle assembly (5) to the rear axle assembly (6) is 3.

10. All-wheel drive vehicle, characterized in that The invention comprises the all-wheel drive vehicle chassis according to any one of claims 1 to 9.

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