Chassis bracket and engineering machinery
By adopting an irregular box-section design and hinged connection method in the chassis bracket of the engineering machinery, the problem of the vehicle's height and weight has been solved, resulting in better passability, a lower center of gravity, and stronger anti-rollover capability. At the same time, the stress point of the shock absorber has been optimized, achieving lightweighting.
Patent Information
- Application Number
- CN202511732887.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-24
- Publication Date
- 2026-02-06
AI Technical Summary
The existing chassis bracket design of construction machinery results in a relatively high and heavy vehicle, which leads to insufficient passability and is not conducive to lightweighting.
The frame is designed with an irregular box-shaped cross section that is larger at the top and smaller at the bottom. The fixing points are located on the lower side of the frame. The shock absorbers are connected by hinges, and a clearance space is formed between the top and bottom surfaces of the frame. This makes full use of the side space of the frame, reduces the overall vehicle height, and optimizes the stress points of the shock absorbers.
This design achieves a lower overall vehicle height, better passability, a lower center of gravity, stronger resistance to rollover, and better site adaptability. At the same time, the shock absorber stress point structure is more reasonable, the frame rigidity is better, and the side suspension attenuation is smaller, thus achieving the goal of lightweighting.
Smart Images
Figure CN121469726A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The application belongs to the technical field of engineering machinery, and particularly relates to a chassis bracket and engineering machinery. BACKGROUND
[0002] The existing industry field special vehicle frame mainly adopts a lower surface suspension lifting technology, and mainstream manufacturers are mostly automobile crane manufacturers, which are generally not very sensitive to the overall vehicle height size, directly lift the lower part, and the vehicle frame structure is mostly designed in a regular shape.
[0003] The existing technical scheme adopts a superposition scheme, the overall vehicle height is high, and the technical scheme has the defect of poor passability; the whole box type vehicle frame has the same front and rear sections, the same material, and the same plate thickness, which is not conducive to lightweight, and the product is too heavy. SUMMARY
[0004] The main purpose of the application is to provide a chassis bracket and engineering machinery, which aims to solve the technical problems of high overall vehicle height and heavy in the prior art.
[0005] In order to achieve the above-mentioned purpose, the application provides a chassis bracket, which comprises: a vehicle frame, the top of the vehicle frame is provided with a frame top surface, the bottom of the vehicle frame is provided with a frame bottom surface, the transverse dimension of the frame top surface along the vehicle width direction is greater than the transverse dimension of the frame bottom surface along the vehicle width direction, so as to form an avoidance space between the frame top surface and the frame bottom surface for avoiding shock absorbers, a fixing point is arranged between the frame top surface and the frame bottom surface, and the fixing point is used for connecting the shock absorber; and a turning center, both ends of the vehicle frame along the vehicle length direction are a vehicle head end and a vehicle tail end, the vehicle head end is connected with the turning center, and the vehicle tail end is away from the turning center.
[0006] In the embodiment of the application, the vehicle frame comprises a large head part and a small head part connected in sequence from top to bottom, the cross-sectional dimension of the large head part along the vehicle width direction is greater than the cross-sectional dimension of the small head part along the vehicle width direction, and both ends of the large head part protrude from the small head part along the vehicle width direction, so as to form the avoidance space between both ends of the large head part and the small head part, and the fixing point is located in the avoidance space and arranged at the bottom of the large head part.
[0007] In the embodiment of the application, the cross section of the large head part along the vehicle width direction is rectangular, the cross section of the small head part along the vehicle width direction is rectangular, and the rectangular width of the large head part along the vehicle width direction is greater than the rectangular width of the small head part along the vehicle width direction.
[0008] In the embodiment of the application, the cross section of the large head part along the vehicle width direction is rectangular, the cross section of the small head part along the vehicle width direction is isosceles inverted trapezoidal, and the rectangular width of the large head part along the vehicle width direction is greater than the maximum width of the small head part along the vehicle width direction.
[0009] In the embodiment of the present application, the frame is isosceles inverted trapezoidal, and the fixing point is arranged on the side of the frame.
[0010] In the embodiment of the present application, the fixing point is a wedge-shaped fixing point matched with the side profile of the frame in trapezoidal shape. In the embodiment of the present application, the average cross-sectional dimension of the frame in the vehicle length direction gradually decreases.
[0011] In the embodiment of the present application, the upper and lower thicknesses of the frame gradually decrease in the vehicle length direction.
[0012] The present application also provides an engineering machine, which comprises an axle, a shock absorber and a chassis bracket as described above, the axle is connected with wheels at both ends in the vehicle width direction, the frame is located between the two wheels, and the frame is connected with the axle through the shock absorber.
[0013] In the embodiment of the present application, the frame is located on the top of the axle, the fixing point is hinged on the top of the shock absorber, and the bottom of the shock absorber is connected with the axle.
[0014] Through the above technical solution, the chassis bracket provided by the embodiment of the present application has the following beneficial effects: The frame girder adopts a special-shaped box cross-section design, the fixing point is arranged below the side of the box frame, and the shock absorber is connected in a hinged manner. The transverse dimension of the top surface of the frame in the vehicle width direction is greater than the transverse dimension of the bottom surface of the frame in the vehicle width direction, so that an avoiding space for avoiding the shock absorber is formed between the top surface of the frame and the bottom surface of the frame, and the fixing point is arranged in the avoiding space. The side space of the frame can be fully utilized, and at the same time, the upper and lower stacking of the prior art is avoided, so that the overall vehicle height is reduced, the passing performance is better, the overall vehicle gravity center is lower, the anti-rollover performance is better, the site adaptability is better, the stress point structure of the shock absorber is reasonable, the rigidity of the frame is better, and the side swing attenuation is smaller. In the present application, the frame of the chassis bracket adopts a special-shaped box cross-section design with a large top and a small bottom, and the fixing point is arranged below the side of the frame. The side space of the frame can be fully utilized, so that the overall vehicle height is reduced, and the stress point structure of the shock absorber is also ensured to be reasonable.
[0015] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS
[0016] The accompanying drawings are included to provide a further understanding of the present application, and constitute a part of the specification, and are used together with the following specific embodiments to explain the present application, but do not constitute a limitation on the present application. In the drawings: Figure 1 is a structural schematic view of an engineering machine in an embodiment of the present application; Figure 2is a structural schematic view of a chassis bracket according to an embodiment of the present application; Figure 3 is a structural schematic view of a chassis bracket according to another embodiment of the present application; Figure 4 is a structural schematic view of a chassis bracket according to still another embodiment of the present application from one perspective; Figure 5 is a structural schematic view of a chassis bracket according to an embodiment of the present application from another perspective.
[0017] Reference Signs List DETAILED DESCRIPTION
[0018] The specific embodiments of the present application will be described below in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present application, and are not intended to limit the present application.
[0019] The chassis bracket according to the present application will be described below with reference to the accompanying drawings.
[0020] As shown in the drawings, Figures 1 to 5 in an embodiment of the present application, the chassis bracket 100 comprises a frame 1 and a turning center 2, the top of the frame 1 is provided with a frame top surface 11, the bottom of the frame 1 is provided with a frame bottom surface 12, the lateral dimension of the frame top surface 11 along the vehicle width direction is greater than the lateral dimension of the frame bottom surface 12 along the vehicle width direction, so as to form an avoiding space 13 between the frame top surface 11 and the frame bottom surface 12 for avoiding the shock absorber 210, a fixing point 14 is arranged between the frame top surface 11 and the frame bottom surface 12, and the fixing point 14 is used for connecting the shock absorber 210; the two ends of the frame 1 along the vehicle length direction are respectively a vehicle head end 15 and a vehicle tail end 16, the vehicle head end 15 is connected to the turning center 2, and the vehicle tail end 16 is away from the turning center 2.
[0021] It can be understood that the shock absorber 210 can be a suspension or a leaf spring, and the chassis bracket 100 in the embodiment is mainly used for cranes, crawler cranes and other engineering machinery 200. The fixing point 14 is a hinge point of the suspension or the leaf spring of the crane on the frame 1, and the fixing point 14 can be connected and fixed with the frame 1 by welding. The vehicle width direction can be the left-right direction in Figure 1 , the vehicle length direction can be the front-rear direction in Figure 5 , and the vehicle height direction can be the up-down direction in Figure 1 and Figure 5 .
[0022] The chassis 1 in the embodiment adopts a special-shaped box section design, the fixed point 14 is below the side of the box-type chassis 1, and the shock absorber 210 is connected in a hinged manner. The lateral dimension of the top surface 11 of the chassis in the vehicle width direction is greater than the lateral dimension of the bottom surface 12 in the vehicle width direction, so that the avoiding space 13 for avoiding the shock absorber 210 is formed between the top surface 11 and the bottom surface 12, and the fixed point 14 is arranged in the avoiding space 13. The side space of the chassis 1 can be fully utilized, and at the same time, the upper and lower stacking of the existing technology is avoided, so that the overall vehicle height is reduced, the passing performance is better, the overall vehicle gravity center is lower, the anti-rollover performance is better, the site adaptability is better, the stress point structure of the shock absorber 210 is reasonable, the rigidity of the chassis 1 is better, and the side swing attenuation is smaller. In the embodiment, the chassis 1 of the chassis bracket 100 adopts a special-shaped box section design with a large top and a small bottom, and the fixed point 14 is arranged below the side of the chassis 1. The side space of the chassis 1 can be fully utilized, so that the overall vehicle height is reduced, and at the same time, the stress point structure of the shock absorber 210 is ensured to be reasonable.
[0023] In addition, the average cross-sectional dimension of the chassis 1 in the vehicle length direction is small. The average cross-sectional dimension is the comprehensive average dimension of each side. Different wall thicknesses can be given to different positions of the chassis 1 according to different stress cross sections, so that the mechanical properties of the material of the chassis 1 are optimized, thereby achieving the lightweight target. In an embodiment, the chassis 1 adopts a non-equal-thickness cross section form, the thickness of the chassis 1 gradually decreases in the vehicle length direction, and the thickness of the chassis 1 in the upward and downward directions decreases. Specifically, the upward and downward thickness of the chassis 1 can gradually decrease from the tail end 16 to the head end 15. In another embodiment, the left and right widths of the chassis 1 gradually decrease in the vehicle length direction. In still another embodiment, the upward and downward thickness and the left and right width of the chassis 1 gradually decrease in the vehicle length direction. The variable cross section design of the chassis 1 can better achieve lightweight design, which is beneficial to reducing the overall vehicle weight, reducing the overall vehicle fuel consumption, and saving energy and protecting the environment. The cross section is changed in the vehicle length direction, so that the performance of the material is fully utilized, and the lightweight is better.
[0024] It should be noted that the chassis 1 includes the large head part 17 and the small head part 18 connected in sequence from top to bottom, the cross-sectional dimension of the large head part 17 in the vehicle width direction is greater than the cross-sectional dimension of the small head part 18 in the vehicle width direction, and the two ends of the large head part 17 protrude from the small head part 18 in the vehicle width direction, so that the avoiding space 13 is formed between the two ends of the large head part 17 and the small head part 18, and the fixed point 14 is located in the avoiding space 13 and arranged at the bottom of the large head part 17. The chassis 1 in the embodiment adopts a large head at the top, and the large head part 17 at the top and the lower head part below form the avoiding space 13 on the left and right sides, which can facilitate the installation of the shock absorber 210. The height of the large head part 17 in the upward and downward directions is smaller than the height of the small head part 18 in the upward and downward directions, so that sufficient installation height can be reserved for the shock absorber 210, and the overall vehicle height can be fully reduced. In an embodiment, the height of the fixed point 14 plus the height of the shock absorber 210 is equal to the height of the small head part 18.
[0025] like Figure 1 and Figure 2 As shown, in one embodiment, the cross-section of the large head 17 along the vehicle width direction is rectangular, and the cross-section of the small head 18 along the vehicle width direction is rectangular. The rectangular width of the large head 17 along the vehicle width direction is greater than the rectangular width of the small head 18 along the vehicle width direction. In this embodiment, the frame 1 adopts an inverted convex structure design, so that the left and right ends of the large head 17 form a cantilever structure relative to the small head 18. In this embodiment, the cross-section of the shock absorber 210 along the vehicle width direction is rectangular. Both the cross-sections of the large head 17 and the small head 18 along the vehicle width direction are rectangular, which allows the clearance space 13 to be adapted to the shock absorber 210, ensuring the structural strength of the frame 1 while making full use of the installation space.
[0026] In this embodiment of the invention, the clearance space 13 has a rectangular cross-section along the vehicle width direction, and the width of the clearance space 13 along the vehicle width direction is greater than the width of the shock absorber 210, causing the two ends of the large head 17 to protrude beyond the outer ends of the shock absorber 210 along the vehicle width direction. In this embodiment, the dimension of the clearance space 13 along the vehicle width direction is greater than the dimension of the shock absorber 210 along the vehicle width direction, which can avoid interference from other components with the shock absorber 210. This makes the chassis bracket 100 more structurally stable during use.
[0027] like Figure 3 As shown, in another embodiment, the cross-section of the large head 17 along the vehicle width direction is rectangular, and the cross-section of the small head 18 along the vehicle width direction is an inverted isosceles trapezoid. The rectangular width of the large head 17 along the vehicle width direction is greater than the maximum width of the small head 18 along the vehicle width direction. In this embodiment, the frame 1 adopts an inverted trapezoidal and rectangular structural design, so that the left and right ends of the large head 17 form a cantilever structure relative to the small head 18. In this embodiment, the height of the large head 17 along the vertical direction is less than the height of the small head 18 along the vertical direction. The height of the small head 18 can be specifically set according to the height of the fixing point 14 and the height of the shock absorber 210. In this embodiment, the cross-section of the small head 18 located below the large head 17 adopts an inverted trapezoidal design, which can provide sufficient clearance space 13 for the installation of the shock absorber 210 on the side wall of the frame 1.
[0028] In this embodiment of the invention, the clearance space 13 has a trapezoidal cross-section along the vehicle width direction, and the minimum width of the clearance space 13 along the vehicle width direction is greater than the width of the shock absorber 210, so that the two ends of the large head 17 along the vehicle width direction protrude beyond the outer ends of the shock absorber 210 along the vehicle width direction. In this embodiment, the dimension of the clearance space 13 along the vehicle width direction is greater than the width of the shock absorber 210 in the left-right direction, which can ensure that the shock absorber 210 does not interfere with other components during use, making the chassis bracket 100 structure more stable.
[0029] like Figure 4As shown, in another embodiment, the frame 1 is an isosceles inverted trapezoid, and the fixing point 14 is located on the side of the frame 1. In this embodiment, the frame 1 adopts an inverted trapezoidal structure design, which is matched with the sloping side structure design of the fixing point 14. In this embodiment, the frame 1 is connected to the sloping surfaces of the fixing points 14 on both sides, achieving an equivalent height reduction effect. Furthermore, the frame 1 has a simple structure and low production cost. In this embodiment, the fixing point 14 is a wedge-shaped fixing point that matches the side profile of the trapezoidal frame 1. The fixing point 14 is provided with a connection that matches the side of the frame 1, making the fixing point 14 and the frame 1 fit more tightly while also saving lateral space in the chassis bracket 100.
[0030] like Figure 5 As shown, in one embodiment, the cross-section of the frame 1 along the length of the vehicle is a right-angled trapezoid, forming a weight-reducing inclined surface 19 at the bottom of the frame 1. Specifically, the height of the main beam of the frame 1 varies along the longitudinal direction; the farther away from the center of rotation 2, the smaller the cross-sectional height of the frame 1; the width varies according to the stress conditions; and the thickness of the upper and lower steel plates or vertical plates of the frame 1 can also vary. Figure 4 As shown, in one embodiment, the weight-reducing ramp 19 is located at the bottom of the frame 1, and the frame 1 adopts a structure with an upper plane and a lower ramp, which facilitates the storage of goods, tools, etc. on the upper plane. In another embodiment, the frame 1 can adopt a structure design with a lower plane and an upper ramp to realize the variable cross-section of the frame 1.
[0031] This invention also proposes an engineering machinery 200, which includes an axle 220, a shock absorber 210, and a chassis bracket 100 as described above. The axle 220 is connected to wheels 230 at both ends along its width direction. A frame 1 is located between the two wheels 230, and the frame 1 is connected to the axle 220 via the shock absorber 210. The specific structure of the chassis bracket 100 is as described in the above embodiments. Since the engineering machinery 200 adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be elaborated further here.
[0032] In one embodiment, the construction machinery 200 can be a crane, crawler crane, etc. The shock absorber 210 can be a suspension or leaf spring, which is fixed by hinge at fixing point 14. After the tires leave the ground, the axle 220 and the frame 1 can be connected together through the suspension to ensure the shock absorption performance of the shock absorber 210. The bottom of the shock absorber 210 and the axle 220 can be fixed with bolts to ensure a tight connection between the shock absorber 210 and the axle 220. It should be noted that in this embodiment, the frame 1 is located on top of the axle 220, the top of the shock absorber 210 is hinged to fixing point 14, and the bottom is connected to the axle 220.
[0033] By extracting the maximum load-bearing capacity F (N) at fixed point 14 on frame 1, and simplifying the lever arm length L (mm), bending moment M (Nm), and bending section modulus W (mm3) of the pin shaft mathematical model at fixed point 14, the pin shaft can be calculated as follows: M = FL (N.mm) α = M / W (MPa) The stress calculation results show that the stress is less than the allowable stress value and meets the design requirements.
[0034] In the CAE simulation analysis, the overall system provides the stress state of fixed point 14 in each embodiment, material mechanical property parameters, ultimate load F (N), ultimate load loading location, and force component direction. Based on the software calculations, the ultimate stress value, ultimate deformation value, and fatigue limit value of the critical points in each embodiment of the invention can be determined, verifying that all three embodiments of the invention meet the project design requirements. The structural designs of the three chassis brackets 100, while ensuring strength, all achieve lightweight design while reducing the overall vehicle height.
[0035] In the description of this invention, it should be understood that the terms "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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0036] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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, an electrical connection, or a connection that allows communication between them; 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, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0037] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0038] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.
Claims
1. A chassis bracket, characterized in that, The chassis bracket (100) includes: A frame (1) is provided with a top surface (11) at the top and a bottom surface (12) at the bottom. The lateral dimension of the top surface (11) along the vehicle width direction is greater than that of the bottom surface (12) along the vehicle width direction, so that a clearance space (13) for the shock absorber (210) is formed between the top surface (11) and the bottom surface (12). A fixing point (14) is provided between the top surface (11) and the bottom surface (12), and the fixing point (14) is used to connect the shock absorber (210). The turning center (2) has two ends along the length of the vehicle frame (1), namely the front end (15) and the rear end (16), the front end (15) is connected to the turning center (2), and the rear end (16) is away from the turning center (2).
2. The chassis bracket according to claim 1, characterized in that, The frame (1) includes a large head (17) and a small head (18) connected from top to bottom. The cross-sectional dimension of the large head (17) along the vehicle width direction is larger than that of the small head (18) along the vehicle width direction. Both ends of the large head (17) along the vehicle width direction protrude from the small head (18), so that the clearance space (13) is formed between the two ends of the large head (17) and the small head (18). The fixing point (14) is located in the clearance space (13) and is set at the bottom of the large head (17).
3. The chassis bracket according to claim 2, characterized in that, The cross-section of the large head (17) along the vehicle width direction is rectangular, and the cross-section of the small head (18) along the vehicle width direction is rectangular. The rectangular width of the large head (17) along the vehicle width direction is greater than the rectangular width of the small head (18) along the vehicle width direction.
4. The chassis bracket according to claim 2, characterized in that, The cross-section of the large head (17) along the vehicle width direction is rectangular, and the cross-section of the small head (18) along the vehicle width direction is an isosceles inverted trapezoid. The rectangular width of the large head (17) along the vehicle width direction is greater than the maximum width of the small head (18) along the vehicle width direction.
5. The chassis bracket according to claim 1, characterized in that, The frame (1) is an isosceles inverted trapezoid, and the fixing point (14) is located on the side of the frame (1).
6. The chassis bracket according to claim 5, characterized in that, The fixing point (14) is a wedge-shaped fixing point that matches the side profile of the trapezoidal frame (1).
7. The chassis bracket according to any one of claims 1 to 6, characterized in that, The average cross-sectional dimension of the frame (1) along the length of the vehicle decreases.
8. The chassis bracket according to claim 7, characterized in that, The thickness of the frame (1) gradually decreases along the length of the vehicle.
9. An engineering machinery, characterized in that, The construction machinery (200) includes an axle (220), a shock absorber (210), and a chassis bracket (100) as described in any one of claims 1 to 8. The axle (220) is connected to wheels (230) at both ends along the vehicle width direction. The frame (1) is located between the two wheels (230), and the frame (1) is connected to the axle (220) through the shock absorber (210).
10. The engineering machinery according to claim 9, characterized in that, The frame (1) is located on top of the axle (220), and the shock absorber (210) is hinged at the top to the fixing point (14) and connected to the axle (220) at the bottom.