Width-adjustable trafficability vehicle chassis structure

Abstract

The width-adjustable trafficability vehicle chassis structure comprises a chassis, a plurality of walking wheels are symmetrically installed on the left side and the right side of the chassis, the walking wheels are connected with the side portion of the chassis through a height adjusting mechanism, and the chassis comprises vehicle frames which are arranged in a bilateral symmetry mode; and the two frames are connected through a width adjusting mechanism. The device is reasonable in design, stepless adjustment is achieved, the adjustment range can be flexibly expanded, the space utilization rate of the chassis is greatly increased, component conflicts are avoided, the adjustment and locking process is automatic, operation convenience is remarkably optimized, stress distribution is uniform, structural reliability is higher, the function integration degree is high, and adaptive scenes are wider.

Description

Technical Field

[0001] This invention relates to the field of logistics and transportation equipment technology, and specifically to a chassis structure for a vehicle with adjustable width and height for maneuverability. Background Technology

[0002] In the existing field of logistics and transportation equipment, due to the differences in the size and height of logistics boxes, shelves, and pallets, existing freight logistics handling vehicles are difficult to adapt. The existing patent with publication number CN221608973U, "An Adjustable Width Excavator Chassis", provides a solution for adjusting the width of an excavator chassis. This solution achieves chassis width adjustment by setting left and right track components and a telescopic mechanism connecting them. The working principle is as follows: The chassis consists of a base frame and two track beams (left beam and right beam). The track beams are slidably connected to the limiting frame of the base frame through a square telescopic arm. The telescopic cylinder in the middle of the base frame is connected to the U-shaped linkage of the track beam at both ends. Activating the cylinder can drive the left and right beams to extend and retract synchronously. The locking hole of the base frame and the waist-shaped limiting hole of the telescopic arm are fixed by a pin, which limits the extension and locking the position. However, it has the following defects: 1. The adjustment range is limited and cannot be infinitely adjusted: The adjustment range of the telescopic arm is determined by the length of the waist-shaped limiting hole, and can only be adjusted "between the two ends of the limiting hole". Moreover, the waist-shaped hole has a fixed length and cannot expand the adjustment range according to construction needs. 2. Cylinder layout affects chassis space utilization: The telescopic cylinder is located in the middle of the underframe, occupying core chassis space. It may conflict with components such as the excavator's slewing bearing and hydraulic lines, limiting the integration of other chassis functions (such as adding counterweights or auxiliary hydraulic systems). 3. Cumbersome pin locking operation: After adjustment, the locking pin must be manually inserted and tightened. If the space under the chassis is narrow, it is difficult for operators to quickly locate the hole, especially in muddy outdoor environments where the hole is easily blocked by debris, increasing operational difficulty. 4. Multiple telescopic booms increase chassis weight: While multiple telescopic booms are designed to ensure stability and increase strength, they also increase the overall weight of the chassis. This may lead to an increase in the excavator's ground pressure, making it prone to getting stuck on soft ground (such as wetlands or sand).

[0003] While this solution achieves ground-free adjustment of chassis width, its dual-sided synchronous telescopic structure relies on a high-precision hydraulic system to maintain consistent telescopic movement on both sides, resulting in high control complexity and increased costs. Furthermore, the staggered arrangement of guide rods between the track beam and the underframe increases stress concentration areas, making them prone to deformation or jamming under long-term heavy-load conditions, affecting adjustment reliability. In addition, the telescopic stroke is limited by the internal space of the underframe, resulting in a small maximum width extension, making it difficult to adapt to extreme working conditions. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to overcome the shortcomings of the prior art and provide a width-adjustable height-accessible vehicle chassis structure.

[0005] The present invention is implemented using the following scheme: a width-adjustable height passability vehicle chassis structure: including a chassis, wherein a plurality of driving wheels are symmetrically installed on the left and right sides of the chassis, the driving wheels are connected to the side of the chassis through a height adjustment mechanism, and the chassis includes a frame arranged symmetrically on the left and right sides, and the two frames are connected by a width adjustment mechanism.

[0006] Furthermore, the height adjustment mechanism includes a swing arm, one end of which is rotatably connected to the traveling wheel, and the other end is hinged to the underside of the frame on the same side. A swing cylinder for driving the swing arm to swing is installed under the frame.

[0007] Furthermore, the cylinder liner end of the swing cylinder is hinged to the lower part of the frame, and the telescopic rod end of the swing cylinder is hinged to the side of the swing arm.

[0008] Furthermore, the frame is a frame structure, with several horizontal guide rods provided on the inner side of one frame and guide grooves provided on the inner side of the other frame corresponding to the guide rods.

[0009] Furthermore, the width adjustment mechanism includes several width adjustment components. Each width adjustment component includes a mounting plate located in the middle. A swing push component and a swing drive component are movably mounted on the front and rear sides of the mounting plate, respectively. Both the swing push component and the swing drive component are movably connected to the frame on both sides.

[0010] Furthermore, the swing drive assembly includes two electric push rods, the telescopic ends of which are respectively hinged to the left and right ends of the front or rear side of the mounting plate, and the non-telescopic ends of which are respectively hinged to the inner side of the frame on the same side.

[0011] Furthermore, a horizontal inclined fixing rod is provided on the inner side of the frame corresponding to the electric push rod, and a hinge seat is provided on the inclined fixing rod. The non-telescopic end of the electric push rod is hinged to the hinge seat on the same side.

[0012] Furthermore, the swing-pushing assembly includes two swing rods, one end of which is hinged to the left and right ends of the front or rear side of the mounting plate, respectively, and the other end of which is hinged to the inner side of the frame on the same side.

[0013] Furthermore, it also includes an adaptive cargo platform structure that works in conjunction with the chassis. The adaptive cargo platform includes a fixed platform and a movable platform. The fixed platform has several left-right oriented guide rail grooves arranged from front to back. The guide rail grooves pass through the side of the fixed platform near the movable platform. The movable platform includes a vertically arranged side fixing plate. A guide rail block is arranged on the side of the side fixing plate near the fixed platform, corresponding to the guide rail groove. The guide rail block slides in the guide rail groove. The fixed platform and the side fixing plate are respectively fixed to the vehicle frame on both sides.

[0014] Furthermore, the non-guide rail groove area on the fixed platform and the guide rail block area on the movable platform are provided with several left-right oriented clamping grooves from front to back. A linear module is installed in the clamping groove, and a horizontally sliding slide is assembled on the linear module. The slide is a concave block.

[0015] Compared with existing technologies, this invention has the following advantages: 1. Achieves stepless adjustment with flexible expansion of the adjustment range: Driven by an electric push rod and coupled with an X-shaped width adjustment mechanism, and with a linear displacement sensor collecting displacement data in real time and feeding it back to the PLC controller, the controller dynamically calibrates the current output of the electric push rod, achieving stepless adjustment throughout the entire range, ensuring stable operation even under load. This technology effectively solves the problem in existing technologies where the telescopic arm adjustment is limited by the length of the waist-shaped limiting hole, preventing stepless adjustment and limiting the range, thus flexibly adapting to the transportation needs of goods of different widths. 2. Significantly improves chassis space utilization and avoids component conflicts: The combination design of the electric push rod and the tilting fixing rod replaces the telescopic cylinder located in the middle of the chassis in existing technologies. Simultaneously, mounting positions for functional components such as the battery compartment and control box are reserved in the middle of the frame, making the distribution of various system components more reasonable. This completely avoids the problems in existing technologies where the telescopic cylinder occupies core chassis space and easily conflicts with components such as the slewing bearing and hydraulic lines, significantly improving the functional integration capability of the chassis. 3. Automated adjustment and locking process significantly improves ease of operation: The frame retraction and extension are automatically driven by an electric push rod, and the adjustment position and status are monitored in real time by sensors. No manual insertion of locking pins is required, perfectly solving the problems of cumbersome manual locking operations, difficulty in hole positioning in narrow spaces under the chassis or in muddy outdoor environments, and susceptibility to obstruction by debris in existing technologies. This significantly reduces operational difficulty and improves adaptability to complex working conditions. 4. Lightweight chassis design effectively reduces ground pressure. This application optimizes the square tube welding structure of the frame, and the width adjustment mechanism uses an X-shaped width adjustment mechanism, reducing redundant load-bearing components. While ensuring structural strength, it reduces the overall weight of the chassis, improving the problem of increased chassis weight and ground pressure caused by multiple telescopic arms in existing technologies, which makes the vehicle prone to getting stuck on soft ground such as wetlands and sand. This improves passability in complex road conditions. 5. Simplified control logic effectively controls costs. This application employs multiple electric push rods for synchronous control, coupled with real-time feedback calibration from linear displacement sensors. It achieves precise synchronous adjustment of both sides of the chassis without relying on a high-precision hydraulic synchronization system. This solves the problem of existing technologies where dual-sided synchronous telescopic structures depend on high-precision hydraulic systems, leading to high control complexity and increased costs. It reduces system integration and maintenance costs while ensuring adjustment accuracy. 6. Uniform stress distribution and enhanced structural reliability. The X-shaped width adjustment mechanism in this application is symmetrically arranged to ensure balanced force distribution. The chassis uses fully welded main longitudinal beams and cross beams to form a torsional frame. The guide crossbars are hard chrome plated. A series accumulator in the hydraulic system buffers pressure fluctuations. These designs effectively disperse stress concentration areas, avoiding the stress concentration caused by the staggered arrangement of guide rods in existing technologies, which can easily lead to deformation or jamming under long-term heavy loads. This significantly improves structural durability and adjustment reliability. 7. High degree of functional integration and wider applicability.This application integrates multiple functions such as width adjustment, height adjustment, cargo fixing, shock absorption and cushioning, and multi-scenario safety monitoring. Each system is both independent and controllable and can operate in conjunction with each other. For example, the cargo fixing system and the adjustment system work together to automatically lock the adjustment function when the clamping force is insufficient. The safety monitoring system avoids the risk of tipping over and collision in real time. This breaks through the limitation of existing technologies that can only achieve the single function of width adjustment and greatly expands the adaptability scenarios for different types of goods and different road conditions in logistics transportation. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the structure of the present invention (with the adaptive platform structure removed). Figure 3 This is a schematic diagram of the structure of the present invention (excluding the adaptive platform structure and one guide rod). Figure 4 for Figure 3 Enlarged structural diagram at point A in the middle; Figure 5 This is a schematic diagram of the structure of the present invention (elevation angle).

[0017] In the diagram: 1-Chassis; 2-Walking wheel; 3-Height adjustment mechanism; 4-Frame; 5-Width adjustment mechanism; 6-Swing arm; 7-Swing cylinder; 8-Guide rod; 9-Guide groove; 10-Width adjustment assembly; 11-Mounting plate; 12-Electric push rod; 13-Inclined fixing rod; 14-Hinge seat; 15-Swing rod; 16-Adaptive loading platform structure; 17-Fixed platform; 18-Movable platform; 19-Guide rail groove; 20-Side fixing plate; 21-Guide rail block; 22-Linear module; 23-Slide table. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0020] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0021] like Figure 1-5As shown, a width-adjustable height-adjustable vehicle chassis structure includes a chassis 1, on which several wheels 2 are symmetrically mounted on the left and right sides. The wheels can be existing wheels with hub motors or non-powered wheels that only serve to support and move the vehicle. The wheels are connected to the sides of the chassis via a height adjustment mechanism 3. The chassis includes symmetrically arranged frames 4, which are connected to each other via a width adjustment mechanism 5.

[0022] In this embodiment, to achieve height adjustment, the specific height adjustment mechanism is as follows: The height adjustment mechanism includes a swing arm 6, one end of which is rotatably connected to the driving wheel, and the other end is hinged to the lower part of the frame on the same side. A swing cylinder 7 for driving the swing arm to swing is installed on the lower part of the frame. The cylinder sleeve end of the swing cylinder is hinged to the lower part of the frame, and the telescopic rod end of the swing cylinder is hinged to the side of the swing arm. Specifically, the swing cylinder can be an integrated mechanism of an existing hydraulic cylinder and a shock absorber. The shock absorber absorbs road vibrations in real time. The oil circuit, hydraulic pump, oil tank, and other driving components of the swing cylinder are installed under the corresponding frame. At the same time, an existing accumulator is used in the oil circuit to buffer pressure fluctuations and ensure smooth driving at both high and low speeds.

[0023] When in use, the extension and retraction of the swing cylinder drives the swing arm to swing, thereby moving the walking wheels downward or upward, increasing the ground clearance of the chassis and making it easier to adapt to pallets or cargo box bottoms of different heights. Existing cylinder displacement sensors can be installed on the swing cylinder. The cylinder displacement sensor is embedded inside the cylinder barrel, and the sensor probe is precisely aligned with the built-in magnetic ring on the piston rod. The outer side of the cylinder barrel is reinforced by a 304 stainless steel bracket, which is fully welded to the cylinder barrel to prevent the sensor from deforming under stress when the cylinder extends or retracts. Based on domestic non-contact magnetostrictive measurement technology, when the piston rod extends or retracts, the magnetic field generated by the built-in magnetic ring triggers the vibration of the waveguide wire inside the sensor. The displacement is calculated by measuring the vibration propagation time. The external controller receives the real-time data from the sensor and precisely controls the hydraulic pump's oil supply / depressurization: in the lifting mode, high-pressure oil is injected and the piston rod extends; in the lowering mode, the cylinder depressurizes, and the traveling wheels reset under their own weight and the action of the shock absorber. The stroke is monitored in real time throughout the entire process to prevent damage from overtravel. Meanwhile, several existing pressure sensors are installed on the hydraulic circuit of the swivel cylinder, sealed and fixed with threaded joints, and equipped with nitrile rubber anti-vibration washers to reduce the impact of hydraulic shock on the sensors. The pressure sensors collect hydraulic circuit pressure data in real time. When the system pressure exceeds 45MPa (safety threshold), the external controller immediately cuts off the hydraulic pump power and triggers the pressure relief valve to prevent pipeline rupture; when the pressure is below 30MPa, the controller starts the hydraulic pump to replenish pressure, ensuring sufficient power for the lifting cylinder and the platform cylinder; the accumulator branch sensor monitors pressure fluctuations and feeds back to the controller to adjust the accumulator charging and discharging pressure, stabilizing the system pressure deviation to ≤±0.5MPa.

[0024] In this embodiment, the frame is a frame structure. Each frame is formed by welding main longitudinal beams and cross beams. The two frames are arranged symmetrically. The inner side of the main longitudinal beam is welded with a sleeve, and the axis of the sleeve is parallel to the main longitudinal beam. Several horizontal guide rods 8 are provided on the inner side of one frame, and guide grooves 9 are provided on the inner side of the other frame corresponding to the guide rods. The guide rods and guide grooves cooperate to guide the adjustment of the distance between the two frames, ensuring that there will be no misalignment when the two frames are closed or opened.

[0025] In this embodiment, to achieve width adjustment, the specific width adjustment mechanism is as follows: The width adjustment mechanism includes several width adjustment components 10. Each width adjustment component includes a mounting plate 11 located in the middle. A swing push component and a swing drive component are movably mounted on the front and rear sides of the mounting plate, respectively. Both the swing push component and the swing drive component are movably connected to the frame on both sides. The swing drive component includes two electric push rods 12. The telescopic ends of the two electric push rods are respectively hinged to the left and right ends of the front or rear side of the mounting plate, and the non-telescopic ends of the two electric push rods are respectively hinged to the inner side of the frame on the same side. A horizontal inclined fixing rod 13 is provided on the inner side of the frame corresponding to the electric push rod. A hinge seat 14 is provided on the inclined fixing rod, and the non-telescopic ends of the electric push rods are hinged to the hinge seat on the same side. The swing push component includes two swing rods 15. One end of the two swing rods is respectively hinged to the left and right ends of the front or rear side of the mounting plate, and the other end of the two swing rods is respectively hinged to the inner side of the frame on the same side. When in use, when it is necessary to reduce the chassis width, the electric push rod retracts by passing a positive current, pulling the fixed plate to move towards the center. The swing rod rotates around the hinge point, causing the two frames to retract inward along the guide rod and guide groove. Because multiple width adjustment components are set at the front and rear, the two frames can be retracted in a directional manner by the cooperation of the width adjustment components. Conversely, the electric push rod extends by passing a reverse current, which can open the two frames in a directional manner, making it easy for the chassis to adapt to pallets or cargo box bottoms of different widths. Meanwhile, the electric actuator can adopt an existing magnetostrictive electric actuator with displacement sensor, which can be steplessly adjusted throughout the entire process with an adjustment speed of 50mm / s. It can still operate smoothly under load. Through the interaction between the internal magnetic float and the magnetic field, the mechanical displacement is converted into an electrical signal. When the electric actuator drives the frame to unfold or retract, the sensor collects the relative displacement between the mounting plate and the frame in real time and feeds it back to the external controller. The controller dynamically adjusts the current output of the electric actuator based on the difference between the data from the two sensors to ensure that the frames on both sides are adjusted synchronously and achieve stepless and precise control.

[0026] In this embodiment, to achieve the positioning and connection of cargo loading and unloading, an adaptive loading platform structure 16 that cooperates with the chassis is also included. The adaptive loading platform includes a fixed platform 17 and a movable platform 18. The fixed platform has several left-right oriented guide rail grooves 19 arranged from front to back. The guide rail grooves pass through the side of the fixed platform near the movable platform. The movable platform includes a vertically arranged side fixing plate 20. A guide rail block 21 is arranged on the side of the side fixing plate near the fixed platform, corresponding to the guide rail groove. The guide rail block slides in the guide rail groove. The fixed platform and the side fixing plate are respectively fixed to the frame on both sides, that is, guided by the guide rail blocks and the guide rail grooves. This allows the fixed platform and the movable platform to synchronously and without misalignment adapt to the separation and closure of the two frames. In order to achieve the clamping of the platform and the goods, several left-right oriented clamping slots are opened from front to back on the non-guide rail groove area of ​​the fixed platform and the guide rail block area of ​​the movable platform. A linear module 22 is installed in the clamping slot. The linear module can be electrically, pneumatically, or hydraulically driven. If it is hydraulically driven, it shares a hydraulic pump with the swing cylinder and is independently controlled by a flow divider valve. A horizontally sliding slide 23 is mounted on the linear module. The slide is a "concave" block. The groove of the slide can be used to install clamping plates or other clamping mechanisms to facilitate different goods.

[0027] In this embodiment, a tilt sensor is installed on the chassis, and a shock-absorbing pad is added between the tilt sensor and the chassis to ensure that the sensor coordinate system is consistent with the vehicle frame coordinate system, reducing the impact of vibration on measurement accuracy. The tilt sensor collects the roll angle and pitch angle data of the vehicle frame in real time. When the roll angle exceeds 15° (rollover warning threshold) or the pitch angle exceeds 20° (tilt / reverse tilt warning threshold), the controller immediately locks the width adjustment and height adjustment functions, and simultaneously sends an audible and visual alarm signal to the cab to prevent the adjustment mechanism from causing an aggravation of the center of gravity shift and to avoid the risk of rollover.

[0028] In this embodiment, ultrasonic obstacle sensors are installed at the four corners of the chassis. The sensor probes are tilted downwards at 15° and secured with locking nuts. The cables are protected by cable chains to prevent tangling during width adjustments. The ultrasonic obstacle sensors utilize existing ultrasonic transceiver technology, emitting ultrasonic signals at a frequency of 40kHz and calculating the distance to obstacles by receiving reflected signals. When an obstacle is detected at a distance ≤0.5m (safe distance), the system triggers a tiered alarm: an audible and visual warning in the driver's cab for 0.3-0.5m, and a forced reduction in driving speed (from 10km / h to 3km / h) for 0.1-0.3m to prevent the chassis from colliding with obstacles such as protruding rocks and ditch edges.

[0029] In this embodiment, a control box installation area is reserved on the vehicle frame. The control box is installed in this area, and the PLC main unit and expansion modules are integrated into the control box reserved in the middle of the vehicle frame. The PLC main unit can be selected from Huichuan Technology's H3U-3232MT-XP. The control box is a sealed metal structure (IP67 protection level), with reserved PLC guide rail mounting positions, terminal blocks, and power module mounting areas inside. The distance between the control box and the battery compartment is ≥300mm to avoid electromagnetic interference. The control box has heat dissipation louvers (with dustproof nets) on the side, and reserved cable inlets and outlets (equipped with IP68 waterproof connectors) at the bottom. The PLC is fixed in the control box by a standard DIN rail (35mm). The rail and the control box base plate are connected by a shock-absorbing pad (10mm thick, Shore hardness 50°) to mitigate vibration and impact during chassis operation (compliant with GB / T 2423.10-2019 vibration test standard). The connection cables between the PLC and sensors and actuators (electric actuators, hydraulic valves, cylinders) are connected to the control box via aviation connectors (model: Weipu SP28-16 core). The cables have a reserved redundant length (≥500mm) inside the box to prevent vibration from causing the connectors to loosen. All sensor output signals (4-20mA / 0-5V analog, RS485 digital) are directly compatible with the original PLC controller in the chassis, eliminating the need for additional signal converters and reducing integration costs. A unified 24V DC power supply is used, drawing power from the battery compartment in the middle of the frame, with a surge protection module connected in series to prevent voltage fluctuations from damaging the sensors. The sensor cables are made of oil-resistant and wear-resistant drag chain cables, with IP68 waterproof connectors. The cables are fixed along the longitudinal beams of the frame with clips spaced 300mm apart to prevent wear or tangling.

[0030] In this embodiment, 1. Stepless adjustment with flexible expansion of the adjustment range is achieved: An electric push rod drives the X-shaped width adjustment mechanism, and a linear displacement sensor collects displacement data in real time and feeds it back to the PLC controller. The controller dynamically calibrates the current output of the electric push rod, achieving stepless adjustment throughout the entire range, ensuring stable operation even under load. This technology effectively solves the problem in existing technologies where the telescopic arm adjustment is limited by the length of the waist-shaped limiting hole, preventing stepless adjustment and limiting the range. It can flexibly adapt to the transportation needs of goods of different widths. 2. Significantly improved chassis space utilization and avoidance of component conflicts: The combination design of the electric push rod and the tilting fixing rod replaces the telescopic cylinder located in the middle of the chassis in existing technologies. Simultaneously, mounting positions for functional components such as the battery compartment and control box are reserved in the middle of the frame, making the distribution of various system components more reasonable. This completely avoids the problems in existing technologies where the telescopic cylinder occupies core chassis space and easily conflicts with components such as the slewing bearing and hydraulic lines, significantly improving the functional integration capability of the chassis. 3. Automated adjustment and locking process significantly improves ease of operation: The frame retraction and extension are automatically driven by an electric push rod, and the adjustment position and status are monitored in real time by sensors. No manual insertion of locking pins is required, perfectly solving the problems of cumbersome manual locking operations, difficulty in hole positioning in narrow spaces under the chassis or in muddy outdoor environments, and susceptibility to obstruction by debris in existing technologies. This significantly reduces operational difficulty and improves adaptability to complex working conditions. 4. Lightweight chassis design effectively reduces ground pressure. This application optimizes the square tube welding structure of the frame, and the width adjustment mechanism uses an X-shaped width adjustment mechanism, reducing redundant load-bearing components. While ensuring structural strength, it reduces the overall weight of the chassis, improving the problem of increased chassis weight and ground pressure caused by multiple telescopic arms in existing technologies, which makes the vehicle prone to getting stuck on soft ground such as wetlands and sand. This improves passability in complex road conditions. 5. Simplified control logic effectively controls costs. This application employs multiple electric push rods for synchronous control, coupled with real-time feedback calibration from linear displacement sensors. It achieves precise synchronous adjustment of both sides of the chassis without relying on a high-precision hydraulic synchronization system. This solves the problem of existing technologies where dual-sided synchronous telescopic structures depend on high-precision hydraulic systems, leading to high control complexity and increased costs. It reduces system integration and maintenance costs while ensuring adjustment accuracy. 6. Uniform stress distribution and enhanced structural reliability. The X-shaped width adjustment mechanism in this application is symmetrically arranged to ensure balanced force distribution. The chassis uses fully welded main longitudinal beams and cross beams to form a torsional frame. The guide crossbars are hard chrome plated. A series accumulator in the hydraulic system buffers pressure fluctuations. These designs effectively disperse stress concentration areas, avoiding the stress concentration caused by the staggered arrangement of guide rods in existing technologies, which can easily lead to deformation or jamming under long-term heavy loads. This significantly improves structural durability and adjustment reliability. 7. High degree of functional integration and wider applicability.This application integrates multiple functions such as width adjustment, height adjustment, cargo fixing, shock absorption and cushioning, and multi-scenario safety monitoring. Each system is both independent and controllable and can operate in conjunction with each other. For example, the cargo fixing system and the adjustment system work together to automatically lock the adjustment function when the clamping force is insufficient. The safety monitoring system avoids the risk of tipping over and collision in real time. This breaks through the limitation of existing technologies that can only achieve the single function of width adjustment and greatly expands the adaptability scenarios for different types of goods and different road conditions in logistics transportation.

[0031] Unless otherwise stated, if any of the technical solutions disclosed in this invention specify a numerical range, then the disclosed numerical range is a preferred numerical range. Anyone skilled in the art should understand that the preferred numerical range is merely one among many feasible numerical values ​​that has a more obvious or representative technical effect. Because there are many numerical values, it is impossible to list them all. Therefore, this invention discloses only some numerical values ​​to illustrate the technical solutions of this invention. Furthermore, the numerical values ​​listed above should not constitute a limitation on the scope of protection of this invention.

[0032] If the terms "first" or "second" are used in this document to specify components, those skilled in the art should know that the use of "first" or "second" is merely for the purpose of distinguishing components in description, and unless otherwise stated, the above terms have no special meaning.

[0033] If this invention discloses or relates to mutually fixedly connected components or structural parts, then, unless otherwise stated, a fixed connection can be understood as: a detachable fixed connection (e.g., using bolts or screws), or a non-detachable fixed connection (e.g., riveting, welding). Of course, mutually fixed connections can also be replaced by an integral structure (e.g., manufactured in one piece using a casting process) (except where it is obviously impossible to use an integral molding process).

[0034] Furthermore, the orientations or positional relationships used in any of the technical solutions disclosed in this invention above to indicate positional relationships, such as "longitudinal," "lateral," "up," "down," "front," "back," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing this patent. They are not intended to 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 this patent. In addition, unless otherwise stated, the terms used to indicate shape in any of the technical solutions disclosed in this invention above include shapes that are similar to, close to, or approximate with it.

[0035] Any component provided by this invention can be assembled from multiple individual components or can be a single component manufactured by a one-piece molding process.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A width-adjustable height passability vehicle chassis structure, characterized in that: The chassis includes a number of symmetrically mounted wheels on its left and right sides. The wheels are connected to the sides of the chassis via a height adjustment mechanism. The chassis includes symmetrically arranged frames on the left and right sides, and the two frames are connected by a width adjustment mechanism.

2. The adjustable-width, height-adjustable vehicle chassis structure according to claim 1, characterized in that: The height adjustment mechanism includes a swing arm, one end of which is rotatably connected to the walking wheel, and the other end is hinged to the underside of the frame on the same side. A swing cylinder for driving the swing arm to swing is installed under the frame.

3. The adjustable-width, height-adjustable vehicle chassis structure according to claim 2, characterized in that: The cylinder liner end of the swing cylinder is hinged to the lower part of the frame, and the telescopic rod end of the swing cylinder is hinged to the side of the swing arm.

4. The adjustable-width, height-adjustable vehicle chassis structure according to claim 1, characterized in that: The vehicle frame is a frame structure, with several horizontal guide rods provided on the inner side of one frame and guide grooves provided on the inner side of the other frame corresponding to the guide rods.

5. The adjustable-width, height-adjustable vehicle chassis structure according to claim 4, characterized in that: The width adjustment mechanism includes several width adjustment components. Each width adjustment component includes a mounting plate located in the middle. A swing push component and a swing drive component are movably mounted on the front and rear sides of the mounting plate, respectively. Both the swing push component and the swing drive component are movably connected to the frame on both sides.

6. The adjustable-width, height-adjustable vehicle chassis structure according to claim 5, characterized in that: The swing drive assembly includes two electric push rods. The telescopic ends of the two electric push rods are respectively hinged to the left and right ends of the front or rear side of the mounting plate, and the non-telescopic ends of the two electric push rods are respectively hinged to the inner side of the frame on the same side.

7. The adjustable-width, height-adjustable vehicle chassis structure according to claim 6, characterized in that: A horizontal inclined fixing rod is provided on the inner side of the frame corresponding to the electric push rod. A hinge seat is provided on the inclined fixing rod, and the non-telescopic end of the electric push rod is hinged to the hinge seat on the same side.

8. The adjustable-width, height-adjustable vehicle chassis structure according to claim 5, characterized in that: The swing-pushing assembly includes two swing rods. One end of each swing rod is hinged to the left and right ends of the front or rear side of the mounting plate, respectively, and the other end of each swing rod is hinged to the inner side of the frame on the same side.

9. The width-adjustable height passability vehicle chassis structure according to claim 4, characterized in that: It also includes an adaptive cargo platform structure that works with the chassis. The adaptive cargo platform includes a fixed platform and a movable platform. The fixed platform has several left-right oriented guide rail grooves arranged from front to back. The guide rail grooves pass through the side of the fixed platform near the movable platform. The movable platform includes a vertically arranged side fixing plate. A guide rail block is arranged on the side of the side fixing plate near the fixed platform, corresponding to the guide rail groove. The guide rail block slides in the guide rail groove. The fixed platform and the side fixing plate are respectively fixed to the vehicle frame on both sides.

10. The width-adjustable height-accessible vehicle chassis structure according to claim 9, characterized in that: The non-guide rail groove area on the fixed platform and the guide rail block area on the movable platform are provided with several left-right oriented clamping grooves from front to back. A linear module is installed in the clamping groove, and a horizontally sliding slide is assembled on the linear module. The slide is a "concave" shaped block.

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