A linkage conversion eliminates torsion chassis and its application vehicle

Abstract

The application discloses a linkage conversion and torsion elimination chassis and a vehicle applying the same, which comprises a chassis body, front and rear axles installed below the chassis body, a first front hydraulic cylinder and a second front hydraulic cylinder installed between the chassis body and the front axle, and a first rear hydraulic cylinder and a second rear hydraulic cylinder installed between the chassis body and the rear axle; the hydraulic cavity of the first front hydraulic cylinder away from the front axle and the hydraulic cavity of the first rear hydraulic cylinder away from the rear axle are both in communication with the hydraulic cavity of a first oil-gas cylinder through pipelines; the hydraulic cavity of the second front hydraulic cylinder away from the front axle and the hydraulic cavity of the second rear hydraulic cylinder away from the rear axle are both in communication with the hydraulic cavity of a second oil-gas cylinder through pipelines; and a conversion and torsion elimination mechanism is arranged between the rear axle and the chassis body to share the torsion of the chassis body. The first oil-gas cylinder and the second oil-gas cylinder are arranged to realize the cross lifting of the vehicle, and the conversion and torsion elimination mechanism supports and disperses the torsion of the chassis body.

Description

Technical Field

[0001] This invention relates to the field of vehicle axle configuration technology, and more particularly to a linkage conversion to eliminate torque chassis and its application in vehicles. Background Technology

[0002] Currently, vehicle shock absorption relies on compression elastic elements and damping shock absorbers. When driving on surfaces with significant elevation differences, a large cross-axle is often required to improve vehicle stability during high-speed passage. Achieving this requires increasing the length of the elastic element to increase its compression stroke. However, this technology cannot eliminate the torque caused by uneven wheels. When driving on surfaces with significant elevation differences, uneven force distribution occurs among the four wheels, and wheels may even become suspended in the air. Suspended wheels make the vehicle difficult to control and affect safety and stability. Furthermore, heavy-duty vehicles (including those used for military transport) also require low speeds when driving on complex road surfaces to ensure safety.

[0003] Chinese patents with application number 202310510560.0, entitled "A Cross Roller Passive Conversion Torque-Eliminating Chassis and Its Application in Vehicles", application number 202311367351.1, entitled "A Mechanism for Realizing All-Round Vehicle Balance and Vehicle", and application number 202310510544.1, entitled "A Vehicle Axle Interconnection System and Its Application in Off-Road Vehicles", disclose technologies that enable vehicles to travel on ground with large elevation differences by using structures that can achieve cross-lifting of vehicles. Summary of the Invention

[0004] To address the technical problems existing in the background art, this invention proposes a linkage conversion to eliminate torque chassis and its application in vehicles.

[0005] The present invention proposes a linkage conversion to eliminate torque chassis, including a chassis body, under which a front axle and a rear axle are mounted. Unlike the prior art, a first front hydraulic cylinder and a second front hydraulic cylinder are also installed between the chassis body and the front axle, and a first rear hydraulic cylinder and a second rear hydraulic cylinder are also installed between the chassis body and the rear axle.

[0006] The first front hydraulic cylinder and the first rear hydraulic cylinder are located on the same side of the chassis body, and the second front hydraulic cylinder and the second rear hydraulic cylinder are located on the same side of the chassis body.

[0007] The hydraulic chambers of the first front hydraulic cylinder on the side away from the front axle and the hydraulic chambers of the first rear hydraulic cylinder on the side away from the rear axle are both connected to the hydraulic chambers of the first hydraulic cylinder via pipelines; the hydraulic chambers of the second front hydraulic cylinder on the side away from the front axle and the hydraulic chambers of the second rear hydraulic cylinder on the side away from the rear axle are both connected to the hydraulic chambers of the second hydraulic cylinder via pipelines.

[0008] A torque-reducing mechanism is provided between the rear axle and the chassis body to share the torque of the chassis body.

[0009] Preferably, a first floating piston is slidably installed inside the first oil-gas cylinder, the first floating piston dividing the first oil-gas cylinder into a hydraulic chamber and a gas buffer chamber; and / or, a second floating piston is slidably installed inside the second oil-gas cylinder, the second floating piston dividing the second oil-gas cylinder into a hydraulic chamber and a gas buffer chamber.

[0010] Preferably, the gas buffer chamber is filled with nitrogen. This allows for a buffering effect when the pressure in the hydraulic chamber of the first and / or second oil-gas cylinder changes.

[0011] Preferably, the first hydraulic cylinder and / or the second hydraulic cylinder are fixed to the chassis body.

[0012] Preferably, the first front hydraulic cylinder is connected to the first oil cylinder via a first oil pipe, and the first rear hydraulic cylinder is connected to the first oil cylinder via a second oil pipe; and / or, the second front hydraulic cylinder is connected to the second oil cylinder via a third oil pipe, and the second rear hydraulic cylinder is connected to the second oil cylinder via a fourth oil pipe.

[0013] Preferably, it further includes an active adjustment system, which can reduce the hydraulic oil in the first and second oil pipes while increasing the hydraulic oil in the third and fourth oil pipes; or, reduce the hydraulic oil in the third and fourth oil pipes while increasing the hydraulic oil in the first and second oil pipes.

[0014] Preferably, the first front hydraulic cylinder and / or the second front hydraulic cylinder are connected to the chassis body and the front axle via a spherical bearing; the first rear hydraulic cylinder and / or the second rear hydraulic cylinder are connected to the chassis body and the rear axle via a spherical bearing.

[0015] Optionally, in some technical solutions, the conversion and anti-torque mechanism includes an outer sleeve and an inner cylinder. The outer sleeve is rotatably mounted on the chassis body, and the inner cylinder is slidably mounted inside the outer sleeve. The lower part of the inner cylinder is rotatably mounted on the lower rear axle. An elastic element is provided on the outer sleeve. An inner slide rail is provided on the inner cylinder, and an outer slide rail is provided on the outer cylinder. The inner slide rail and the outer slide rail are connected to form a sliding channel. An upper stop rod and a lower stop rod are slidably mounted in the sliding channel. The upper stop rod abuts against the upper part of the elastic element, and the lower stop rod abuts against the lower part of the elastic element.

[0016] Optionally in some technical solutions, the conversion and anti-torque mechanism includes a first half-rocker arm and a second half-rocker arm that are laterally rotatably mounted on the chassis body. The first half-rocker arm is connected to the rear axle via a first conversion push rod, and the second half-rocker arm is connected to the rear axle via a second conversion push rod. Both the first conversion push rod and the second conversion push rod are rotatable relative to the rear axle, the first half-rocker arm, and the second half-rocker arm.

[0017] A first shock absorber is rotatably mounted between the first half-rocker arm and the second half-rocker arm;

[0018] This further enhances the effect of its cross-lifting mechanism, ensuring vehicle stability.

[0019] Preferably, the first shock absorber is connected to the first half-rocker arm via a fisheye bearing; and / or, the first shock absorber is connected to the second half-rocker arm via a fisheye bearing.

[0020] A vehicle comprising the aforementioned linkage conversion to eliminate torque chassis.

[0021] In this invention, the proposed linkage conversion to eliminate torque chassis and the vehicle in which it is applied achieve good buffering and shock absorption functions through the setting of the first and second hydraulic cylinders, increasing the comfort of driving and riding; the conversion to eliminate torque mechanism supports the chassis body and disperses the torque of the chassis body, increasing its stability; this invention realizes the clamping and lifting of the vehicle, dispersing the torque accumulated on the chassis body and increasing its stability when driving on particularly uneven ground; furthermore, the active adjustment system sets up to achieve the function of preventing lateral tilting and overturning of the vehicle on particularly steep slopes.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure after disassembling the front and rear axles according to Embodiment 1 of the present invention;

[0024] Figure 2 This is a schematic diagram of the connection structure between the outer sleeve and the inner cylinder in Embodiment 1 of the present invention;

[0025] Figure 3 This is a schematic diagram of the structure of the first oil-gas cylinder;

[0026] Figure 4 This is a schematic diagram of the structure of the second oil-gas cylinder;

[0027] Figure 5 This is a schematic diagram of the structure of Embodiment 2 of the present invention;

[0028] Figure 6 This is a schematic diagram of the structure after disassembling the front and rear axles in Embodiment 2 of the present invention;

[0029] Figure 7 For the present invention Figure 6 Rear view;

[0030] Figure 8 This is a schematic diagram of the structure of Embodiment 3 of the present invention;

[0031] In the diagram: 1. Chassis body; 2. Front axle; 3. Rear axle; 4. First front hydraulic cylinder; 5. Second front hydraulic cylinder; 6. First rear hydraulic cylinder; 7. Second rear hydraulic cylinder; 8. First hydraulic cylinder; 9. Second hydraulic cylinder; 10. First oil circuit; 11. Second oil pipe; 12. Third oil pipe; 13. Fourth oil pipe; 14. Two-way hydraulic station; 15. First half rocker arm; 16. Second half rocker arm; 17. First conversion push rod; 18. Second conversion push rod; 19. First shock absorber; 20. Outer sleeve; 21. Inner cylinder; 22. Elastic element; 23. Upper stop lever; 24. Lower stop lever; 25. Limiting end cap; 26. First floating piston; 27. Second floating piston; 28. First buffer hydraulic cylinder; 29. ​​Second buffer hydraulic cylinder; 30. First piston rod; 31. Second piston rod; 32. Connecting rod. Detailed Implementation

[0032] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar symbols denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0033] Example 1

[0034] like Figure 1-4The illustrated linkage conversion torque-eliminating chassis includes a chassis body 1, with a front axle 2 and a rear axle 3 mounted under the chassis body 1. Unlike existing technologies, a first front hydraulic cylinder 4 and a second front hydraulic cylinder 5 are also installed between the chassis body 1 and the front axle 2, and a first rear hydraulic cylinder 6 and a second rear hydraulic cylinder 7 are also installed between the chassis body 1 and the rear axle 3. Specifically, the mounting end of the first front hydraulic cylinder 4 is mounted on the chassis body 1 via a spherical bearing, and the bottom of the moving end of the first front hydraulic cylinder 4 is mounted on the front axle 2 via a spherical bearing; the mounting end of the second front hydraulic cylinder 5 is mounted on the chassis body 1 via a spherical bearing, and the bottom of the moving end of the second front hydraulic cylinder 5 is mounted on the front axle 2 via a spherical bearing.

[0035] The mounting end of the first rear hydraulic cylinder 6 is mounted on the chassis body 1 via a spherical bearing, and the bottom of the moving end of the first rear hydraulic cylinder 6 is mounted on the rear axle 3 via a spherical bearing; the mounting end of the second rear hydraulic cylinder 7 is mounted on the chassis body 1 via a spherical bearing, and the bottom of the moving end of the second rear hydraulic cylinder 7 is mounted on the rear axle 3 via a spherical bearing.

[0036] The first front hydraulic cylinder 4 and the first rear hydraulic cylinder 6 are located on the same side of the chassis body 1, and the second front hydraulic cylinder 5 and the second rear hydraulic cylinder 7 are located on the same side of the chassis body 1.

[0037] The hydraulic chambers of the first front hydraulic cylinder 4 (away from the front axle 2) and the first rear hydraulic cylinder 6 (away from the rear axle 3) are both connected to the hydraulic chambers of the first hydraulic cylinder 8 via pipelines; the hydraulic chambers of the second front hydraulic cylinder 5 (away from the front axle 2) and the second rear hydraulic cylinder 7 (away from the rear axle 3) are both connected to the hydraulic chambers of the second hydraulic cylinder 9 via pipelines; it should be noted that the first front hydraulic cylinder 4, the second front hydraulic cylinder 5, the first rear hydraulic cylinder 6, and the second rear hydraulic cylinder 7 are single-acting spring-return hydraulic cylinders.

[0038] Specifically, the first front hydraulic cylinder 4 is connected to the first hydraulic cylinder 8 through the first oil pipe 10, and the first rear hydraulic cylinder 6 is connected to the first hydraulic cylinder 8 through the second oil pipe 11. Specifically, the first oil pipe 10 and the second oil pipe 11 are connected to the hydraulic chamber of the first hydraulic cylinder 8 through a tee.

[0039] The second front hydraulic cylinder 5 is connected to the second oil cylinder 9 via the third oil pipe 12, and the second rear hydraulic cylinder 7 is connected to the second oil cylinder 9 via the fourth oil pipe 13.

[0040] The aforementioned pipelines include the first oil pipe 10, the second oil pipe 11, the third oil pipe 12, and the fourth oil pipe 13.

[0041] A torque-reducing mechanism is provided between the rear axle 3 and the chassis body 1 to share the torque of the chassis body 1.

[0042] When the vehicle travels on uneven terrain, the torque-reducing mechanism absorbs and disperses the accumulated torsional stress through relative internal structural movement, effectively releasing the travel of the front and rear axles and ensuring all four wheels maintain contact with the ground, significantly reducing the torque load on the chassis body 1. Simultaneously, the hydraulic pressure in the first and second hydraulic cylinders 8 and 9 flows under pressure between the first front hydraulic cylinder 4 and the first rear hydraulic cylinder 6, or between the second front hydraulic cylinder 5 and the second rear hydraulic cylinder 7. Utilizing the incompressibility of hydraulic fluid and the compressibility of nitrogen, this provides a buffering effect, synergistically suppressing drastic changes in vehicle posture. This dual mechanism of hydraulic linkage and torque-reducing mechanism significantly improves the vehicle's stability and ride comfort on complex road conditions, and also enhances its ability to quickly traverse uneven terrain. Through the longitudinal conversion of the first front hydraulic cylinder 4, the second front hydraulic cylinder 5, the first rear hydraulic cylinder 6, and the second rear hydraulic cylinder 7, and the configuration of the torque-reducing mechanism, cross-lifting and torque-reducing of the vehicle can be achieved. It increases the vehicle's ability to quickly pass through complex road conditions, improves passenger and driving comfort and safety, and extends the vehicle's service life.

[0043] Similar to existing hydraulic cylinders, preferably, such as Figure 3 As shown, a first floating piston 26 is slidably installed inside the first hydraulic cylinder 8. The first floating piston 26 divides the first hydraulic cylinder 8 into a hydraulic chamber and a gas buffer chamber. The hydraulic chamber is connected to the hydraulic chamber of the first front hydraulic cylinder 4 and the hydraulic chamber of the first rear hydraulic cylinder 6.

[0044] like Figure 4 As shown, a second floating piston 27 is slidably installed inside the second hydraulic cylinder 9. The second floating piston 27 divides the second hydraulic cylinder 9 into a hydraulic chamber and a gas buffer chamber. The hydraulic chamber of the second hydraulic cylinder 9 is connected to the hydraulic chamber of the second front hydraulic cylinder 5 and the hydraulic chamber of the second rear hydraulic cylinder 7.

[0045] The gas buffer chambers of the first hydraulic cylinder 8 and the second hydraulic cylinder 9 are filled with nitrogen. It should be noted that the gas buffer chambers of the first hydraulic cylinder 8 and the second hydraulic cylinder 9 are in a sealed state, so that a buffering effect is achieved when the pressure in the hydraulic chambers of the first hydraulic cylinder 8 and the second hydraulic cylinder 9 changes.

[0046] Preferably, both the first hydraulic cylinder 8 and the second hydraulic cylinder 9 are fixed to the chassis body 1 by bolts, further increasing the overall stability.

[0047] The torsion-eliminating mechanism of this embodiment includes an outer sleeve 20 and an inner cylinder 21. The outer sleeve 20 is rotatably mounted on the chassis body 1, and the inner cylinder 21 is slidably mounted inside the outer sleeve 20. The lower part of the inner cylinder 21 is rotatably mounted on the lower rear axle 3. An elastic element 22 is provided on the outer sleeve 20. An inner slide rail is formed on the inner cylinder 21, and an outer slide rail is formed on the outer cylinder. The inner slide rail and the outer slide rail are connected to form a sliding channel. An upper stop lever 23 and a lower stop lever 24 are slidably mounted in the sliding channel. 4. The upper stop rod 23 abuts against the upper part of the elastic member 22, and the lower stop rod 24 abuts against the lower part of the elastic member 22. Specifically, both the upper stop rod 23 and the lower stop rod 24 pass through the slide channel, and the upper stop rod 23 abuts against the upper part of the elastic member 22, while the lower stop rod 24 abuts against the lower part of the elastic member 22. In order to prevent the upper stop rod 23 and the lower stop rod 24 from disengaging from the slide channel, the two ends of the upper stop rod 23 and the lower stop rod 24 are fixed with limiting end caps 25 by means of threads, snap-fit, or welding.

[0048] The elastic element 22 can be a spring. The outer sleeve 20 has a first limiting ring and a second limiting ring. The spring is located between the first limiting ring and the second limiting ring, which further limits the elastic element 22.

[0049] When the chassis body 1 is subjected to torque, the torque of the chassis body 1 is dispersed by squeezing the elastic element 22.

[0050] Example 2

[0051] like Figure 5-7 As shown, the difference between this embodiment and the above embodiment lies in the structure of the torsion-eliminating mechanism. Specifically, in this embodiment, the torsion-eliminating mechanism includes a first half-rocker arm 15 and a second half-rocker arm 16 that are laterally rotatably mounted on the chassis body 1. Both the first half-rocker arm 15 and the second half-rocker arm 16 are L-shaped. The axis of rotation of the first half-rocker arm 15 relative to the chassis body 1 and the axis of rotation of the second half-rocker arm 16 relative to the chassis body 1 coincide. Specifically, the first half-rocker arm 15 and the second half-rocker arm 16 have through holes, and the first half-rocker arm 15 and the second half-rocker arm 16 are mounted on the chassis body 1 through the through holes by a rotating shaft. For ease of installation, the side of the first half-rocker arm 15 opposite to the second half-rocker arm 16 has a mounting groove, and the side of the second half-rocker arm 16 opposite to the first half-rocker arm 15 has a mounting extension that extends into the mounting groove. The rotating shaft passes through the part of the first half-rocker arm 15 with the mounting groove and is rotatably connected to the mounting extension of the second half-rocker arm 16.

[0052] The first half-rocker arm 15 is connected to the rear axle 3 via the first conversion rod 17, and the second half-rocker arm 16 is connected to the rear axle 3 via the second conversion rod 18. Both the first conversion rod 17 and the second conversion rod 18 are rotatable relative to the rear axle 3, the first half-rocker arm 15, and the second half-rocker arm 16. The first conversion rod 17 is connected to the rear axle 3 via a spherical bearing, and the first conversion rod 17 is also connected to the first half-rocker arm 15 via a spherical bearing. Like the first conversion rod 17, the second conversion rod 18 is connected to the rear axle 3 and the second half-rocker arm 16 via a spherical bearing. The first conversion rod and the second conversion rod are arranged in a figure-eight shape.

[0053] A first shock absorber 19 is rotatably mounted between the first half-rocker arm 15 and the second half-rocker arm 16. One end of the first shock absorber 19 is laterally rotatably mounted on the first half-rocker arm 15, and the other end of the first shock absorber 19 is laterally rotatably mounted on the second half-rocker arm 16. The axis of rotation of the first half-rocker arm 15 relative to the chassis body 1 is parallel to the axis of rotation of the first shock absorber 19 relative to the first half-rocker arm 15 and the second half-rocker arm 16. The first shock absorber 19 can be a shock absorber in the prior art. Preferably, the first shock absorber 19 is a gas spring in the prior art.

[0054] If the left rear wheel of the vehicle is raised during vehicle operation, the moving end of the first rear hydraulic cylinder 6 retracts, and the rear axle 3 tilts upward from right to left. Through the transmission of the first conversion rod 17 and the first half rocker arm 15, the first shock absorber 19 is compressed and absorbs the torque on the chassis body 1. Through the rotation of the first half rocker arm 15, the second half rocker arm 16, and the rotation of the first conversion rod and the second conversion rod, the front and rear axles 3 are cross-lifted to eliminate torque, which increases the service life of the vehicle and increases the stability of the vehicle.

[0055] Example 3

[0056] like Figure 8 As shown, this embodiment differs from the above embodiments in that it also includes an active adjustment system. This active adjustment system can reduce the hydraulic oil in the first oil pipe 10 and the second oil pipe 11 while increasing the hydraulic oil in the third oil pipe 12 and the fourth oil pipe 13; or, reduce the hydraulic oil in the third oil pipe 12 and the fourth oil pipe 13 while increasing the hydraulic oil in the first oil pipe 10 and the second oil pipe 11. The active adjustment system can be a hydraulic pump that draws hydraulic oil from the first oil pipe 10 and the second oil pipe 11 to the third oil pipe 12 and the fourth oil pipe, or draws hydraulic oil from the third oil pipe 12 and the fourth oil pipe 13 to the first oil pipe 10 and the second oil pipe 11.

[0057] To increase stability, the active adjustment system may preferably include a bidirectional hydraulic station 14. One connecting pipe of the bidirectional hydraulic station 14 is connected to the first oil pipe 10 and the second oil pipe 11 through a first buffer hydraulic cylinder. The other connecting pipe of the bidirectional hydraulic station 14 is connected to the third oil pipe 12 and the fourth oil pipe 13 through a second buffer hydraulic cylinder 29. The first buffer hydraulic cylinder 28 contains a first piston rod 30, which divides the first buffer hydraulic cylinder into a first hydraulic chamber and a second hydraulic chamber. The first hydraulic chamber is connected to the first oil pipe and the second oil pipe 11, and the second hydraulic chamber is connected to the bidirectional hydraulic station 14. The second buffer hydraulic cylinder 29 contains a second piston rod 31, which divides the second buffer hydraulic cylinder into a third hydraulic chamber and a fourth hydraulic chamber. The third hydraulic chamber is connected to the third oil pipe 12 and the second and fourth oil pipes 13, and the fourth hydraulic chamber is connected to the bidirectional hydraulic station 14. Preferably, the first piston rod 30 and the second piston rod 31 are connected through a connecting rod 32, thereby enabling the first piston rod 30 and the second piston rod 31 to move synchronously.

[0058] When a vehicle travels on a road surface that is higher on one side than the other, the bidirectional hydraulic station 14 regulates the flow of hydraulic oil, causing the hydraulic cylinders on the lower side (including the first front hydraulic cylinder 4, the second front hydraulic cylinder 5, the first rear hydraulic cylinder 6, and the second rear hydraulic cylinder 7) to extend, while the hydraulic cylinders on the other side retract. This makes the vehicle travel more smoothly and reduces the risk of rollover. For example, if the vehicle body on the side with the first front hydraulic cylinder 4 and the first rear hydraulic cylinder 6 is at the higher position, the bidirectional hydraulic station 14 pumps hydraulic oil from the first and second oil pipes 11 to the third and fourth oil pipes 12 and 13. This causes the moving ends of the first front hydraulic cylinder 4 and the first rear hydraulic cylinder 6 to retract, while the moving ends of the second front hydraulic cylinder 5 and the second rear hydraulic cylinder 7 extend, increasing the vehicle's stability.

[0059] A vehicle comprising the aforementioned linkage conversion to eliminate torque chassis.

[0060] It should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0061] Furthermore, 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 technical features indicated. 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.

[0062] 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.

[0063] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature.

[0064] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A linkage-conversion torque-eliminating chassis, comprising a chassis body, wherein a front axle and a rear axle are mounted under the chassis body, characterized in that, A first front hydraulic cylinder and a second front hydraulic cylinder are also installed between the chassis body and the front axle, and a first rear hydraulic cylinder and a second rear hydraulic cylinder are also installed between the chassis body and the rear axle. The first front hydraulic cylinder and the first rear hydraulic cylinder are located on the same side of the chassis body, and the second front hydraulic cylinder and the second rear hydraulic cylinder are located on the same side of the chassis body. The hydraulic chambers of the first front hydraulic cylinder on the side away from the front axle and the hydraulic chambers of the first rear hydraulic cylinder on the side away from the rear axle are both connected to the hydraulic chambers of the first hydraulic cylinder via pipelines; the hydraulic chambers of the second front hydraulic cylinder on the side away from the front axle and the hydraulic chambers of the second rear hydraulic cylinder on the side away from the rear axle are both connected to the hydraulic chambers of the second hydraulic cylinder via pipelines. A torque-reducing mechanism is provided between the rear axle and the chassis body to share the torque of the chassis body.

2. The linkage conversion to eliminate torque chassis according to claim 1, characterized in that, A first floating piston is slidably installed inside the first oil-gas cylinder, and the first floating piston divides the first oil-gas cylinder into a hydraulic chamber and a gas buffer chamber; and / or, a second floating piston is slidably installed inside the second oil-gas cylinder, and the second floating piston divides the second oil-gas cylinder into a hydraulic chamber and a gas buffer chamber.

3. The linkage conversion to eliminate torque chassis according to claim 2, characterized in that, The gas buffer chamber is filled with nitrogen.

4. The linkage conversion to eliminate torque chassis according to claim 1, characterized in that, The first front hydraulic cylinder is connected to the first oil cylinder via a first oil pipe, and the first rear hydraulic cylinder is connected to the first oil cylinder via a second oil pipe; and / or, the second front hydraulic cylinder is connected to the second oil cylinder via a third oil pipe, and the second rear hydraulic cylinder is connected to the second oil cylinder via a fourth oil pipe.

5. The linkage conversion to eliminate torque chassis according to claim 4, characterized in that, It also includes an active adjustment system that can reduce the hydraulic oil in the first and second oil pipes while increasing the hydraulic oil in the third and fourth oil pipes; or, reduce the hydraulic oil in the third and fourth oil pipes while increasing the hydraulic oil in the first and second oil pipes.

6. The linkage conversion to eliminate torque chassis according to claim 1, characterized in that, The first front hydraulic cylinder and / or the second front hydraulic cylinder are connected to the chassis body and the front axle via a spherical bearing; the first rear hydraulic cylinder and / or the second rear hydraulic cylinder are connected to the chassis body and the rear axle via a spherical bearing.

7. The linkage conversion to eliminate torque chassis according to any one of claims 1-6, characterized in that, The torsion-eliminating mechanism includes an outer sleeve and an inner cylinder. The outer sleeve is rotatably mounted on the chassis body, and the inner cylinder is slidably mounted inside the outer sleeve. The lower part of the inner cylinder is rotatably mounted on the lower rear axle. An elastic element is provided on the outer sleeve. An inner slide rail is provided on the inner cylinder, and an outer slide rail is provided on the outer cylinder. The inner slide rail and the outer slide rail are connected to form a sliding channel. An upper stop rod and a lower stop rod are slidably mounted in the sliding channel. The upper stop rod abuts against the upper part of the elastic element, and the lower stop rod abuts against the lower part of the elastic element.

8. The linkage conversion to eliminate torque chassis according to any one of claims 1-6, characterized in that, The conversion and anti-torque mechanism includes a first half rocker arm and a second half rocker arm that are laterally rotatably mounted on the chassis body. The first half rocker arm is connected to the rear axle via a first conversion push rod, and the second half rocker arm is connected to the rear axle via a second conversion push rod. Both the first conversion push rod and the second conversion push rod are rotatable relative to the rear axle, the first half rocker arm, and the second half rocker arm. A first shock absorber is rotatably mounted between the first half-rocker arm and the second half-rocker arm.

9. The linkage conversion to eliminate torque chassis according to claim 8, characterized in that, The first shock absorber is connected to the first half-rocker arm via a fisheye bearing; and / or, the first shock absorber is connected to the second half-rocker arm via a fisheye bearing.

10. A vehicle, characterized in that, Includes the linkage conversion to eliminate torque chassis as described in any one of claims 1-9.

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