Independent suspension chassis and crane

Abstract

The utility model discloses an independent suspension chassis and a crane. The chassis comprises a first steering axle, a second steering axle and a steering mechanism, the first steering axle and the second steering axle are arranged side by side front and back, each of the first steering axle and the second steering axle comprises a mounting plate and two suspension mechanisms, the two suspension mechanisms are connected with the left side and the right side of the mounting plate, each suspension mechanism comprises a V-shaped thrust rod, a wheel-side steering knuckle and a suspension oil cylinder, and the wheel-side steering knuckles are connected with the mounting plates through the V-shaped thrust rods; the suspension is connected with a frame through a suspension oil cylinder; the steering mechanism comprises a first disconnected type trapezoidal mechanism, a second disconnected type trapezoidal mechanism and a longitudinal pull rod mechanism, the first disconnected type trapezoidal mechanism is connected with a wheel edge steering knuckle of the first steering axle, and the second disconnected type trapezoidal mechanism is connected with a wheel edge steering knuckle of the second steering axle; and the longitudinal pull rod mechanism is connected with two wheel edge steering knuckles on the same side in the first steering axle and the second steering axle respectively. The chassis can reduce the height of the frame, reduce the gravity center of the whole vehicle and improve the operation stability.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile manufacturing, in particular to an independent suspension chassis and a crane. Background Art

[0002] The oil-gas suspension system consists of an oil-gas spring and its guide mechanism, and is usually used in a multi-axle heavy-duty vehicle chassis system as a set with a multi-axle steering system. Vehicles equipped with oil-gas suspension can realize rigid suspension functions, vehicle (single-side) lifting and lowering functions, etc., so as to adapt to different work sites.

[0003] All-terrain cranes can lift large tonnage, travel long distances, drive multiple bridges and steer all wheels. They have the characteristics of both truck cranes and off-road cranes and are a type of crane equipment with great development prospects. The oil-gas suspension and multi-bridge steering system are the core components of the all-terrain crane chassis.

[0004] According to the chassis movement characteristics, the suspension structure can be divided into two categories: independent suspension and non-independent suspension, and both forms are widely used. At present, most of the truck cranes use non-independent suspension. Utility Model Content

[0005] The utility model provides a steering system with an independent suspension and a crane. The steering system with an independent suspension can reduce the height of the frame, lower the center of gravity of the whole vehicle, and improve the handling stability.

[0006] In order to achieve the above object, the utility model provides the following technical solutions:

[0007] An independent suspension chassis comprises a first steering axle, a second steering axle and a steering mechanism;

[0008] The first steering axle and the second steering axle are arranged side by side front and back, and the first steering axle and the second steering axle both include a mounting plate and two suspension mechanisms, the mounting plate is used to be fixedly connected to the vehicle frame, and the two suspension mechanisms are respectively connected to the left and right sides of the mounting plate, and the suspension mechanism includes a V-shaped thrust rod, a wheel side steering knuckle and a suspension cylinder, the two straight rod ends of the V-shaped thrust rod are hinged to the mounting plate, the vertex end of the V-shaped thrust rod is hinged to the lower end of the wheel side steering knuckle, the side of the wheel side steering knuckle away from the V-shaped thrust rod is used to be connected to the wheel, the piston rod of the suspension cylinder is used to be hinged to the vehicle frame, and the end of the cylinder body of the suspension cylinder away from the vehicle frame is fixedly connected to the upper end face of the wheel side steering knuckle;

[0009] The steering mechanism includes a first disconnectable trapezoidal mechanism, a second disconnectable trapezoidal mechanism and a longitudinal pull rod mechanism. The first disconnectable trapezoidal mechanism is connected to the two wheel-side steering knuckles of the first steering axle to coordinate the angular relationship between the two wheel-side steering knuckles in the first steering axle. The second disconnectable trapezoidal mechanism is connected to the two wheel-side steering knuckles of the second steering axle to coordinate the angular relationship between the two wheel-side steering knuckles in the second steering axle. The longitudinal pull rod mechanism is respectively connected to the two wheel-side steering knuckles on the same side of the first steering axle and the second steering axle to coordinate the angular relationship between the first steering axle and the second steering axle.

[0010] Optionally, the first disconnectable trapezoidal mechanism and the second disconnectable trapezoidal mechanism each include a first trapezoidal rocker arm, a second trapezoidal rocker arm, a first trapezoidal pull rod, a second trapezoidal pull rod, a first trapezoidal section arm, a second trapezoidal section arm and a connecting pull rod;

[0011] The first end of the first trapezoidal rocker arm is rotatably connected to the frame via a first rotating shaft, and the second end is hinged to the first end of the first trapezoidal pull rod, and the second end of the first trapezoidal pull rod is hinged to the first end of the first trapezoidal section arm;

[0012] The first end of the second trapezoidal rocker arm is rotatably connected to the frame through a second rotating shaft, and the second end is hinged to the first end of the second trapezoidal tie rod, the second end of the second trapezoidal tie rod is hinged to the first end of the second trapezoidal section arm, the first end of the connecting tie rod is hinged to the first trapezoidal rocker arm, and the second end of the connecting tie rod is hinged to the second trapezoidal rocker arm;

[0013] The second end of the first trapezoidal section arm and the second end of the second trapezoidal section arm in the first disconnected trapezoidal mechanism are respectively fixedly connected to the two wheel-side steering knuckles in the first steering axle, and the second end of the first trapezoidal section arm and the second end of the second trapezoidal section arm in the second disconnected trapezoidal mechanism are respectively fixedly connected to the two wheel-side steering knuckles in the second steering axle.

[0014] Optionally, the first disconnectable trapezoidal mechanism and the second disconnectable trapezoidal mechanism each further include a third trapezoidal rocker arm, a fourth trapezoidal rocker arm and at least one booster cylinder;

[0015] The third trapezoidal rocker arm is fixedly connected to the first trapezoidal rocker arm and is rotatably connected to the first rotating shaft. The fourth trapezoidal rocker arm is fixedly connected to the second trapezoidal rocker arm and is rotatably connected to the second rotating shaft. The at least one power-assisting cylinder is used to drive the third trapezoidal rocker arm and / or the fourth trapezoidal rocker arm to rotate.

[0016] Optionally, the longitudinal tie rod mechanism includes a steering drop arm, a first longitudinal tie rod, a second longitudinal tie rod, a first steering rocker arm, a second steering rocker arm, a first steering tie rod, a second steering tie rod, a first steering knuckle arm and a second steering knuckle arm;

[0017] The steering vertical wall is used to connect with the steering gear, the first end of the first longitudinal tie rod is hinged with the steering vertical arm, the second end of the first longitudinal tie rod is hinged with the first end of the first steering rocker arm, the first steering rocker arm is connected with the vehicle frame and can rotate relative to the vehicle frame, the first end of the first steering tie rod is hinged with the second end of the first steering rocker arm, the second end of the first steering tie rod is hinged with the first steering knuckle arm, and the first steering knuckle arm is fixedly connected with the wheel side steering knuckle of the first steering axle;

[0018] The first end of the second longitudinal tie rod is hinged to the first end of the first steering rocker arm, the second end of the second longitudinal tie rod is hinged to the first end of the second steering rocker arm, the second steering rocker arm is connected to the frame and rotates relative to the frame, the first end of the second steering tie rod is hinged to the second end of the second steering rocker arm, the second end of the second steering tie rod is hinged to the second steering knuckle arm, and the second steering knuckle arm is fixedly connected to the wheel side steering knuckle of the second steering axle.

[0019] Optionally, the first steering knuckle arm is sleeved on a cylinder body of a suspension cylinder of the first steering axle, and the first steering knuckle arm and the suspension cylinder are fixedly connected to a wheel side steering knuckle of the first steering axle via a flange at an end of the cylinder body;

[0020] The second steering knuckle arm is sleeved on the cylinder body of the suspension cylinder of the second steering axle, and the second steering knuckle arm and the suspension cylinder are fixedly connected to the wheel side steering knuckle of the second steering axle through the flange at the end of the cylinder body.

[0021] Optionally, the first steering knuckle arm and the second steering knuckle arm each include a first portion and a second portion;

[0022] The first part includes a ball head mounting hole, a first half hole portion and a first connecting portion, the ball head mounting hole is used for hinged connection with the steering tie rod, the inner wall of the first half hole portion cooperates with the side wall of the cylinder body, the first connecting portion is arranged at both ends of the first half hole portion, and the first connecting portion has at least one first bolt mounting hole;

[0023] The second part includes a second half hole portion and a second connecting portion, the inner wall of the second half hole portion cooperates with the side wall of the cylinder body, the second connecting portion is arranged at both ends of the second half hole portion, and the second connecting portion has at least one second bolt mounting hole, the central axes of the ball head mounting hole, the first half hole portion, the first bolt mounting hole, the second half hole portion, and the second bolt mounting hole extend in the same direction, and the second connecting portion can be matched and spliced ​​with the first connecting portion, so that the first half hole portion and the second half hole portion cooperate to form an assembly hole that cooperates with the cylinder body of the suspension oil cylinder;

[0024] The first steering knuckle arm and the second steering knuckle arm are fixedly connected to the wheel side steering knuckle by bolts passing through the first bolt mounting hole, the second bolt mounting hole and the flange at the end of the cylinder body.

[0025] Optionally, a transmission mechanism is further included, which is fixed between the mounting plate of the second steering axle and the frame, and the transmission mechanism is connected to two wheel-side steering knuckles of the second steering axle to transmit driving force to the wheels.

[0026] Optionally, the transmission mechanism includes a reduction gearbox and two transmission half-shafts, the two transmission half-shafts are located on the left and right sides of the reduction gearbox and are respectively connected to the two wheel-side steering knuckles of the second steering axle, the first end of the transmission half-shaft is connected to the power output shaft of the reduction gearbox through a gear structure, and the second end of the transmission half-shaft is connected to the wheel-side steering knuckle.

[0027] Optionally, the first end of the transmission half shaft has a first universal joint, and the first universal joint is drivingly connected to the power output shaft of the reduction box;

[0028] The second end of the transmission half shaft is provided with a second universal joint, and the second universal joint is fixedly connected to the wheel side steering knuckle.

[0029] The utility model also provides a crane, comprising any one of the independent suspension chassis provided in the above technical solutions.

[0030] The independent suspension chassis provided by the embodiment of the utility model includes a first steering axle, a second steering axle and a steering mechanism. The first steering axle and the second steering axle are arranged side by side front and back. The first steering axle and the second steering axle both include a mounting plate and two suspension mechanisms. The mounting plate can be fixedly connected to the frame above the chassis. The two suspension mechanisms are respectively connected to the left and right sides of the mounting plate. The wheel-side steering knuckles in the suspension mechanisms are connected to the mounting plate through V-shaped thrust rods and to the frame through suspension cylinders. The two suspension mechanisms in each steering axle move independently of each other, and can realize independent movement of the two wheels connected to the steering axle. The first disconnected trapezoidal mechanism, the second disconnected trapezoidal mechanism and the longitudinal pull rod mechanism of the steering mechanism can ensure that the two wheels connected to the steering axle do not interfere with each other, and can coordinate the angular relationship between the two wheels connected to the steering axle and the angular relationship between the two steering axles. The above-mentioned independent suspension chassis avoids the movement interference phenomenon of the left and right wheels connected to the steering axle, can reduce the tilt and vibration of the vehicle body, and improve the vehicle's driving stability. In addition, the integral axle connecting the two wheel-side steering knuckles in the original non-independent suspension is removed, which can greatly reduce the unsprung mass of the suspension and greatly improve the tire ground contact performance of the vehicle at high speeds, thereby improving the smoothness and handling stability of the entire vehicle. In addition, since the first steering axle and the second steering axle use independent suspension mechanisms and occupy less lateral space in the chassis, the chassis layout can be improved and the frame structure design can be optimized, thereby reducing the frame height, lowering the center of gravity of the entire vehicle, and improving handling stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a structural schematic diagram of a non-independent oil-gas suspension chassis in the related art;

[0032] Figure 2 A schematic structural diagram of an independent suspension chassis provided in an embodiment of the utility model;

[0033] Figure 3 A schematic structural diagram of a first steering axle provided in an embodiment of the utility model;

[0034] Figure 4 A schematic diagram of the structure of a steering mechanism provided by an embodiment of the utility model;

[0035] Figure 5 It is a structural schematic diagram of a steering knuckle arm in the related art;

[0036] Figure 6 It is a schematic diagram of the connection structure of the suspension cylinder, the steering knuckle arm, and the wheel side steering knuckle in the related technology;

[0037] Figure 7 A schematic diagram of the connection structure of the suspension cylinder, the first steering knuckle arm, and the wheel side steering knuckle provided in an embodiment of the utility model;

[0038] Figure 8A schematic structural diagram of a first steering knuckle arm provided in an embodiment of the utility model;

[0039] Fig. 9 A schematic structural diagram of a transmission mechanism provided in an embodiment of the utility model.

[0040] icon:

[0041] 1-first steering axle; 11-mounting plate; 12-suspension mechanism; 121-V-thrust rod; 122-wheel side steering knuckle; 123-suspension oil cylinder; 1231-piston rod; 1232-cylinder body; 2-second steering axle; 3-steering mechanism; 31-first disconnected trapezoidal mechanism; 32-second disconnected trapezoidal mechanism; 301-first trapezoidal rocker arm; 302-second trapezoidal rocker arm; 303-first trapezoidal tie rod; 304-second trapezoidal tie rod; 305-first trapezoidal section arm; 306-second trapezoidal section arm; 307-connecting tie rod; 33-longitudinal tie rod mechanism; 331-steering Vertical arm; 332-first longitudinal tie rod; 333-second longitudinal tie rod; 334-first steering rocker arm; 335-second steering rocker arm; 336-first steering tie rod; 337-second steering tie rod; 338-first steering knuckle arm; 339-second steering knuckle arm; 4-transmission mechanism; 41-reduction gearbox; 42-transmission half shaft; 61-first part; 611-ball head mounting hole; 612-first half hole portion; 613-first connecting portion; 62-second part; 621-second half hole portion; 622-second connecting portion; 63-second bolt mounting hole; 64-third bolt mounting hole. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0043] In the related art, the non-independent oil-gas suspension chassis mechanism can be as follows Figure 1 As shown, Figure 1The two steering axles 01 in the front and rear and the steering mechanism and other subsystems together constitute a common non-independent oil-gas suspension chassis mechanism. Among them, the two steering axles 01 include a suspension mechanism and an integral vehicle axle 011. The suspension mechanism is mainly composed of a suspension cylinder 012, an upper thrust rod 013 and a lower thrust rod 014. Its function is to support the frame and buffer the vibration and impact transmitted from the road through the tires. In this type of non-independent suspension mechanism, the upper and lower ends of the suspension cylinder 012 are respectively hinged to the frame and the wheel side steering knuckle 0111 of the integral vehicle axle. The upper thrust rod 013 and the lower thrust rod 014 together with the suspension cylinder 012 play a guiding role in the movement of the integral vehicle axle when driving on the road. The function of the steering mechanism is to receive the steering command from the steering machine, coordinate the angle relationship between the front and rear and left and right tires, and make the vehicle turn according to the driver's intention. The mechanical steering mechanism is composed of a longitudinal tie rod mechanism 021 and an integral trapezoidal mechanism 022 integrated into the integral vehicle axle. Among them, the longitudinal tie rod mechanism 021 is composed of two rocker arms and a series of tie rods and connecting rods. The tie rods and rocker arms, the tie rods and knuckle arms are connected by ball joints. The knuckle arms are fixedly connected to the wheel-side steering knuckles. They are mainly used to transmit the angular relationship between the front and rear wheels of the first steering axle and the second steering axle; the integral trapezoidal mechanism 022 is composed of a transverse tie rod and two trapezoidal arms, and is mainly used to transmit the angular relationship between the left and right wheels of the steering axle.

[0044] However, the above-mentioned non-independent oil-gas suspension chassis mechanism has the following disadvantages: (1) The left and right wheels of the two steering axles are connected by an integral axle, which will cause the tire movements of the left and right wheels to interfere with each other, and the vehicle's handling stability will deteriorate; (2) The unsprung mass of the suspension mechanism is large, and the tire ground contact performance is poor, which is not conducive to the vehicle's driving smoothness and handling stability; (3) The integral axle using a non-independent suspension mechanism usually leads to a small ground clearance of the vehicle, affecting the vehicle's passability; (4) Due to the layout of the chassis transmission system and other reasons, the non-independent suspension mechanism leads to a high frame height, a high center of gravity of the vehicle, and poor vehicle driving stability; (5) When the steering axle is used as a drive axle, the input torque of the drive axle will cause the load transfer between the left and right wheels, and the vehicle's handling stability will deteriorate.

[0045] In order to solve the above technical problems, the present invention provides an independent suspension chassis. Figure 2 , Figure 3 and Figure 4 As shown, it includes a first steering axle 1, a second steering axle 2 and a steering mechanism 3;

[0046] The first steering axle 1 and the second steering axle 2 are arranged side by side front and back. The first steering axle 1 and the second steering axle 2 both include a mounting plate 11 and two suspension mechanisms 12. The mounting plate 11 is used to be fixedly connected to the vehicle frame. The two suspension mechanisms 12 are respectively connected to the left and right sides of the mounting plate 11. The suspension mechanism 12 includes a V-shaped thrust rod 121, a wheel side steering knuckle 122 and a suspension cylinder 123. The two straight rod ends of the V-shaped thrust rod 121 are hinged to the mounting plate 11. The vertex end of the V-shaped thrust rod 121 is hinged to the lower end of the wheel side steering knuckle 122. The side of the wheel side steering knuckle 122 away from the V-shaped thrust rod 121 is used to be connected to the wheel 5. The piston rod 1231 of the suspension cylinder 123 is used to be hinged to the vehicle frame. The end of the cylinder body 1232 of the suspension cylinder 123 away from the vehicle frame is fixedly connected to the upper end face of the wheel side steering knuckle 122.

[0047] The steering mechanism 3 includes a first disconnectable trapezoidal mechanism 31, a second disconnectable trapezoidal mechanism 32 and a longitudinal pull rod mechanism 33. The first disconnectable trapezoidal mechanism 31 is connected to the two wheel-side steering knuckles 122 of the first steering axle 1 to coordinate the angular relationship between the two wheel-side steering knuckles 122 in the first steering axle 1. The second disconnectable trapezoidal mechanism 32 is connected to the two wheel-side steering knuckles 122 of the second steering axle 2 to coordinate the angular relationship between the two wheel-side steering knuckles 122 in the second steering axle 2. The longitudinal pull rod mechanism 33 is respectively connected to the two wheel-side steering knuckles 122 on the same side in the first steering axle 1 and the second steering axle 2 to coordinate the angular relationship between the first steering axle 1 and the second steering axle 2.

[0048] The independent suspension chassis provided by the embodiment of the utility model includes a first steering axle 1, a second steering axle 2 and a steering mechanism 3. The first steering axle 1 and the second steering axle 2 are arranged side by side front and back. The first steering axle 1 and the second steering axle 2 both include a mounting plate 11 and two suspension mechanisms 12. The mounting plate 11 can be fixedly connected to the frame above the chassis. The two suspension mechanisms 12 are respectively connected to the left and right sides of the mounting plate 11. The wheel-side steering knuckle 122 in the suspension mechanism 12 is connected to the mounting plate 11 through a V-shaped thrust rod 121 and to the frame through a suspension cylinder 123. The two suspension mechanisms 12 in each steering axle move independently of each other, and can realize independent movement of the two wheels 5 connected to the steering axle. The first disconnected trapezoidal mechanism 31, the second disconnected trapezoidal mechanism 32 and the longitudinal pull rod mechanism 33 of the steering mechanism 3 can ensure that the two wheels 5 connected to the steering axle do not interfere with each other, and can coordinate the angular relationship between the two wheels 5 connected to the steering axle and the angular relationship between the two steering axles. Compared with the related technologies, the above-mentioned independent suspension chassis avoids the movement interference phenomenon of the left and right wheels connected by the steering axle, can reduce the tilt and vibration of the vehicle body, and improve the vehicle's driving stability. In addition, the integral axle connecting the two wheel-side steering knuckles in the original non-independent suspension is removed, which can greatly reduce the unsprung mass of the suspension and greatly improve the tire ground contact performance of the vehicle at high speeds, thereby improving the smoothness and handling stability of the entire vehicle. In addition, since the first steering axle 1 and the second steering axle 2 use an independent suspension mechanism 12 that occupies a smaller lateral space of the chassis, it can improve the chassis layout and optimize the frame structure design, thereby reducing the frame height, lowering the center of gravity of the entire vehicle, and improving handling stability.

[0049] In the embodiment of the utility model, the end of the cylinder body 1232 of the above-mentioned suspension oil cylinder 123 may have a flange, and the suspension oil cylinder 123 may be fixedly connected to the upper end face of the wheel side steering knuckle 122 through the flange at the end of the cylinder body 1232. In the independent suspension mechanism 12, the connection relationship between the suspension oil cylinder 123 and other structures determines that the cylinder body 1232 of the suspension oil cylinder 123 will bear a certain lateral force during the driving process of the vehicle. Therefore, the suspension oil cylinder 123 cannot continue to use the suspension oil cylinder in the original non-independent suspension in which the cylinder body 1232 only bears the axial force. It is necessary to strengthen the internal piston of the suspension oil cylinder 123 and the cylinder body 1232 structure to avoid damage to the cylinder body 1232, such as increasing the contact area between the piston and the inner cavity of the cylinder body 1232. The specific structure of the suspension oil cylinder 123 is not limited here and is set according to actual conditions. Among them, the axial force is the force applied to the cylinder body 1232 along the telescopic direction of the suspension oil cylinder 123, and the lateral force is the force perpendicular to the direction of the axial force.

[0050] Specifically, the top end of the V-shaped thrust rod 121 and the lower end of the wheel side steering knuckle 122 can be connected by a ball joint, and the piston rod 1231 of the suspension cylinder 123 can be connected by a ball joint to the frame.

[0051] In the embodiment of the utility model, Figure 4 As shown, the first disconnectable trapezoidal mechanism 31 and the second disconnectable trapezoidal mechanism 32 can both include a first trapezoidal rocker arm 301, a second trapezoidal rocker arm 302, a first trapezoidal pull rod 303, a second trapezoidal pull rod 304, a first trapezoidal section arm 305, a second trapezoidal section arm 306 and a connecting pull rod 307; wherein the first end of the first trapezoidal rocker arm 301 is rotatably connected to the frame via a first rotating shaft 308, and the second end is hinged to the first end of the first trapezoidal pull rod 303, and the second end of the first trapezoidal pull rod 303 is hinged to the first end of the first trapezoidal section arm 305; the first end of the second trapezoidal rocker arm 302 is rotatably connected to the frame via a second rotating shaft 309, and the second end is hinged to the first end of the first trapezoidal section arm 306. The first end of the second trapezoidal tie rod 304 is hinged, the second end of the second trapezoidal tie rod 304 is hinged to the first end of the second trapezoidal section arm 306, the first end of the connecting rod 307 is hinged to the first trapezoidal rocker arm 301, and the second end of the connecting rod 307 is hinged to the second trapezoidal rocker arm 302; the second end of the first trapezoidal section arm 305 and the second end of the second trapezoidal section arm 306 in the first disconnecting trapezoidal mechanism 31 are respectively fixedly connected to the two wheel-side steering knuckles 122 in the first steering axle 1, and the second end of the first trapezoidal section arm 305 and the second end of the second trapezoidal section arm 306 in the second disconnecting trapezoidal mechanism 32 are respectively fixedly connected to the two wheel-side steering knuckles 122 in the second steering axle 2.

[0052] The above-mentioned first disconnectable trapezoidal mechanism 31 and second disconnectable trapezoidal mechanism 32 can coordinate the steering angle relationship between the two wheels 5 connected to the first steering axle 1 and the steering angle relationship between the two wheels 5 connected to the second steering axle 2 under the condition that the two suspension mechanisms 12 of the steering axle move independently, thereby ensuring that the two wheels 5 turn according to the set relationship during the vehicle steering operation.

[0053] Specifically, the first disconnectable trapezoidal mechanism 31 and the second disconnectable trapezoidal mechanism 32 both further include a third trapezoidal rocker arm, a fourth trapezoidal rocker arm and at least one booster oil cylinder; the third trapezoidal rocker arm is fixedly connected to the first trapezoidal rocker arm 301 and rotatably connected to the first rotating shaft 308, the fourth trapezoidal rocker arm is fixedly connected to the second trapezoidal rocker arm 302 and rotatably connected to the second rotating shaft 309, and the at least one booster oil cylinder is used to drive the third trapezoidal rocker arm and / or the fourth trapezoidal rocker arm to rotate. The at least one booster oil cylinder can provide power for the left and right wheel steering operation of the steering axle, and is used to drive the left and right rotation of the steering axle.

[0054] Specifically, the first disconnected trapezoidal mechanism 31 and the second disconnected trapezoidal mechanism 32 may include a booster cylinder, which can be used to drive the third trapezoidal rocker arm or the fourth trapezoidal rocker arm to rotate, thereby driving the first trapezoidal rocker arm 301 and the second trapezoidal rocker arm 302 to rotate, and the first trapezoidal rocker arm 301 and the second trapezoidal rocker arm 302 can respectively drive the first trapezoidal section arm 305 and the second trapezoidal section arm 306 to move through the first trapezoidal pull rod 303 and the second trapezoidal pull rod 304, thereby driving the two wheel-side steering knuckles 122 in the steering axle to move, thereby adjusting the steering angle relationship of the left and right wheels of the steering axle. Optionally, the first disconnected trapezoidal mechanism 31 and the second disconnected trapezoidal mechanism 32 may also include two assistant cylinders, which can respectively drive the third trapezoidal rocker arm and the fourth trapezoidal rocker arm to rotate, thereby coordinating the steering angle relationship of the left and right wheels 5 of the steering axle.

[0055] Specifically, the first rotating shaft 308 and the second rotating shaft 309 may be fixedly connected to a mounting bracket, and the mounting bracket is fixedly connected to the vehicle frame.

[0056] In the embodiment of the utility model, Figure 4 As shown, the longitudinal tie rod mechanism 33 includes a steering vertical arm 331, a first longitudinal tie rod 332, a second longitudinal tie rod 333, a first steering rocker arm 334, a second steering rocker arm 335, a first steering tie rod 336, a second steering tie rod 337, a first steering knuckle arm 338 and a second steering knuckle arm 339; wherein the steering vertical wall is used to connect with the steering gear, the first end of the first longitudinal tie rod 332 is hinged to the steering vertical arm 331, the second end of the first longitudinal tie rod 332 is hinged to the first end of the first steering rocker arm 334, the first steering rocker arm 334 is connected to the frame and can rotate relative to the frame, the first end of the first steering tie rod 336 is hinged to the second end of the first steering rocker arm 334 The second end of the first steering rod 336 is hinged to the first steering knuckle arm 338, and the first steering knuckle arm 338 is fixedly connected to the wheel side steering knuckle 122 of the first steering axle 1; the first end of the second longitudinal rod 333 is hinged to the first end of the first steering rocker arm 334, the second end of the second longitudinal rod 333 is hinged to the first end of the second steering rocker arm 335, the second steering rocker arm 335 is connected to the frame and rotates relative to the frame, the first end of the second steering rod 337 is hinged to the second end of the second steering rocker arm 335, the second end of the second steering rod 337 is hinged to the second steering knuckle arm 339, and the second steering knuckle arm 339 is fixedly connected to the wheel side steering knuckle 122 of the second steering axle 2.

[0057] In the above-mentioned longitudinal tie rod mechanism 33, the steering vertical arm 331 can receive the steering gear angle input signal, and can transmit the steering angle input signal to a wheel side steering knuckle 122 of the first steering axle 1, such as the left wheel side steering knuckle, through the first longitudinal tie rod 332, the first steering rocker arm 334, the first steering tie rod 336 and the first steering knuckle arm 338 articulated, and then transmitted to the wheel 5 connected to the first steering axle 1, and through the second steering tie rod 337, the second steering rocker arm 335 and the second steering knuckle arm 339, the steering angle input signal can be transmitted to a wheel side steering knuckle 122 of the second steering axle 2, such as the left wheel side steering knuckle, and then transmitted to the wheel 5 connected to the second steering axle 2, so that the longitudinal tie rod mechanism 33 can realize the coordination of the steering angle relationship between the first steering axle 1 and the second steering axle 2.

[0058] Specifically, the extension direction of the axis of rotation of the first steering rocker arm 334 and the second steering rocker arm 335 may be the arrangement direction of the two suspension mechanisms 12 in the steering axle.

[0059] In the related art, in the connection structure between the suspension cylinder, the steering knuckle arm and the wheel side steering knuckle, such as Figure 5 As shown, the steering knuckle arm 0211 is an integral type. Figure 6 As shown, the steering knuckle arm 0211 can be located between the suspension cylinder 012 and the wheel side steering knuckle 0111; wherein, the suspension cylinder and the steering knuckle arm are fixedly connected to the wheel side steering knuckle by bolts passing through the flange at the end of the suspension cylinder and the steering knuckle arm; or, as Figure 6 As shown, the end of the suspension cylinder 012 is connected to the steering knuckle arm 0211 by a ball joint, and the steering knuckle arm 0211 is fixedly connected to the wheel side steering knuckle 0111. However, the steering knuckle arm of this connection structure occupies about 30mm of vertical installation space, which is not conducive to reducing the height of the frame. The vertical installation space is the installation space along the arrangement direction of the frame and the undercarriage.

[0060] In order to solve this problem, in the embodiment of the utility model, Figure 7 As shown, the first steering knuckle arm 338 is sleeved on the cylinder body 1232 of the suspension oil cylinder 123 of the first steering axle 1, and the first steering knuckle arm 338 and the suspension oil cylinder 123 are fixedly connected to the wheel side steering knuckle 122 of the first steering axle 1 through the flange at the end of the cylinder body 1232; the second steering knuckle arm 339 is sleeved on the cylinder body 1232 of the suspension oil cylinder 123 of the second steering axle 2, and the second steering knuckle arm 339 and the suspension oil cylinder 123 are fixedly connected to the wheel side steering knuckle 122 of the second steering axle 2 through the flange at the end of the cylinder body 1232. Such a connection structure between the steering knuckle arm, the suspension oil cylinder and the wheel side steering knuckle can save vertical installation space at the wheel side, which is conducive to further lowering the frame chassis.

[0061] Specifically, Figure 8As shown, the first steering knuckle arm 338 and the second steering knuckle arm 339 may both include a first portion 61 and a second portion 62; wherein the first portion 61 includes a ball head mounting hole 611, a first half hole portion 612 and a first connecting portion 613, the ball head mounting hole 611 is used to be hinged with the steering tie rod, the inner wall of the first half hole portion 612 cooperates with the side wall of the cylinder body 1232, the first connecting portion 613 is arranged at both ends of the first half hole portion 612, and the first connecting portion 613 has at least one first bolt mounting hole; the second portion 62 includes a second half hole portion 621 and a second connecting portion 622, the inner wall of the second half hole portion 621 cooperates with the side wall of the cylinder body 1232, and the second connecting portion 622 is arranged at At both ends of the second half hole portion 621, there is at least one second bolt mounting hole 63 on the second connecting portion 622, and the central axes of the ball head mounting hole 611, the first half hole portion 612, the first bolt mounting hole, the second half hole portion 621, and the second bolt mounting hole 63 extend in the same direction, and the second connecting portion 622 and the first connecting portion 613 can be matched and spliced ​​so that the first half hole portion 612 and the second half hole portion 621 cooperate to form an assembly hole that cooperates with the cylinder body 1232 of the suspension cylinder 123; the first steering knuckle arm 338 and the second steering knuckle arm 339 can be fixedly connected to the wheel side steering knuckle 122 by bolts passing through the first bolt mounting hole, the second bolt mounting hole 63 and the flange at the end of the cylinder body 1232. The first steering knuckle arm 338 and the second steering knuckle arm 339 both include a first part 61 and a second part 62. The first part 61 and the second part 62 may be in a semicircular structure. By splicing the first part 61 and the second part 62, a complete steering knuckle arm can be formed, and the first steering knuckle arm 338 and the second steering knuckle arm 339 can be passed through the cylinder body 1232 of the suspension cylinder 123.

[0062] Specifically, the first part 61 and the second part 62 may also have a third bolt mounting hole 64 arranged around the assembly hole, and a fixed connection with the wheel side steering knuckle 122 can be achieved by passing the bolts through the third bolt mounting hole 64 and the flange at the end of the cylinder body 1232.

[0063] Specifically, the two side surfaces of the first part 61 along the first direction can be flush with the two side surfaces of the second part 62 along the first direction respectively. The first direction is the extension direction of the center line of the assembly hole, which can ensure good assembly between the steering knuckle arm, the suspension cylinder and the wheel-side steering knuckle.

[0064] In the embodiment of the utility model, the above-mentioned independent suspension chassis also includes a transmission mechanism 4, which is fixed between the mounting plate 11 of the second steering axle 2 and the frame, and the transmission mechanism 4 is connected to the two wheel-side steering knuckles 122 of the second steering axle 2, and is used to transmit driving force to the wheels 5, that is, the second steering axle 2 can be a driving axle to ensure the normal driving of the vehicle.

[0065] Specifically, under the condition that the two suspension mechanisms 12 of the second steering axle 2 operate independently, as Fig. 9 As shown, the transmission mechanism 4 may include a reduction box 41 and two transmission half shafts 42, the two transmission half shafts 42 are located on the left and right sides of the reduction box 41 and are respectively connected to the two wheel side steering knuckles 122 of the second steering axle 2, wherein the first end of the transmission half shaft 42 is transmission-connected to the power output shaft of the reduction box 41 through a gear structure, and the second end of the transmission half shaft 42 is connected to the wheel side steering knuckle 122. In the above-mentioned independent suspension chassis, the original integral axle connecting the left and right wheel side steering knuckles 122 of the non-independent suspension is removed, and replaced by a separate reduction box 41 and transmission half shaft 42 transmission, under the condition that the two suspension mechanisms 12 of the second steering axle 2 move independently, the power output to the driving wheels 5 is realized, so that the ground clearance of the chassis is increased, and the road passability of the vehicle is improved.

[0066] Specifically, the first end of the transmission half shaft 42 has a first universal joint, which is transmission-connected to the power output shaft of the reduction gearbox 41; specifically, the first universal joint can be transmission-connected to the power output shaft via a spline; the second end of the transmission half shaft 42 has a second universal joint, which is fixedly connected to the wheel-side steering knuckle 122; specifically, the second universal joint can be fixedly connected to the power output shaft via a spline.

[0067] Specifically, the reduction gearbox 41 may be a split reduction gearbox.

[0068] The embodiment of the utility model further provides a crane, comprising any one of the independent suspension chassis provided in the above technical solution. Specifically, the above crane can be a crane with an H-shaped outrigger structure.

[0069] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. An independent suspension chassis, characterized in that: It includes a first steering axle, a second steering axle and a steering mechanism; The first steering axle and the second steering axle are arranged side by side front and back, and the first steering axle and the second steering axle both include a mounting plate and two suspension mechanisms, the mounting plate is used to be fixedly connected to the vehicle frame, and the two suspension mechanisms are respectively connected to the left and right sides of the mounting plate, and the suspension mechanism includes a V-shaped thrust rod, a wheel side steering knuckle and a suspension cylinder, the two straight rod ends of the V-shaped thrust rod are hinged to the mounting plate, the vertex end of the V-shaped thrust rod is hinged to the lower end of the wheel side steering knuckle, the side of the wheel side steering knuckle away from the V-shaped thrust rod is used to be connected to the wheel, the piston rod of the suspension cylinder is used to be hinged to the vehicle frame, and the end of the cylinder body of the suspension cylinder away from the vehicle frame is fixedly connected to the upper end face of the wheel side steering knuckle; The steering mechanism includes a first disconnectable trapezoidal mechanism, a second disconnectable trapezoidal mechanism and a longitudinal pull rod mechanism. The first disconnectable trapezoidal mechanism is connected to the two wheel-side steering knuckles of the first steering axle to coordinate the angular relationship between the two wheel-side steering knuckles in the first steering axle. The second disconnectable trapezoidal mechanism is connected to the two wheel-side steering knuckles of the second steering axle to coordinate the angular relationship between the two wheel-side steering knuckles in the second steering axle. The longitudinal pull rod mechanism is respectively connected to the two wheel-side steering knuckles on the same side of the first steering axle and the second steering axle to coordinate the angular relationship between the first steering axle and the second steering axle.

2. The independent suspension chassis according to claim 1, characterized in that: The first disconnectable trapezoidal mechanism and the second disconnectable trapezoidal mechanism each include a first trapezoidal rocker arm, a second trapezoidal rocker arm, a first trapezoidal pull rod, a second trapezoidal pull rod, a first trapezoidal section arm, a second trapezoidal section arm and a connecting pull rod; The first end of the first trapezoidal rocker arm is rotatably connected to the frame via a first rotating shaft, and the second end is hinged to the first end of the first trapezoidal pull rod, and the second end of the first trapezoidal pull rod is hinged to the first end of the first trapezoidal section arm; The first end of the second trapezoidal rocker arm is rotatably connected to the frame through a second rotating shaft, and the second end is hinged to the first end of the second trapezoidal tie rod, the second end of the second trapezoidal tie rod is hinged to the first end of the second trapezoidal section arm, the first end of the connecting tie rod is hinged to the first trapezoidal rocker arm, and the second end of the connecting tie rod is hinged to the second trapezoidal rocker arm; The second end of the first trapezoidal section arm and the second end of the second trapezoidal section arm in the first disconnected trapezoidal mechanism are respectively fixedly connected to the two wheel-side steering knuckles in the first steering axle, and the second end of the first trapezoidal section arm and the second end of the second trapezoidal section arm in the second disconnected trapezoidal mechanism are respectively fixedly connected to the two wheel-side steering knuckles in the second steering axle.

3. The independent suspension chassis according to claim 2, characterized in that: The first disconnectable trapezoidal mechanism and the second disconnectable trapezoidal mechanism both further include a third trapezoidal rocker arm, a fourth trapezoidal rocker arm and at least one booster cylinder; The third trapezoidal rocker arm is fixedly connected to the first trapezoidal rocker arm and is rotatably connected to the first rotating shaft. The fourth trapezoidal rocker arm is fixedly connected to the second trapezoidal rocker arm and is rotatably connected to the second rotating shaft. The at least one power-assisting cylinder is used to drive the third trapezoidal rocker arm and / or the fourth trapezoidal rocker arm to rotate.

4. The independent suspension chassis according to claim 3, characterized in that: The longitudinal tie rod mechanism comprises a steering drop arm, a first longitudinal tie rod, a second longitudinal tie rod, a first steering rocker arm, a second steering rocker arm, a first steering tie rod, a second steering tie rod, a first steering knuckle arm and a second steering knuckle arm; The steering vertical arm is used to connect with the steering gear, the first end of the first longitudinal tie rod is hinged with the steering vertical arm, the second end of the first longitudinal tie rod is hinged with the first end of the first steering rocker arm, the first steering rocker arm is connected with the vehicle frame and can rotate relative to the vehicle frame, the first end of the first steering tie rod is hinged with the second end of the first steering rocker arm, the second end of the first steering tie rod is hinged with the first steering knuckle arm, and the first steering knuckle arm is fixedly connected with the wheel side steering knuckle of the first steering axle; The first end of the second longitudinal tie rod is hinged to the first end of the first steering rocker arm, the second end of the second longitudinal tie rod is hinged to the first end of the second steering rocker arm, the second steering rocker arm is connected to the frame and rotates relative to the frame, the first end of the second steering tie rod is hinged to the second end of the second steering rocker arm, the second end of the second steering tie rod is hinged to the second steering knuckle arm, and the second steering knuckle arm is fixedly connected to the wheel side steering knuckle of the second steering axle.

5. The independent suspension chassis according to claim 4, characterized in that: The first steering knuckle arm is sleeved on the cylinder body of the suspension cylinder of the first steering axle, and the first steering knuckle arm and the suspension cylinder are fixedly connected to the wheel side steering knuckle of the first steering axle through the flange at the end of the cylinder body; The second steering knuckle arm is sleeved on the cylinder body of the suspension cylinder of the second steering axle, and the second steering knuckle arm and the suspension cylinder are fixedly connected to the wheel side steering knuckle of the second steering axle through the flange at the end of the cylinder body.

6. The independent suspension chassis according to claim 5, characterized in that: The first steering knuckle arm and the second steering knuckle arm each include a first portion and a second portion; The first part includes a ball head mounting hole, a first half hole portion and a first connecting portion, the ball head mounting hole is used for hinged connection with the steering tie rod, the inner wall of the first half hole portion cooperates with the side wall of the cylinder body, the first connecting portion is arranged at both ends of the first half hole portion, and the first connecting portion has at least one first bolt mounting hole; The second part includes a second half hole portion and a second connecting portion, the inner wall of the second half hole portion cooperates with the side wall of the cylinder body, the second connecting portion is arranged at both ends of the second half hole portion, and the second connecting portion has at least one second bolt mounting hole, the central axes of the ball head mounting hole, the first half hole portion, the first bolt mounting hole, the second half hole portion, and the second bolt mounting hole extend in the same direction, and the second connecting portion can be matched and spliced ​​with the first connecting portion, so that the first half hole portion and the second half hole portion cooperate to form an assembly hole that cooperates with the cylinder body of the suspension oil cylinder; The first steering knuckle arm and the second steering knuckle arm are fixedly connected to the wheel side steering knuckle by bolts passing through the first bolt mounting hole, the second bolt mounting hole and the flange at the end of the cylinder body.

7. The independent suspension chassis according to any one of claims 1 to 6, characterized in that: It also includes a transmission mechanism, which is fixed between the mounting plate of the second steering axle and the vehicle frame, and is connected to two wheel-side steering knuckles of the second steering axle to transmit driving force to the wheels.

8. The independent suspension chassis according to claim 7, characterized in that: The transmission mechanism includes a reduction gearbox and two transmission half-shafts, the two transmission half-shafts are located on the left and right sides of the reduction gearbox and are respectively connected to the two wheel-side steering knuckles of the second steering axle. The first end of the transmission half-shaft is connected to the power output shaft of the reduction gearbox through a gear structure, and the second end of the transmission half-shaft is connected to the wheel-side steering knuckle.

9. The independent suspension chassis according to claim 8, characterized in that: The first end of the transmission half shaft has a first universal joint, and the first universal joint is transmission-connected to the power output shaft of the reduction box; The second end of the transmission half shaft is provided with a second universal joint, and the second universal joint is fixedly connected to the wheel side steering knuckle.

10. A crane, characterized in that: Comprising an independent suspension chassis as described in any one of claims 1-9.

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