A three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension

Abstract

The utility model belongs to the field of automobile manufacturing technology, and provides a three-axle six-wheel chassis with a front axle double wishbone suspension and a middle and rear axle multi-link suspension, including a frame assembly, the frame assembly including a frame front section, a frame middle section and a frame rear section connected in sequence from front to rear, and the frame as a whole adopts a curved beam form; two groups of front axle suspension systems are respectively arranged on both sides of the frame front section; the middle axle suspension system includes two groups of front multi-link assemblies respectively arranged on both sides of the middle axle, the front multi-link assemblies are arranged below the middle section of the frame, and first damping assemblies are respectively arranged between the two sides of the middle axle and the middle section of the frame; the rear axle suspension system includes two groups of rear multi-link assemblies respectively arranged on both sides of the rear axle, the rear multi-link assemblies are arranged below the rear section of the frame, and second damping assemblies are respectively arranged between the two sides of the rear axle and the rear section of the frame. The utility model can ensure the carrying capacity of the whole vehicle, and can also ensure the comfort and stability of the whole vehicle.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile manufacturing, and particularly relates to a three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension. Background Art

[0002] There is no chassis suitable for three-axle six-wheel vehicles within 6 meters. The existing three-axle six-wheel chassis is generally used in medium and heavy-duty trucks. Its structure is a chassis system developed to meet the usage scenarios of heavy trucks. Its length, width and height are designed according to the proportional dimensions of medium and heavy-duty truck bodies. Although it has a strong carrying capacity, its chassis longitudinal beam and cross beam structure, size, connection method and suspension structure are completely designed for heavy-duty trucks. The longitudinal beam is a straight-through beam design, with a simple structure and bulky posture. The front axle and middle and rear axle suspensions use a rigid support system with a multi-leaf spring structure to connect the axle to the chassis. It has poor comfort and high torsional stiffness, poor off-road performance, and poor passing ability in complex road conditions. It is not suitable for use in three-axle six-wheel vehicles within 6 meters. Utility Model Content

[0003] The utility model aims to provide a three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension to solve the above problems and achieve the purpose of ensuring the carrying capacity of the whole vehicle as well as the comfort and off-road performance of the whole vehicle.

[0004] To achieve the above-mentioned purpose, the utility model provides the following solution: a three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension, comprising:

[0005] A frame assembly, the frame assembly comprising a frame front section, a frame middle section and a frame rear section connected in sequence from front to rear, the frame assembly as a whole being in the form of a curved beam;

[0006] Two sets of front axle suspension systems, the two sets of front axle suspension systems are respectively arranged on both sides of the front section of the frame;

[0007] A mid-bridge suspension system, the mid-bridge suspension system comprising two groups of front multi-link assemblies respectively arranged on both sides of the mid-bridge, the front multi-link assemblies being arranged below the mid-section of the vehicle frame, and first damping assemblies being respectively arranged between both sides of the mid-bridge and the mid-section of the vehicle frame;

[0008] A rear axle suspension system, the rear axle suspension system includes two groups of rear multi-link assemblies respectively arranged on both sides of the rear axle, the rear multi-link assemblies are arranged below the rear section of the frame, and second shock-absorbing assemblies are respectively arranged between the two sides of the rear axle and the rear section of the frame.

[0009] Preferably, the front section of the frame includes two groups of longitudinal beam front sections arranged side by side, and the two groups of longitudinal beam front sections are fixedly connected by three groups of first cross beams. The middle section of the frame includes two groups of longitudinal beam middle sections arranged side by side, and the two groups of longitudinal beam middle sections are fixedly connected by three groups of second cross beams. The rear section of the frame includes two groups of longitudinal beam rear sections arranged side by side, and the two groups of longitudinal beam rear sections are fixedly connected by two groups of third cross beams. The longitudinal beam front sections, longitudinal beam middle sections and longitudinal beam rear sections located on the same side are fixedly connected in sequence from front to back.

[0010] Preferably, the middle bridge is arranged on the rear side of the second cross beam close to the rear section of the longitudinal beam, and the rear bridge is arranged in the middle of the two third cross beams.

[0011] Preferably, the front multi-link assembly includes two groups of first longitudinal thrust rods, one ends of the two groups of first longitudinal thrust rods are respectively hinged on the same side of the middle bridge, the other ends of the two groups of first longitudinal thrust rods are respectively hinged on the middle section of the longitudinal beam and the second cross beam close to the rear section of the longitudinal beam, and the two groups of first longitudinal thrust rods are arranged in the forward direction.

[0012] Preferably, the rear multi-link assembly includes two groups of second longitudinal thrust rods, one ends of the two groups of second longitudinal thrust rods are respectively hinged on the same side of the rear axle, the other ends of the two groups of second longitudinal thrust rods are respectively hinged on the rear section of the longitudinal beam and the third cross beam close to the middle section of the longitudinal beam, and the two groups of second longitudinal thrust rods are arranged in the forward direction.

[0013] Preferably, the front axle suspension system includes an upper swing arm and a lower swing arm respectively hinged on the front section of the longitudinal beam, a steering knuckle is hinged between the lower swing arm and the upper swing arm, and a spring shock absorber is hinged between the lower swing arm and the front section of the longitudinal beam.

[0014] Preferably, a transverse stabilizer bar is hinged on the middle bridge, and two ends of the transverse stabilizer bar are respectively hinged to the middle section of the longitudinal beam.

[0015] Compared with the prior art, the utility model has the following advantages and technical effects: On the whole, the utility model avoids the problems of poor comfort, large torsional stiffness and poor off-road performance of the traditional leaf spring suspension of the middle and rear axles by combining the integral bridge of the middle and rear axles with the multi-link suspension form, increases the jumping stroke of the middle and rear axles, reduces the overall stiffness of the chassis, and improves the off-road capability. At the same time, comfort can be ensured by buffering through the vibration reduction assembly, which is particularly suitable for use in vehicles such as pickup trucks or off-road vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 It is a bottom view schematic diagram of the chassis of the utility model;

[0018] Figure 2 It is a schematic diagram of the mid-bridge suspension system and the rear-bridge suspension system of the utility model;

[0019] Among them, 1. the front section of the longitudinal beam; 2. the middle section of the longitudinal beam; 3. the rear section of the longitudinal beam; 4. the first cross beam; 5. the second cross beam; 6. the third cross beam; 7. the middle bridge; 8. the rear bridge; 9. the first longitudinal thrust rod; 10. the second longitudinal thrust rod; 11. the first coil spring; 12. the shock absorber; 13. the upper control arm; 14. the lower control arm; 16. the spring shock absorber; 17. the lateral stabilizer bar; 18. the second coil spring. DETAILED DESCRIPTION

[0020] 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.

[0021] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0022] Reference Figure 1-Figure 2 The utility model provides a three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension, comprising:

[0023] A frame assembly, the frame assembly includes a frame front section, a frame middle section and a frame rear section which are sequentially connected from front to rear, and the frame assembly as a whole adopts a curved beam form;

[0024] Two sets of front axle suspension systems, two sets of front axle suspension systems are respectively arranged on both sides of the front section of the frame;

[0025] The middle bridge suspension system includes two groups of front multi-link assemblies respectively arranged on both sides of the middle bridge 7, the front multi-link assemblies are arranged below the middle section of the frame, and first damping assemblies are respectively arranged between both sides of the middle bridge 7 and the middle section of the frame;

[0026] The rear axle suspension system includes two groups of rear multi-link assemblies respectively arranged on both sides of the rear axle 8. The rear multi-link assemblies are arranged below the rear section of the frame. Second shock-absorbing assemblies are respectively arranged between the two sides of the rear axle 8 and the rear section of the frame.

[0027] The longitudinal beam of the frame adopts a curved beam form, and the front end of the middle section of the frame is designed as a curved beam, which is conducive to combining with the body of a pickup truck or an off-road vehicle to achieve a better posture of the whole vehicle; the main functions of the front multi-link assembly and the rear multi-link assembly are to limit the jumping trajectory of the middle bridge 7 and the rear bridge 8 respectively. Since the multi-link assembly can increase the movement trajectory of the middle bridge 7 or the rear bridge 8, the tire formation is increased, and the off-road performance is improved. At the same time, the first shock-absorbing assembly and the second shock-absorbing assembly are used to buffer and ensure comfort. On the whole, the utility model combines the integral bridge of the middle and rear bridges with the multi-link suspension form, avoiding the problems of poor comfort, large torsional rigidity, and poor off-road performance of the traditional leaf spring suspension form of the middle and rear bridges, increasing the jumping stroke of the middle and rear bridges, reducing the overall rigidity of the chassis, and improving the off-road capability. At the same time, the shock-absorbing assembly is used to buffer and ensure comfort, which is particularly suitable for use in models such as pickup trucks or off-road vehicles.

[0028] Further optimized solution, the first vibration reduction assembly includes a first coil spring 11 arranged between the middle bridge 7 and the middle section 2 of the longitudinal beam and a shock absorber 12 hinged between the middle bridge 7 and the middle section 2 of the longitudinal beam, and the second vibration reduction assembly includes a second coil spring 18 arranged between the rear bridge 8 and the rear section 3 of the longitudinal beam and a shock absorber 12 hinged between the rear bridge 8 and the rear section 3 of the longitudinal beam. The main function of the shock absorber 12 is to consume the vibration energy of the first coil spring 11 and the second coil spring 18

[0029] A further optimized solution is as follows: the front section of the frame includes two groups of longitudinal beam front sections 1 arranged side by side, and the two groups of longitudinal beam front sections 1 are fixedly connected by three groups of first cross beams 4; the middle section of the frame includes two groups of longitudinal beam middle sections 2 arranged side by side, and the two groups of longitudinal beam middle sections 2 are fixedly connected by three groups of second cross beams 5; the rear section of the frame includes two groups of longitudinal beam rear sections 3 arranged side by side, and the two groups of longitudinal beam rear sections 3 are fixedly connected by two groups of third cross beams 6; the longitudinal beam front section 1, the longitudinal beam middle section 2, and the longitudinal beam rear section 3 located on the same side are fixedly connected in sequence from front to back.

[0030] Both ends of the longitudinal beam middle section 2 are designed as curved beams, so that the height of the longitudinal beam middle section 2 is lower than the longitudinal beam front section 1 and the longitudinal beam rear section 3, so that the chassis has a curved beam structure as a whole, which increases the suitability for use in pickup trucks or off-road vehicles.

[0031] like Figure 1 As shown, the frame assembly is designed with two vertical and eight horizontal sections, with a total length of 5656mm.

[0032] To further optimize the solution, a 2mm thick reinforcement plate is added in the middle section 2 of the longitudinal beam to improve the load-bearing capacity of the frame assembly.

[0033] Further optimization scheme, such as Figure 1 As shown, the middle bridge 7 is arranged on the rear side of the second cross beam 5 close to the longitudinal beam rear section 3 , and the rear bridge 8 is arranged in the middle of the two third cross beams 6 .

[0034] like Figure 1 As shown, the wheelbase between the front axle and the middle bridge 7 is 3230mm, the wheelbase of the middle and rear bridges is 1000mm, and the total length is 5656mm, so as to ensure that the length of the whole vehicle is controlled within 6000mm.

[0035] According to a further optimized solution, the front multi-link assembly includes two groups of first longitudinal thrust rods 9, one ends of the two groups of first longitudinal thrust rods 9 are respectively hinged on the same side of the middle bridge 7, the other ends of the two groups of first longitudinal thrust rods 9 are respectively hinged on the middle section 2 of the longitudinal beam and the second cross beam 5 close to the rear section 3 of the longitudinal beam, and the two groups of first longitudinal thrust rods 9 are arranged in the forward direction.

[0036] like Figure 1 and Figure 2 As shown, the hinge point of the first longitudinal thrust rod 9 hinged to the middle section 2 of the longitudinal beam and the middle section 2 of the longitudinal beam is located at the front side of the middle bridge 7, thereby realizing the forward arrangement of the two sets of first longitudinal thrust rods 9. The hinge point of the first longitudinal thrust rod 9 hinged to the middle section 2 of the longitudinal beam and the middle bridge 7 is arranged close to the wheels on both sides, and the hinge point of the first longitudinal thrust rod 9 hinged to the second cross beam 5 and the middle bridge 7 is arranged close to the bridge package of the middle bridge 7, thereby forming a four-link suspension structure.

[0037] A further optimized solution is that the rear multi-link assembly includes two sets of second longitudinal thrust rods 10, one ends of the two sets of second longitudinal thrust rods 10 are respectively hinged on the same side of the rear axle 8, the other ends of the two sets of second longitudinal thrust rods 10 are respectively hinged on the rear section 3 of the longitudinal beam and the third cross beam 6 close to the middle section 2 of the longitudinal beam, and the two sets of second longitudinal thrust rods 10 are arranged in the forward direction.

[0038] like Figure 1 and Figure 2 As described above, the middle bridge 7, the second longitudinal thrust rod 10, the rear bridge 8, the longitudinal beam rear section 3 and the third cross beam 6 form a four-link suspension structure.

[0039] The multi-link suspension of the center and rear axles makes full use of the arrangement of the multi-link coil spring suspension to compensate for the shortcomings of the non-load-bearing body, such as high hardness, high torsional stiffness and poor comfort.

[0040] According to a further optimization scheme, the front axle suspension system includes an upper swing arm 13 and a lower swing arm 14 respectively hinged on the front section 1 of the longitudinal beam, a steering knuckle (not shown in the figure) is hinged between the lower swing arm 14 and the upper swing arm 13, and a spring shock absorber 16 is hinged between the lower swing arm 14 and the front section 1 of the longitudinal beam.

[0041] like Figure 1As shown, a double wishbone independent suspension is formed between the upper swing arm 13, the lower swing arm 14 and the steering knuckle, which has a certain load-bearing capacity and can ensure comfort and controllability.

[0042] According to a further optimized solution, a transverse stabilizer bar 17 is hinged on the middle bridge 7, and both ends of the transverse stabilizer bar 17 are respectively hinged to the middle section 2 of the longitudinal beam.

[0043] like Figure 1 As shown, the main function of the lateral stabilizer bar 17 is to ensure the lateral roll force and prevent the vehicle from excessively rolling.

[0044] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0045] The embodiments described above are only descriptions of the preferred methods of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should fall within the protection scope determined by the claims of the present invention.

Claims

1. A three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension, characterized in that ,include: A frame assembly, the frame assembly comprising a frame front section, a frame middle section and a frame rear section connected in sequence from front to rear, the frame assembly as a whole being in the form of a curved beam; Two sets of front axle suspension systems, the two sets of front axle suspension systems are respectively arranged on both sides of the front section of the frame; A mid-bridge suspension system, the mid-bridge suspension system comprising two groups of front multi-link assemblies respectively arranged on both sides of the mid-bridge (7), the front multi-link assemblies being arranged below the mid-section of the vehicle frame, and first vibration reduction assemblies being respectively arranged between both sides of the mid-bridge (7) and the mid-section of the vehicle frame; A rear axle suspension system, the rear axle suspension system comprising two groups of rear multi-link assemblies respectively arranged on both sides of a rear axle (8), the rear multi-link assemblies being arranged below the rear section of the vehicle frame, and second vibration reduction assemblies being respectively arranged between the two sides of the rear axle (8) and the rear section of the vehicle frame.

2. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 1, characterized in that: The front section of the frame comprises two groups of longitudinal beam front sections (1) arranged side by side, the two groups of longitudinal beam front sections (1) are fixedly connected via three groups of first cross beams (4), the middle section of the frame comprises two groups of longitudinal beam middle sections (2) arranged side by side, the two groups of longitudinal beam middle sections (2) are fixedly connected via three groups of second cross beams (5), the rear section of the frame comprises two groups of longitudinal beam rear sections (3) arranged side by side, the two groups of longitudinal beam rear sections (3) are fixedly connected via two groups of third cross beams (6), and the longitudinal beam front sections (1), longitudinal beam middle sections (2) and longitudinal beam rear sections (3) located on the same side are fixedly connected in sequence from front to back.

3. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 2, characterized in that: The middle bridge (7) is arranged on the rear side of the second cross beam (5) close to the rear section (3) of the longitudinal beam, and the rear bridge (8) is arranged in the middle of the two third cross beams (6).

4. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 3, characterized in that: The front multi-link assembly comprises two groups of first longitudinal thrust rods (9), one end of the two groups of the first longitudinal thrust rods (9) are respectively hinged on the same side of the middle bridge (7), the other ends of the two groups of the first longitudinal thrust rods (9) are respectively hinged on the middle section of the longitudinal beam (2) and the second cross beam (5) close to the rear section (3) of the longitudinal beam, and the two groups of the first longitudinal thrust rods (9) are arranged in the forward direction.

5. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 3, characterized in that: The rear multi-link assembly comprises two groups of second longitudinal thrust rods (10), one end of the two groups of second longitudinal thrust rods (10) are respectively hinged on the same side of the rear axle (8), the other ends of the two groups of second longitudinal thrust rods (10) are respectively hinged on the rear section (3) of the longitudinal beam and the third cross beam (6) close to the middle section (2) of the longitudinal beam, and the two groups of second longitudinal thrust rods (10) are arranged in the forward direction.

6. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 3, characterized in that: The front axle suspension system comprises an upper swing arm (13) and a lower swing arm (14) respectively hinged on the longitudinal beam front section (1), a steering knuckle is hinged between the lower swing arm (14) and the upper swing arm (13), and a spring shock absorber (16) is hinged between the lower swing arm (14) and the longitudinal beam front section (1).

7. The three-axle six-wheel chassis with a front axle double wishbone suspension and a rear axle multi-link suspension according to claim 3, characterized in that: A transverse stabilizer bar (17) is hinged on the middle bridge (7), and two ends of the transverse stabilizer bar (17) are respectively hinged to the middle section (2) of the longitudinal beam.

Images