Novel chassis special for dual-power airport fire fighting truck

Abstract

The utility model relates to the technical field of airport fire fighting trucks, in particular to a novel special chassis for a dual-power airport fire fighting truck, which comprises a chassis frame, a walking power device, an axle, a suspension device, a transmission shaft and wheels, and the walking power device comprises a left engine, a right engine, a left gearbox, a right gearbox and a coupling box. The output end of the left engine inclines rightwards and is connected with the input end of the left gearbox, the output end of the left gearbox is connected with the first input end of the coupling box through a left power transmission shaft, the output end of the right engine inclines leftwards, and the output end of the right engine is connected with the input end of the right gearbox. The output end of the right gearbox is connected with the second input end of the coupling box through a right power transmission shaft, the coupling box is connected with the axle through the first output shaft and the second output shaft, the structure is ingenious, the engine is obliquely arranged, the transmission efficiency is high, and the power performance is good.

Description

Technical Field

[0001] The utility model relates to the technical field of airport fire trucks, in particular to a special chassis for a new type of dual-power airport fire truck. Background Technique

[0002] The chassis of the existing airport rapid deployment fire truck uses a 4×4 drive. A diesel engine, a gearbox, and a transfer case are provided on the chassis frame. The front axle and the rear axle are connected to the chassis frame through suspensions. Wheels are provided on both sides of the front axle and the rear axle. The diesel engine is connected to the gearbox, and the output shaft of the gearbox is connected to the input shaft of the transfer case, the first output shaft of the transfer case is connected to the front axle, and the second output shaft of the transfer case is connected to the rear axle through drive shafts respectively. The vehicle is driven by the diesel engine. The water pump on the fire truck is connected to the diesel engine or the gearbox, and water spraying operation is carried out by taking power from the diesel engine or the gearbox; the chassis of the existing airport main foam fire truck uses a 6×6 or 8×8 drive. When using a 6×6 drive, a diesel engine, a gearbox, and a transfer case are provided on the chassis frame. The front axle, the middle axle, and the rear axle are connected to the chassis frame through suspensions. Wheels are provided on both sides of the front axle, the middle axle, and the rear axle. The diesel engine is connected to the gearbox, and the output shaft of the gearbox is connected to the input shaft of the transfer case, the first output shaft of the transfer case is connected to the front axle, the second output shaft of the transfer case is connected to the middle axle, and the middle axle and the rear axle are connected through drive shafts respectively. The vehicle is driven by the diesel engine. The water pump on the fire truck is connected to the diesel engine or the gearbox, and water spraying operation is carried out by taking power from the diesel engine or the gearbox. When using an 8×8 drive, an additional axle is added on the basis of the 6×6 drive. However, the overall equipment quality of the existing airport main foam fire truck is relatively heavy, the maneuverability performance is insufficient, and the fire response time is relatively long, which cannot meet the requirement of accelerating the vehicle to 80 km / h within 25 s. For this reason, Chinese Patent CN213008800U discloses a special chassis for an airport fire truck, including a chassis frame, a traveling power device, axles, a suspension device, drive shafts, and wheels. The traveling power device includes an engine, a gearbox, and a transfer case. The traveling power device is fixed on the chassis frame. The axles are arranged at the lower end of the chassis frame and are fixedly connected to the chassis frame through the suspension device. The wheels are arranged on both sides of the axles. The wheels are driven to rotate by the traveling power device. The characteristics are as follows: The traveling power device further includes a motor and a power battery. The motor is connected to the power battery. The engine is connected to the gearbox. At least three axles are provided and are sequentially arranged at the lower end of the chassis frame along the vehicle traveling direction. The transfer case is provided with a first input shaft of the transfer case, a second input shaft of the transfer case, a first output shaft of the transfer case, a second output shaft of the transfer case, and a third output shaft of the transfer case. The transfer case is connected to the gearbox through the first input shaft of the transfer case. The transfer case is connected to the motor through the second input shaft of the transfer case. The gearbox and the motor are in parallel. The transfer case is connected to the axles through the first output shaft of the transfer case and the second output shaft of the transfer case. The motor is connected to the water pump through the third output shaft of the transfer case.

[0003] The deficiencies of the above patent are as follows: in the above patent, the first input shaft of the transfer case is connected to the gearbox through the first main transmission shaft, and the second input shaft of the transfer case is connected to the motor through the second main transmission shaft. From the attached drawings of the above patent, it can be seen that the gearbox and the motor are located on the left and right sides at the rear end of the chassis frame, and the transfer case is located in the middle of the chassis frame. The angle between the axis of the first main transmission shaft and the axis of the first input shaft is large, and the angle between the axis of the second main transmission shaft and the axis of the second input shaft is large, resulting in insufficient power transmitted from the motor and the gearbox to the transfer case and low transmission efficiency. Summary of the Invention

[0004] The purpose of the present utility model is to solve the deficiencies of the prior art and provide a new type of special chassis for a dual-power airport fire truck with a clever structure, an inclined arrangement of the engine, high transmission efficiency, and good power performance.

[0005] To achieve the above purpose, the technical solution adopted by the present utility model is:

[0006] A new type of special chassis for a dual-power airport fire truck, including a chassis frame, a traveling power device, an axle, a suspension device, a transmission shaft, and wheels. The traveling power device is fixed on the chassis frame. The axle is arranged at the lower end of the chassis frame and is fixedly connected to the chassis frame through the suspension device. The wheels are arranged on both sides of the axle and are driven to rotate by the traveling power device. It is characterized in that: the traveling power device includes a left engine, a right engine, a left gearbox, a right gearbox, and a coupling box. The left engine and the right engine are fixedly arranged on both sides of the chassis frame. The output end of the left engine is inclined to the right, and the output end of the left engine is connected to the input end of the left gearbox. The output end of the left gearbox is connected to the first input end of the coupling box through the left power transmission shaft. The output end of the right engine is inclined to the left, and the output end of the right engine is connected to the input end of the right gearbox. The output end of the right gearbox is connected to the second input end of the coupling box through the right power transmission shaft. The coupling box is connected to the axle through the first output shaft and the second output shaft, so as to adjust the connection angle between the transmission shaft and the coupling box by inclining the engine, reduce the angle between the left power transmission shaft, the right power transmission shaft and the coupling box, improve the transmission efficiency, and improve the power performance of the entire chassis by setting two engines.

[0007] In the present utility model, the angle at which the output end of the left engine is inclined to the right is 5° - 12°, and the angle at which the output end of the right engine is inclined to the left is 5° - 12°.

[0008] In the present utility model, the angle at which the output end of the left engine is inclined to the right is 10°, and the angle at which the output end of the right engine is inclined to the left is 10°.

[0009] The output end of the left engine of the present utility model is inclined downward from back to front, and the output end of the right engine is inclined downward from back to front, so as to adjust the connection angle between the transmission shaft and the coupling box by inclining the engine, and make the angles between the left power transmission shaft, the right power transmission shaft and the coupling box smaller.

[0010] The angle of inclination of the output end of the left engine of the present utility model from back to front and downward is 2.5° - 12°, and the angle of inclination of the output end of the right engine from back to front and downward is 2.5° - 12°.

[0011] The output end of the left engine of the present utility model is inclined from left to right towards the center of the chassis frame, and the output end of the right engine is inclined from right to left towards the center of the chassis frame, so as to adjust the connection angle between the transmission shaft and the coupling box by inclining the engine, and make the angles between the left power transmission shaft, the right power transmission shaft and the coupling box smaller.

[0012] The angle of inclination of the output end of the left engine of the present utility model from left to right towards the center of the chassis frame is 2.5° - 12°, and the angle of inclination of the output end of the right engine from right to left towards the center of the chassis frame is 2.5° - 12°.

[0013] The left power transmission shaft of the present utility model includes a first left transmission shaft and a second left transmission shaft, the right power transmission shaft includes a first right transmission shaft and a second right transmission shaft, the output shaft of the left gearbox is drivingly connected to the first left transmission shaft through a universal joint, the first left transmission shaft is drivingly connected to the second left transmission shaft through a universal joint, and the second left transmission shaft is drivingly connected to the first input shaft fixed to the first input end of the coupling box through a universal joint.

[0014] The output shaft of the right gearbox is drivingly connected to the first right transmission shaft through a universal joint, the first right transmission shaft is drivingly connected to the second right transmission shaft through a universal joint, and the second right transmission shaft is drivingly connected to the second input shaft fixed to the second input end of the coupling box through a universal joint, so as to adjust the angles between the first left transmission shaft and the second left transmission shaft and between the first right transmission shaft and the second right transmission shaft by adjusting the position of the engine, and make the angle between the axis where the second left transmission shaft is located and the axis where the first input shaft is located smaller, and make the angle between the axis where the second right transmission shaft is located and the axis where the second input shaft of the coupling box is located smaller.

[0015] The axle of the utility model includes a front axle, a second axle, a third axle, and a rear axle. The drive shafts include a second-axle drive shaft, a front-axle drive shaft, a third-axle drive shaft, a rear-axle drive shaft, and a water-pump drive shaft. The front axle, second axle, third axle, and rear axle are arranged on the chassis frame in sequence from front to back. The first output shaft of the coupling box is connected to the second axle through the second-axle drive shaft. The second axle is connected to the front axle through the front-axle drive shaft. The second output shaft of the coupling box is connected to the third axle through the third-axle drive shaft. The third axle is connected to the rear axle through the rear-axle drive shaft. The third output shaft of the coupling box is connected to the water pump through the water-pump drive shaft. Two engines and two gearboxes are connected in parallel to the coupling box, and the coupling box outputs all-wheel drive.

[0016] An emergency pump interface is fixedly provided on the coupling box of the utility model. When a vehicle breaks down, an emergency pump can be installed through the emergency pump interface to provide steering assistance through the emergency pump.

[0017] Both the left engine and the right engine of the utility model are diesel engines to provide power through the two diesel engines, with good power performance.

[0018] Due to the adoption of the above structure, the utility model has the advantages of ingenious structure, inclined arrangement of the engine, high transmission efficiency, and good power performance. Description of the Drawings

[0019] Figure 1 is a schematic structural diagram of the utility model.

[0020] Figure 2 is a side view of the utility model.

[0021] Figure 3 is a top view of the utility model.

[0022] Figure 4 is a schematic diagram of the whole-vehicle power transmission process in the utility model.

[0023] Figure 5 is an enlarged schematic diagram of the coupling box in the utility model.

[0024] Figure 6 is an enlarged schematic diagram of the left engine and the right engine in the utility model.

[0025] Reference Numerals: chassis frame 1, wheels 2, left engine 3, right engine 4, left transmission 5, right transmission 6, coupling box 7, left power transmission shaft 8, right power transmission shaft 9, first output shaft 10, second output shaft 11, left first transmission shaft 12, left second transmission shaft 13, right first transmission shaft 14, right second transmission shaft 15, front axle 16, second axle 17, third axle 18, rear axle 19, second axle transmission shaft 20, front axle transmission shaft 21, third axle transmission shaft 22, rear axle transmission shaft 23, third output shaft 24, emergency pump interface 25, first input end 26, second input end 27. Detailed Embodiment

[0026] The following combines the drawings to further describe in detail the specific embodiments of the present invention.

[0027] A special chassis for a new type of dual - power airport fire truck, including a chassis frame 1, a traveling power device, axles, a suspension device, transmission shafts, and wheels 2. The traveling power device is fixed on the chassis frame 1. The axles are arranged at the lower end of the chassis frame 1 and are fixedly connected to the chassis frame 1 through the suspension device. The wheels 2 are arranged on both sides of the axles, and the wheels 2 are driven to rotate by the traveling power device. It is characterized in that: the traveling power device includes a left engine 3, a right engine 4, a left transmission 5, a right transmission 6, and a coupling box 7.

[0028] The left engine 3 and the right engine 4 are fixedly arranged on both sides of the chassis frame 1. The output end of the left engine 3 is inclined to the right, and the output end of the left engine 3 is connected to the input end of the left transmission 5. The output end of the left transmission 5 is connected to the first input end 26 of the coupling box 7 through the left power transmission shaft 8.

[0029] The output end of the right engine 4 is inclined to the left, and the output end of the right engine 4 is connected to the input end of the right transmission 6. The output end of the right transmission 6 is connected to the second input end 27 of the coupling box 7 through the right power transmission shaft 9. The coupling box 7 is connected to the axles through the first output shaft 10 and the second output shaft 11.

[0030] By inclining the engines, the connection angle between the transmission shafts and the coupling box can be adjusted, so that the angles between the left power transmission shaft, the right power transmission shaft and the coupling box become smaller, improving the transmission efficiency. And by setting two engines, the power performance of the entire chassis is improved.

[0031] In the present invention, the angle at which the output end of the left engine 3 inclines to the right is 5° - 12°, and the angle at which the output end of the right engine 4 inclines to the left is 5° - 12°.

[0032] In the present invention, the angle at which the output end of the left engine 3 inclines to the right is 10°, and the angle at which the output end of the right engine 4 inclines to the left is 10°.

[0033] The output end of the left engine 3 of the present utility model is arranged to incline downward from back to front and downward, and the output end of the right engine 4 is arranged to incline downward from back to front and downward, so as to adjust the connection angle between the transmission shaft and the coupling box by arranging the engine obliquely, and make the included angles between the left power transmission shaft, the right power transmission shaft and the coupling box smaller.

[0034] The angle at which the output end of the left engine 3 of the present utility model inclines downward from back to front is 2.5° - 12°, and the angle at which the output end of the right engine 4 inclines downward from back to front is 2.5° - 12°.

[0035] The output end of the left engine 3 of the present utility model is arranged to incline toward the center of the chassis frame 1 from left to right, and the output end of the right engine 4 is arranged to incline toward the center of the chassis frame 1 from right to left, so as to adjust the connection angle between the transmission shaft and the coupling box by arranging the engine obliquely, and make the included angles between the left power transmission shaft, the right power transmission shaft and the coupling box smaller.

[0036] The angle at which the output end of the left engine 3 of the present utility model inclines toward the center of the chassis frame 1 from left to right is 2.5° - 12°, and the angle at which the output end of the right engine 4 inclines toward the center of the chassis frame 1 from right to left is 2.5° - 12°.

[0037] The left power transmission shaft 8 of the present utility model includes a first left transmission shaft 12 and a second left transmission shaft 13, the right power transmission shaft 9 includes a first right transmission shaft 14 and a second right transmission shaft 15, the output shaft of the left gearbox 5 is drivingly connected to the first left transmission shaft 12 through a universal joint, the first left transmission shaft 12 is drivingly connected to the second left transmission shaft 13 through a universal joint, and the second left transmission shaft 13 is drivingly connected to the first input shaft fixed to the first input end 26 of the coupling box 7 through a universal joint.

[0038] The output shaft of the right gearbox 6 is drivingly connected to the first right transmission shaft 14 through a universal joint, the first right transmission shaft 14 is drivingly connected to the second right transmission shaft 15 through a universal joint, and the second right transmission shaft 15 is drivingly connected to the second input shaft fixed to the second input end 27 of the coupling box 7 through a universal joint, so as to adjust the angles between the first left transmission shaft and the second left transmission shaft and between the first right transmission shaft and the second right transmission shaft by adjusting the position of the engine, and make the included angle between the axis where the second left transmission shaft is located and the axis where the first input shaft is located smaller, and the included angle between the axis where the second right transmission shaft is located and the axis where the second input shaft of the coupling box is located smaller.

[0039] The axle of the utility model includes a front axle 16, a second axle 17, a third axle 18, and a rear axle 19. The drive shafts include a second-axle drive shaft 20, a front-axle drive shaft 21, a third-axle drive shaft 22, a rear-axle drive shaft 23, and a water pump drive shaft. The front axle 16, the second axle 17, the third axle 18, and the rear axle 19 are arranged on the chassis frame 1 in sequence from front to back. The first output shaft 10 of the coupling box 7 is connected to the second axle 17 through the second-axle drive shaft 20. The second axle 17 is connected to the front axle 16 through the front-axle drive shaft 21. The second output shaft 11 of the coupling box 7 is connected to the third axle 18 through the third-axle drive shaft 22. The third axle 18 is connected to the rear axle 19 through the rear-axle drive shaft 23. The third output shaft 24 of the coupling box 7 is connected to the water pump through the water pump drive shaft. Two engines and two gearboxes are connected in parallel to enter the coupling box, and the coupling box outputs all-wheel drive.

[0040] An emergency pump interface 25 is fixedly arranged on the coupling box 7 of the utility model. When a vehicle breaks down, an emergency pump can be installed through the emergency pump interface to provide steering assistance through the emergency pump.

[0041] Both the left engine 3 and the right engine 4 of the utility model are diesel engines to provide power through the two diesel engines, and the power performance is good.

[0042] As shown in the attached Figure 1-6 , for the convenience of description, the orientation in the attached Figure 1 is used to explain. For other views, refer to the attached Figure 1 , on the left and right sides at the rear end of the chassis frame 1 of the utility model, the left engine 3 and the right engine 4 are fixedly arranged. The left gearbox 5 is arranged in front of the left engine 3, and the right gearbox 6 is arranged in front of the right engine 4. Both the left gearbox 5 and the right gearbox 6 are fixedly arranged on the chassis frame 1. The left engine 3 is connected to the left gearbox 5, and the right engine 4 is connected to the right gearbox 6. The two are connected in parallel to input power into the coupling box 7. The coupling box 7 is fixedly arranged in the middle of the chassis frame 1. The utility model adjusts the angles between the left second drive shaft 13 and the right second drive shaft 15 and the input end of the coupling box 7 by adjusting the angles of the left engine 3 and the right engine 4. In this embodiment, as shown in the attached Figure 6 , the angle at which the output end of the left engine 3 inclines to the right is 10°, and the angle at which the output end of the right engine 4 inclines to the left is 10°. As shown in the attached Figure 2 , the angle at which the output end of the left engine 3 inclines downward from back to front is 2.5°, and the angle at which the output end of the right engine 4 inclines downward from back to front is 2.5°. As shown in the attached Figure 3, the output end of the left engine 3 is inclined 2.5° from left to right towards the center of the chassis frame 1, and the output end of the right engine 4 is inclined 2.5° from right to left towards the center of the chassis frame 1, that is, the left engine 3 is inclined 2.5° towards the inside of the chassis frame 1, and the right engine 4 is inclined 2.5° towards the inside of the chassis frame 1. After such a design, the included angle between the axis where the left second transmission shaft 13 is located and the axis where the first input shaft of the coupling box 7 is located can be less than or equal to 3°, and the included angle between the axis where the right second transmission shaft 15 is located and the axis where the second input shaft of the coupling box 7 is located can be less than or equal to 3°. Compared with the prior art, the arrangement angle of the transmission shaft is much smaller, and the transmission efficiency is greatly improved. In addition, the present utility model uses two diesel engines, and the two diesel engines cooperate with the gearbox and are jointly input into the coupling box after being connected in parallel, so the power performance is stronger. In the present utility model, the third output shaft 24 of the coupling box 7 is connected to the water pump through the water pump drive transmission shaft. When fire extinguishing is required, the two diesel engines can provide continuous power for the water pump through the coupling box, with a fast response speed and high fire extinguishing efficiency.

[0043] Due to the adoption of the above structure, the present utility model has the advantages of ingenious structure, inclined arrangement of the engine, high transmission efficiency, good power performance, etc.

Claims

1. A new type of dual-powered airport fire truck chassis, comprising a chassis frame (1), a travel power device, a vehicle axle, a suspension device, a transmission shaft, and wheels (2), wherein the travel power device is fixed to the chassis frame (1), the vehicle axle is arranged at the lower end of the chassis frame (1) and is fixedly connected to the chassis frame (1) via the suspension device, the wheels (2) are arranged on both sides of the vehicle axle, and the wheels (2) are driven to rotate by the travel power device, characterized in that: The travel power device comprises a left engine (3), a right engine (4), a left gearbox (5), a right gearbox (6) and a coupling box (7). The left engine (3) and the right engine (4) are fixedly provided on both sides of the chassis frame (1). The output end of the left engine (3) is arranged to tilt to the right. The output end of the left engine (3) is connected to the input end of the left gearbox (5). The output end of the left gearbox (5) is connected to the first input end (26) of the coupling box (7) via a left power transmission shaft (8). The output end of the right engine (4) is arranged to tilt to the left. The output end of the right engine (4) is connected to the input end of the right gearbox (6). The output end of the right gearbox (6) is connected to the second input end (27) of the coupling box (7) via a right power transmission shaft (9). The coupling box (7) is connected to the axle via a first output shaft (10) and a second output shaft (11).

2. According to claim 1, a new dual-powered airport fire truck special chassis is characterized by: The output end of the left engine (3) is inclined to the right at an angle of 5°-12°, and the output end of the right engine (4) is inclined to the left at an angle of 5°-12°.

3. A new dual-powered airport fire truck chassis according to claim 1 or 2, characterized in that: The output end of the left engine (3) is inclined to the right at an angle of 10°, and the output end of the right engine (4) is inclined to the left at an angle of 10°.

4. A new dual-powered airport fire truck chassis according to claim 1 or 2, characterized in that: The output end of the left engine (3) is arranged to tilt downward from the rear to the front, and the output end of the right engine (4) is arranged to tilt downward from the rear to the front.

5. According to claim 4, the new dual-powered airport fire truck special chassis is characterized by: The output end of the left engine (3) is tilted downward from the back to the front at an angle of 2.5°-12°, and the output end of the right engine (4) is tilted downward from the back to the front at an angle of 2.5°-12°.

6. A new dual-powered airport fire truck chassis according to claim 1, 2 or 5, characterized in that: The output end of the left engine (3) is arranged obliquely from left to right towards the center of the chassis frame (1), and the output end of the right engine (4) is arranged obliquely from right to left towards the center of the chassis frame (1).

7. The new dual-power airport fire truck chassis according to claim 6 is characterized by: The output end of the left engine (3) is inclined from left to right towards the center of the chassis frame (1) at an angle of 2.5°-12°, and the output end of the right engine (4) is inclined from right to left towards the center of the chassis frame (1) at an angle of 2.5°-12°.

8. A new dual-powered airport fire truck chassis according to claim 1, 2, 5 or 7, characterized in that: The left power transmission shaft (8) comprises a first left transmission shaft (12) and a second left transmission shaft (13); the right power transmission shaft (9) comprises a first right transmission shaft (14) and a second right transmission shaft (15); the output shaft of the left gearbox (5) is transmission-connected to the first left transmission shaft (12) via a universal joint; the first left transmission shaft (12) is transmission-connected to the second left transmission shaft (13) via a universal joint; the second left transmission shaft (13) is transmission-connected to a first input shaft fixed to a first input end (26) of a coupling box (7) via a universal joint; the output shaft of the right gearbox (6) is transmission-connected to the first right transmission shaft (14) via a universal joint; the first right transmission shaft (14) is transmission-connected to the second right transmission shaft (15) via a universal joint; the second right transmission shaft (15) is transmission-connected to a second input shaft fixed to a second input end (27) of a coupling box (7) via a universal joint.

9. A new dual-powered airport fire truck chassis according to claim 1, 2, 5 or 7, characterized in that: The vehicle axles include a front axle (16), a second axle (17), a third axle (18), and a rear axle (19); the transmission shafts include a second axle transmission shaft (20), a front axle transmission shaft (21), a third axle transmission shaft (22), a rear axle transmission shaft (23), and a water pump drive transmission shaft; the front axle (16), the second axle (17), the third axle (18), and the rear axle (19) are sequentially arranged on the chassis frame (1) from front to rear; the first output shaft (10) of the coupling box (7) is connected to the second axle (17) via the second axle transmission shaft (20); the second axle (17) is connected to the front axle (16) via the front axle transmission shaft (21); the second output shaft (11) of the coupling box (7) is connected to the third axle (18) via the third axle transmission shaft (22); the third axle (18) is connected to the rear axle (19) via the rear axle transmission shaft (23); and the third output shaft (24) of the coupling box (7) is connected to the water pump via the water pump drive transmission shaft.

10. A new dual-powered airport fire truck chassis according to claim 1, 2, 5 or 7, characterized in that: An emergency pump interface (25) is fixedly provided on the coupling box (7).

11. A new dual-powered airport fire truck chassis according to claim 1 or 2 or 5 or 7, characterized in that: The left engine (3) and the right engine (4) are both diesel engines.

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