Mobile chassis and vehicle

Abstract

The utility model provides a movable chassis and a vehicle. The mobile chassis comprises: a frame having a first side and a second side opposite to each other; the at least two left wheel sets are arranged on the first side and are arranged at intervals in the front-back direction of the frame; the at least two right wheel sets are arranged on the second side and are arranged at intervals in the front-back direction of the frame; each of the left wheel set and the right wheel set comprises a wheel and a power device; the wheels are connected with the frame, the power devices are connected with the wheels, and the power devices of all the wheel sets are mutually independent. A wheel train is at least divided into four wheel sets, power devices of all the wheel sets are mutually independent, four-drive distributed cooperative control is achieved, power is strong, differential steering and central pivot steering modes are achieved, and different driving torques and rotating speeds can be distributed to a front axle wheel train and a rear axle wheel train in actual use.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a mobile chassis and vehicle. Background Technology

[0002] The vehicle structure mainly consists of two parts: the chassis system and the body. The chassis system typically comprises the power drive components, transmission, reducer, driveshaft, steering system, suspension components, and tires. It usually drives the front and rear axles, or both, via a centralized power system and also includes a differential. The steering system controls the vehicle's movement and steering to meet on-road driving requirements. However, it generally cannot meet the high passability requirements of rough terrain such as mud and sand, has limited climbing ability, and a relatively large turning radius. For general-purpose unmanned wheeled platforms, given China's vast territory, including towns, mountains, plains, waterways, jungles, plateaus, deserts, Gobi, and swamps, the entire vehicle must meet all-terrain requirements, possessing high mobility, high off-road performance, and high passability. It must also ensure reliable braking during driving and absolute safety when braking and parking on steep inclines.

[0003] Currently, most general-purpose unmanned wheeled platforms adopt multi-axis drive and a distributed drive control scheme with multiple hub motors. The hub motors are installed inside the tires and connected to the vehicle body through longitudinal arms or double lateral arms, giving the vehicle a certain degree of off-road mobility.

[0004] However, the reliability of hub motors will be greatly reduced under conditions such as wading, sand and dust, humid heat, cold regions, electromagnetic interference, and low-lying jungle (which may break the wiring harness). In addition, more motors and controllers are involved when driving at ultra-high speeds, which will reduce reliability. Utility Model Content

[0005] This application aims to address at least one of the technical problems existing in the related art.

[0006] Therefore, the first aspect of this application is to propose a mobile chassis.

[0007] The second aspect of this application is to propose a vehicle.

[0008] In view of the above, according to the first aspect of this application, a mobile chassis is provided, comprising: a frame having a first side and a second side disposed opposite to each other; at least two left wheel sets disposed on the first side and spaced apart along the front-rear direction of the frame; at least two right wheel sets disposed on the second side and spaced apart along the front-rear direction of the frame; each left wheel set and right wheel set includes a wheel and a power unit; the wheels are connected to the frame, the power unit is connected to the wheels, and the power units of each wheel set are independent of each other.

[0009] The wheel system is divided into at least four wheel groups (two left wheel groups + two right wheel groups), with each wheel group's power unit operating independently. This achieves distributed and coordinated four-wheel drive control, providing strong power and featuring differential steering and center-of-spot steering modes. In actual use, different driving torques and speeds can be distributed between the front and rear axle wheel systems. Compared to related technologies where each wheel is independently controlled, this embodiment divides the wheel system into four wheel groups, analogous to a four-wheeled passenger vehicle, achieving simplified and coordinated four-wheel drive control with high safety and reliability. Furthermore, compared to using two motors to control all wheel systems on one side separately, the mobile chassis provided in this embodiment avoids the problem of a single-sided drive motor or transmission system malfunction causing the entire wheel system on that side to lose power and malfunction, resulting in the vehicle's inability to move normally. This ensures high safety and reliability.

[0010] In some technical solutions, optionally, the left wheel set and / or the right wheel set includes a transmission device and at least two wheels, the at least two wheels being arranged at intervals along the front-rear direction of the frame, and the wheels of the same wheel set being synchronously connected by the transmission device; the power unit and the transmission device are connected.

[0011] In practical applications, the left and right wheel sets can be designed with different numbers of wheels according to actual needs to improve the stability and balance of the mobile chassis. Furthermore, the wheels in the same wheel set are synchronously connected through a transmission device, meaning that all wheels in the same wheel set have the same torque and speed. This simplifies control, and the synchronously driven wheels can utilize power more effectively, thus better coping with terrain changes and improving its passability.

[0012] In some technical solutions, optionally, the transmission device includes: a drive shaft, which is driven between two adjacent wheels of the same wheel set; a transmission box, which is disposed at both ends of the drive shaft; the transmission box includes a first transmission end and a second transmission end that are synchronously driven; the first transmission end is connected to the wheel, and the second transmission end is connected to the drive shaft; one of the transmission boxes is provided with a third transmission end that is synchronously driven with the first transmission end; and a power unit is connected to the third transmission end.

[0013] The transmission structure of the gearbox and drive shaft is relatively simple and straightforward, making it easy to install and convenient to inspect and maintain.

[0014] In some technical solutions, the left wheel assembly and / or the right wheel assembly may optionally include a planetary reducer; the planetary reducer connects the power unit and the third transmission end.

[0015] By setting up a planetary reducer, adjustments and optimizations can be made according to different power requirements and operating conditions to adapt to various application scenarios.

[0016] In some technical solutions, the left wheel assembly and / or the right wheel assembly may optionally include a braking device; the braking device is connected to one of the gearboxes.

[0017] In the above technical solution, the braking device is directly connected to the transmission box, thus enabling faster braking response. In emergency situations, this rapid response capability significantly improves safety. In practical applications, one braking device is arranged on each wheelset, so that even if one braking device fails, the others can continue to operate to ensure the safe operation of the mobile chassis.

[0018] In some technical solutions, the braking device may optionally be a brake disc.

[0019] In some technical solutions, the brake disc is optionally equipped with a service brake caliper and / or a parking brake caliper.

[0020] In practical applications, the brake calipers are integrated travel and parking brake calipers. The travel brake uses a drive-by-wire hydraulic brake, while the parking brake uses an electronic parking brake. This design results in a smaller caliper size, higher braking torque, and reliable all-wheel braking, while also meeting the requirements for travel and parking braking on slopes exceeding 35°. Combined with the electromechanical braking system of four-wheel drive, not only is the braking distance shorter, but it also provides anti-rollover functionality on steep slopes, thereby enhancing the reliability and safety performance of the mobile chassis.

[0021] In some technical solutions, the left wheel assembly and / or the right wheel assembly may optionally include a longitudinal swing arm chain drive box; the first drive end is connected to the wheel via the longitudinal swing arm chain drive box.

[0022] The design of the longitudinal swing arm chain drive box allows the wheels to swing within a certain range, thereby improving the flexibility of the mobile chassis.

[0023] In some technical solutions, the left wheel assembly and / or the right wheel assembly may optionally include a hydropneumatic suspension; the hydropneumatic suspension and the longitudinal swing arm chain drive box are connected.

[0024] The hydropneumatic suspension can drive the longitudinal swing arm chain drive and wheel rotation through the mounting hinge point, thus enabling the wheel to have a large angle adjustment range (>400mm extension). In practical applications, hydropneumatic suspension can be installed on each wheel, which can be adjusted independently, allowing each wheel to be independently controlled to retract, thereby achieving various postures of the mobile chassis. In addition, without the mechanical connection constraints between the traditional second and third axles, it can improve the passability of ultra-high vertical obstacles (≥0.9m) and ultra-wide trenches (≥1.6m) in complex terrain conditions.

[0025] According to a second aspect of this application, this application proposes a vehicle comprising the mobile chassis proposed in any of the above-described technical solutions. Thus, the vehicle possesses all the beneficial effects of any of the above-described technical solutions, which will not be elaborated further here.

[0026] Additional aspects and advantages of this application will become apparent in the following description or may be learned by practice of this application. Attached Figure Description

[0027] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0028] Figure 1 A schematic diagram of the structure of a high-mobility driving and control system for in-wheel motors in unmanned vehicles in the related technology is shown.

[0029] Figure 2 A schematic diagram of the structure of a wheeled chassis in the related technology is shown;

[0030] Figure 3 One of the structural schematic diagrams of the mobile chassis in an embodiment of this application is shown;

[0031] Figure 4 A second schematic diagram of the structure of the mobile chassis in an embodiment of this application is shown;

[0032] Figure 5 A schematic diagram of the wheel assembly in an embodiment of this application is shown.

[0033] in, Figure 1 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0034] 1' Tire and rim assembly; 2' Trailing arm; 3' Trailing arm mounting bracket; 4' Gas spring; 5' Steering gear; 6' Upper control arm; 7' Lower control arm; 8' Hub motor; 9' Steering tie rod; 10' Steering rocker arm; 11' Center tie rod; 12' Steering knuckle.

[0035] Figure 2 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0036] 1” Left power unit; 2” Right power unit; 3” Left wheel assembly; 4” Right wheel assembly; 5” Left drive shaft; 6” Right drive shaft; 7” Left corner transmission box; 8” Right corner transmission box; 9” Left braking device; 10” Right braking device; 11” Left wheel-side reduction chain box; 12” Right wheel-side reduction chain box; 13” Limping drive shaft; 14” Limping clutch; 15” Screw propeller; 16” Clutch control mechanism; 17” Frame; 18” Parking brake caliper; 19” Service brake caliper; 31” Left wheel; 41” Right wheel.

[0037] Figures 3 to 5 The correspondence between the reference numerals and component names in the attached drawings is as follows:

[0038] 100 Mobile chassis; 110 Frame; 111 First side; 112 Second side; 120 Left wheel assembly; 130 Right wheel assembly; 121 Wheel; 122 Power unit; 123 Transmission unit; 1231 Drive shaft; 1232 Transmission box; 1233 First transmission end; 1234 Second transmission end; 1235 Third transmission end; 1236 Fourth transmission end; 1237 Coupling; 124 Braking device; 125 Planetary reducer; 126 Longitudinal swing arm chain drive box; 127 Hydro-air suspension; 128 Brake caliper. Detailed Implementation

[0039] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0040] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0041] Reference Figure 1 In related technologies, a high-mobility driving and control system for unmanned vehicles using hub motors is disclosed. The first three axles are single trailing arm axles, and the fourth axle is a double wishbone axle. The single trailing arm axle includes a tire and rim assembly 1', a trailing arm 2', a trailing arm mounting bracket 3', a gas spring 4', and a hub motor 8'. The double wishbone axle includes an upper wishbone 6', a lower wishbone 7', a steering knuckle 12', a hub motor 8', and a steering gear 5'. The steering gear 5' is connected to the steering knuckle 12' via a steering tie rod 9', a steering rocker arm 10', and a center tie rod 11'. By utilizing a distributed drive hub motor 8' matched with a gas spring 4' independent suspension, the vehicle achieves ultra-high geometric obstacle clearance and high-speed off-road maneuverability. The system adopts a fully electric drive mode and features high power density and small footprint.

[0042] However, the following problems exist in actual use:

[0043] 1) Special vehicles operate in harsh and complex environments. The exposed hub motors 8' installed inside the tires are easily affected by safety conditions such as wading, sand and dust, low jungle, and bulletproof conditions, which can affect the reliability and stability of the entire vehicle. The most important thing for special vehicles is that the reliability must be good.

[0044] 2) Eight hub motors 8' require eight motor controllers to control. Distributed drive control technology for multi-wheeled unmanned vehicles is a challenge. If a single motor control fails, safety issues such as sudden deviation or drifting may occur. At higher speeds, the more motors and controllers there are, the lower the overall vehicle reliability may be.

[0045] 3) The braking system is not mentioned. Hub motors often use electric motor brakes or hydraulic caliper brakes, which have poor parking efficiency and cannot be parked for a long time on steep slopes. They are prone to rolling away and pose a certain risk. The brake lines are also easily affected by low-lying trees and other factors in complex and harsh environments, which poses a certain danger. Finally, hub motors with brakes increase the unsprung mass of the air suspension and the rotational inertia of the wheel hub, which is detrimental to the vehicle's handling performance.

[0046] And reference Figure 2 In another related technology, a wheeled chassis is disclosed, comprising a left power unit 1”, a right power unit 2”, a left wheel assembly 3”, a right wheel assembly 4”, a left drive shaft 5”, a right drive shaft 6”, a left corner transmission box 7”, a right corner transmission box 8”, a left brake device 9”, a right brake device 10”, a left wheel-side reduction chain box 11”, a right wheel-side reduction chain box 12”, a limp drive shaft 13”, a limp clutch 14”, a screw propeller 15”, a clutch control mechanism 16”, a frame 17”, a parking brake caliper 18”, a service brake caliper 19”, a left wheel 31”, and a right wheel 41”. The left wheels 31” are synchronously connected to each other, and the right wheels 41” are synchronously connected to each other. The left power unit 1” drives the left wheel 31” to rotate, and the right power unit 2” drives the right wheel 41” to rotate. A limp-drive mechanism is provided between one of the left wheels 31” and the opposite right wheel 41”, which can engage and disengage the power transmission between them. The wheels of the left wheel set 3” and the right wheel set 4” of the wheeled chassis are synchronously connected to achieve all-wheel drive.

[0047] However, the following problems exist in actual use:

[0048] 1) The eight-wheeled unmanned platform has a mechanistic defect when crossing high vertical obstacles and trenches. Because each side of the wheel system is driven by a single motor, the torque and speed of the four tires on one side are basically the same. In addition, the second and third axles are rigidly connected by a gear-type mechanical transmission box, and the left / right wheel side reduction chain transmission boxes are arranged in a figure-eight shape. This will cause the unmanned platform to experience a problem of sluggish driving when the suspension retracts and the chassis descends. When crossing high vertical obstacles, the rear two axle tires cannot maintain different driving forces and speeds from the front two axle tires. The output torque cannot be adjusted and distributed, causing the rear axle tires to slip and making it impossible to pass through high obstacles, thereby reducing the high passability of the unmanned platform in complex environments.

[0049] 2) Two drive motors drive four wheels on one side respectively. If one of the drive motors or the transmission system on one side has a problem, the entire wheel system on that side will lose power, causing the vehicle to be unable to drive normally. The limp drive shaft + single drive motor operation cannot guarantee sufficient driving force for the whole vehicle, especially the driving needs of the whole vehicle on unpaved roads are even more difficult to guarantee, which reduces the reliability and safety performance of the unmanned platform in complex scenarios.

[0050] 3) The braking system uses traditional hydraulic brake calipers and separates the service brake and parking brake, which increases the number of brake calipers and the space occupied. In addition, any failure of any component in the transmission system may cause brake failure on one side of the wheel system, which will also reduce the safety performance and reliability of the unmanned platform.

[0051] The following is combined with Figures 3 to 5 The mobile chassis and vehicle provided in this application will be described in detail through specific embodiments and application scenarios.

[0052] Reference Figure 3 , Figure 4 and Figure 5 The embodiments of this application provide a mobile chassis 100, the structure of which includes a frame 110, a left wheel assembly 120 and a right wheel assembly 130.

[0053] Specifically, the frame 110 has a first side 111 and a second side 112 disposed opposite to each other. There are at least two left wheel assemblies 120, disposed on the first side 111, and the at least two left wheel assemblies 120 are arranged along the longitudinal direction of the frame 110. Figure 3 The right wheel sets 130 are arranged at intervals (indicated by A in the middle). There are at least two right wheel sets 130, which are located on the second side 112, and at least two right wheel sets 130 are arranged at intervals along the front and rear direction of the frame 110.

[0054] Both the left wheel assembly 120 and the right wheel assembly 130 include a wheel 121 and a power unit 122. The wheel 121 is connected to the frame 110; the power unit 122 is connected to the wheel 121 to drive the wheel 121 to rotate, and the power units 122 of each wheel assembly are independent of each other.

[0055] In the above embodiments, the wheel system is divided into at least four wheel groups (two left wheel groups + two right wheel groups), and the power units 122 of each wheel group are independent of each other, realizing distributed cooperative control of four-wheel drive. It boasts strong power and features differential steering and center-of-spot steering modes. In actual use, different driving torques and speeds can be allocated to the front and rear axle wheel systems. Compared to related technologies where each wheel is independently controlled, this embodiment divides the wheel system into four wheel groups, analogous to a four-wheeled passenger vehicle, achieving simplified cooperative control of four-wheel drive with high safety and reliability. Furthermore, compared to using two motors to control all wheel systems on one side separately, the mobile chassis provided in this embodiment avoids the problem of a single-sided drive motor or transmission system malfunction causing the entire wheel system on that side to lose power and thus preventing the vehicle from driving normally, thus ensuring high safety and reliability.

[0056] In some embodiments, the left wheel assembly 120 and / or the right wheel assembly 130 include a transmission device 123 and at least two wheels 121. The wheels 121 of the same wheel assembly are synchronously connected via the transmission device 123.

[0057] In practical applications, the left wheel assembly 120 and the right wheel assembly 130 can be designed with different numbers of wheels according to actual needs to improve the stability and balance of the mobile chassis 100. Furthermore, the wheels 121 in the same wheel assembly are synchronously connected through a transmission device 123. That is, within the same wheel assembly, the torque and speed of all wheels 121 are kept consistent, which simplifies control and allows the synchronously driven wheels 121 to utilize power more effectively, thereby better coping with terrain changes and improving its passability.

[0058] In some embodiments, the transmission device 123 includes a drive shaft 1231 and a transmission housing 1232. The drive shaft 1231 is driveably connected between two adjacent wheels 121 of the same wheel set. The transmission housing 1232 is disposed at both ends of the drive shaft 1231, including a first transmission end 1233 and a second transmission end 1234 that are synchronously connected; the first transmission end 1233 is connected to the wheel 121, and the second transmission end 1234 is driveably connected to the drive shaft 1231. One of the transmission housings 1232 is provided with a third transmission end 1235 that is driveably connected to the first transmission end 1233, and the third transmission end 1235 is connected to the power device 122.

[0059] In practical applications, the transmission structure of the transmission box 1232 and the transmission shaft 1231 is relatively simple and clear, so it is convenient to carry out inspection and maintenance work.

[0060] In the above embodiment, the drive shaft 1231 and the first drive end 1233 are connected by a coupling 1237. As a mechanical transmission element, the coupling 1237 acts as a buffer and vibration damper during transmission. When there are minor installation errors between the drive shaft 1231 and the first drive end 1233, or minor displacements caused by load changes during operation, the coupling 1237 can absorb these errors and displacements, preventing damage or vibration caused by rigid connections. Simultaneously, the design of the coupling makes the connection between the drive shaft 1231 and the first drive end 1233 more flexible and convenient, reducing installation difficulty and cost.

[0061] In practical applications, the drive shaft 1231 is an aluminum alloy drive shaft. The coupling 1237 is a flexible diaphragm coupling. The transmission box 1232 is a bevel gear box.

[0062] In the above embodiments, the left wheel assembly 120 and / or the right wheel assembly 130 further include a planetary reducer 125; the planetary reducer 125 connects the power unit 122 and the third transmission end 1235.

[0063] Planetary reducer 125 is a commonly used speed reduction device that achieves speed reduction and torque increase through the complex motion of planetary gears. By configuring planetary reducer 125, it can be adjusted and optimized according to different power requirements and operating conditions to adapt to various application scenarios.

[0064] In some embodiments, the left wheel assembly 120 and / or the right wheel assembly 130 further include a swing arm chain drive box 126. The swing arm chain drive box 126 connects the wheel 121 and the first drive end 1233.

[0065] The design of the longitudinal swing arm chain drive box 126 allows the wheel 121 to swing within a certain range, thereby improving the flexibility of the mobile chassis 100.

[0066] In the above embodiments, the left wheel assembly 120 and / or the right wheel assembly 130 further include a hydropneumatic suspension 127. The longitudinal swing arm chain drive box 126 is provided with a mounting hinge point, and the hydropneumatic suspension 127 is connected to the mounting hinge point.

[0067] In this way, the hydropneumatic suspension 127 can drive the longitudinal swing arm chain drive box 125 and the wheel 121 to rotate through the mounting hinge point, thereby giving the wheel 121 a large angle adjustment range (>400mm extension). In practical applications, hydropneumatic suspension 127 can be installed on each wheel, and can be adjusted independently, so that the retraction of each wheel 121 can be controlled independently, thus realizing multiple postures of the mobile chassis 100. In addition, without the mechanical connection constraint between the traditional second and third axles, it can improve the passability of ultra-high vertical obstacles (≥0.9m) and ultra-wide trenches (≥1.6m) under complex terrain conditions.

[0068] In some embodiments, one of the transmission boxes 1232 is provided with a fourth transmission end 1236 that is connected to the first transmission end 1233, and the fourth transmission end 1236 is connected to the braking device 124.

[0069] In the above embodiment, the braking device 124 is directly connected to the transmission box 1232, thus enabling a faster braking response. In emergency situations, this rapid response capability can significantly improve safety. In practical applications, one braking device 124 is arranged for each wheelset, so that even if one braking device 124 fails, the other braking devices 124 can continue to operate to ensure the safe operation of the mobile chassis 100.

[0070] In some embodiments, the braking device 124 is a ceramic brake disc. The brake disc is provided with brake calipers 128. Brake calipers 128 include service brake calipers and / or parking brake calipers.

[0071] In practical applications, the brake caliper 128 is an integrated driving and parking brake caliper. The driving brake uses an EHB (Electro-Hydraulic Brake) system, and the parking brake uses an EPB (Electronic Parking Brake) system. This design results in a smaller footprint for the brake caliper 128, higher braking torque, and reliable all-wheel braking, while also meeting the requirements for driving and parking braking on steep slopes exceeding 35°. Combined with the electromechanical braking system of four-wheel drive, it not only shortens the braking distance but also provides anti-slip function on steep slopes, thereby contributing to improved reliability and safety performance of the mobile chassis 100.

[0072] In some embodiments, this application also provides a vehicle having the mobile chassis 100 provided in any of the above embodiments. Thus, the vehicle possesses all the beneficial effects of any of the above embodiments, which will not be elaborated further here.

[0073] It should be clarified that in the claims, description, and accompanying drawings of this application, the term "multiple" refers to two or more objects. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description process, not to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limitations on this application. The terms "connection," "installation," "fixing," etc., should be interpreted broadly. For example, "connection" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this application can be understood based on the specific circumstances of the above data.

[0074] In the claims, description, and accompanying drawings of this application, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In the claims, description, and accompanying drawings of this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0075] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A mobile chassis, characterized in that, include: The frame has a first side and a second side that are arranged opposite to each other; At least two left wheel sets are disposed on the first side and are spaced apart along the front-rear direction of the frame; At least two right wheel sets are disposed on the second side and are spaced apart along the front-rear direction of the frame; Both the left wheel assembly and the right wheel assembly include a wheel and a power unit; the wheel is connected to the frame, the power unit is connected to the wheel, and the power units of each wheel assembly are independent of each other.

2. The mobile chassis according to claim 1, characterized in that, The left wheel assembly and / or the right wheel assembly includes a transmission device and at least two wheels, the at least two wheels being arranged at intervals along the front-rear direction of the frame, and the wheels of the same wheel assembly being synchronously connected by the transmission device. The power unit and the transmission unit are connected.

3. The mobile chassis according to claim 2, characterized in that, The transmission device includes: A drive shaft is used to drive between two adjacent wheels in the same wheel set; A transmission box is disposed at both ends of the transmission shaft; the transmission box includes a first transmission end and a second transmission end that are synchronously connected. The first transmission end is connected to the wheel, and the second transmission end is connected to the transmission shaft; One of the transmission boxes is provided with a third transmission end that is synchronously connected to the first transmission end; The power unit is connected to the third transmission end.

4. The mobile chassis according to claim 3, characterized in that, The left wheel assembly and / or the right wheel assembly further includes a planetary reducer; the planetary reducer connects the power unit and the third transmission end.

5. The mobile chassis according to claim 3, characterized in that, The left wheel assembly and / or the right wheel assembly further include a braking device; the braking device is connected to one of the transmission boxes.

6. The mobile chassis according to claim 5, characterized in that, The braking device is a brake disc.

7. The mobile chassis according to claim 6, characterized in that, The brake disc is equipped with brake calipers; the brake calipers include service brake calipers and / or parking brake calipers.

8. The mobile chassis according to any one of claims 3 to 7, characterized in that, The left wheel assembly and / or the right wheel assembly further includes a longitudinal swing arm chain drive box; the first drive end is connected to the wheel through the longitudinal swing arm chain drive box.

9. The mobile chassis according to claim 8, characterized in that, The left wheel assembly and / or the right wheel assembly further include a hydropneumatic suspension; the hydropneumatic suspension and the longitudinal swing arm chain drive box are connected in a transmission connection.

10. A vehicle, characterized in that, Includes the mobile chassis as described in any one of claims 1 to 9.

Images