Garage dragging chassis self-adaptive to road conditions

Abstract

The utility model provides a road condition self-adaptive car house dragging chassis, which comprises a car house, a lifting support plate and a chassis, the chassis is a foldable and twistable three-section structure formed by a main chassis frame and side chassis frames symmetrically and rotatably connected to the two ends of the main chassis frame, and a front cylinder group and a rear cylinder group are symmetrically arranged in the chassis along the transverse central axis; each air cylinder set is symmetrically provided with two parallel telescopic air cylinders along the longitudinal central axis of the chassis, the tail ends of cylinder bodies are rotationally connected with the middle of the main chassis frame through rotating shafts, the ends of piston rods of the cylinder bodies are rotationally connected with the two ends of the front axle and the two ends of the rear axle respectively, and the garage is installed on the lifting supporting plate and detachably connected with the chassis through a plurality of supporting discs. And a counterweight adjusting module is also arranged on the longitudinal central axis of the chassis. The problems that a garage hauling chassis is poor in structural flexibility, insufficient in dynamic adjusting capacity and poor in driving stability are solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of garage, especially to a self -adaptation road condition's garage drag chassis. BACKGROUND

[0002] With the increasingly wide application of mobile garages in temporary accommodation, engineering camp, emergency disaster relief and other scenes, the garage drag chassis as its core bearing and moving part directly affects the transportation efficiency and safety. At present, the traditional garage drag chassis mostly adopts an integrated rigid structure design, which can provide basic bearing function, but has many limitations in actual application. First, the fixed chassis cannot be folded, resulting in too large space occupation during empty transportation or storage, increasing logistics cost, especially poor adaptability in narrow roads or storage sites. Second, the traditional chassis lacks dynamic adjustment mechanism, which is easy to cause tail swing, roll and even rollover accidents due to center of gravity deviation in complex road conditions. For example, when turning at high speed or the road surface is uneven, the fixed weight distribution is difficult to offset the centrifugal force or inertial moment, resulting in decreased traction stability, and may trigger the "death tail swing" phenomenon. In addition, the connection between the existing chassis and the garage mostly relies on bolt fixation or simple plug-in structure, which needs to be accurately aligned manually during installation, consuming time and effort, and lacking elastic buffer design, resulting in violent vibration transmission between the garage and the chassis during driving, which is easy to cause structural fatigue damage after long-term use.

[0003] In summary, the current garage drag chassis still has significant technical bottlenecks in structural flexibility, dynamic stability, intelligent control and other aspects. The market urgently needs an innovative solution that can realize rapid folding, self-adaptive weight adjustment and multi-sensor collaborative control to improve the safety, efficiency and scene adaptability of garage transportation, while reducing the complexity of manual operation. UTILITY MODEL CONTENTS

[0004] The main purpose of the utility model is to provide a self-adaptive road condition's garage drag chassis, which solves the problems of poor structural flexibility, insufficient dynamic adjustment capability and poor driving stability of the garage drag chassis.

[0005] To solve the above technical problems, the utility model adopts the following technical scheme: a self-adaptive road condition's garage drag chassis, comprising a garage, a lifting support plate and a chassis, the chassis is a foldable and twistable three-section structure composed of a main chassis frame and side chassis frames symmetrically connected to both ends of the main chassis frame, a front cylinder group and a rear cylinder group are symmetrically arranged in the chassis along the transverse center axis, each cylinder group is provided with two parallel arranged telescopic cylinders along the longitudinal center axis of the chassis, the cylinder body end is rotatably connected to the middle part of the main chassis frame through a rotating shaft, and the piston rod end is rotatably connected to both ends of the front axle and the rear axle respectively, the garage is installed on the lifting support plate and detachably connected to the chassis through a plurality of support discs, and a weight adjustment module is further arranged on the longitudinal center axis of the chassis.

[0006] In the preferred solution, the lifting pallet is provided with wedge blocks at four corners, and the garage is provided with corresponding inclined grooves at four corners of the bottom, the garage is embedded on the lifting pallet through the wedge grooves, and the lifting pallet is further provided with lifting legs below the wedge blocks at four corners, which are used to support the garage to separate it from the chassis.

[0007] In the preferred solution, the main chassis frame is hinged to the side chassis frame through a cross shaft universal joint, the cross shaft universal joint includes a first fork connected to the main chassis frame, a second fork connected to the side chassis frame, and a cross shaft, the transverse shaft of the cross shaft is parallel to the width direction of the chassis, and the two ends thereof are rotatably connected to the two ends of the first fork, the longitudinal shaft is perpendicular to the plane of the chassis, and the two ends thereof are rotatably connected to the two ends of the second fork, the opening direction of the first fork is vertically directed downward of the chassis, and the opening direction of the second fork is directed to the transverse central axis of the chassis, so that the side chassis frame can be flipped and folded under the main chassis frame, and a planar torsional freedom is formed between the main chassis frame and the side chassis frame.

[0008] In the preferred solution, the opening depth of the first fork is greater than the maximum extension size of the second fork, so as to completely fold the main chassis frame and the side chassis frame.

[0009] In the preferred solution, elastic connectors are symmetrically arranged on both sides of the cross shaft universal joint, one end of the elastic connector is fixedly connected to the main chassis frame, and the other end thereof is detachably connected to the side chassis frame through a connecting hoop.

[0010] In the preferred solution, the elastic connector is provided with a fixing disc at the detachable end, the fixing disc is provided with a stepped surface at the front end, the connecting hoop is provided with a stepped groove matched with the stepped surface of the fixing disc, the connecting hoop is composed of a fixed half hoop and a movable half hoop fixedly connected to the side chassis frame, one end of the movable half hoop is rotatably connected to one end of the fixed half hoop, and the other end thereof is detachably connected to the other end of the fixed half hoop through a double-headed bolt.

[0011] In the preferred solution, the structure of the support disc is that the boss at the upper end of the lower mounting seat is sleeved in the sleeve at the lower end of the upper mounting seat, a main spring is arranged between the top end of the boss of the lower mounting seat and the top end of the inner wall of the sleeve of the upper mounting seat in the circumferential direction, and a plurality of auxiliary springs are uniformly connected between the outer edges of the upper mounting seat and the lower mounting seat in the circumferential direction.

[0012] A plurality of support discs are symmetrically arranged along the longitudinal central axis of the chassis, and the number thereof is at least two on the main chassis frame and the two side chassis frames respectively.

[0013] In the preferred solution, the lower mounting seat is arranged in the mounting hole corresponding to the top end of the chassis, and the upper mounting seat protrudes from the upper surface of the chassis by a distance and is connected to the lower surface of the lifting pallet.

[0014] The radial gap between the boss of the lower mounting seat and the inner wall of the sleeve of the upper mounting seat is matched with the maximum torsional angle of the main chassis frame and the side chassis frame.

[0015] In a preferred embodiment, the counterweight adjustment module comprises a main counterweight adjustment unit under the main chassis frame and two auxiliary counterweight adjustment units under the two side chassis frames, each counterweight adjustment unit is structured as follows: a longitudinal screw rod and a longitudinal guide rail are arranged in parallel along the longitudinal mid-axis direction of the chassis, the longitudinal guide rail is connected to the lower surface of the chassis, a sliding block is threadedly connected to the longitudinal screw rod through a screw nut part in the middle, the upper end of the sliding block is slidingly connected to the longitudinal guide rail, and the lower end of the sliding block is connected to a counterweight block, thereby forming a linear guide mechanism with bidirectional constraint; the output shaft of an adjustment motor is connected to one end of the longitudinal screw rod to drive the counterweight block to move linearly along the longitudinal mid-axis direction.

[0016] In a preferred embodiment, the chassis is connected to the towing vehicle through a traction member, and a pressure sensor is arranged at the connection between the traction member and the chassis to monitor the load distribution of the chassis in real time.

[0017] An angle sensor is also arranged at the connection between the traction member and the chassis to detect the relative deflection angle between the chassis and the traction end.

[0018] Acceleration sensors are arranged in the middle of the main chassis frame and the two side chassis frames respectively to detect the lateral acceleration and the vibration signal of the tail swing tendency of each section of the chassis.

[0019] The pressure sensor, the angle sensor and the three acceleration sensors are signal-connected to a control unit, and the control unit is electrically connected to the front cylinder group, the rear cylinder group and the counterweight adjustment module.

[0020] The self-adaptive road condition trailer chassis has the following advantages:

[0021] Flexible structure and space optimization: The three-section chassis structure is foldable and twistable, and is combined with an elastic connecting member and a detachable connecting hoop design to realize rapid folding and unfolding of the chassis. After folding, the occupied space is greatly reduced, which is suitable for narrow road transportation and storage scenes, and significantly reduces logistics costs.

[0022] Enhanced dynamic stability: The load distribution, deflection angle and lateral acceleration of the chassis are monitored in real time through multiple sensors, and the control unit dynamically adjusts the differential extension and contraction of the counterweight module and the front and rear cylinder groups to effectively suppress the risk of tail swing and roll. The real-time reverse balance moment adjustment of the counterweight block, combined with the wheel steering angle correction, significantly improves the stability at high speed and in complex road conditions.

[0023] Self-adaptive control of turning radius: Based on sensor data, the target turning radius is intelligently calculated, the front and rear axles are made to have a difference in steering angle through asymmetric cylinder extension and contraction, and the counterweight block is driven to be distributed to the inside of the turning side, thereby reducing the centrifugal moment. This technology enables the chassis to have the ability to flexibly turn on narrow curves and adapt to complex terrain requirements.

[0024] Connection reliability and buffer optimization: the garage and the chassis are quickly positioned through the wedge slot fitting structure, and the precise separation and docking are realized with the aid of the lifting legs. The support disc is longitudinally elastically buffered and circumferentially limited, reducing vibration transmission and prolonging the service life of the garage and chassis connection structure. The elastic connecting piece provides pre-pressing elastic force when the chassis is folded, limits the torsion amplitude between the segments, and prevents the structure from loosening during transportation; the double-degree-of-freedom hinging design of the cross shaft universal joint allows the chassis to adapt to the ups and downs of the road surface, avoiding stress concentration caused by the rigidity of the structure due to uneven road surfaces.

[0025] Intelligent and automated operation: the control unit integrates sensor signals and actuators to realize fully automated control of processes such as folding and unfolding, gravity adjustment, tail suppression, etc., significantly reducing the strength and complexity of manual operation and improving work efficiency.

[0026] In summary, through the cooperation of structural innovation and intelligent control, the present application solves the problems of poor flexibility, insufficient stability, and complicated operation of traditional garage chassis, significantly improving transportation efficiency, safety, and scene adaptability. BRIEF DESCRIPTION OF DRAWINGS

[0027] The present application will be further described below in conjunction with the drawings and examples:

[0028] Figure 1 is the overall appearance structure diagram of the present application;

[0029] Figure 2 is the overall appearance disassembly structure diagram of the present application;

[0030] Figure 3 is the garage bottom structure diagram of the present application;

[0031] Figure 4 is the chassis and lifting support plate connection structure diagram of the present application;

[0032] Figure 5 is the support disc installation structure diagram on the chassis of the present application;

[0033] Figure 6 is the chassis bottom structure diagram of the present application;

[0034] Figure 7 is the main view of the chassis folding structure of the present application;

[0035] Figure 8 is the bottom view of the chassis folding structure of the present application;

[0036] Figure 9 is the support disc cross-sectional structure diagram of the present application;

[0037] Figure 10 is the cross shaft universal joint installation structure diagram of the present application;

[0038] Figure 11 is the side view structure diagram of the universal joint of the utility model;

[0039] Figure 12 is the connecting structure diagram of the elastic connecting piece of the utility model;

[0040] Figure 13 is the disconnecting structure diagram of the elastic connecting piece of the utility model;

[0041] Figure 14 is the axonometric structure diagram of the counterweight adjusting unit of the utility model;

[0042] Figure 15 is the connection diagram of the dynamic control system of the utility model.

[0043] In the figure: garage 1; chute 101; lifting tray 2; wedge block 201; chassis 3; main chassis frame 301; side chassis frame 302; front cylinder group 4; rear cylinder group 5; rotating shaft 6; front axle 7; rear axle 8; support disc 9; lower mounting seat 901; upper mounting seat 902; main spring 903; auxiliary spring 904; lifting leg 10; universal joint 11; first fork 1101; second fork 1102; cross shaft 1103; elastic connecting piece 12; fixed disc 1201; connecting hoop 13; fixed half hoop 1301; movable half hoop 1302; stud bolt 1303; counterweight adjusting module 14; longitudinal lead screw 1401; longitudinal guide rail 1402; sliding block 1403; adjusting motor 1404; counterweight block 1405; traction piece 15; pressure sensor 16; angle sensor 17; acceleration sensor 18; control unit 19. DETAILED DESCRIPTION

[0044] Example 1

[0045] As shown in Figures 1-15 , a self-adaptive road condition garage dragging chassis comprises a garage 1, a lifting tray 2 and a chassis 3, the chassis 3 is a foldable and twistable three-section structure composed of a main chassis frame 301 and side chassis frames 302 symmetrically connected to both ends of the main chassis frame 301, the chassis 3 is symmetrically provided with a front cylinder group 4 and a rear cylinder group 5 along a transverse central axis, each cylinder group is symmetrically provided with two parallel arranged telescopic cylinders along a longitudinal central axis of the chassis 3, cylinder bodies are rotatably connected to the middle part of the main chassis frame 301 through rotating shafts 6, and piston rod ends are rotatably connected to both ends of a front axle 7 and a rear axle 8, respectively, the garage 1 is installed on the lifting tray 2 and detachably connected to the chassis 3 through a plurality of support discs 9, and the chassis 3 is further provided with a counterweight adjusting module 14 on the longitudinal central axis.

[0046] The application adopts a detachable carport 1 dragging structure, the carport 1 is arranged on a lifting support plate 2, is connected to a bottom plate 3 through a plurality of support discs 9, and uniformly distributes the gravity thereof to the structure of the bottom plate 3. The foldable bottom plate 3 structure can reduce the occupied space when the bottom plate 3 is transported to the carport 1 dragging structure installation point or the carport 1 is moved to the destination and then the bottom plate 3 is removed. The front cylinder group 4 and the rear cylinder group 5 connected to the front axle 7 and the rear axle 8 respectively jointly drive the side bottom plate frame 302 to fold to the bottom side of the main bottom plate frame 301. The front cylinder group 4 and the rear cylinder group 5 simultaneously serve as the relative torsion angle adjusting mechanism of the main bottom plate frame 301 and the side bottom plate frame 302. The relative angle is adjusted through the differential extension adjustment in each cylinder group, and the counterweight adjusting module 14 is adaptively adjusted with the movement of the bottom plate 3.

[0047] In the preferred scheme, the lifting support plate 2 is provided with wedge blocks 201 at four corners, and the carport 1 is provided with corresponding inclined grooves 101 at four corners of the bottom. The carport 1 is arranged on the lifting support plate 2 through wedge groove fitting. The lifting support plate 2 is further provided with lifting legs 10 below the wedge blocks 201 at four corners, which are used to support the carport 1 to separate it from the bottom plate 3.

[0048] The carport 1 is arranged on the lifting support plate 2 through wedge groove fitting to prevent relative movement therebetween. When it is necessary to connect the carport 1 to the bottom plate 3, the lifting legs 10 at four corners are simultaneously raised to leave sufficient space for the lifting support plate 2 to unfold the bottom plate 3. After aligning the support points, the lifting legs 10 are lowered to make the lifting support plate 2 abut against and be fixedly connected to the plurality of support discs 9, thereby forming the carport 1 dragging structure.

[0049] In the preferred scheme, the main bottom plate frame 301 is hinged to the side bottom plate frame 302 through a cross shaft universal joint 11. The cross shaft universal joint 11 includes a first yoke 1101 connected to the main bottom plate frame 301, a second yoke 1102 connected to the side bottom plate frame 302, and a cross shaft 1103. The transverse shaft of the cross shaft 1103 is parallel to the width direction of the bottom plate 3, and its two ends are rotatably connected to the two ends of the first yoke 1101. The longitudinal shaft is perpendicular to the plane of the bottom plate 3, and its two ends are rotatably connected to the two ends of the second yoke 1102. The opening direction of the first yoke 1101 is vertically directed downward of the bottom plate 3, and the opening direction of the second yoke 1102 is directed to the transverse central axis of the bottom plate 3, so that the side bottom plate frame 302 can be folded and turned over to below the main bottom plate frame 301 about the transverse shaft, and the main bottom plate frame 301 and the side bottom plate frame 302 form a plane torsion freedom degree.

[0050] In the preferred scheme, the opening depth of the first yoke 1101 is greater than the maximum extension size of the second yoke 1102, so as to completely fold the main bottom plate frame 301 and the side bottom plate frame 302.

[0051] The cross shaft universal joint 11 serves as a two-degree-of-freedom hinge between the main chassis frame 301 and the side chassis frame 302, providing the degree of freedom of relative folding and the degree of freedom of planar relative torsion between the two, while allowing a certain height difference between the two on the slope surface to adapt to uneven road surfaces.

[0052] In the preferred embodiment, the cross shaft universal joint 11 is symmetrically provided with elastic connecting pieces 12 on both sides, one end of the elastic connecting piece 12 is fixedly connected with the main chassis frame 301, and the other end is detachably connected with the side chassis frame 302 through a connecting hoop 13.

[0053] In the preferred embodiment, the elastic connecting piece 12 is provided with a fixed disc 1201 at the dismounting end, the front end of the fixed disc 1201 is provided with a stepped surface, the connecting hoop 13 is internally provided with a stepped groove matched with the stepped surface of the fixed disc 1201, the connecting hoop 13 is composed of a fixed half hoop 1301 fixedly connected with the side chassis frame 302 and a movable half hoop 1302, one end of the movable half hoop 1302 is rotationally connected with one end of the fixed half hoop 1301, and the other end is detachably connected with the other end of the fixed half hoop 1301 through a double-headed bolt 1303.

[0054] Only the cross shaft universal joint 11 as the connecting piece between the segments of the chassis is not enough, and the elastic connecting pieces 12 on both sides are also needed to increase the stability of the structure. The elastic connecting piece 12 can resist the pulling off of the segments of the chassis during turning through its own large pre-pressing elastic force, and at the same time, the relative torsion range and the relative height fluctuation range between the segments of the chassis are limited through the elastic deformation range of the elastic connecting piece 12. In the case that the chassis 3 needs to be folded, the elastic connecting piece 12 can be released at one end through the structure of the connecting hoop 13 to disconnect the connection between the segments, which is a flexible and reliable elastic regulation and control connection structure.

[0055] In the preferred embodiment, the structure of the support disc 9 is that the boss of the lower mounting seat 901 is sleeved in the sleeve of the upper mounting seat 902, the circumferential direction between the top end of the boss of the lower mounting seat 901 and the top end of the inner wall of the sleeve of the upper mounting seat 902 is provided with a main spring 903, and a plurality of auxiliary springs 904 are uniformly connected in the circumferential direction between the outer edges of the upper mounting seat 902 and the lower mounting seat 901.

[0056] A plurality of support discs 9 are symmetrically arranged along the longitudinal central axis of the chassis 3, and the number thereof is at least two on the main chassis frame 301 and the two side chassis frames 302 respectively.

[0057] In the preferred embodiment, the lower mounting seat 901 is arranged in the mounting hole corresponding to the top end of the chassis 3, and the upper mounting seat 902 protrudes from the upper surface of the chassis 3 by a distance and is connected with the lower surface of the lifting tray 2.

[0058] The radial gap between the boss of the lower mounting seat 901 and the inner wall of the sleeve of the upper mounting seat 902 is matched with the maximum torsion angle of the main chassis frame 301 and the side chassis frame 302.

[0059] The upper end of the support disc 9 protrudes from the upper surface of the chassis 3 by a distance, providing a certain longitudinal elastic deformation allowance for the support of the garage 1. The main spring 903 serves as the main longitudinal elastic support member, and its elastic modulus is set according to the weight of the garage 1. Due to the radial gap between the boss of the lower mounting seat 901 and the inner wall of the sleeve of the upper mounting seat 902, the main spring 903 has a certain radial movement space. The plurality of circumferential auxiliary springs 904 uniformly support the circumferential stress of the support disc 9, and also limit the radial movement range of the main spring 903 to a certain extent, thereby ensuring the reliability of the support connection structure of the garage 1 and the chassis 3.

[0060] When the main chassis frame 301 and the side chassis frame 302 are relatively twisted in the plane, the support disc 9 makes an adaptive adjustment of the connection point orientation through the radial gap.

[0061] In the preferred embodiment, the counterweight adjustment module 14 includes a main counterweight adjustment unit below the main chassis frame 301 and two auxiliary counterweight adjustment units below the two side chassis frames 302. The structure of each counterweight adjustment unit is as follows: a longitudinal screw rod 1401 and a longitudinal guide rail 1402 are arranged in parallel along the longitudinal central axis direction of the chassis 3, the longitudinal guide rail 1402 is connected to the lower surface of the chassis 3, a sliding block 1403 is threadedly connected to the longitudinal screw rod 1401 through a screw nut part in the middle, the upper end of the sliding block 1403 is slidingly connected to the longitudinal guide rail 1402, and the lower end of the sliding block 1403 is connected to a counterweight block 1405, thereby forming a linear guide mechanism with bidirectional constraint. An output shaft of an adjustment motor 1404 is connected to one end of the longitudinal screw rod 1401, and drives the counterweight block 1405 to move linearly along the longitudinal central axis direction.

[0062] Due to the segmented chassis 3 structure, the flexibility of the structure is increased, and the problem of changing the center of gravity is added to the towing structure. Therefore, it is necessary to increase separate counterweight adjustment units for each segment to adjust the towing distance under different driving conditions, so as to avoid excessive correction disturbance of the steering system and cause periodic swinging, similar to the pendulum effect, and the "death swing tail" accident.

[0063] In the preferred embodiment, the chassis 3 is connected to the towing vehicle through a traction member 15, and a pressure sensor 16 is arranged at the connection between the traction member 15 and the chassis 3, for real-time monitoring of the load distribution of the chassis 3.

[0064] An angle sensor 17 is also arranged at the connection between the traction member 15 and the chassis 3, for detecting the relative deflection angle between the chassis 3 and the traction end.

[0065] Acceleration sensors 18 are arranged in the main chassis frame 301 and the two side chassis frames 302, respectively, for detecting the lateral acceleration and swing tail inclination vibration signals of each segment of the chassis 3.

[0066] The pressure sensor 16, the angle sensor 17, the three acceleration sensors 18 are in signal connection with the control unit 19, and the control unit 19 is in electrical connection with the front cylinder group 4, the rear cylinder group 5 and the counterweight adjusting module 14.

[0067] When any acceleration sensor 18 detects that the lateral acceleration of the corresponding part of the chassis 3 exceeds the set threshold, the control unit 19 calculates the yaw moment direction in combination with the load distribution data of the pressure sensor 16, drives the main counterweight adjusting unit of the counterweight adjusting module 14 and the corresponding side of the auxiliary counterweight adjusting unit to move the counterweight block 1405 in the opposite direction, forming an opposite balance moment, while controlling the corresponding side of the telescopic cylinders of the front cylinder group 4 and the rear cylinder group 5 to perform differential telescopic extension to correct the wheel steering angle. The yaw suppression control is realized.

[0068] The control unit 19 dynamically calculates the target turning radius according to the real-time deflection angle of the angle sensor 17 and the gradient data of the pressure sensor 16, controls the symmetric cylinder groups of the front cylinder group 4 and the rear cylinder group 5 to perform asymmetric telescopic extension, so that the front axle 7 and the rear axle 8 form a steering angle difference, and judges the inside and outside wheel pressure difference through the pressure sensor 16 data, and drives the counterweight block 1405 to be distributed to the inside of the turning along the longitudinal guide rail 1402 to reduce the centrifugal moment. The turning radius self-adaptive adjustment is realized.

[0069] After receiving the folding instruction, the connection between the split chassis 3 and the lifting support plate 2 is disconnected, the lifting leg 10 lifts the garage 1 through the lifting support plate 2, the control unit 19 drives all the counterweight blocks 1405 to reset to the longitudinal center position of the corresponding part, the connecting hoop 13 of the elastic connecting piece 12 is released, the front cylinder group 4 and the rear cylinder group 5 are controlled to be synchronously contracted to the shortest stroke to make the side chassis frame 302 fold downward around the transverse shaft of the cross shaft universal joint 11, and the position of the counterweight block 1405 is adjusted in real time during the folding process to maintain the gravity center balance. The automatic chassis 3 automatic folding and unfolding is realized.

[0070] The above-mentioned embodiments are only preferred technical solutions of the present application, and should not be regarded as limitations of the present application. The protection scope of the present application should be based on the technical solutions claimed in the claims, including equivalent replacement solutions of the technical features claimed in the claims. That is, equivalent replacement improvements within this range are also within the protection scope of the present application.

Claims

1. A vehicle-mounted chassis that adapts to different road conditions, characterized in that: The vehicle includes a carport (1), a lifting platform (2), and a chassis (3). The chassis (3) is a foldable and torsionable three-section structure consisting of a main chassis frame (301) and side chassis frames (302) symmetrically connected to its two ends. The chassis (3) is symmetrically provided with a front cylinder group (4) and a rear cylinder group (5) along the transverse central axis. Each cylinder group is symmetrically provided with two parallel telescopic cylinders along the longitudinal central axis of the chassis (3). The cylinder ends are rotatably connected to the middle of the main chassis frame (301) through a rotating shaft (6). The piston rod ends are rotatably connected to the two ends of the front axle (7) and the rear axle (8), respectively. The carport (1) is installed on the lifting platform (2) and is detachably connected to the chassis (3) through multiple support plates (9). The chassis (3) is also provided with a counterweight adjustment module (14) on the longitudinal central axis.

2. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The lifting platform (2) has wedges (201) at its four corners, and the car house (1) has corresponding inclined grooves (101) at its four corners. The car house (1) is fitted onto the lifting platform (2) through the wedge grooves. The lifting platform (2) also has lifting legs (10) below the wedges (201) at its four corners, which are used to support the car house (1) and separate it from the chassis (3).

3. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The main chassis frame (301) is hinged to the side chassis frame (302) via a cross-shaped universal joint (11). The cross-shaped universal joint (11) includes a first fork (1101) connected to the main chassis frame (301), a second fork (1102) connected to the side chassis frame (302), and a cross shaft (1103). The transverse axis of the cross shaft (1103) is parallel to the width direction of the chassis (3), and its two ends are rotatably connected to the two ends of the first fork (1101), respectively. The axis is perpendicular to the plane of the chassis (3), and its two ends are rotatably connected to the two ends of the second fork (1102). The opening direction of the first fork (1101) points vertically downward to the chassis (3), and the opening direction of the second fork (1102) points to the transverse central axis of the chassis (3), so that the side chassis frame (302) can be flipped and folded around the transverse axis to the bottom of the main chassis frame (301), and a planar torsional degree of freedom is formed between the main chassis frame (301) and the side chassis frame (302).

4. The adaptive road condition vehicle-mounted chassis according to claim 3, characterized in that: The opening depth of the first fork (1101) is greater than the maximum outward extension of the second fork (1102) to allow the main chassis frame (301) and the side chassis frame (302) to be fully folded.

5. The adaptive road condition vehicle-mounted chassis according to claim 3, characterized in that: The universal joint (11) has symmetrical elastic connectors (12) on both sides. One end of the elastic connector (12) is fixedly connected to the main chassis frame (301), and the other end is detachably connected to the side chassis frame (302) through the connecting hoop (13).

6. The adaptive road condition vehicle-mounted chassis according to claim 5, characterized in that: The elastic connector (12) has a fixed plate (1201) at the detachment end. The front end of the fixed plate (1201) has a stepped surface. The connecting hoop (13) has a stepped groove that matches the stepped surface of the fixed plate (1201). The connecting hoop (13) is composed of a fixed half hoop (1301) and a movable half hoop (1302) that are fixedly connected to the side chassis frame (302). One end of the movable half hoop (1302) is rotatably connected to one end of the fixed half hoop (1301), and the other end is detachably connected to the other end of the fixed half hoop (1301) by a double-headed bolt (1303).

7. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The structure of the support plate (9) is as follows: the boss at the upper end of the lower mounting base (901) is sleeved in the lower end sleeve of the upper mounting base (902), and a main spring (903) is provided circumferentially between the top of the boss of the lower mounting base (901) and the top of the inner wall of the sleeve of the upper mounting base (902). Multiple auxiliary springs (904) are evenly connected circumferentially between the outer edges of the upper mounting base (902) and the lower mounting base (901). Multiple support plates (9) are symmetrically arranged along the longitudinal central axis of the chassis (3), with at least two on the main chassis frame (301) and two on the two side chassis frames (302).

8. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The lower mounting base (901) is set in the mounting hole corresponding to the top of the chassis (3), and the upper mounting base (902) extends a distance from the upper surface of the chassis (3) and connects to the lower surface of the lifting plate (2); The radial clearance between the boss of the lower mounting base (901) and the inner wall of the sleeve of the upper mounting base (902) is adapted to the maximum torsional angle of the main chassis frame (301) and the side chassis frame (302).

9. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The counterweight adjustment module (14) includes a main counterweight adjustment unit under the main chassis frame (301) and two auxiliary counterweight adjustment units under the two side chassis frames (302). The structure of each counterweight adjustment unit is as follows: the longitudinal screw (1401) and the longitudinal guide rail (1402) are arranged parallel to each other along the longitudinal central axis of the chassis (3). The longitudinal guide rail (1402) is connected to the lower surface of the chassis (3). The slider (1403) is connected to the longitudinal screw (1401) through the screw nut part in the middle. Its upper end is slidably connected to the longitudinal guide rail (1402), and its lower end is connected to the counterweight block (1405), forming a linear guide mechanism with bidirectional constraints. The output shaft of the adjustment motor (1404) is connected to one end of the longitudinal screw (1401) to drive the counterweight block (1405) to move linearly along the longitudinal central axis.

10. The adaptive road condition vehicle-mounted chassis according to claim 1, characterized in that: The chassis (3) is connected to the tractor via a traction component (15). A pressure sensor (16) is provided at the connection between the traction component (15) and the chassis (3) to monitor the load distribution of the chassis (3) in real time. An angle sensor (17) is also provided at the connection between the traction component (15) and the chassis (3) to detect the relative deflection angle between the chassis (3) and the traction end; Acceleration sensors (18) are respectively provided in the middle of the main chassis frame (301) and the two side chassis frames (302) to detect the lateral acceleration and tail swing tendency vibration signals of each section of the chassis (3); The pressure sensor (16), angle sensor (17), three acceleration sensors (18) are connected to the control unit (19) by signal. The control unit (19) is electrically connected to the front cylinder group (4), the rear cylinder group (5), and the counterweight adjustment module (14).

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