Chassis structure of 10*4 truck
By designing a centrally mounted axle mechanism and drive components in a 10×4 truck chassis structure, the problem of insufficient load-bearing capacity of heavy-duty trucks under regulatory restrictions has been solved. This achieves increased transport capacity and stability without increasing the turning radius, while reducing fuel consumption and enhancing the vehicle's economy and safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-15
- Publication Date
- 2026-03-20
AI Technical Summary
When existing heavy-duty trucks increase their load-bearing capacity by lengthening their wheelbase, they tend to increase their turning radius, reduce their maneuverability, and make it difficult to increase cargo transport volume under regulatory restrictions.
It adopts a 10×4 cargo truck chassis structure, adds a fifth axle and drive assembly with a central axle mechanism, and controls the lifting of the fifth axle through the drive assembly. The aftertreatment module, intake module, urea tank module, fuel tank assembly and battery box module are reasonably arranged, making use of the chassis space to enhance vehicle stability and load-bearing capacity.
It significantly improves load-bearing capacity, reduces fuel consumption, enhances vehicle stability and transportation efficiency, and increases driving range and safety while meeting regulatory requirements.
Smart Images
Figure CN224013698U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to truck chassis technical field especially relates to a 10x4 truck chassis structure. BACKGROUND
[0002] Heavy truck is the abbreviation of heavy truck, and is the appellation of heavy truck and semitrailer tractor, including special vehicle, dump truck, truck and various types. Among them, heavy truck refers to the truck with total mass greater than 14 tons. Heavy truck is mainly used in long-distance transportation, engineering construction, special industry and other vehicle scenes, heavy truck is the main force of long-distance freight transportation, can undertake a large number of transport tasks of goods, and frequently shuttles on highways and other roads, and transports various materials from production place to consumption place or distribution place. In recent years, whether manufacturing industry or construction industry has achieved great success, and transport vehicles have played a great role in this process.
[0003] From the aspect of transport weight, large-capacity heavy truck occupies an important position in logistics transportation, and transport weight and endurance mileage are important indicators for measuring the competitiveness of truck market. At present, most large-capacity heavy trucks are 8X4 models, and the maximum truck load limit is 31 tons, but it is still difficult to meet the transport demand of domestic and foreign markets. In many countries, the maximum truck load is limited to 31 tons by regulations, especially in countries with strict regulations, the overload of goods is strictly investigated, therefore, in order to increase the transport capacity of goods, many models increase the size of the loading box by lengthening the wheelbase, so as to achieve the purpose of loading more goods.
[0004] However, in countries with extremely strict regulations, the method of lengthening the wheelbase cannot break through the weight limit of 31 tons. More importantly, simply lengthening the wheelbase has significant drawbacks. On the one hand, the excessively long wheelbase will greatly increase the turning radius of the vehicle, which reduces the flexibility of the vehicle in urban roads, narrow curves and other scenes, not only reduces the transport efficiency, but also increases the risk of traffic accidents. On the other hand, due to the limitation of the structure of the vehicle model itself, even if the method of lengthening the wheelbase is adopted, the total weight of the 8X4 truck model is still difficult to make a substantial breakthrough, therefore, how to increase the transport capacity of goods on the basis of meeting the regulations of foreign markets has become a problem to be solved for truck. INVENTION CONTENTS
[0005] The utility model provides a 10x4 truck chassis structure in view of the problem that the current method of lengthening the wheelbase to increase the load is prone to increase the turning radius of the vehicle and reduce its flexibility.
[0006] In order to achieve the above purpose, the utility model adopts the following technical scheme:
[0007] The utility model provides a 10x4 truck chassis structure, including frame main part, frame main part is equipped with first axle, second axle, third axle and fourth axle in proper order along the vehicle direction, frame main part is equipped with post processing module and air intake module between first axle and second axle, post processing module and air intake module arrange respectively at both sides of frame main part, frame main part is equipped with urea tank module, oil tank subassembly, battery tank module between second axle and third axle, urea tank module and battery tank module arrange respectively at both sides of frame main part, frame main part is equipped with middle axle mechanism between second axle and third axle, and middle axle mechanism includes drive assembly and fifth axle, and drive assembly is connected with fifth axle to be used at least for driving fifth axle lifting movement.
[0008] In the scheme, by increasing the fifth axle of the middle axle mechanism and the drive assembly, the fifth axle can be lowered to participate in carrying when needed, significantly improving the carrying capacity of the vehicle. When the fifth axle is not needed to carry, it is lifted up, reducing the resistance and rolling resistance of the tires during vehicle driving, and reducing fuel consumption. In addition, the post processing module, air intake module, urea tank module, oil tank subassembly and battery tank module are reasonably arranged on both sides of the frame main body, making full use of the space of the chassis, which helps the weight balance of the vehicle and improves the stability of the vehicle driving.
[0009] As a preferred, the oil tank subassembly includes a first oil tank module and a second oil tank module, the first oil tank module and the second oil tank module are arranged on both sides of the frame main body, the first oil tank module is arranged on the same side as the urea tank module, and the second oil tank module is arranged on the same side as the battery tank module. In the preferred scheme, by providing two oil tank modules, the first oil tank module and the second oil tank module, the fuel storage capacity of the vehicle is increased, thereby significantly improving the vehicle's range.
[0010] As a preferred, a reversing valve is provided between the first oil tank module and the second oil tank module, and the reversing valve is used at least for switching fuel supply between the first oil tank module and the second oil tank module. In the preferred scheme, the reversing valve can switch fuel supply between the first oil tank module and the second oil tank module, so that the driver can flexibly choose which oil tank to use according to the actual demand.
[0011] As a preferred, the distance between the first oil tank module and the urea tank module in the vehicle direction is greater than 50mm.
[0012] As a preferred, the distance between the second oil tank module and the battery tank module in the vehicle direction is greater than 50mm.
[0013] In the preferred embodiment, the larger spacing provides sufficient operating space for the maintenance personnel to perform routine maintenance and repair on the first oil tank module, the urea tank module, the second oil tank module and the battery tank module, thereby improving the efficiency of the maintenance and repair.
[0014] As preferred, the driving assembly comprises a lifting air bag and a pressure regulating valve, the lifting air bag is arranged between the frame body and the fifth axle, and the pressure regulating valve is connected with the lifting air bag to at least control the air inlet and air outlet of the lifting air bag to drive the lifting movement of the frame body.
[0015] As preferred, the lifting air bag is provided at least in two, and the two lifting air bags are respectively connected to the two sides of the frame body.
[0016] As preferred, the mid-axle mechanism further comprises a locking assembly, the fifth axle comprises a main beam and a steering tie rod, opposite ends of the steering tie rod are connected with steering arms, the locking assembly comprises a locking body, the locking body is fixedly connected to the main beam, the locking body is provided with an air chamber and a locking piston, the locking piston is movably connected in the air chamber, the air chamber comprises an adjusting valve, the adjusting valve can adjust the air pressure of the air chamber to drive the locking piston to move in the air chamber, and the locking piston can abut against and lock the steering tie rod.
[0017] As preferred, the locking body comprises a sliding channel, the sliding channel is fixedly connected with a sliding block, the sliding block is movably arranged in the sliding channel, the locking piston is provided with a locking block at one end close to the steering tie rod, the sliding block is provided with a locking groove, and the locking piston can drive the locking block to be inserted into the locking groove to lock the movement of the steering tie rod.
[0018] In the preferred embodiment, the locking assembly is arranged to control the steering locking of the fifth axle, thereby enhancing the linearity and stability of the vehicle driving, improving the driving safety, reducing the risk of traffic accidents, and preventing the tire of the fifth axle from swinging at will to effectively reduce the tire wear.
[0019] As preferred, the frame body is provided with a spare tire at one end away from the first axle.
[0020] The above technical scheme can be seen that the advantages of the utility model are as follows:
[0021] The utility model discloses a fifth axle and drive assembly are added to the middle axle mechanism, when needing, the fifth axle can be put down and participate in bearing, the carrying capacity of vehicle is improved obviously, when not needing the bearing of fifth axle, it is lifted up, the resistance and the rolling resistance of tire in the process of vehicle travel are reduced, and the fuel consumption is reduced. In addition, the rear processing module, air intake module, urea tank module, oil tank assembly and battery tank module are reasonably arranged on the both sides of the frame main body, the space of chassis is fully utilized, the weight balance of vehicle is helped, and the stability of vehicle travel is improved. BRIEF DESCRIPTION OF DRAWINGS
[0022] In order to more clearly illustrate the technical scheme of the utility model, the following will be to the description needed to use the drawing briefly introduced, obviously, the following description in the drawing only some embodiments of the utility model, for the ordinary skilled person in the art comes, under the premise of not paying the creative labor, can also obtain other drawings according to these drawings.
[0023] Figure 1 It is the overhead structure schematic diagram of the chassis structure in an embodiment of the utility model;
[0024] Figure 2 It is the left view structure schematic diagram of the chassis structure in an embodiment of the utility model;
[0025] Figure 3 It is the right view structure schematic diagram of the chassis structure in an embodiment of the utility model;
[0026] Figure 4 It is the partial structure section schematic diagram of locking assembly in an embodiment of the utility model.
[0027] Main drawing mark explanation:
[0028] 100, frame main body;101, first support crossbeam;102, first support vertical beam;110, first axle;120, second axle;130, third axle;140, fourth axle;150, spare tire;210, rear processing module;220, air intake module;230, urea tank module;240, battery tank module;300, oil tank assembly;310, first oil tank module;320, second oil tank module;330, reversing valve;400, middle axle mechanism;410, fifth axle;411, steering cross link;412, steering arm;413, sliding block;414, locking groove;420, drive assembly;421, lifting air bag;422, pressure regulating valve;430, locking assembly;431, locking main body;432, air chamber;433, locking piston;434, regulating valve;435, slide;436, locking block. DETAILED DESCRIPTION
[0029] In order to make the purpose, characteristics and advantages of the utility model more obvious and easy to understand, the technical scheme of the utility model will be described clearly and completely in combination with the drawings in the specific embodiment below. Obviously, the following described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the patent, all other embodiments obtained by the person skilled in the art without creative labor belong to the scope of protection of the patent.
[0030] Please refer to Figures 1-4 A 10*4 truck chassis structure, including frame body 100, the frame body 100 is sequentially provided with first axle 110, second axle 120, third axle 130 and fourth axle 140 along the direction of vehicle travel, frame body 100 is provided with rear processing module 210 and air intake module 220 between the first axle 110 and the second axle 120, rear processing module 210 and air intake module 220 are arranged on the both sides of frame body 100 respectively, frame body 100 is provided with urea tank module 230, oil tank assembly 300, battery tank module 240 between the second axle 120 and the third axle 130, urea tank module 230 and battery tank module 240 are arranged on the both sides of frame body 100 respectively, frame body 100 is provided with middle axle mechanism 400 between the second axle 120 and the third axle 130, middle axle mechanism 400 includes driving assembly 420 and fifth axle 410, driving assembly 420 is connected with fifth axle 410 to be used at least for driving fifth axle 410 to move up and down.
[0031] In the embodiment, as Figure 1 , Figure 2 , Figure 3As shown, the frame body 100 is a rectangular frame structure, which can include two first support cross beams 101 arranged in opposite parallel, and a plurality of first support vertical beams 102 evenly arranged between the two first support cross beams 101, the length direction of the first support cross beam 101 is the running direction of the vehicle, and the first axle 110, the second axle 120, the third axle 130 and the fourth axle 140 are sequentially arranged along the length direction of the first support cross beam 101 from the vehicle head to the vehicle tail, wherein the first axle 110, the second axle 120, the third axle 130 and the fourth axle 140 are all transversely arranged on the two first support cross beams 101, and the extension direction is consistent with the extension direction of the first support vertical beam 102, and the opposite ends of the first axle 110, the second axle 120, the third axle 130 and the fourth axle 140 can be connected with the wheel structure. The aftertreatment module 210 and the intake module 220 are installed on the frame body 100 and located between the first axle 110 and the second axle 120, the aftertreatment module 210 is installed on the first support cross beam 101 located on the right side of the vehicle running direction, and the intake module 220 is installed on the first support cross beam 101 located on the left side of the vehicle running direction, the aftertreatment module 210 and the intake module 220 are arranged opposite to each other, the aftertreatment module 210 is mainly used for treating the exhaust gas emitted by the engine to reduce the emission of pollutants and meet the environmental protection requirements, and the intake module 220 is responsible for providing clean and sufficient air for the engine to ensure the normal combustion of the engine. In addition, the urea tank module 230 and the battery tank module 240 are installed on the frame body 100 and located between the second axle 120 and the third axle 130, the urea tank module 230 is installed on the first support cross beam 101 located on the right side of the vehicle running direction, and the battery tank module 240 is installed on the first support cross beam 101 located on the left side of the vehicle running direction opposite to the urea tank module 230, wherein the oil tank assembly 300 is also installed on the frame body 100 of the second axle 120 and the third axle 130, the urea tank module 230 is used for storing urea solution, and the urea solution can help convert nitrogen oxides into harmless nitrogen and water in the exhaust treatment system of the vehicle. The oil tank assembly 300 provides fuel for the engine of the vehicle to ensure the power supply of the vehicle. The battery tank module 240 is used for storing the battery of the vehicle to provide power for the electrical system of the vehicle.
[0032] In addition, a center bridge structure is also installed between the second axle 120 and the third axle 130 on the frame body 100, wherein the fifth axle 410 is transversely arranged on the two first support cross beams 101 arranged opposite to each other, and the opposite ends of the fifth axle 410 can be installed with the wheel structure, and the driving assembly 420 is also fixedly connected on the frame body 100, the driving assembly 420 is connected with the fifth axle 410, so as to drive the fifth axle 410 to move up and down in the vertical direction, so that the fifth axle can realize the lowered load bearing state and the raised non-load bearing state.
[0033] In actual work, when the vehicle is running normally and does not need to use the fifth axle 410 to bear additional weight, the driving assembly 420 lifts the fifth axle 410 to a certain height, so that the fifth axle 410 is away from the ground. The resistance during the running of the vehicle can be reduced, the fuel consumption is reduced, and the wear of the tire is also reduced. At this time, the vehicle mainly relies on the first axle 110, the second axle 120, the third axle 130 and the fourth axle 140 to support and run. When the vehicle is loaded with heavy goods and needs to increase the carrying capacity, the driving assembly 420 starts to work, so as to drive the fifth axle 410 to descend until the tire of the fifth axle 410 contacts the ground and bears a certain weight. Thus, the vehicle changes from the original 4-axle bearing to 5-axle bearing, which greatly improves the carrying capacity of the vehicle. In addition, when passing through some special road conditions such as muddy road, sandy land and the like, in order to improve the passability and stability of the vehicle, the fifth axle 410 can also be lowered to increase the contact area and adhesion of the vehicle with the ground, so that the vehicle is more easily to pass through the difficult road section. When the vehicle passes through the special road conditions, the driving assembly 420 can also lift the fifth axle 410 to restore to the normal running state.
[0034] In the above structure, by increasing the fifth axle 410 of the middle axle mechanism 400 and the driving assembly 420, the fifth axle 410 can be lowered to participate in bearing when needed, so that the carrying capacity of the vehicle is significantly improved. Compared with the traditional 10x4 truck chassis structure, more goods can be transported under the premise of meeting the requirements of regulations, and the transportation efficiency and economic benefit of the vehicle are improved. When the fifth axle 410 is not needed to bear, it is lifted to reduce the resistance during the running of the vehicle and the rolling resistance of the tire, so as to reduce the fuel consumption. This not only reduces the transportation cost, but also meets the development trend of energy saving and environmental protection, and also enhances the passability and stability. In addition, the aftertreatment module 210, the intake module 220, the urea tank module 230, the oil tank assembly 300 and the battery tank module 240 are reasonably arranged on both sides of the vehicle frame main body 100, the space of the chassis is fully utilized, the mutual interference between the components is avoided, and the maintenance and repair of the vehicle are facilitated. At the same time, this layout is also helpful for the weight balance of the vehicle, and improves the stability of the vehicle running.
[0035] In the specific structure of the oil tank, the oil tank assembly 300 includes a first oil tank module 310 and a second oil tank module 320, the first oil tank module 310 and the second oil tank module 320 are arranged on both sides of the vehicle frame main body 100 respectively, the first oil tank module 310 is arranged on the same side as the urea tank module 230, and the second oil tank module 320 is arranged on the same side as the battery tank module 240.
[0036] In this embodiment, as shown in FIG. 1, the vehicle frame main body 100 is provided with a middle axle mechanism 400, an aftertreatment module 210, an intake module 220, a urea tank module 230, an oil tank assembly 300 and a battery tank module 240. Figure 1As shown, the fuel tank assembly 300 includes two fuel tanks, namely a first fuel tank module 310 and a second fuel tank module 320. The first fuel tank module 310 can be a main fuel tank structure, and the second fuel tank module 320 is a secondary fuel tank structure. The first fuel tank module 310 is installed on the first support beam 101 on the right side of the frame body 100 in the direction of vehicle travel, so that it is set on the same side as the urea tank module 230. Correspondingly, the second fuel tank module 320 is installed on the first support beam 101 on the left side of the frame body 100 in the direction of vehicle travel, so that it is set on the same side as the battery box module 240. The first fuel tank module 310 and the second fuel tank module 320 are arranged opposite each other, which helps to balance the weight of the vehicle and thus ensure its stability. Both the first fuel tank module 310 and the second fuel tank module 320 have complete fuel storage functions and generally consist of a fuel tank body, a filler neck, a fuel outlet, and a level sensor (this part can be an existing structure). The fuel tank body stores fuel, the filler neck facilitates adding fuel to the tank, and the fuel outlet is connected to the engine's fuel supply system to provide fuel to the engine. The level sensor can monitor the fuel level in the tank in real time and feed the information back to the vehicle's instrument panel so that the driver can know the remaining fuel level.
[0037] In the above structure, by setting up two fuel tank modules, the first fuel tank module 310 and the second fuel tank module 320, the vehicle's fuel storage capacity is increased, thereby significantly improving the vehicle's driving range. This effectively avoids the need for drivers to frequently find gas stations during long-distance transportation, reducing the number of refueling trips, saving time, and improving transportation efficiency. Arranging the first fuel tank module 310 and the second fuel tank module 320 on both sides of the vehicle frame 100 helps balance the weight on both sides of the vehicle, making the vehicle more stable during driving and effectively reducing the risk of vehicle rollover during high-speed driving or cornering, thus improving driving safety.
[0038] In addition, such as Figure 1As shown, a reversing valve 330 is provided between the first oil tank module 310 and the second oil tank module 320, and the reversing valve 330 is used at least to switch the fuel supply between the first oil tank module 310 and the second oil tank module 320. The first oil tank module 310 and the second oil tank module 320 are connected by a pipeline, and the reversing valve 330 is arranged on the pipeline to control the flow direction of the fuel and realize the switching of the fuel supply between the first oil tank module 310 and the second oil tank module 320. In addition, each oil tank module is also equipped with a corresponding oil pipe connected with the engine to ensure that the fuel can be smoothly delivered to the engine. As the vehicle travels, the fuel in the first oil tank module 310 gradually decreases, and when the liquid level sensor detects that the fuel level in the first oil tank module 310 is lower than the set threshold, a signal will be sent to the control system of the vehicle. After receiving the signal, the control system will remind the driver to switch the oil tank. The driver can switch the fuel supply from the first oil tank module 310 to the second oil tank module 320 by operating the reversing valve 330. After the reversing valve 330 operates, the fuel channel between the first oil tank module 310 and the engine is cut off, and the fuel channel between the second oil tank module 320 and the engine is connected, so that the fuel is delivered from the second oil tank module 320 to the engine. The reversing valve 330 can switch the fuel supply between the first oil tank module 310 and the second oil tank module 320, so that the driver can flexibly choose which oil tank to use according to the actual needs.
[0039] Specifically, the distance between the first oil tank module 310 and the urea tank module 230 in the vehicle travel direction is greater than 50 mm. Correspondingly, the distance between the second oil tank module 320 and the battery tank module 240 in the vehicle travel direction is greater than 50 mm.
[0040] In this embodiment, the distance between the first oil tank module 310 and the urea tank module 230 in the vehicle travel direction is greater than 50 mm, so that the possibility of chemical reaction between fuel and urea solution can be effectively reduced, and the reaction between urea solution and fuel can be effectively avoided, which can cause fire or even explosion and other serious safety accidents. Correspondingly, the distance between the second oil tank module 320 and the battery tank module 240 is also greater than 50 mm, so that the probability of igniting fuel by electric spark generated by the battery can be effectively reduced, and the harm caused by fire due to short circuit to the vehicle and personnel can be avoided. At the same time, the larger distance provides sufficient operation space for maintenance personnel when they perform daily maintenance and repair on the first oil tank module 310, the urea tank module 230, the second oil tank module 320 and the battery tank module 240, and improves the efficiency of maintenance and repair.
[0041] In the specific structure of the driving assembly 420, as shown in Figure 1As shown, the driving assembly 420 includes a lifting air bag 421 arranged between the frame body 100 and the fifth axle 410, and a pressure regulating valve 422 connected with the lifting air bag 421, for at least controlling the air inlet and outlet of the lifting air bag 421 to drive the lifting movement of the frame body 100. The lifting air bag 421 is provided at least in two, and the two lifting air bags 421 are respectively connected on both sides of the frame body 100.
[0042] In the embodiment, the lifting air bag 421 is mounted on the first support cross beam 101 or the first support vertical beam 102 of the frame body 100 and the fifth axle 410. The lifting air bag 421 can be made of high-strength rubber material, and has a sealed cavity structure inside and a cylindrical or flat shape to adapt to the installation space between the frame body 100 and the fifth axle 410. The upper and lower ends of the lifting air bag 421 are respectively provided with a connecting disc which is firmly connected with the frame body 100 and the fifth axle 410 by bolts or other fastening methods. The pressure regulating valve 422 is also arranged on the lifting air bag 421, which can have an existing structure. The valve body of the pressure regulating valve 422 is provided with an air inlet, an air outlet and a control interface. The air inlet is connected with the air supply system of the vehicle for introducing compressed air. The air outlet is connected with the lifting air bag 421 through a pipeline. The control interface is used for receiving signals from the vehicle control system to adjust the opening degree of the valve core.
[0043] When the vehicle needs to lower the fifth axle 410, the driver issues a command to lift the axle through the vehicle control system. After receiving the command, the vehicle control system sends a signal to the control interface of the pressure regulating valve 422 to open the air inlet channel of the pressure regulating valve 422. Compressed air enters the pressure regulating valve 422 through the air inlet of the pressure regulating valve 422, and flows out from the air outlet at a suitable pressure and flow rate after being adjusted by the valve core, and enters the lifting air bag 421. As the compressed air continuously fills in, the internal pressure of the lifting air bag 421 gradually rises, the air bag starts to expand, and the fifth axle 410 is pushed downward until the tire contacts the ground and bears the corresponding weight, realizing the lowering of the axle. In this process, the pressure regulating valve 422 automatically adjusts the flow rate and pressure of the gas according to the pressure value set by the vehicle control system, to ensure that the lifting air bag 421 is smoothly inflated and the fifth axle 410 is uniformly lowered.
[0044] When the vehicle needs to lift the fifth axle 410, the driver issues a command again through the vehicle control system. The vehicle control system sends a signal to the pressure regulating valve 422 to open the air outlet channel and close the air inlet channel. The compressed air in the lifting air bag 421 is discharged to the atmosphere through the air outlet of the pressure regulating valve 422 under the action of its own pressure. As the gas in the air bag decreases, the internal pressure of the air bag gradually decreases, and the air bag starts to shrink, and the fifth axle 410 gradually rises off the ground.
[0045] In the structure, the lifting movement of the fifth axle 410 is controlled by the lifting air bag 421 and the pressure regulating valve 422, which effectively improves the stability and accuracy of the lifting movement, and the lifting air bag 421 can also provide a certain buffering effect to ensure the stability of the load, and meanwhile, the two lifting air bags 421 are respectively connected to the two sides of the frame body 100, which can ensure that the two sides of the fifth axle 410 are evenly stressed during the lifting of the axle, so as to avoid the inclination or distortion of the axle, thereby making the vehicle more stable during driving.
[0046] In addition, the center axle mechanism 400 further comprises a locking assembly 430, the fifth axle 410 comprises a main beam and a steering tie rod 411, opposite ends of the steering tie rod 411 are connected with steering arms 412, the locking assembly 430 comprises a locking body 431, the locking body 431 is fixedly connected to the main beam, the locking body 431 is provided with an air chamber 432 and a locking piston 433, the locking piston 433 is movably connected in the air chamber 432, the air chamber 432 comprises an adjusting valve 434, the adjusting valve 434 can adjust the air pressure of the air chamber 432 to drive the locking piston 433 to move in the air chamber 432, and the locking piston 433 can abut against and lock the steering tie rod 411. Wherein, the locking body 431 comprises a slide 435, the slide 435 is movably arranged in the slide 435, the locking piston 433 is provided with a locking block 436 close to one end of the steering tie rod 411, the slide 435 is provided with a locking groove 414, and the locking block 436 can be inserted into the locking groove 414 to lock the movement of the steering tie rod 411 when the locking piston 433 moves.
[0047] In the embodiment, as Figure 1 , Figure 4As shown, the shape and size of the locking body 431 are designed according to the layout of the main beam and the tie rod 411, and are generally block-shaped or box-shaped structures, which are fixed on the main beam of the fifth axle 410 by welding, bolt connection or other methods. The locking body 431 is internally provided with a sliding channel 435, which is linearly shaped and matched with the slider 413, so as to ensure smooth sliding of the slider 413 in the sliding channel 435. The locking body 431 is provided with an air chamber 432, which is a sealed cavity structure. The air chamber 432 is provided with an air inlet connected with an external air supply system. The air source is usually from a gas tank of the vehicle. An adjusting valve 434 is installed at the air inlet, which is used to control the pressure of the compressed air entering the air chamber 432. The outer diameter of the locking piston 433 is matched with the inner diameter of the air chamber 432, so as to ensure that the locking piston 433 can move in the air chamber 432 and has good sealing performance. One end of the locking piston 433 is in contact with the compressed air in the air chamber 432, and the other end is connected with a locking block 436. The movement of the locking piston 433 in the air chamber 432 is driven by the pressure of the compressed air, and the locking piston 433 can make linear reciprocating motion in the air chamber 432, so as to realize the locking and unlocking operations of the tie rod 411.
[0048] The tie rod 411 is connected with a steering arm 412 at opposite ends, which is used to transmit steering force and realize the steering function of the axle. The slider 413 is fixedly connected to the tie rod 411, which can be formed as a whole with the tie rod 411 by welding or bolt fastening. The slider 413 is provided with a locking groove 414, which is accurately matched with the locking block 436 on the locking piston 433 in size and shape, so as to realize reliable locking function.
[0049] When the vehicle needs to lock the steering of the fifth axle 410, for example when the vehicle is reversing, in order to ensure the stability of the axle running and prevent the steering tie rod 411 from moving to cause the axle to steer, the driver issues a locking instruction through the vehicle control system, and after the control system receives the instruction, the control system controls the air supply system to supply air to the air chamber 432 of the locking assembly 430. The compressed air enters the air chamber 432 through the regulating valve 434, and the regulating valve 434 accurately adjusts the pressure of the compressed air entering the air chamber 432 according to the pressure value set by the control system. As the pressure in the air chamber 432 gradually rises, the pressure acts on the locking piston 433, pushing the locking piston 433 to move in the air chamber 432 towards the direction of the steering tie rod 411, and driving the locking block 436 to move. When the locking block 436 moves to the locking groove 414 on the sliding block 413, the steering tie rod 411 is locked and cannot slide in the slide 435, thereby limiting the movement of the steering tie rod 411 and achieving the locking function of the steering of the fifth axle 410. When the vehicle needs to unlock the steering of the fifth axle 410, the driver issues an unlocking instruction again through the vehicle control system. After the control system receives the instruction, the control system controls the regulating valve 434 to open the exhaust passage of the air chamber 432, so that the compressed air in the air chamber 432 is gradually exhausted to the atmosphere. As the pressure in the air chamber 432 decreases, the locking piston 433, under the action of the external reset device (such as a spring) or the steering force of the vehicle, begins to move towards the initial position of the air chamber 432, and in the process of moving, the locking block 436 is driven to exit from the locking groove 414 of the sliding block 413, so that the steering tie rod 411 returns to the state of free sliding in the slide 435, thereby unlocking the steering of the fifth axle 410, and the vehicle can resume normal steering operation.
[0050] In the above structure, the locking assembly 430 is provided to control the steering locking of the fifth axle 410, which enhances the straightness and stability of the vehicle running, improves the driving safety, reduces the risk of traffic accidents, and also prevents the tires of the fifth axle 410 from swinging randomly, which can effectively reduce tire wear.
[0051] More specifically, the end of the vehicle frame body 100 away from the first axle 110 is provided with a spare tire 150. In this embodiment, the tail end of the vehicle frame body 100 is connected with the spare tire 150, which is installed between the two first support cross beams 101. When the tire fails, the spare tire 150 can be quickly replaced to continue transporting goods, greatly reducing the transportation delay time caused by vehicle failure and improving the transportation efficiency.
[0052] The above description of disclosed embodiments enables one of ordinary skill in the art to make or use the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A 10×4 cargo truck chassis structure, comprising a frame body (100), characterized in that, The vehicle frame body (100) is provided with a first axle (110), a second axle (120), a third axle (130), and a fourth axle (140) in sequence along the vehicle's direction of travel. An aftertreatment module (210) and an intake module (220) are provided between the first axle (110) and the second axle (120) of the vehicle frame body (100). The aftertreatment module (210) and the intake module (220) are respectively arranged on both sides of the vehicle frame body (100). A urea tank is provided between the second axle (120) and the third axle (130) of the vehicle frame body (100). The vehicle body (100) includes a urea tank module (230), a fuel tank assembly (300), and a battery box module (240). The urea tank module (230) and the battery box module (240) are respectively arranged on both sides of the vehicle body (100). The vehicle body (100) has a central axle mechanism (400) between the second axle (120) and the third axle (130). The central axle mechanism (400) includes a drive assembly (420) and a fifth axle (410). The drive assembly (420) is connected to the fifth axle (410) to drive the fifth axle (410) to move up and down.
2. The 10×4 cargo truck chassis structure according to claim 1, characterized in that, The fuel tank assembly (300) includes a first fuel tank module (310) and a second fuel tank module (320). The first fuel tank module (310) and the second fuel tank module (320) are respectively arranged on both sides of the vehicle frame body (100). The first fuel tank module (310) is arranged on the same side as the urea tank module (230), and the second fuel tank module (320) is arranged on the same side as the battery box module (240).
3. The 10×4 cargo truck chassis structure according to claim 2, characterized in that, A reversing valve (330) is provided between the first fuel tank module (310) and the second fuel tank module (320), and the reversing valve (330) is used at least to switch the fuel supply between the first fuel tank module (310) and the second fuel tank module (320).
4. The 10×4 cargo truck chassis structure according to claim 2, characterized in that, The distance between the first fuel tank module (310) and the urea tank module (230) in the vehicle's direction of travel is greater than 50 mm.
5. The 10×4 cargo truck chassis structure according to claim 2, characterized in that, The distance between the second fuel tank module (320) and the battery box module (240) in the vehicle's direction of travel is greater than 50mm.
6. The 10×4 cargo truck chassis structure according to claim 1, characterized in that, The drive assembly (420) includes a lifting airbag (421) and a pressure regulating valve (422). The lifting airbag (421) is disposed between the frame body (100) and the fifth axle (410). The pressure regulating valve (422) is connected to the lifting airbag (421) to at least control the air intake and exhaust of the lifting airbag (421) to drive the frame body (100) to move up and down.
7. The 10×4 cargo truck chassis structure according to claim 6, characterized in that, At least two lifting airbags (421) are provided, and the two lifting airbags (421) are respectively connected to both sides of the frame body (100).
8. The 10×4 cargo truck chassis structure according to claim 1, characterized in that, The central axle mechanism (400) further includes a locking assembly (430). The fifth axle (410) includes a main beam and a steering tie rod (411). Steering arms (412) are connected to both ends of the steering tie rod (411). The locking assembly (430) includes a locking body (431). The locking body (431) is fixedly connected to the main beam. The locking body (431) is provided with an air chamber (432) and a locking piston (433). The locking piston (433) is movably connected in the air chamber (432). The air chamber (432) includes a regulating valve (434). The regulating valve (434) can regulate the air pressure in the air chamber (432) to drive the locking piston (433) to move in the air chamber (432). The locking piston (433) can move to abut against the steering tie rod (411) and lock.
9. The 10×4 cargo truck chassis structure according to claim 8, characterized in that, The locking body (431) includes a slide rail (435), and the horizontal tie rod is fixedly connected to a slider (413). The slider (413) is movably disposed in the slide rail (435). The locking piston (433) has a locking block (436) at one end near the steering horizontal tie rod (411). The slider (413) has a locking groove (414). The movement of the locking piston (433) can drive the locking block (436) to insert into the locking groove (414) to lock the movement of the steering horizontal tie rod (411).
10. The 10×4 cargo truck chassis structure according to claim 1, characterized in that, A spare tire (150) is provided at the end of the frame body (100) away from the first axle (110).