Chassis frame and chassis

Abstract

The chassis frame comprises a longitudinal beam assembly and a cross beam assembly, the longitudinal beam assembly comprises a first longitudinal beam and a second longitudinal beam, the first longitudinal beam and the second longitudinal beam are arranged in a spaced mode in the first direction, and the longitudinal beam assembly is provided with a narrowing section and a broadening section in the second direction. The narrowing sections and the broadening sections are in smooth transition through camber beams, and the distance between the first longitudinal beam and the second longitudinal beam in the narrowing sections is smaller than the distance between the broadening sections; the cross beam assembly comprises a front cross beam and a rear cross beam, the front cross beam is riveted between the first longitudinal beam and the second longitudinal beam and located at the narrowing section, the rear cross beam is riveted between the first longitudinal beam and the second longitudinal beam and located at the broadening section, and a closed frame is defined by the front cross beam, the rear cross beam, the first longitudinal beam and the second longitudinal beam; the longitudinal beam assemblies and the cross beam assemblies are groove-shaped beams. The chassis frame is basically free of a welding structure, is light in overall weight and low in cost, and can meet the steering requirement of the front wheels and the overall strength requirement of the chassis frame at the same time.

Description

Technical Field

[0001] This utility model relates to the field of unmanned logistics vehicle technology, and in particular to a chassis frame and chassis. Background Technology

[0002] Unmanned logistics vehicles are intelligent transportation tools based on autonomous driving technology. They are designed specifically for cargo transportation and can complete the entire process of warehouse management, cargo sorting, and last-mile delivery without human control. They reduce labor costs and improve logistics efficiency through automation.

[0003] Currently, most self-made chassis frames for unmanned logistics vehicles on the market are welded frames. Due to the large variety and number of chassis frame components, the amount of welding is large and the welding time is long. Moreover, the welded chassis frame has a large redundancy in strength and rigidity, resulting in high overall weight and cost. Secondly, the longitudinal beams on the existing chassis frames are usually straight beam structures. Considering the structural strength of the chassis frame, the span between the longitudinal beams should be as large as possible. However, the front wheel section requires more turning space to meet the requirements of the maximum steering angle and minimum turning radius. Therefore, the longitudinal beams of the front wheel section should adopt a small span. However, if a small span straight beam solution is used, the overall strength of the chassis frame cannot meet the requirements. If a large span straight beam solution is used, the front wheels cannot meet the steering requirements. Utility Model Content

[0004] The purpose of this utility model is to provide a chassis frame that is basically weld-free, has a low overall weight and cost, and can simultaneously meet the steering requirements of the front wheels and the overall strength requirements of the chassis frame.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A chassis frame, comprising:

[0007] The longitudinal beam assembly includes a first longitudinal beam and a second longitudinal beam. The first longitudinal beam and the second longitudinal beam are spaced apart in a first direction, and the longitudinal beam assembly has a narrowing section and a widening section in a second direction. The narrowing section and the widening section are smoothly transitioned by a curved beam. The distance between the first longitudinal beam and the second longitudinal beam in the narrowing section is smaller than the distance between the widening sections. The first direction is the width direction of the chassis frame, and the second direction is the length direction of the chassis frame.

[0008] A crossbeam assembly, comprising a front crossbeam and a rear crossbeam, wherein the front crossbeam is riveted between the first longitudinal beam and the second longitudinal beam and is located at the narrowing section, and the rear crossbeam is riveted between the first longitudinal beam and the second longitudinal beam and is located at the widening section, wherein the front crossbeam, the rear crossbeam, the first longitudinal beam and the second longitudinal beam form a closed frame.

[0009] Both the longitudinal beam assembly and the transverse beam assembly are channel beams.

[0010] Optionally, the crossbeam assembly further includes a first intermediate crossbeam, which is riveted between the first longitudinal beam and the second longitudinal beam and located at the narrowing section. The first intermediate crossbeam is spaced apart from the front crossbeam. The front crossbeam, the first intermediate crossbeam, and the first and second longitudinal beams located between the front crossbeam and the first intermediate crossbeam form a front suspension.

[0011] The crossbeam assembly also includes a second intermediate crossbeam, which is riveted between the first longitudinal beam and the second longitudinal beam and located at the widened section. The second intermediate crossbeam is spaced apart from the rear crossbeam. The rear crossbeam, the second intermediate crossbeam, and the first and second longitudinal beams located between the rear crossbeam and the second intermediate crossbeam form a rear suspension.

[0012] The first intermediate crossbeam, the second intermediate crossbeam, and the first and second longitudinal beams located between the first and second intermediate crossbeams form an intermediate suspension.

[0013] Optionally, the chassis frame further includes a reinforcing beam assembly, which includes at least one of a first reinforcing beam, a second reinforcing beam, a third reinforcing beam, and a fourth reinforcing beam. The first reinforcing beam is riveted to the front suspension, the second and third reinforcing beams are riveted to the intermediate suspension, and the fourth reinforcing beam is riveted to the rear suspension. The first, second, third, and fourth reinforcing beams are all cylindrical tube structures.

[0014] Optionally, the dimension of the reinforcing beam assembly in the height direction is smaller than the dimension of the longitudinal beam assembly.

[0015] Optionally, both ends of the reinforcing beam assembly are provided with connecting structures.

[0016] Optionally, a battery mounting bracket is provided on the intermediate suspension. The battery mounting bracket includes at least one of a front bracket, a rear bracket, and a side bracket. The front bracket is welded to the second reinforcing beam, the rear bracket is riveted to the second intermediate crossbeam, and the side bracket is riveted to the longitudinal beam assembly between the second reinforcing beam and the second intermediate crossbeam. The battery mounting bracket is used to suspend the battery.

[0017] Optionally, the front suspension is provided with a front suspension leaf spring connecting bracket, which is riveted to the longitudinal beam assembly and is used to install the front suspension leaf spring.

[0018] And / or, the rear suspension is provided with a rear suspension leaf spring connecting bracket, the rear suspension leaf spring connecting bracket is riveted to the longitudinal beam assembly, and the rear suspension leaf spring connecting bracket is used to install the rear suspension leaf spring.

[0019] Optionally, both the front suspension leaf spring connecting support and the rear suspension leaf spring connecting support are castings.

[0020] Optionally, the chassis frame also includes multiple container mounting supports, all of which are riveted to the longitudinal beam assembly. The container mounting supports are used to mount containers.

[0021] Another objective of this utility model is to provide a chassis comprising a driving device, a steering device, a braking device, a control device, a power supply, and a chassis frame as described above, wherein the driving device, the steering device, the braking device, the control device, and the power supply are all mounted on the chassis frame.

[0022] The beneficial effects of this utility model are:

[0023] This utility model provides a chassis frame in which the longitudinal beams and crossbeams are fixed by riveting, avoiding the welding redundancy caused by existing welding methods and reducing the overall weight and production cost of the chassis frame. Secondly, by incorporating a narrowing section and a widening section along the length of the chassis frame, the narrowing section provides greater steering space for the front wheels, increasing the wheel turning angle and reducing the overall turning radius of the vehicle. The widening section ensures that the overall strength and rigidity of the chassis frame meet the requirements.

[0024] This utility model also provides a chassis that, by adopting the aforementioned chassis frame, not only reduces the cost and weight of the chassis, but also provides the front wheels with a larger turning space, thereby facilitating the turning of the unmanned logistics vehicle on narrow paths and improving the passability of the unmanned logistics vehicle. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the chassis frame provided in this embodiment of the utility model;

[0026] Figure 2 This is a schematic diagram of the chassis frame after removing the relevant support structures provided in this embodiment of the utility model;

[0027] Figure 3 This is a schematic diagram of the chassis frame structure from another perspective provided by an embodiment of the present invention;

[0028] Figure 4 This is a side view of the chassis frame provided in this embodiment of the utility model;

[0029] Figure 5 This is a structural schematic diagram of the first reinforcing beam and the first connecting plate thereon provided in this embodiment of the utility model;

[0030] Figure 6 This is a structural schematic diagram of the first intermediate crossbeam and the second connecting plate on it provided in an embodiment of this utility model;

[0031] Figure 7 This is a structural schematic diagram of the second reinforcing beam, the third reinforcing beam, and the third connecting plate thereon provided in this embodiment of the utility model;

[0032] Figure 8 This is a structural schematic diagram of the second intermediate crossbeam and its fourth connecting plate provided in an embodiment of this utility model;

[0033] Figure 9 This is a structural schematic diagram of the fourth reinforcing beam and the fifth connecting plate on it provided in an embodiment of this utility model.

[0034] In the picture:

[0035] 1. Longitudinal beam assembly; 11. First longitudinal beam; 12. Second longitudinal beam;

[0036] 2. Crossbeam assembly; 21. Front crossbeam; 22. Rear crossbeam; 23. First intermediate crossbeam; 24. Second intermediate crossbeam;

[0037] 3. Reinforcing beam assembly; 31. First reinforcing beam; 32. Second reinforcing beam; 33. Third reinforcing beam; 34. Fourth reinforcing beam;

[0038] 4. First connecting plate;

[0039] 5. Second connecting plate; 51. First upper connecting plate; 52. First lower connecting plate;

[0040] 6. Third connecting plate;

[0041] 7. Fourth connecting plate; 71. Second upper connecting plate; 72. Second lower connecting plate;

[0042] 8. Fifth connecting plate;

[0043] 9. Front suspension leaf spring connecting bracket; 91. Front suspension fixed bracket; 92. Front suspension movable bracket;

[0044] 10. Rear suspension leaf spring connecting bracket; 101. Rear suspension fixed bracket; 102. Rear suspension movable bracket;

[0045] 13. Container mounting brackets;

[0046] 14. Battery mounting bracket; 141. Front bracket; 142. Rear bracket; 143. Side bracket;

[0047] 15. Front shock absorber mounting bracket; 16. Rear shock absorber mounting bracket; 17. Front buffer block mounting bracket; 18. Rear buffer block mounting bracket; 19. Stabilizer bar mounting bracket; 20. Reinforcing plate. Detailed Implementation

[0048] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0049] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0050] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0051] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0052] like Figure 1 and Figure 2As shown, this embodiment provides a chassis frame, which includes a longitudinal beam assembly 1 and a crossbeam assembly 2. The longitudinal beam assembly 1 includes a first longitudinal beam 11 and a second longitudinal beam 12, which are spaced apart in a first direction. In a second direction, the longitudinal beam assembly 1 has a narrowing section and a widening section, which are smoothly transitioned by a curved beam. The distance between the narrowing sections of the first longitudinal beam 11 and the second longitudinal beam 12 is smaller than the distance between the widening sections. The first direction is the width direction of the chassis frame, and the second direction is the length direction of the chassis frame. The crossbeam assembly 2 includes a front crossbeam 21 and a rear crossbeam 22. The front crossbeam 21 is riveted between the first longitudinal beam 11 and the second longitudinal beam 12 and is located at the narrowing section. The rear crossbeam 22 is riveted between the first longitudinal beam 11 and the second longitudinal beam 12 and is located at the widening section. The front crossbeam 21, the rear crossbeam 22, the first longitudinal beam 11, and the second longitudinal beam 12 form a closed frame. Both longitudinal beam assembly 1 and transverse beam assembly 2 are channel beams.

[0053] It should be noted that a channel beam is a beam structure with a groove-shaped cross-section. It is usually composed of three parts: a top plate, a web plate, and a bottom plate, forming an open cross-section similar to a "U".

[0054] Optionally, in this embodiment, both the longitudinal beam assembly 1 and the transverse beam assembly 2 are made of 510L material and are grooved tubes with dimensions of 100mm (height) × 50mm (width) × 4mm (thickness).

[0055] The longitudinal beam assembly 1 and the crossbeam assembly 2 of the chassis frame are fixed by riveting, avoiding the welding redundancy caused by existing welding methods, thereby reducing the overall weight and production cost of the chassis frame. Secondly, the chassis frame is designed with narrowing and widening sections in the length direction, and the distance between the first longitudinal beam 11 and the second longitudinal beam 12 in the narrowing section is smaller than the distance between the widening sections. The narrowing section provides greater steering space for the front wheels, increases the wheel turning angle, and reduces the overall turning radius of the vehicle. The widening section ensures that the overall strength and rigidity of the chassis frame meet the requirements. At the same time, the narrowing and widening sections are smoothly transitioned by a curved beam, avoiding large stress concentrations in the transition section between the narrowing and widening sections, further ensuring the overall rigidity of the chassis frame.

[0056] like Figure 2As shown, the crossbeam assembly 2 also includes a first intermediate crossbeam 23, which is riveted between the first longitudinal beam 11 and the second longitudinal beam 12 and located at the narrowing section. The first intermediate crossbeam 23 is spaced apart from the front crossbeam 21. The front crossbeam 21, the first intermediate crossbeam 23, and the first longitudinal beam 11 and the second longitudinal beam 12 located between the front crossbeam 21 and the first intermediate crossbeam 23 form the front suspension. The front suspension is mainly used to support the front of the vehicle body, transfer the weight of the vehicle body to the wheels, and ensure the contact between the wheels and the ground, so that the front suspension can withstand various forces from the road surface during vehicle operation and ensure the overall stability of the vehicle.

[0057] In some embodiments, such as Figure 2 and Figure 6 As shown, the first intermediate crossbeam 23 is a channel-shaped beam, and a second connecting plate 5 is provided at both ends of the first intermediate crossbeam 23. One end of the second connecting plate 5 is riveted to the first intermediate crossbeam 23, and the other end is riveted to the narrowed section of the longitudinal beam assembly 1. Fixing the first intermediate crossbeam 23 to the longitudinal beam assembly 1 by means of the second connecting plate 5 not only facilitates riveting but also ensures the connection strength between the first intermediate crossbeam 23 and the longitudinal beam assembly 1.

[0058] It is understood that in some other embodiments, the first intermediate crossbeam 23 may also be a crossbeam of other structures, such as an I-beam, and this is not limited here. It is also understood that in some other embodiments, the first intermediate crossbeam 23 may be directly riveted to the longitudinal beam assembly 1, and this is not limited here.

[0059] In some embodiments, such as Figure 6 As shown, the second connecting plate 5 includes a first upper connecting plate 51 and a first lower connecting plate 52. The first upper connecting plate 51 is generally a trapezoidal flat plate structure, with its narrower end riveted to the top plate of the first intermediate crossbeam 23 and its wider end riveted to the top plate of the longitudinal beam assembly 1. The first lower connecting plate 52 is generally an L-shaped plate structure. The horizontal portion of the L-shaped plate has the same shape as the first upper connecting plate 51. The narrower end of the horizontal portion is riveted to the bottom plate of the first intermediate crossbeam 23, and the wider end is riveted to the bottom plate of the longitudinal beam assembly 1. The vertical portion of the L-shaped plate is generally square and riveted to the web of the longitudinal beam assembly 1. This design allows the second connecting plate 5 to have a smaller size and weight while ensuring the connection strength between the first intermediate crossbeam 23 and the longitudinal beam assembly 1.

[0060] It is understood that in some other embodiments, the installation positions of the first upper connecting plate 51 and the first lower connecting plate 52 can also be interchanged, achieving the same connection effect. It is also understood that in some other embodiments, the second connecting plate 5 can be designed with other structures according to actual needs. For example, the second connecting plate 5 can be designed as an integral grooved connecting plate, with the open end of the grooved connecting plate riveted to the first intermediate crossbeam 23 and the closed end of the grooved connecting plate riveted to the longitudinal beam assembly 1. No restrictions are placed here.

[0061] like Figure 2 As shown, the crossbeam assembly 2 also includes a second intermediate crossbeam 24, which is riveted between the first longitudinal beam 11 and the second longitudinal beam 12 and located at the widened section. The second intermediate crossbeam 24 is spaced apart from the rear crossbeam 22. The rear crossbeam 22, the second intermediate crossbeam 24, and the first longitudinal beam 11 and the second longitudinal beam 12 located between the rear crossbeam 22 and the second intermediate crossbeam 24 form the rear suspension. The rear suspension is used to directly bear the weight load of the cargo box and container, and enables the vehicle to travel smoothly by evenly transferring the load to the wheels.

[0062] In some embodiments, such as Figure 2 and Figure 8 As shown, the second intermediate crossbeam 24 is a channel-shaped beam, and a fourth connecting plate 7 is provided at both ends of the second intermediate crossbeam 24. One end of the fourth connecting plate 7 is riveted to the second intermediate crossbeam 24, and the other end is riveted to the longitudinal beam assembly 1 of the widened section. Fixing the second intermediate crossbeam 24 to the longitudinal beam assembly 1 through the fourth connecting plate 7 not only facilitates riveting but also ensures the connection strength between the second intermediate crossbeam 24 and the longitudinal beam assembly 1.

[0063] It is understood that in some other embodiments, the second intermediate crossbeam 24 may also be a crossbeam of other structures, such as an I-beam, and this is not limited here. It is also understood that in some other embodiments, the second intermediate crossbeam 24 may be directly riveted to the longitudinal beam assembly 1, and this is not limited here.

[0064] In some embodiments, such as Figure 8As shown, the fourth connecting plate 7 includes a second upper connecting plate 71 and a second lower connecting plate 72. The second upper connecting plate 71 is generally a trapezoidal flat plate structure, with its narrower end riveted to the top plate of the second intermediate crossbeam 24 and its wider end riveted to the top plate of the longitudinal beam assembly 1. The second lower connecting plate 72 is generally an L-shaped plate structure. The horizontal portion of the L-shaped plate has the same shape as the second upper connecting plate 71, with its narrower end riveted to the bottom plate of the second intermediate crossbeam 24 and its wider end riveted to the bottom plate of the longitudinal beam assembly 1. The vertical portion of the L-shaped plate is generally square and riveted to the web of the longitudinal beam assembly 1. This design allows the fourth connecting plate 7 to have a smaller size and weight while ensuring the connection strength between the second intermediate crossbeam 24 and the longitudinal beam assembly 1.

[0065] It is understood that in some other embodiments, the installation positions of the second upper connecting plate 71 and the second lower connecting plate 72 can also be interchanged, achieving the same connection effect. It is also understood that in some other embodiments, the fourth connecting plate 7 can be designed with other structures according to actual needs. For example, the fourth connecting plate 7 can be designed as an integral grooved connecting plate, with the open end of the grooved connecting plate riveted to the second intermediate crossbeam 24 and the closed end of the grooved connecting plate riveted to the longitudinal beam assembly 1. No restrictions are placed here.

[0066] like Figure 2 As shown, the first intermediate crossbeam 23, the second intermediate crossbeam 24, and the first longitudinal beam 11 and the second longitudinal beam 12 located between the first intermediate crossbeam 23 and the second intermediate crossbeam 24 form an intermediate suspension. The intermediate suspension can share some of the weight from the vehicle body and cargo, and share the load with the front and rear suspensions to avoid excessive pressure on the front and rear suspensions, ensuring that the force is evenly distributed among all parts of the vehicle. At the same time, the intermediate suspension can also transmit the force of the frame to the wheels, ensuring the effective transmission of vehicle power and driving stability.

[0067] like Figure 2 As shown, the chassis frame also includes a reinforcing beam assembly 3, which includes at least one of a first reinforcing beam 31, a second reinforcing beam 32, a third reinforcing beam 33, and a fourth reinforcing beam 34. The first reinforcing beam 31 is riveted to the front suspension, the second reinforcing beam 32 and the third reinforcing beam 33 are riveted to the intermediate suspension, and the fourth reinforcing beam 34 is riveted to the rear suspension. By providing the reinforcing beam assembly 3 in the front suspension, rear suspension, and intermediate suspension, the rigidity and strength of the front suspension, rear suspension, and intermediate suspension can be improved, further ensuring the overall rigidity and strength of the chassis frame.

[0068] Furthermore, such as Figure 1 and Figure 2As shown, the first reinforcing beam 31, the second reinforcing beam 32, the third reinforcing beam 33, and the fourth reinforcing beam 34 are all circular tube structures. Circular tube structures have good compressive stability, strong bending and torsional resistance, can reduce stress concentration, and are relatively lightweight, simple in shape, and easy to process. Therefore, while enhancing the overall rigidity of the chassis frame, they can further reduce the overall weight and production cost of the chassis frame.

[0069] Optionally, in this embodiment, the reinforcing beam assembly 3 is made of Q235B material and is a round tube with a diameter of 45mm and a thickness of 3mm.

[0070] Furthermore, such as Figure 1 , Figure 2 and Figure 3 As shown, the dimension of the reinforcing beam assembly 3 in the height direction is smaller than that of the longitudinal beam assembly 1. With this arrangement, when the reinforcing beam assembly 3 is fixed to the longitudinal beam assembly 1, there are gaps between the top plate and the bottom plate of the reinforcing beam assembly 3 and the longitudinal beam assembly 1, which can reserve wiring space for the wires arranged in the longitudinal beam assembly 1, thereby facilitating the design of electrical wiring harnesses and improving the assembly processability.

[0071] like Figure 1 , Figure 2 and Figure 3 As shown, both ends of the reinforcing beam assembly 3 are equipped with connecting structures. One end of the connecting structure is welded to the reinforcing beam assembly 3, and the other end is riveted to the longitudinal beam assembly 1. By setting the connecting structures, the fixed connection between the reinforcing beam assembly 3 and the longitudinal beam assembly 1 is facilitated.

[0072] like Figure 2 and Figure 5 As shown, both ends of the first reinforcing beam 31 are provided with a first connecting plate 4. The first connecting plate 4 is roughly U-shaped, and a first insertion hole is provided on the closed end of the first connecting plate 4. The end of the first reinforcing beam 31 is inserted into the first insertion hole and welded to the first connecting plate 4. The open end of the first connecting plate 4 is riveted to the top plate and bottom plate of the longitudinal beam assembly 1, respectively, thereby realizing the fixed connection between the first reinforcing beam 31 and the longitudinal beam assembly 1 through the first connecting plate 4.

[0073] like Figure 2 and Figure 7As shown, both ends of the second reinforcing beam 32 and the third reinforcing beam 33 are welded to the third connecting plate 6. Since the second reinforcing beam 32 and the third reinforcing beam 33 are located in the transition section between the narrowing section and the widening section of the longitudinal beam assembly 1, the shape of the third connecting plate 6 is adapted to the shape of the curved beam at the transition section. The third connecting plate 6 is approximately a curved channel beam structure, and the web of the third connecting plate 6 is provided with a second insertion hole and a third insertion hole, respectively. Thus, the end of the second reinforcing beam 32 can be inserted into the second insertion hole and welded to the third connecting plate 6, and the end of the third reinforcing beam 33 can be inserted into the third insertion hole and welded to the third connecting plate 6. The top plate and the bottom plate of the third connecting plate 6 are riveted to the top plate and the bottom plate of the longitudinal beam assembly 1, respectively, thereby achieving a fixed connection between the second reinforcing beam 32, the third reinforcing beam 33 and the longitudinal beam assembly 1 through the third connecting plate 6.

[0074] like Figure 2 and Figure 9 As shown, both ends of the fourth reinforcing beam 34 are provided with fifth connecting plates 8. The fifth connecting plates 8 are roughly U-shaped, and the closed ends of the fifth connecting plates 8 are provided with fourth insertion holes. The ends of the fourth reinforcing beam 34 are inserted into the fourth insertion holes and welded to the fifth connecting plates 8 for fixation. The open ends of the fifth connecting plates 8 are riveted to the top plate and bottom plate of the longitudinal beam assembly 1, respectively, thereby achieving a fixed connection between the fourth reinforcing beam 34 and the longitudinal beam assembly 1 through the fifth connecting plates 8.

[0075] like Figure 1 and Figure 3 As shown, a battery mounting bracket 14 is provided on the intermediate suspension. The battery mounting bracket 14 includes at least one of a front bracket 141, a rear bracket 142, and a side bracket 143. The front bracket 141 is welded to the second reinforcing beam 32, the rear bracket 142 is riveted to the second intermediate crossbeam 24, and the side bracket 143 is riveted to the longitudinal beam assembly 1 between the second reinforcing beam 32 and the second intermediate crossbeam 24. By providing the battery mounting bracket 14, the battery can be suspended under the intermediate suspension.

[0076] like Figure 1 and Figure 3As shown, the front bracket 141 is a square box-shaped structure with one open end. The open end of the front bracket 141 also has a welding groove for welding to the second reinforcing beam 32, allowing the front bracket 141 to be welded to the second reinforcing beam 32. The closed end of the front bracket 141 is used to fix the battery. The rear bracket 142 and the side bracket 143 are both shovel-shaped structures. Each shovel-shaped structure includes an L-shaped main body plate with right-angled triangular side plates on both sides. The two right-angled sides of the side plates are connected to the vertical and horizontal portions of the main body plate, respectively. The vertical portion of the main body plate of the side bracket 143 is riveted to the outer surface of the web of the longitudinal beam assembly 1, while the horizontal portion is located below the chassis frame for battery mounting. The vertical portion of the main body plate of the rear bracket 142 is riveted to the outer surface of the web of the second intermediate crossbeam 24, while the horizontal portion is located below the chassis frame for battery mounting.

[0077] Optionally, in this embodiment, the battery mounting brackets 14 are all sheet metal bending parts, which are not only simple to manufacture, but also easy to rivet onto the longitudinal beam assembly 1.

[0078] like Figure 1 and Figure 3 As shown, the chassis frame is also equipped with multiple container mounting supports 13. Multiple container mounting supports 13 are spaced apart along the circumference of the chassis frame, and all multiple container mounting supports 13 are riveted to the longitudinal beam assembly 1. By setting the container mounting supports 13 to couple with the exterior of the container, the container is installed on the chassis frame.

[0079] like Figure 1 and Figure 3 As shown, the container mounting bracket 13 is roughly shovel-shaped, comprising an L-shaped main body plate and right-angled triangular side plates on both sides of the main body plate. The two right-angled sides of the side plates are connected to the vertical and horizontal parts of the main body plate, respectively. Triangular ribs are also provided between the two side plates to further enhance the structural strength of the container mounting bracket 13. The vertical part of the main body plate of the container mounting bracket 13 is riveted to the outer surface of the web of the longitudinal beam assembly 1, while the horizontal part is flush with the upper surface of the top plate of the longitudinal beam assembly 1, thus enabling the container to be stably mounted on the chassis frame.

[0080] Optionally, in this embodiment, the container mounting supports 13 are all sheet metal bending parts, which are not only simple to manufacture, but also easy to rivet onto the longitudinal beam assembly 1.

[0081] When unmanned logistics vehicles are driving, the bumps and unevenness of the road surface will generate impact forces. To solve this problem, in some embodiments, such as... Figure 1 and Figure 3As shown, a front suspension leaf spring connecting bracket 9 is provided on the front suspension, and the front suspension leaf spring connecting bracket 9 is riveted to the longitudinal beam assembly 1. The front suspension leaf spring connecting bracket 9 is used to install the front suspension leaf spring. A rear suspension leaf spring connecting bracket 10 is provided on the rear suspension, and the rear suspension leaf spring connecting bracket 10 is riveted to the longitudinal beam assembly 1. The rear suspension leaf spring connecting bracket 10 is used to install the rear suspension leaf spring.

[0082] By installing leaf springs on the front and rear suspensions, the leaf springs utilize the friction between the leaves to provide significant cushioning and vibration damping capabilities. This effectively absorbs and disperses impact forces, reducing the impact on the vehicle body and cargo, protecting cargo safety, and extending the service life of vehicle components. It should be noted that leaf springs are existing technology and will not be elaborated upon further here.

[0083] It is understood that in some other embodiments, leaf springs may be installed only on the front suspension as needed, in which case only a front suspension leaf spring connecting bracket 9 needs to be provided on the front suspension, or leaf springs may be installed only on the rear suspension, in which case only a rear suspension leaf spring connecting bracket 10 needs to be provided on the rear suspension. No restrictions are imposed here.

[0084] Specifically, such as Figure 1 and Figure 4 As shown, the front suspension leaf spring connecting support 9 includes a front suspension fixed support 91 and a front suspension movable support 92. The upper part of the front suspension fixed support 91 can be riveted to both the top and bottom plates of the longitudinal beam assembly 1, and the lower part of the front suspension fixed support 91 is used to connect to the fixed end of the front suspension leaf spring. The upper part of the front suspension movable support 92 can be riveted to both the top and bottom plates of the longitudinal beam assembly 1, and the lower part of the front suspension movable support 92 is used to connect to the movable end of the front suspension leaf spring.

[0085] like Figure 1 and Figure 4 As shown, the rear suspension leaf spring connecting support 10 includes a rear suspension fixed support 101 and a rear suspension movable support 102. The upper part of the rear suspension fixed support 101 can be riveted to both the top and bottom plates of the longitudinal beam assembly 1, and the lower part of the rear suspension fixed support 101 is used to connect to the fixed end of the rear suspension leaf spring. The upper part of the rear suspension movable support 102 can be riveted to both the top and bottom plates of the longitudinal beam assembly 1, and the lower part of the rear suspension movable support 102 is used to connect to the movable end of the rear suspension leaf spring.

[0086] Optionally, in this embodiment, both the front suspension leaf spring connecting support 9 and the rear suspension leaf spring connecting support 10 are castings. Using castings facilitates the production of the front suspension leaf spring connecting support 9 and the rear suspension leaf spring connecting support 10.

[0087] When unmanned logistics vehicles travel on uneven roads, their wheels are subjected to various impacts and vibrations. To solve this problem, such as... Figure 1 and Figure 3As shown, a front shock absorber mounting bracket 15 and a front bumper mounting bracket 17 are also provided on the longitudinal beam assembly 1 of the front suspension. The front shock absorber mounting bracket 15 is used to mount the shock absorber, and the front bumper mounting bracket 17 is used to mount the bumper. Specifically, both the first longitudinal beam 11 and the second longitudinal beam 12 are provided with front shock absorber mounting brackets 15, which are riveted to the outer surface of the web of the longitudinal beam assembly 1. Similarly, both the first longitudinal beam 11 and the second longitudinal beam 12 are provided with front bumper mounting brackets 17, which are riveted to the bottom plate of the longitudinal beam assembly 1.

[0088] like Figure 1 and Figure 3 As shown, a rear shock absorber mounting bracket 16 is provided on the fourth reinforcing beam 34, and a rear buffer block mounting bracket 18 is provided on the longitudinal beam assembly 1 of the rear suspension. The rear shock absorber mounting bracket 16 is used to mount the shock absorber, and the rear buffer block mounting bracket 18 is used to mount the buffer block. Specifically, two rear shock absorber mounting brackets 16 are welded to the fourth reinforcing beam 34, and rear buffer block mounting brackets 18 are provided on both the first longitudinal beam 11 and the second longitudinal beam 12, and the rear buffer block mounting brackets 18 are riveted to the base plate of the longitudinal beam assembly 1.

[0089] By equipping the chassis frame with buffer blocks and shock absorbers, the buffer blocks can elastically deform when the wheels are impacted, absorbing some of the energy; the shock absorbers control the compression and rebound speed of the buffer blocks, dissipating vibration energy and effectively absorbing vibrations from the road surface. This reduces the impact of vibrations on the vehicle body and cargo, thereby improving ride smoothness, protecting cargo safety, and enhancing vehicle durability. It should be noted that both buffer blocks and shock absorbers are existing technologies and will not be elaborated upon further here.

[0090] When an unmanned logistics vehicle turns, centrifugal force is generated, causing the vehicle to tilt towards the outside of the curve. To solve this problem, such as... Figure 1 and Figure 3 As shown, a stabilizer bar mounting bracket 19 is also provided on the first reinforcing beam 31. The stabilizer bar mounting bracket 19 is used to mount the lateral stabilizer bar. Specifically, as... Figure 2 and Figure 5 As shown, two stabilizer bar mounting supports 19 are welded onto the first reinforcing beam 31.

[0091] By installing a lateral stabilizer bar, when the unmanned logistics vehicle turns, the stabilizer bar twists, generating a counter-force that suppresses lateral tilt of the vehicle body, keeping the vehicle relatively balanced. This helps to distribute the load more evenly among the four wheels, preventing excessive load on one side of the wheels due to excessive body roll, which would affect the vehicle's handling stability. It should be noted that the lateral stabilizer bar is existing technology and will not be elaborated upon here.

[0092] In some embodiments, such as Figure 1 , Figure 2 and Figure 3 As shown, a reinforcing plate 20 is also provided in the groove of the longitudinal beam assembly 1, which can further enhance the structural strength of the longitudinal beam assembly 1. Optionally, in this embodiment, the reinforcing plate 20 is an L-shaped plate.

[0093] In some embodiments, such as Figures 1 to 9 As shown, weight reduction holes are provided on the longitudinal beam assembly 1, the crossbeam assembly 2, the first connecting plate 4, the second connecting plate 5, the third connecting plate 6, the fourth connecting plate 7, the fifth connecting plate 8, and the battery mounting bracket 14, which can significantly reduce the overall weight of the chassis frame.

[0094] The chassis frame provided in this embodiment uses riveting to fix the longitudinal beam assembly 1 and the crossbeam assembly 2, avoiding the welding redundancy caused by existing welding methods and reducing the overall weight and production cost of the chassis frame. Secondly, the chassis frame is designed with narrowing and widening sections along its length, and the distance between the first longitudinal beam 11 and the second longitudinal beam 12 in the narrowing section is smaller than the distance between the widening sections. The narrowing section provides greater steering space for the front wheels, increasing the wheel turning angle and reducing the overall turning radius. The widening section ensures that the overall strength and rigidity of the chassis frame meet the requirements. Furthermore, the smooth transition between the narrowing and widening sections via a curved beam avoids large stress concentrations in the transition section, further ensuring the overall strength and rigidity of the chassis frame. In addition, the reinforcing beam assembly 3 adopts a circular tube structure with a dimension smaller than that of the longitudinal beam assembly 1 in the height direction. This not only further enhances the overall rigidity of the chassis frame, but also provides space for wiring within the longitudinal beam assembly 1 by allowing for the provision of wiring space between the reinforcing beam assembly 3 and the top and bottom plates of the longitudinal beam assembly 1. This facilitates the design of electrical wiring harnesses and improves the manufacturability of the assembly.

[0095] This embodiment also provides a chassis, which includes a running gear, a steering gear, a braking gear, a control device, a power supply, and a chassis frame as described above. The running gear primarily receives engine torque from the transmission system and generates driving force to propel the vehicle. The steering gear primarily controls the driving direction. The braking gear primarily controls vehicle deceleration and stopping. The control device primarily controls other devices on the chassis. The power supply primarily provides electrical energy to other devices to ensure their normal operation. The running gear, steering gear, braking gear, control device, and power supply are all mounted on the chassis frame.

[0096] It should be noted that the driving device, steering device, braking device, control device and power supply are all existing technologies and will not be described in detail here.

[0097] The chassis provided in this embodiment, by adopting the aforementioned chassis frame, not only reduces the cost and weight of the chassis, but also provides the front wheels with a larger turning space, thereby facilitating the turning of the unmanned logistics vehicle on narrow paths and improving the passability of the unmanned logistics vehicle.

[0098] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A chassis frame, characterized in that, include: A longitudinal beam assembly (1) includes a first longitudinal beam (11) and a second longitudinal beam (12). The first longitudinal beam (11) and the second longitudinal beam (12) are spaced apart in a first direction, and the longitudinal beam assembly (1) has a narrowing section and a widening section in a second direction. The narrowing section and the widening section are smoothly transitioned by a curved beam. The distance between the first longitudinal beam (11) and the second longitudinal beam (12) in the narrowing section is smaller than the distance between the widening sections. The first direction is the width direction of the chassis frame, and the second direction is the length direction of the chassis frame. A crossbeam assembly (2) includes a front crossbeam (21) and a rear crossbeam (22). The front crossbeam (21) is riveted between the first longitudinal beam (11) and the second longitudinal beam (12) and is located at the narrowing section. The rear crossbeam (22) is riveted between the first longitudinal beam (11) and the second longitudinal beam (12) and is located at the widening section. The front crossbeam (21), the rear crossbeam (22), the first longitudinal beam (11), and the second longitudinal beam (12) form a closed frame. Both the longitudinal beam assembly (1) and the transverse beam assembly (2) are channel beams.

2. The chassis frame of claim 1, wherein, The crossbeam assembly (2) further includes a first intermediate crossbeam (23), which is riveted between the first longitudinal beam (11) and the second longitudinal beam (12) and located at the narrowing section. The first intermediate crossbeam (23) is spaced apart from the front crossbeam (21). The front crossbeam (21), the first intermediate crossbeam (23), and the first longitudinal beam (11) and the second longitudinal beam (12) located between the front crossbeam (21) and the first intermediate crossbeam (23) form a front suspension. The crossbeam assembly (2) further includes a second intermediate crossbeam (24), which is riveted between the first longitudinal beam (11) and the second longitudinal beam (12) and located at the widened section. The second intermediate crossbeam (24) is spaced apart from the rear crossbeam (22). The rear crossbeam (22), the second intermediate crossbeam (24), and the first longitudinal beam (11) and the second longitudinal beam (12) located between the rear crossbeam (22) and the second intermediate crossbeam (24) form a rear suspension. The first intermediate crossbeam (23), the second intermediate crossbeam (24), and the first longitudinal beam (11) and the second longitudinal beam (12) located between the first intermediate crossbeam (23) and the second intermediate crossbeam (24) form an intermediate suspension.

3. The chassis frame of claim 2, wherein, The chassis frame also includes a reinforcing beam assembly (3), which includes at least one of a first reinforcing beam (31), a second reinforcing beam (32), a third reinforcing beam (33), and a fourth reinforcing beam (34). The first reinforcing beam (31) is riveted to the front suspension, the second reinforcing beam (32) and the third reinforcing beam (33) are riveted to the intermediate suspension, and the fourth reinforcing beam (34) is riveted to the rear suspension. The first reinforcing beam (31), the second reinforcing beam (32), the third reinforcing beam (33), and the fourth reinforcing beam (34) are all cylindrical tube structures.

4. The chassis frame of claim 3, wherein, The dimension of the reinforcing beam assembly (3) in the height direction is smaller than that of the longitudinal beam assembly (1).

5. The chassis frame of claim 3, wherein, Both ends of the reinforcing beam assembly (3) are provided with connecting structures.

6. The chassis frame of claim 3, wherein, A battery mounting bracket (14) is provided on the intermediate suspension. The battery mounting bracket (14) includes at least one of a front bracket (141), a rear bracket (142), and a side bracket (143). The front bracket (141) is welded to the second reinforcing beam (32), the rear bracket (142) is riveted to the second intermediate crossbeam (24), and the side bracket (143) is riveted to the longitudinal beam assembly (1) between the second reinforcing beam (32) and the second intermediate crossbeam (24). The battery mounting bracket (14) is used to hoist the battery.

7. The chassis frame of claim 2, wherein, The front suspension is provided with a front suspension leaf spring connecting support (9), which is riveted to the longitudinal beam assembly (1). The front suspension leaf spring connecting support (9) is used to install the front suspension leaf spring. And / or, the rear suspension is provided with a rear suspension leaf spring connecting bracket (10), the rear suspension leaf spring connecting bracket (10) is riveted to the longitudinal beam assembly (1), and the rear suspension leaf spring connecting bracket (10) is used to install the rear suspension leaf spring.

8. The chassis frame of claim 7, wherein, Both the front suspension leaf spring connecting support (9) and the rear suspension leaf spring connecting support (10) are castings.

9. The chassis frame of claim 1, wherein, The chassis frame also includes multiple container mounting supports (13), which are riveted to the longitudinal beam assembly (1). The container mounting supports (13) are used to mount containers.

10. A chassis characterized by, It includes a driving device, a steering device, a braking device, a control device, a power supply, and a chassis frame as described in any one of claims 1-9, wherein the driving device, the steering device, the braking device, the control device, and the power supply are all mounted on the chassis frame.

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