Autonomous driving type semitrailer chassis system

Abstract

The utility model discloses an autonomous driving type semitrailer chassis system, and belongs to the technical field of semitrailers. The traction device comprises a frame welding assembly consisting of a traction pin seat and a main frame, wherein a traction pin used for being connected with a tractor is arranged on the traction pin seat, and an air suspension assembly is arranged on the main frame. The air suspension assembly comprises an electric drive axle air suspension; the electric drive axle air suspension comprises a drive axle housing and a pair of guide arm assemblies arranged on the drive axle housing. Wherein a mounting space for mounting a power source assembly is formed on the drive axle housing; and a thrust rod assembly is connected between the two guide arm assemblies. The power source assembly is integrated on the drive axle of the trailer, so that a series of defects caused by the fact that a traditional semitrailer does not have the autonomous driving capacity are overcome; and meanwhile, the assembly space of the battery pack is not occupied, and the endurance mileage of the whole vehicle can be increased.

Description

Technical Field

[0001] This utility model belongs to the field of semi-trailer technology, and more specifically, relates to an autonomous drive semi-trailer chassis system. Background Technology

[0002] Currently, in my country, heavy-duty multi-axle semi-trailers are mostly used for transporting oversized and overweight single cargo. These semi-trailers are connected to heavy-duty tractor units via towing pins. However, because traditional semi-trailers lack their own power units, they do not have autonomous driving capabilities and rely solely on the tractor unit for propulsion. This leads to a higher slip rate due to changes in the overall center of gravity when encountering harsh conditions or steep inclines, thus reducing the semi-trailer's normal operating efficiency. This significantly reduces the off-road performance and maneuverability of multi-axle semi-trailers, making them unable to overcome rugged mountain roads and steep slopes.

[0003] Meanwhile, with the advancement of national "carbon neutrality" policies, the application of new energy in semi-trailers has also developed accordingly. For example, patent CN113246745A discloses an auxiliary drive control method for a new energy semi-trailer and a new energy semi-trailer. This application enables the electric drive system installed on the semi-trailer to cooperate with the traditional power drive on the tractor, allowing the vehicle to overcome harsh driving conditions, such as steep or long-distance uphill and downhill driving, and driving on muddy roads in rainy or snowy weather, improving passability and safety, and increasing the vehicle's range.

[0004] For example, patent CN119058378A discloses a new energy semi-trailer and an auxiliary drive control system. This application can adjust the drive components according to road conditions, so that the semi-trailer can be assisted in different road conditions, and the battery can be charged simultaneously during the semi-trailer's operation, thereby improving its range.

[0005] The aforementioned applications all involve the application of new energy technologies in semi-trailers, which not only solves a series of defects caused by the lack of autonomous driving capability in traditional semi-trailers, but also effectively extends the vehicle's range. However, in these applications, the power source system of the semi-trailer is located at the bottom of the chassis. On the one hand, this occupies a certain amount of chassis space, which naturally reduces the space available for battery installation, thus hindering the improvement of range. On the other hand, it results in a longer transmission distance between the power source and the drive axle, thereby increasing energy loss, which is also detrimental to improving the range. Utility Model Content

[0006] 1. The problem to be solved

[0007] To address at least some of the problems existing in the prior art, this utility model proposes an autonomous driving semi-trailer chassis system. By integrating a power source system onto the drive axle of the semi-trailer, this utility model not only solves a series of defects caused by the lack of autonomous driving capability in traditional semi-trailers, but also effectively improves the driving range.

[0008] 2. Technical Solution

[0009] To solve the above problems, the technical solution adopted by this utility model is as follows:

[0010] This utility model discloses an autonomous driving semi-trailer chassis system, including a frame welded assembly composed of a towing pin seat and a main frame; wherein, the towing pin seat is provided with a towing pin for connecting a tractor vehicle, and the main frame is provided with an air suspension assembly;

[0011] The air suspension assembly includes an electric drive axle air suspension;

[0012] The electric drive axle air suspension includes a drive axle housing and a pair of guide arm assemblies mounted on the drive axle housing; wherein,

[0013] The drive axle housing has an installation space for mounting the power source assembly; and a thrust rod assembly is connected between the two guide arm assemblies.

[0014] The thrust rod assembly includes a first support and a rotating disk mounted on the first support; the rotating disk is provided with a pair of thrust rods distributed vertically, and the free ends of the two thrust rods extend in opposite directions and are connected to a second support, which is connected to the main frame.

[0015] In some embodiments, the drive axle housing includes a first portion and second portions located on both sides of the first portion; wherein the first portion is larger in height than the second portion; the mounting space is disposed on the first portion, the guide arm assembly is disposed on the second portion, and the free end of the second portion is connected to a tire assembly.

[0016] In some embodiments, the guide arm assembly includes a guide arm disposed below the second portion, a guide arm bracket connected to a first end of the guide arm, and an air spring connected to a second end; the tops of the guide arm bracket and the air spring are both connected to the main frame.

[0017] In some embodiments, the end of the first support is connected to the second ends of the two guide arms, and the rotating disk is rotatably disposed on the outside of the first support.

[0018] In some embodiments, a shock absorber is provided between the guide arm and the main frame, and the shock absorber is vertically distributed.

[0019] In some embodiments, the main frame is a frame structure formed by several longitudinal beams and cross beams. The bottom of the longitudinal beams is provided with a first mounting seat for connecting air springs, and the side walls of the longitudinal beams are provided with a second mounting seat for connecting shock absorbers.

[0020] In some embodiments, the longitudinal beam is connected to a pad, and the lower surface of the longitudinal beam and the pad together form a mounting surface for connection with the guide arm bracket.

[0021] In some embodiments, the sidewall of the longitudinal beam is provided with a reinforcing plate at least in the area where the pad and the first mounting seat are provided.

[0022] In some embodiments, the traction pin seat integrates a pressure sensor for sensing load transfer between the tractor and the trailer.

[0023] In some embodiments, the air suspension assembly further includes two unpowered air suspensions, with the electric axle air suspension disposed between the two unpowered air suspensions.

[0024] 3. Beneficial effects

[0025] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0026] (1) The self-driving semi-trailer chassis system of this utility model integrates a power source assembly on the drive axle of the trailer, which not only solves a series of defects caused by the lack of self-driving capability of traditional semi-trailers, but also does not occupy the assembly space of the battery pack, which is conducive to improving the driving range of the whole vehicle.

[0027] (2) The self-driving semi-trailer chassis system of this utility model optimizes the structure of the thrust rod assembly. In addition to improving the lateral stiffness of the suspension by utilizing the rigid connection between the thrust rod and the frame, the lateral stiffness of the suspension can also be further improved by utilizing the rigidity of the rotating disc itself, thereby making the air suspension drive more stable. Attached Figure Description

[0028] Figure 1 This is a structural schematic diagram of an autonomous drive semi-trailer chassis system according to the present invention;

[0029] Figure 2 This is a top view of an autonomous drive semi-trailer chassis system according to the present invention;

[0030] Figure 3 This is a schematic diagram of the structure of the electric drive axle air suspension in this utility model;

[0031] Figure 4This is a schematic diagram of the assembly between the power source assembly and the drive axle housing in this utility model;

[0032] Figure 5 This is a schematic diagram of the thrust rod assembly in this utility model;

[0033] Figure 6 This is a partial structural diagram of the main frame in this utility model.

[0034] In the diagram: 100, chassis welded assembly; 110, traction pin seat; 111, traction pin;

[0035] 120. Main frame; 121. Longitudinal beam; 122. Crossbeam; 123. First mounting bracket; 124. Second mounting bracket; 125. Pad; 126. Reinforcing plate;

[0036] 200a, Electric Drive Axle Air Suspension; 200b, Non-Powered Air Suspension;

[0037] 210. Drive axle housing; 211. Mounting space; 212. First part; 213. Second part;

[0038] 220. Guide arm assembly; 221. Guide arm; 222. Guide arm bracket; 223. Air spring; 224. Shock absorber;

[0039] 230. Powertrain assembly;

[0040] 240. Thrust rod assembly; 241. First support; 242. Rotating disk; 243. Thrust rod; 244. Second support;

[0041] 250. Tire assembly. Detailed Implementation

[0042] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings.

[0043] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0044] The present invention will be further described below with reference to specific embodiments.

[0045] like Figure 1, Figure 2 As shown, an autonomous semi-trailer chassis system according to this embodiment includes a frame welded assembly 100 and an air suspension assembly. The frame welded assembly 100 includes a towing pin seat 110 and a main frame 120 connected to each other. The towing pin seat 110 is provided with a towing pin 111 for connecting to a tractor unit. The main frame 120 is provided with an air suspension assembly, which includes at least an electric drive axle air suspension 200a for driving the semi-trailer autonomously.

[0046] Preferably, a pressure sensor may be integrated on the traction pin 111 to sense the load transfer between the tractor and the trailer.

[0047] like Figure 3 , Figure 4 As shown, the electric drive axle air suspension 200a includes a drive axle housing 210, a guide arm assembly 220, a power source assembly 230, and a tire assembly 250. Each end of the drive axle housing 210 is connected to a tire assembly 250. A mounting space 211 is provided on the drive axle housing 210, and the power source assembly 230 is disposed within this mounting space 211. The power source assembly 230 is connected to the tire assembly 250 to provide autonomous driving force to the tire assembly 250, thereby enabling the entire trailer to have automatic driving capability.

[0048] Two guide arm assemblies 220 are symmetrically arranged. Each guide arm assembly 220 includes a guide arm 221 and guide arm brackets 222 and air springs 223 respectively located at both ends of the guide arm 221. Both the guide arm brackets 222 and the air springs 223 are connected to the main frame 120. A shock absorber 224 is provided between the guide arm 221 and the main frame 120.

[0049] For ease of description below, the end of the guide arm 221 connected to the guide arm bracket 222 is defined as the first end, and the end connected to the air spring 223 is defined as the second end.

[0050] This embodiment of an autonomous semi-trailer chassis system enables the trailer to have autonomous driving capability by incorporating a power source assembly 230 on the trailer, thus solving a series of defects caused by the lack of autonomous driving capability in traditional trailers. Furthermore, in this embodiment, the power source assembly 230 is integrated into the drive axle housing 210, rather than being mounted on the main frame 120. This avoids occupying the usable space of the main frame 120, allowing more space for the battery pack, thereby improving the overall vehicle range. Additionally, it shortens the transmission distance between the power source assembly 230 and the tire assembly 250, reducing transmission losses, which also contributes to improved driving range.

[0051] like Figure 4As shown, in some embodiments, the drive axle housing 210 includes a first portion 212 and a second portion 213 located on both sides of the first portion 212, wherein the height of the first portion 212 is greater than that of the second portion 213. An installation space 211 is formed in the first portion 212; a guide arm 221 is disposed at the bottom of the second portion 213, and the free end of the second portion 213 is used to connect to the tire assembly 250.

[0052] like Figure 3 , Figure 5 As shown, in some embodiments, a thrust rod assembly 240 is further provided between the two guide arm assemblies 220 to improve the vehicle's anti-roll performance. Specifically, the thrust rod assembly 240 includes a first support 241 and a rotating disk 242 disposed on the first support 241. The two ends of the first support 241 are respectively connected to the second ends of the two guide arms 221. Two horizontally distributed thrust rods 243 are connected to the rotating disk 242. The free ends of the two thrust rods 243 extend in opposite directions and are connected to a second support 244, which is connected to the main frame 120.

[0053] Furthermore, the rotating disk 242 is rotatably positioned on the outside of the first support 241, that is, on the side of the rotating disk 242 away from the drive axle housing 210. This design provides as much assembly space as possible for the power source assembly 230, while reducing interference with the power source assembly 230.

[0054] Preferably, the hinge points between the rotating disk 242 and the two thrust rods 243 are symmetrically distributed vertically around the rotation point of the rotating disk 242 (i.e., the connection point between the rotating disk and the first support). This design allows the hinge points between the two thrust rods 243 and the rotating disk 242 to move within a certain range as the rotating disk 242 rotates when the vehicle is subjected to lateral force, enabling the two thrust rods 243 to form a Z-shaped structure. Figure 5 The dotted line structure in the design not only effectively avoids structural motion interference during suspension travel, but also prevents lateral movement of the axle caused by axle vertical jump.

[0055] In traditional suspension systems, the shock absorber 224 must withstand not only vertical impact forces but also a certain amount of lateral forces. Therefore, the shock absorber 224 is generally installed at an angle. However, in this embodiment, the arrangement of the rotating disc 242 and the two thrust rods 243 effectively ensures the lateral stiffness of the suspension. Therefore, where space permits, the shock absorber 224 can be installed vertically, which can directly and more efficiently absorb and buffer vertical impacts from the road surface, effectively reducing the intensity and frequency of vibrations transmitted to the vehicle body, thereby significantly improving the overall ride comfort and driving stability of the vehicle.

[0056] This embodiment provides an autonomous driving semi-trailer chassis system, such as... Figure 6 As shown, the main frame 120 is a frame structure formed by several longitudinal beams 121 and crossbeams 122. At the same time, a first mounting seat 123 for connecting air springs 223 is provided at the bottom of the longitudinal beams 121, and a second mounting seat 124 for connecting shock absorbers 224 is provided on the side wall of the longitudinal beams 121.

[0057] In some embodiments, the bottom of the longitudinal beam 121 is connected to a pad 125 that extends outwards as a whole. The bottom surface of the pad 125 and the bottom surface of the longitudinal beam 121 together form a mounting surface, and the top surface of the guide arm bracket 222 is welded to this mounting surface. This not only ensures the effective mounting area between the guide arm bracket 222 and the main frame 120, guaranteeing the stability of the connection between the two, but also allows the pad 125 to compensate for the deviation between the center distance of the air suspension and the center distance of the main frame 120.

[0058] Meanwhile, a pad 125 is provided on the side wall of the longitudinal beam 121, and a reinforcing plate 126 is provided in the area of ​​the first mounting seat 123 to reinforce the local stress points and ensure the support strength of the entire main frame 120. Of course, reinforcing plates 126 can also be added in other places according to actual needs.

[0059] This embodiment of an autonomous drive semi-trailer chassis system includes an air suspension assembly that, in addition to the electric drive axle air suspension 200a, may also include a non-powered air suspension 200b. The structure of the non-powered air suspension 200b is consistent with existing technology and will not be described in detail here.

[0060] Specifically, in this embodiment, the air suspension assembly is provided with three parts, including two unpowered air suspensions 200b and one electric drive axle air suspension 200a; wherein, the electric drive axle air suspension 200a is disposed between the two unpowered air suspensions 200b.

[0061] The present invention and its embodiments have been described above illustratively. This description is not restrictive, and the figures shown are only one embodiment of the present invention; the actual structure is not limited thereto. Therefore, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A self-driving semi-trailer chassis system, comprising a frame welded assembly (100) consisting of a towing pin seat (110) and a main frame (120); wherein, The traction pin seat (110) is provided with a traction pin (111) for connecting the tractor vehicle, and the main frame (120) is provided with an air suspension assembly; characterized in that: the air suspension assembly includes an electric drive axle air suspension (200a); The electric drive axle air suspension (200a) includes a drive axle housing (210) and a pair of guide arm assemblies (220) disposed on the drive axle housing (210); wherein, The drive axle housing (210) has an installation space (211) for mounting the power source assembly (230); and a thrust rod assembly (240) is connected between the two guide arm assemblies (220); The thrust rod assembly (240) includes a first support (241) and a rotating disk (242) disposed on the first support (241); the rotating disk (242) is provided with a pair of thrust rods (243) distributed vertically, and the free ends of the two thrust rods (243) extend in opposite directions and are connected to a second support (244), the second support (244) being connected to the main frame (120).

2. The self-driving semi-trailer chassis system according to claim 1, characterized in that: The drive axle housing (210) includes a first part (212) and a second part (213) located on both sides of the first part (212); wherein the first part (212) is larger in height than the second part (213); the mounting space (211) is disposed on the first part (212), the guide arm assembly (220) is disposed on the second part (213), and the free end of the second part (213) is connected to a tire assembly (250).

3. The self-driving semi-trailer chassis system according to claim 2, characterized in that: The guide arm assembly (220) includes a guide arm (221) disposed below the second part (213). The first end of the guide arm (221) is connected to a guide arm bracket (222), and the second end is connected to an air spring (223). The tops of the guide arm bracket (222) and the air spring (223) are both connected to the main frame (120).

4. The self-driving semi-trailer chassis system according to claim 3, characterized in that: The end of the first support (241) is connected to the second end of the two guide arms (221) respectively, and the rotating disk (242) is rotatably disposed on the outside of the first support (241).

5. The self-driving semi-trailer chassis system according to claim 3, characterized in that: A shock absorber (224) is provided between the guide arm (221) and the main frame (120), and the shock absorber (224) is vertically distributed.

6. The self-driving semi-trailer chassis system according to claim 5, characterized in that: The main frame (120) is a frame structure formed by several longitudinal beams (121) and cross beams (122). The bottom of the longitudinal beam (121) is provided with a first mounting seat (123) for connecting the air spring (223), and the side wall of the longitudinal beam (121) is provided with a second mounting seat (124) for connecting the shock absorber (224).

7. The self-driving semi-trailer chassis system according to claim 6, characterized in that: The longitudinal beam (121) is connected to a pad (125), and the lower surfaces of the longitudinal beam (121) and the pad (125) together form a mounting surface for connecting with the guide arm bracket (222).

8. The self-driving semi-trailer chassis system according to claim 7, characterized in that: The longitudinal beam (121) has a reinforcing plate (126) on its side wall in the area where the pad (125) and the first mounting seat (123) are located.

9. The self-driving semi-trailer chassis system according to claim 1, characterized in that: The traction pin seat (110) is equipped with a pressure sensor for sensing the load transfer between the tractor and the trailer.

10. A self-driving semi-trailer chassis system according to any one of claims 1-9, characterized in that: The air suspension assembly also includes two unpowered air suspensions (200b), with the electric drive axle air suspension (200a) disposed between the two unpowered air suspensions (200b).

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