Chassis assembly for a vehicle and vehicle

Abstract

The application discloses a chassis assembly for a vehicle and the vehicle, the chassis assembly comprises a chassis body, a driving part, an upper mounting part and a steering part, the driving part is arranged on the chassis body, the first output end and the second output end are formed on the driving part, the upper mounting part is arranged on the chassis body and connected with the first output end, the steering part is arranged on the chassis body and connected with the second output end, and the steering part controls the steering of the vehicle under the action of the power output by the second output end. The first output end and the second output end formed on the driving part are connected with the upper mounting part and the steering part respectively, the space occupied by multiple driving parts on the chassis assembly is reduced, meanwhile, the connection structure of the multiple driving parts, the upper mounting part and the steering part is simplified, the transition space and the mounting structure space required by the connection parts are reduced, and the space layout on the chassis body is optimized, so that the chassis assembly can be reasonably distributed in the limited chassis space, and the space utilization of the chassis assembly is improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a chassis component for a vehicle and a vehicle. Background Technology

[0002] In related technologies, electric engineering vehicles need to be equipped with a superstructure lifting device for high-altitude operations. This requires the addition of an independent drive motor, superstructure oil pump, and corresponding control unit to drive the superstructure lifting device. The chassis of the engineering vehicle needs to be redesigned or modified on the existing vehicle chassis without affecting the original power steering and other functions. In conventional modifications, multiple drive devices are used to drive the steering oil pump and the superstructure oil pump separately, which results in low space utilization. Therefore, how to improve the space utilization of chassis components has become the technical problem to be solved in this application. Utility Model Content

[0003] This application aims to at least address one of the technical problems existing in the prior art. To this end, one objective of this application is to provide a chassis assembly for a vehicle that can improve the space utilization of the chassis assembly.

[0004] A chassis assembly for a vehicle according to an embodiment of this application includes: a chassis body; a drive unit disposed on the chassis body, the drive unit having a first output terminal and a second output terminal formed thereon; a superstructure unit disposed on the chassis body and connected to the first output terminal; and a steering unit disposed on the chassis body and connected to the second output terminal, the steering unit controlling the vehicle steering under the action of power output from the second output terminal.

[0005] According to the embodiments of this application, the chassis assembly for a vehicle is connected to the superstructure and the steering unit respectively through a first output terminal and a second output terminal formed on the drive unit. This reduces the space occupied by multiple drive units in the chassis assembly, simplifies the connection structure between multiple drive units and the superstructure and steering unit, reduces the transition space and installation structure space required at the connection points, and optimizes the spatial layout on the chassis body. As a result, the chassis assembly can be more rationally distributed within the limited chassis space, effectively improving the space utilization rate of the chassis assembly.

[0006] According to one embodiment of this application, a chassis assembly for a vehicle includes a superstructure comprising: a first pumping section connected to a first output end, the first pumping section being provided with a hydraulic circuit, and the first pumping section outputting through the hydraulic circuit.

[0007] According to one embodiment of the present application, a chassis assembly for a vehicle further includes: a lifting assembly movably disposed on the chassis body or the vehicle body; a hydraulic oil tank connected to the hydraulic oil circuit, wherein a first reservoir is formed within the hydraulic oil tank; the hydraulic oil circuit includes: a first circulation loop, wherein the hydraulic oil tank, the first pumping unit, and a control device are disposed on the first circulation loop; and a second circulation loop, wherein the hydraulic oil tank, the first pumping unit, the lifting assembly, and the control device are disposed on the second circulation loop; wherein the control device can selectively control the connection of the first circulation loop or the connection of the second circulation loop.

[0008] According to one embodiment of this application, a chassis assembly for a vehicle includes a hydraulic tank having a first inlet, a second inlet, and a first outlet. The first inlet is connected to the lifting assembly, the second inlet is connected to the control device, and the first outlet is connected to the first pumping unit. The control device has a second outlet, a third outlet, and a third inlet. The second outlet is connected to the lifting assembly, the third outlet is connected to the hydraulic tank, and the third inlet is connected to the first pumping unit. The control device can selectively control the opening and closing of the second outlet and the third outlet.

[0009] According to one embodiment of this application, a chassis assembly for a vehicle includes a steering unit comprising: a second pumping unit connected to a second output end; and a hydraulic steering gear connected to the second pumping unit via a steering circuit. The hydraulic steering gear has a mating portion that engages with a steering wheel. A cavity is formed within the steering gear, and the mating portion divides the cavity into a first cavity and a second cavity. The mating portion can selectively adjust the pressure between the first cavity and the second cavity to assist vehicle steering.

[0010] According to one embodiment of the present application, the chassis assembly for a vehicle further includes a steering unit: a steering oil tank disposed on and in communication with the steering circuit, wherein a second reservoir is formed within the steering oil tank.

[0011] According to one embodiment of this application, a chassis assembly for a vehicle includes a battery disposed on the chassis body and connected to the drive unit.

[0012] According to one embodiment of the present application, a chassis assembly for a vehicle includes a conversion unit disposed between the battery and the drive unit, the conversion unit being adapted to convert the direct current generated by the battery into alternating current for driving the drive unit.

[0013] According to one embodiment of the present application, a chassis assembly for a vehicle includes a drive unit configured as a bidirectional motor, wherein a first output terminal and a second output terminal are formed on the bidirectional motor, and wherein the first output terminal and the second output terminal each output independently.

[0014] The vehicle according to an embodiment of this application is briefly described below.

[0015] The vehicle according to the embodiments of this application includes the chassis component of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the chassis component of any of the above embodiments, the vehicle according to this application has improved space utilization of the chassis component, which is conducive to arranging more other key components in the limited chassis space, improving the overall integration of the vehicle, and creating potential conditions for expanding the interior passenger space or cargo space, thus enhancing the flexibility of vehicle space use; reducing the number of components such as drive motors directly reduces the hardware procurement cost of the vehicle. At the same time, the reduction in wiring, installation and subsequent maintenance work due to component simplification further reduces the manufacturing and maintenance costs of the vehicle, improving the economic benefits of the vehicle throughout its entire life cycle.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a structural schematic diagram of a vehicle according to an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of the principle structure of a chassis assembly for a vehicle according to an embodiment of this application;

[0020] Figure 3 yes Figure 2 A schematic diagram of the enlarged principle structure of the upper and middle mounting sections;

[0021] Figure 4 yes Figure 2 A schematic diagram of the enlarged principle structure of the central steering section.

[0022] Figure label:

[0023] 100. Chassis components;

[0024] 1. Drive unit;

[0025] 11. First output terminal; 12. Second output terminal;

[0026] 2. Upper part;

[0027] 21. First pumping unit; 22. Hydraulic circuit;

[0028] 23. Hydraulic oil tank; 231. First inlet; 232. Second inlet; 233. First outlet;

[0029] 24. Control device; 241. Second outlet; 242. Third outlet; 243. Third inlet;

[0030] 3. Steering section;

[0031] 31. Second pumping unit; 32. Hydraulic steering gear; 33. Steering oil tank; 34. Steering circuit;

[0032] 4. Battery;

[0033] 5. Conversion unit;

[0034] 6. Drive motor; 61. Wheels; 62. Reducer; 63. Differential;

[0035] 7. Vehicle control unit. Detailed Implementation

[0036] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0037] The following is for reference. Figures 1-4 This application describes a chassis assembly 100 for a vehicle according to an embodiment of the present application.

[0038] According to an embodiment of this application, a chassis assembly 100 for a vehicle includes a chassis body, a drive unit 1, a superstructure 2, and a steering unit 3. The drive unit 1 is disposed on the chassis body and has a first output terminal 11 and a second output terminal 12. The superstructure 2 is disposed on the chassis body and connected to the first output terminal 11. The steering unit 3 is disposed on the chassis body and connected to the second output terminal 12. The steering unit 3 controls the vehicle steering under the action of power output from the second output terminal 12.

[0039] In related technologies, electric engineering vehicles need to be equipped with a superstructure lifting device for high-altitude operations. This requires the addition of a separate drive motor, superstructure oil pump, and corresponding control unit to drive the superstructure lifting device. The chassis of the engineering vehicle needs to be redesigned or modified on the existing vehicle chassis without affecting the original power steering and other functions. In conventional modifications, multiple drive devices are often used to drive the steering oil pump and the superstructure oil pump separately, which results in low space utilization.

[0040] According to an embodiment of this application, a chassis assembly 100 for a vehicle has a drive unit 1 with a first output terminal 11 and a second output terminal 12. From a functional connection perspective, the first output terminal 11 is connected to the superstructure 2, thereby driving the lifting assembly on the vehicle. The second output terminal 12 is connected to the steering unit 3, which controls the vehicle's steering under the power output from the second output terminal 12. Meanwhile, conventional structures use multiple drive units to drive the steering pump and the superstructure pump respectively, meaning that multiple drive units on the chassis each occupy a certain space, and each drive unit requires a corresponding mounting structure, wiring channel, and heat dissipation area. In this embodiment, however, a single drive unit 1 simultaneously handles the driving functions of multiple drive units. The task is to reduce the space occupied by the drive unit. The space saved by the drive unit provides conditions for the overall space optimization of the chassis. Secondly, since the number of drive units is reduced, the space requirements for supporting facilities such as the cable tray space required for the corresponding wiring of the drive unit and the ventilation space required for heat dissipation are also reduced, further optimizing the chassis space. Since in this embodiment, the drive unit 1 is only connected to the upper body 2 and the steering unit 3, the connection structure between multiple drive units 1 and upper body 2 and steering unit 3 is also simplified, reducing the transition space and installation structure space required at the connection points, optimizing the spatial layout on the chassis body, so that the chassis components 100 can be more rationally distributed in the limited chassis space, effectively improving the space utilization rate of the chassis components 100.

[0041] According to one embodiment of this application, a chassis assembly 100 for a vehicle includes an upper body 2 comprising a first pumping section 21 connected to a first output end 11, the first pumping section 21 being provided with a hydraulic oil passage 22, and the first pumping section 21 outputting through the hydraulic oil passage 22.

[0042] The first pumping unit 21 is connected to the first output end 11, which allows the power output by the drive unit 1 to be directly transmitted to the first pumping unit 21. Because the complex intermediate power conversion links are reduced, the energy loss during power transmission is effectively reduced. At the same time, this direct connection helps to achieve more precise control of the first pumping unit 21. The drive unit 1 can quickly and accurately adjust the power parameters output to the first pumping unit 21 according to the actual operation of the vehicle, such as the required lifting height and speed of the lifting component. After receiving precise power input, the first pumping unit 21 can more accurately control the hydraulic oil in the hydraulic circuit 22. The first pumping unit 21 can be connected to the lifting component through the hydraulic circuit 22. The first pumping unit 21 controls the hydraulic oil in the hydraulic circuit 22 to drive the operation of the lifting component.

[0043] According to one embodiment of this application, a chassis assembly 100 for a vehicle includes an upper body 2 further comprising a lifting assembly and a hydraulic oil tank 23. The lifting assembly is movably mounted on the chassis body or the vehicle body. The hydraulic oil tank 23 is connected to a hydraulic oil circuit 22, and a first reservoir is formed within the hydraulic oil tank 23. The hydraulic oil circuit 22 includes a first circulation loop and a second circulation loop. The first circulation loop is provided with the hydraulic oil tank 23, a first pumping unit 21, and a control device 24. The second circulation loop is provided with the hydraulic oil tank 23, the first pumping unit 21, the lifting assembly, and the control device 24. The control device 24 can selectively control the connection of the first circulation loop or the connection of the second circulation loop.

[0044] The hydraulic oil tank 23 has a first reservoir for storing hydraulic oil and is connected to the hydraulic oil circuit 22, providing a stable oil supply foundation for the entire hydraulic system. The first circulation loop includes the hydraulic oil tank 23, the first pumping unit 21, and the control device 24. The second circulation loop is further connected to the lifting assembly. The control device 24 can selectively control the connection of the first or second circulation loop. When the vehicle is in the initial stage of startup or in a low-temperature environment, the control device 24 selects to connect the first circulation loop. At this time, the hydraulic oil circulates only between the hydraulic oil tank 23, the first pumping unit 21, and the control device 24. During this circulation process, when the first pumping unit 21 works, it does work on the hydraulic oil, converting mechanical energy into heat energy, thereby preheating the hydraulic oil. The preheated hydraulic oil has lower viscosity and enhanced fluidity. When the second circulation loop is connected for subsequent upper-mounting operations, it can effectively reduce the internal frictional resistance of the system, reduce the wear of various components, extend the service life of the system, and improve the system response speed and working efficiency, making the operation of the lifting assembly smoother.

[0045] When the vehicle needs to be lifted, the control device 24 connects the second circulation loop. At this time, hydraulic oil starts from the hydraulic oil tank 23, gets power through the first pumping unit 21, and then flows to the lifting component to drive it to complete the lifting action. Afterwards, it flows back to the hydraulic oil tank 23 through the control device 24, forming a complete cycle. In this process, the lifting component is included in the cycle and realizes its expected function. The circulation loop is switched as needed according to different working conditions of the vehicle, improving the flexibility and adaptability of the lifting device. The control device 24 can accurately allocate resources, avoid unnecessary energy consumption and component wear, and improve the working efficiency and performance of the vehicle.

[0046] According to one embodiment of this application, a chassis assembly 100 for a vehicle has a hydraulic oil tank 23 with a first inlet 231, a second inlet 232, and a first outlet 233. The first inlet 231 is connected to a lifting assembly, the second inlet 232 is connected to a control device 24, and the first outlet 233 is connected to a first pumping unit 21. The control device 24 has a second outlet 241, a third outlet 242, and a third inlet 243. The second outlet 241 is connected to the lifting assembly, the third outlet 242 is connected to the hydraulic oil tank 23, and the third inlet 243 is connected to the first pumping unit 21. The control device 24 can selectively control the opening and closing of the second outlet 241 and the third outlet 242.

[0047] Understandably, when the control device 24 controls the opening of the third outlet 242 and the closing of the second outlet 241, the first circulation loop is connected. Hydraulic oil flows out from the first outlet 233 of the hydraulic oil tank 23, then enters the first pumping section 21, where it is pressurized and, after gaining sufficient power, enters the control device 24 through the third inlet 243. Subsequently, it flows out from the third outlet 242 and returns to the hydraulic oil tank 23. During this process, the first pumping section 21 performs work on the hydraulic oil, effectively preheating it. When the control device 24 controls the opening of the second outlet 241 and the closing of the third outlet 242, the second circulation loop is connected. Hydraulic oil flows out from the first outlet 233 of the hydraulic oil tank 23, is pressurized by the first pumping section 21, enters the control device 24 through the third inlet 243, and then flows out from the second outlet 241, smoothly flowing to the lifting assembly for loading operations. The hydraulic oil that has completed its work flows back from the lifting assembly through the first inlet 231 to the hydraulic oil tank 23, achieving efficient and stable operation.

[0048] According to one embodiment of this application, a chassis assembly 100 for a vehicle includes a steering unit 3 comprising a second pumping unit 31 and a hydraulic steering gear 32. The second pumping unit 31 is connected to a second output terminal 12. The hydraulic steering gear 32 is connected to the second pumping unit 31 via a steering circuit 34. A mating portion for cooperating with a steering wheel is formed on the hydraulic steering gear 32. A cavity is formed inside the steering gear. The mating portion divides the cavity into a first cavity and a second cavity. The mating portion can selectively adjust the pressure between the first cavity and the second cavity to assist vehicle steering.

[0049] The second pumping unit 31 is directly connected to the second output end 12 of the drive unit 1, which allows the power output by the drive unit 1 to be efficiently and stably transmitted to the second pumping unit 31. The hydraulic steering unit 32 is connected to the second pumping unit 31 through the steering circuit 34, and a mating part that cooperates with the steering wheel is formed on the hydraulic steering unit 32. This mating part divides the cavity inside the steering unit into a first cavity and a second cavity. When the driver turns the steering wheel, it drives the mating part to move. The mating part can adjust the pressure difference between the first cavity and the second cavity according to the rotation angle of the steering wheel. When the vehicle needs to turn at a small angle, the mating part creates a small pressure difference between the first cavity and the second cavity, and the flow rate and flow of hydraulic oil in the steering circuit 34 are relatively small, thereby helping the vehicle to achieve a smooth small-angle turn. When the vehicle needs to turn at a large angle, the mating part increases the pressure difference between the first cavity and the second cavity, causing more hydraulic oil to flow quickly through the steering circuit 34, thus helping the vehicle to complete a larger angle turn.

[0050] According to one embodiment of the present application, the chassis assembly 100 for a vehicle includes a steering unit 3, which is disposed on and communicates with the steering circuit 34, and a second reservoir is formed inside the steering oil tank 33.

[0051] The steering oil tank 33 continuously and stably supplies hydraulic oil to the steering circuit 34. During vehicle steering, the hydraulic oil continuously circulates in the steering circuit 34 to achieve the power steering function. The presence of the steering oil tank 33 ensures that there is sufficient hydraulic oil reserve to meet the needs of frequent vehicle steering operations. The steering oil tank 33 can ensure that the steering circuit 34 has sufficient hydraulic oil supply to maintain the normal operation of the steering system and avoid problems such as steering failure or steering difficulty due to insufficient hydraulic oil.

[0052] According to one embodiment of this application, a chassis assembly 100 for a vehicle includes a battery 4 disposed on the chassis body and connected to a drive unit 1.

[0053] Battery 4 provides stable and continuous electrical energy to drive unit 1. The power supply of battery 4 makes power transmission more direct, reduces the energy loss caused by engine combustion and complex mechanical transmission, and greatly improves energy utilization efficiency. During vehicle operation, battery 4 can adjust the output power according to the real-time needs of drive unit 1 to ensure that drive unit 1 can obtain stable and suitable power under different working conditions, whether the vehicle is starting, driving at low speed or when the superstructure is working, thus ensuring the stability and efficiency of the vehicle.

[0054] According to one embodiment of the present application, a chassis assembly 100 for a vehicle has a conversion unit 5 provided between a battery 4 and a drive unit 1. The conversion unit 5 is adapted to convert the direct current generated by the battery 4 into alternating current to drive the drive unit 1.

[0055] Most vehicles use an AC motor for their drive unit 1. AC motors have good speed regulation performance, high power density, and reliable operating characteristics. However, the battery 4 outputs DC power. At this time, the conversion unit 5 can convert the DC power into AC power suitable for the operation of the drive unit 1, ensuring that the drive unit 1 receives a matching power supply, thereby operating stably and efficiently. Through the conversion unit 5, the drive unit 1 can flexibly adjust the speed and torque according to different driving conditions of the vehicle. During the vehicle start-up phase, the conversion unit 5 works with the drive unit 1 to enable the motor to quickly output high torque, achieving a smooth start for the vehicle. When driving at high speed, the AC frequency is adjusted to keep the motor running efficiently, ensuring the vehicle's power performance while improving energy utilization efficiency.

[0056] According to one embodiment of this application, a chassis assembly 100 for a vehicle has a drive unit 1 configured as a bidirectional motor, on which a first output terminal 11 and a second output terminal 12 are formed, wherein the first output terminal 11 and the second output terminal 12 are both output independently.

[0057] It should be noted that independent output can be understood as the second output terminal 12 not outputting when the first output terminal 11 is outputting, and the first output terminal 11 not outputting when the second output terminal 12 is outputting.

[0058] Understandably, during the high-altitude loading and unloading phase, the vehicle's primary task is to use the lifting assembly driven by the loading section 2 to lift heavy objects. Since the first output end 11 independently outputs power, all the power resources of the bidirectional motor can be concentrated on the loading and unloading operation. This means that the first output end 11 can make targeted power adjustments based on the complex needs of the loading and unloading operation, such as precisely controlling the lifting speed and maintaining a specific lifting force. Because there is no power interference from the second output end 12, the first output end 11 can maximize the performance of the bidirectional motor, ensuring that the loading and unloading operation is carried out efficiently and stably. When the vehicle completes the loading and unloading operation and enters the driving state, requiring frequent turning, the second output end 12 starts working and the first output end 11 stops. At this time, all the power of the bidirectional motor is focused on the steering section 3. The second output end 12 can adjust the output power according to real-time road condition information such as changes in steering angle and driving speed during the vehicle's driving process, thereby realizing vehicle steering control and providing strong protection for safe driving.

[0059] In some embodiments of this application, a vehicle drive motor 6 is also included. The vehicle drive motor 6 is connected to a conversion unit 5 and is connected to at least one set of oppositely arranged wheels 61. A differential 63 and a reducer 62 are provided between the oppositely arranged vehicles. The conversion unit 5 can accurately convert the DC power output from the battery 4 into AC power suitable for the operation of the vehicle drive motor 6. This conversion process ensures that the vehicle drive motor 6 can obtain a stable and matched power supply, thereby operating efficiently. The direct connection between the vehicle drive motor 6 and the wheels 61 establishes the power transmission path for vehicle travel. The differential 63 is provided between the oppositely arranged vehicles. The differential 63 can automatically adjust the speed of the left and right wheels 61, so that the speed of the outer wheel 61 is higher than that of the inner wheel 61, ensuring that the wheels 61 can roll purely during turning and avoiding sliding friction. The reducer 62 is located between the vehicle drive motor 6 and the wheels 61, and one of its main functions is to adjust the speed. The vehicle drive motor 6 usually operates at high speed to output greater power, while the wheels 61 need to drive the vehicle with appropriate torque at relatively lower speeds. The reducer 62 reduces the high speed of the motor output by setting the gear ratio, while increasing the torque, so that the vehicle can drive at a stable and appropriate speed under different loads and road conditions, and has enough power to climb hills or overcome resistance.

[0060] In other embodiments of this application, a vehicle control unit 7 is also included. The vehicle control unit 7 is communicatively connected to the control device 24, the driving motor 6, and the drive unit 1. The vehicle control unit 7 serves as a communication hub, greatly facilitating subsequent functional upgrades and optimizations of the vehicle. When new functions need to be added or existing functions need to be improved, coordinated optimization of the control device 24, the driving motor 6, and the drive unit 1 can be achieved simply by upgrading the software or adjusting the control strategy of the vehicle control unit 7.

[0061] The vehicle according to an embodiment of this application is briefly described below.

[0062] The vehicle according to the embodiments of this application includes the chassis component 100 of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the chassis component 100 of any of the above embodiments, the vehicle according to this application has improved space utilization due to the improved space utilization of the chassis component 100. This facilitates the arrangement of more other key components within the limited chassis space, improves the overall integration of the vehicle, and creates potential conditions for the expansion of the in-vehicle passenger space or cargo space, thereby enhancing the flexibility of vehicle space utilization. The reduction in the number of components such as drive motors directly reduces the hardware procurement cost of the vehicle. At the same time, the reduction in wiring, installation, and subsequent maintenance work due to component simplification further reduces the manufacturing and maintenance costs of the vehicle, thereby improving the economic benefits throughout the vehicle's life cycle.

[0063] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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 application.

[0064] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0065] In the description of this application, "multiple" means two or more.

[0066] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0067] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0068] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0069] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A chassis assembly for a vehicle, characterized in that, include: Chassis body; A drive unit (1) is disposed on the chassis body, and a first output terminal (11) and a second output terminal (12) are formed on the drive unit (1); Upper part (2), the upper part (2) is disposed on the chassis body and connected to the first output end (11); Steering unit (3) is disposed on the chassis body and connected to the second output end (12). The steering unit (3) controls the vehicle steering under the action of the power output from the second output end (12).

2. The chassis assembly for a vehicle according to claim 1, characterized in that, The upper part (2) includes: The first pumping unit (21) is connected to the first output end (11). The first pumping unit (21) is provided with a hydraulic oil circuit (22), and the first pumping unit (21) outputs through the hydraulic oil circuit (22).

3. The chassis assembly for a vehicle according to claim 2, characterized in that, The upper part (2) also includes: A lifting assembly, which is movably mounted on the chassis body or the vehicle body; A hydraulic oil tank (23) is connected to the hydraulic oil circuit (22), and a first liquid storage chamber is formed inside the hydraulic oil tank (23); The hydraulic circuit (22) includes: The first circulation loop is provided with the hydraulic oil tank (23), the first pumping unit (21) and the control device (24); The second circulation loop is provided with the hydraulic oil tank (23), the first pumping unit (21), the lifting assembly, and the control device (24); wherein, The control device (24) can selectively control the connection of the first loop or the connection of the second loop.

4. The chassis assembly for a vehicle according to claim 3, characterized in that, The hydraulic oil tank (23) has a first inlet (231), a second inlet (232) and a first outlet (233). The first inlet (231) is connected to the lifting assembly, the second inlet (232) is connected to the control device (24), and the first outlet (233) is connected to the first pumping unit (21). The control device (24) has a second outlet (241), a third outlet (242), and a third inlet (243); the second outlet (241) is connected to the lifting assembly, the third outlet (242) is connected to the hydraulic oil tank (23), and the third inlet (243) is connected to the first pumping unit (21); wherein, The control device (24) can selectively control the opening and closing of the second outlet (241) and the third outlet (242).

5. The chassis assembly for a vehicle according to claim 1, characterized in that, The steering unit (3) includes: The second pumping unit (31) is connected to the second output terminal (12); A hydraulic steering gear (32) is connected to the second pumping unit (31) via a steering circuit (34). The hydraulic steering gear (32) has a mating part that cooperates with the steering wheel. A cavity is formed inside the steering gear. The mating part divides the cavity into a first cavity and a second cavity. The mating part can selectively adjust the pressure between the first cavity and the second cavity to assist vehicle steering.

6. The chassis assembly for a vehicle according to claim 5, characterized in that, The steering unit (3) also includes: Steering oil tank (33) is provided on the steering circuit (34) and is connected to the steering circuit (34). A second reservoir is formed inside the steering oil tank (33).

7. The chassis assembly for a vehicle according to claim 1, characterized in that, Also includes: Battery (4), which is disposed on the chassis body, and is connected to the drive unit (1).

8. The chassis assembly for a vehicle according to claim 7, characterized in that, A conversion unit (5) is provided between the battery (4) and the drive unit (1), and the conversion unit (5) is adapted to convert the direct current generated by the battery (4) into alternating current to drive the drive unit (1) to operate.

9. The chassis assembly according to any one of claims 1-8, characterized in that, The drive unit (1) is constructed as a bidirectional motor, on which a first output terminal (11) and a second output terminal (12) are formed, wherein The first output terminal (11) and the second output terminal (12) are both output independently.

10. A vehicle, characterized in that, Includes the chassis assembly (100) as described in any one of claims 1-9.

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