Vehicle chassis and a sanitation vehicle

Abstract

The application provides a vehicle chassis and a sanitation vehicle, and relates to the technical field of vehicle chassis.The vehicle chassis comprises a cab, a power battery, a frame, a power assembly and a cooling system.The cooling system comprises an upper-mounted motor cooling interface, a cooling kettle, a radiator and a chassis motor cooling system.The power assembly comprises a chassis motor, and the chassis motor is electrically connected to the power battery.The upper-mounted motor cooling interface and the chassis motor cooling system are both connected to the radiator, and the radiator is further connected to the cooling kettle.The frame further has a reserved upper-mounted space, and the reserved upper-mounted space is used for mounting an upper-mounted motor.The upper-mounted motor cooling interface is used for connecting the upper-mounted motor to cool the upper-mounted motor.The chassis motor cooling system is connected to the chassis motor to cool the chassis motor.The application reserves a standardized upper-mounted motor cooling interface, and reserves space for mounting a work device, thereby solving the problems of high adaptation cost, low cooling reliability and poor universality of traditional vehicle chassis upper mounting.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and in particular to a vehicle chassis and a sanitation vehicle. Background Technology

[0002] New energy sanitation vehicles, as core equipment for urban cleaning, are gradually replacing traditional fuel vehicles. Their chassis need to be compatible with various operating devices such as sweeping motors, fans, and hydraulic pumps, and the cooling system is the key to ensuring the reliable operation of these operating devices.

[0003] The existing chassis of new energy sanitation vehicles are not designed with a standardized cooling interface for the superstructure motor. This means that when different operating devices are adapted, the cooling system needs to be customized and modified, and additional cooling pipes and related components need to be added. This not only prolongs the development cycle and increases costs, but also causes coolant leakage, poor pipe matching and other failures due to the compatibility issues of non-standard interfaces, which seriously reduces the reliability of new energy sanitation vehicles. Utility Model Content

[0004] The purpose of this application is to provide a vehicle chassis and sanitation vehicle to solve the technical problem in the prior art that the lack of a standardized upper structure motor cooling interface leads to the need for customized modification of the cooling system and increased costs when adapting different operating devices.

[0005] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, embodiments of this application provide a vehicle chassis, including: a cab, a power battery, a frame, a powertrain, and a cooling system; wherein, the cooling system includes: a superstructure motor cooling interface, a cooling tank, a radiator, and a chassis motor cooling system; The cab is mounted on the front of the vehicle frame, and the power battery is located on the rear of the cab on the vehicle frame. The powertrain includes a chassis motor located on the inner side of the vehicle frame behind the power battery, and the chassis motor is electrically connected to the power battery. The upper motor cooling interface is located on the inner side of the vehicle frame below the power battery. The radiator is located at the bottom of the cab. The cooling tank is located on the frame of the power battery near the top. The upper motor cooling interface and the chassis motor cooling system are both connected to the radiator. The radiator is also connected to the cooling tank. The vehicle frame also has a reserved space for the superstructure, which is used to install the superstructure motor. The superstructure motor cooling interface is used to connect to the superstructure motor to cool it. The chassis motor cooling system is connected to the chassis motor to cool it.

[0006] Optionally, the chassis motor cooling system includes: a chassis electronic water pump, which is located at the bottom of the cab, with its inlet connected to the outlet of the radiator, its outlet connected to the cooling inlet of the chassis motor, and its cooling outlet also connected to the inlet of the radiator, for cooling the chassis motor.

[0007] Optionally, the chassis motor cooling system further includes: a chassis controller, wherein the outlet of the chassis electronic water pump is connected to the cooling inlet of the chassis controller, and the cooling outlet of the chassis controller is connected to the cooling inlet of the chassis motor; The chassis controller is also electrically connected to a first temperature sensor, a second temperature sensor, and a third temperature sensor built into the chassis motor. The first temperature sensor, the second temperature sensor, and the third temperature sensor are respectively a temperature sensor built into the cooling inlet of the chassis motor, a temperature sensor built into the cooling outlet of the chassis motor, and a temperature sensor at the position of the motor winding, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the chassis motor, respectively. The chassis controller is also electrically connected to the control terminal of the chassis electronic water pump.

[0008] Optionally, the cooling system further includes: an upper-mounted electronic water pump, the upper-mounted electronic water pump being disposed at the bottom of the cab, the inlet of the upper-mounted electronic water pump being connected to the outlet of the radiator, the outlet of the upper-mounted electronic water pump being connected to the inlet of the upper-mounted motor cooling interface, and the outlet of the upper-mounted motor cooling interface being connected to the inlet of the radiator.

[0009] Optionally, the cooling system further includes: a first pressure regulating valve and a second pressure regulating valve; the first pressure regulating valve is connected between the outlet of the superstructure electric water pump and the inlet of the superstructure motor cooling interface; the first pressure regulating valve is connected between the outlet of the superstructure motor cooling interface and the inlet of the radiator.

[0010] Optionally, if the reserved upper structure space contains: the upper structure motor, the water inlet of the upper structure motor cooling interface is connected to the cooling inlet of the upper structure motor, and the cooling outlet of the upper structure motor is also connected to the water inlet of the upper structure motor cooling interface, so as to cool the upper structure motor; The superstructure motor is also connected to the power battery, and the superstructure motor is used to provide power to the working device on the frame.

[0011] Optionally, the reserved upper structure space also includes: an upper structure controller; the water inlet of the upper structure motor cooling interface is connected to the cooling inlet of the upper structure controller, and the cooling outlet of the upper structure controller is connected to the cooling inlet of the upper structure motor; The superstructure controller is also electrically connected to a fourth temperature sensor, a fifth temperature sensor, and a sixth temperature sensor built into the superstructure motor. The fourth temperature sensor, the fifth temperature sensor, and the sixth temperature sensor are respectively a temperature sensor built into the cooling inlet of the superstructure motor, a temperature sensor built into the cooling outlet of the superstructure motor, and a temperature sensor at the location of the motor windings, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the superstructure motor, respectively. The superstructure controller is also electrically connected to the control terminal of the superstructure electronic water pump.

[0012] Optionally, the powertrain further includes: a chassis transmission connected to the chassis motor, and the chassis transmission connected to the drive axle on the frame via a drive shaft.

[0013] Optionally, the cooling tank is connected to the radiator via a coolant supply line.

[0014] Secondly, embodiments of this application provide a sanitation vehicle, which includes at least: a vehicle chassis as described in any of the first aspects above, and a working device mounted on the frame of the vehicle chassis.

[0015] This application provides a vehicle chassis and sanitation vehicle, relating to the field of vehicle chassis technology. The vehicle chassis can be composed of a cab, a power battery, a frame, a powertrain, and a cooling system. The cooling system can consist of a motor cooling interface, a coolant reservoir, a radiator, and a chassis motor cooling system. The cab is mounted on the front upper part of the frame, and the power battery is located on the rear of the cab on the frame. The powertrain includes a chassis motor, which is located on the inner side of the frame behind the power battery and is electrically connected to the power battery. The upper-body motor cooling interface is located on the inner side of the frame below the power battery. The radiator is located at the bottom of the cab to utilize airflow for cooling. The coolant reservoir is located on the frame of the power battery near the top to utilize gravity for natural coolant replenishment, reducing the need for manual maintenance. The upper-body motor… Both the cooling interface and the chassis motor cooling system are connected to a radiator to ensure cooling effectiveness through unified heat dissipation and avoid inefficiencies caused by dispersed heat dissipation. The radiator is also connected to a coolant reservoir. The frame has reserved space for the superstructure, which is used to install the superstructure motor. The superstructure motor cooling interface is used to connect to the superstructure motor for cooling. This avoids the need for customized modifications to the operating equipment due to the lack of reserved interfaces in traditional chassis, reducing development cycles and manufacturing costs, broadening the needs of different sanitation operation scenarios, and improving the applicability of the vehicle chassis structure. At the same time, the standardization of the superstructure motor cooling interface reduces the risk of malfunctions such as coolant leakage and poor pipe matching caused by non-standard connections, improving the reliability of sanitation vehicles. The chassis motor cooling system is connected to the chassis motor for cooling. Therefore, this application rationally arranges the power battery, chassis motor, cooling system, etc., along the vehicle frame in the order of cab, power battery, powertrain, and reserved superstructure space. This balances the overall vehicle weight, makes compact use of space, avoids component interference, and reserves sufficient space for the installation of operating devices. It effectively solves the problems of high superstructure adaptation cost, low cooling reliability, and poor versatility of traditional new energy sanitation chassis, and provides technical support for the efficient research and development and operation of new energy sanitation vehicles. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 1 ; Figure 2 This is a schematic diagram of a cooling system provided in an embodiment of this application; Figure 3 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 2 ; Figure 4 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 3 ; Figure 5 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 4 ; Figure 6 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 5 ; Figure 7 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 6 ; Figure 8 This is a structural schematic diagram of a sanitation vehicle provided in an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0019] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0020] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the utility model product is in use. They are used only for the convenience of describing this application and for 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. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance. In addition, the terms "horizontal," "vertical," and "suspended," etc., do not indicate that the component is required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0021] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0022] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0023] To better understand the various solutions provided in the embodiments of this application, the vehicle chassis and sanitation vehicles provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0024] Figure 1 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 1 .like Figure 1 As shown, the vehicle chassis 100 includes: a cab 101, a power battery 102, a frame 103, a powertrain 110, and a cooling system 120.

[0025] The vehicle chassis 100 is based on the frame 103 as the supporting frame, and the cab 101 is installed on the front of the frame 103 to provide the driver with an operating space; the power battery 102 is located on the rear of the cab 101 on the frame 103 to provide a power source for the sanitation vehicle.

[0026] The powertrain 110 includes: chassis motor 111.

[0027] The chassis motor 111 is located on the inner side of the frame 103 at the rear of the power battery 102, close to the power transmission end such as the drive axle (such as the front axle and / or the rear axle) to shorten the power transmission path; the chassis motor 111 is electrically connected to the power battery 102 to supply power to the chassis motor 111.

[0028] Optionally, Figure 2 This is a schematic diagram of a cooling system provided in an embodiment of this application. Figure 2 As shown, the cooling system 120 includes: a superstructure motor cooling interface 121, a cooling tank 122, a radiator 123, and a chassis motor cooling system 124.

[0029] The radiator 123 is located at the bottom of the cab 101 to enhance heat dissipation efficiency by utilizing the airflow of the vehicle. The coolant reservoir 122 serves as the inlet for adding coolant. It is located on the frame of the power battery 102 near the top to allow for natural replenishment of coolant by utilizing the elevation difference, thus ensuring a stable amount of coolant.

[0030] Figure 3 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 2 .like Figure 3 As shown, the upper motor cooling interface 121 can be set in the lower part of the inner side of the frame 103; the upper motor cooling interface 121 is located in the inner side of the frame 103 below the power battery 102, and the frame 103 also has a reserved upper space 104, which is used to install the upper motor 105, so as to facilitate the installation of the upper motor 105 in the reserved upper space 104.

[0031] Both the upper motor cooling interface 121 and the chassis motor cooling system 124 are connected to the radiator 123, which is also connected to the cooling tank 122. The upper motor cooling interface 121 is used to connect to the upper motor 105 for cooling. The chassis motor cooling system 124 is connected to the chassis motor 111 for cooling. In other words, the upper motor cooling interface 121 and the chassis motor cooling system 124 share the radiator 123, forming a cooling architecture with a shared radiator 123 and an independent circuit.

[0032] The vehicle chassis provided in this application can be composed of a cab, a power battery, a frame, a powertrain, and a cooling system. The cooling system can consist of a motor cooling interface, a coolant reservoir, a radiator, and a chassis motor cooling system. The cab is mounted on the front upper part of the frame, and the power battery is located on the rear of the cab on the frame. The powertrain includes a chassis motor, which is located on the inner side of the frame behind the power battery and is electrically connected to the power battery. The upper-body motor cooling interface is located on the inner side of the frame below the power battery, and the radiator is located at the bottom of the cab to utilize airflow for cooling. The coolant reservoir is located on the frame of the power battery near the top to utilize gravity for natural coolant replenishment, reducing the need for manual maintenance. The upper-body motor cooling interface and the chassis motor cooling system... The entire system is connected to a radiator to ensure cooling efficiency through unified heat dissipation, avoiding inefficiencies caused by dispersed heat dissipation. The radiator is also connected to a coolant reservoir. The chassis has reserved space for the superstructure, which is used to install the superstructure motor. The superstructure motor cooling interface is used to connect to and cool the superstructure motor, avoiding the need for customized modifications to the working device due to the lack of reserved interfaces in traditional chassis. This reduces development cycle and manufacturing costs, broadens the needs of different sanitation operation scenarios, and improves the applicability of the vehicle chassis structure. At the same time, the standardization of the superstructure motor cooling interface reduces the risk of failures such as coolant leakage and poor pipe matching caused by non-standard connections, improving the reliability of sanitation vehicles. The chassis motor cooling system is connected to the chassis motor to cool it. Therefore, this application rationally arranges the power battery, chassis motor, cooling system, etc., along the vehicle frame in the order of cab, power battery, powertrain, and reserved superstructure space. This balances the overall vehicle weight, makes compact use of space, avoids component interference, and reserves sufficient space for the installation of operating devices. It effectively solves the problems of high superstructure adaptation cost, low cooling reliability, and poor versatility of traditional new energy sanitation chassis, and provides technical support for the efficient research and development and operation of new energy sanitation vehicles.

[0033] Optionally, Figure 4 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 3 .like Figure 4 As shown, the upper motor cooling interface 121 can be located on the upper part of the inner side of the frame 103; the chassis motor cooling system 124 includes: chassis electronic water pump 125.

[0034] Among them, such as Figure 4 As shown, the radiator 123 and the chassis electronic water pump 125 are both located at the bottom and front of the cab 101, so that the radiator 123 can come into contact with more air during vehicle operation and achieve better heat dissipation.

[0035] Continue to refer to Figure 2The inlet of the chassis electronic water pump 125 is connected to the outlet of the radiator 123, and the outlet of the chassis electronic water pump 125 is connected to the cooling inlet of the chassis motor 111. The cooling outlet of the chassis motor 111 is also connected to the inlet of the radiator 123 to cool the chassis motor 111. This compact layout of the chassis electronic water pump 125, radiator 123, and chassis motor 111 shortens the length of the cooling pipes, reduces pressure loss and heat dissipation of the coolant during transportation, and improves energy utilization efficiency. At the same time, the compact layout avoids redundant pipes occupying chassis space, reserving more installation space for the working device.

[0036] It should be noted that the coolant flow path of the cooling circuit in the chassis motor cooling system 124 is as follows: radiator 123 (cooled coolant) → inlet of chassis electric water pump 125 → outlet of chassis electric water pump 125 → cooling inlet of chassis motor 111 (flows through the interior of chassis motor 111, absorbing the heat generated during its operation) → cooling outlet of chassis motor 111 → inlet of radiator 123 (high-temperature coolant flows back to radiator 123 for further cooling). This closed-loop design ensures that the coolant continuously circulates within the vehicle chassis, forming a repetitive process of cooling, heat absorption, and further cooling, reducing maintenance costs. Simultaneously, the coolant flows in a closed loop, reducing contact with external impurities, lowering the risk of pipe blockage and corrosion, and improving the reliability of sanitation vehicles.

[0037] The vehicle chassis provided in this application includes a chassis motor cooling system comprised of a chassis electronic water pump. This pump, acting as an active power source, stably drives coolant flow through the chassis motor, forcibly removing heat generated during motor operation and preventing overheating that could lead to decreased efficiency or shortened lifespan. Compared to passive cooling (such as natural convection), this improves the vehicle chassis's heat dissipation efficiency, meeting the continuous high-load operation requirements of the motor under frequent sanitation vehicle operations. The chassis electronic water pump is located at the bottom of the cab. Its inlet connects to the radiator's outlet, and its outlet connects to the chassis motor's cooling inlet. The chassis motor's cooling outlet also connects to the radiator's inlet, all for cooling the chassis motor. Therefore, the chassis motor cooling system of this application, through its circulating cooling circuit and compact layout, ensures both efficient heat dissipation of the chassis motor and maintains both energy efficiency and system reliability, providing a core guarantee for the stable operation of new energy sanitation vehicles.

[0038] Continue to refer to Figure 1 and Figure 2 The chassis motor cooling system 124 also includes a chassis controller 126.

[0039] The outlet of the chassis electronic water pump 125 is connected to the cooling inlet of the chassis controller 126, and the cooling outlet of the chassis controller 126 is connected to the cooling inlet of the chassis motor 111.

[0040] The cooling pipes of the chassis motor cooling system 124 adopt a series layout, with the coolant flowing as follows: outlet of chassis electric water pump 125 → cooling inlet of chassis controller 126 (flowing through the interior of chassis controller 126 to absorb its operating heat) → cooling outlet of chassis controller 126 → cooling inlet of chassis motor 111 (flowing through the interior of chassis motor to absorb the motor's operating heat) → cooling outlet of chassis motor 111 → radiator 123 (circulating after cooling). This path is used to achieve integrated series cooling of chassis controller 126 and chassis motor 111 by the coolant, taking into account the heat dissipation needs of both.

[0041] The chassis controller 126 is also electrically connected to the first temperature sensor 112, the second temperature sensor 113, and the third temperature sensor 114 built into the chassis motor 111. The chassis controller 126 is used to preset the upper and lower limits of the coolant temperature, which may be different from or the same as the preset upper and lower limits of the coolant temperature of the superstructure controller 106.

[0042] The system comprises three temperature sensors: a first temperature sensor 112, built into the cooling inlet of the chassis motor 111, to collect the initial temperature of the coolant entering the chassis motor 111, reflecting the initial cooling capacity of the cooling medium; a second temperature sensor 113, built into the cooling outlet of the chassis motor 111, to collect the temperature of the coolant flowing out of the chassis motor 111, calculating the heat dissipation load of the chassis motor 111 by comparing the temperature with the inlet temperature; and a third temperature sensor 114, built into the motor winding location within the chassis motor 111, to directly monitor the temperature of the core heat-generating component (motor winding) of the chassis motor 111, reflecting the thermal state of the most critical part of the chassis motor 111. The first, second, and third temperature sensors 112, 113, and 114 work together to provide multi-dimensional data on the coolant medium temperature, temperature difference, and the temperature of the core component, the motor winding, avoiding blind spots caused by single temperature sensors, such as the possibility of overlooking localized overheating of the windings if only the medium temperature is monitored. The chassis controller 126 is used to accurately determine the thermal state of the chassis motor 111 through cross-validation of multi-dimensional data, providing a reliable basis for cooling regulation, reducing the risk of overheating caused by misjudgment of temperature, and at the same time, avoiding overheating damage to the chassis motor 111 caused by failure of the chassis motor cooling system 124, extending the service life of the chassis motor 111 and reducing operation and maintenance costs.

[0043] The chassis controller 126 is also electrically connected to the control terminal of the chassis electric water pump 125 to convert the collected temperature data into control signals and dynamically adjust the operating status of the chassis electric water pump 125, such as speed and start / stop. For example, when the winding temperature of the chassis motor 111 is too high or the temperature difference between the inlet and outlet is too large, indicating an increased demand for heat dissipation, the chassis controller 126 increases the speed of the chassis electric water pump 125 to enhance the coolant flow; when the temperature drops to a safe range, the chassis controller 126 reduces the speed or stops the pump to reduce energy consumption.

[0044] It should be noted that the superstructure motor 105 and superstructure controller 126 are not installed when the vehicle chassis 100 leaves the factory. They are installed as needed. During installation, the pipes are connected to the reserved superstructure motor cooling interface 121 to achieve cooling of the superstructure motor. In addition, to facilitate the docking of the superstructure motor 105, the two cooling pipe interfaces of the superstructure motor cooling interface 121 can also be arranged in other positions on the vehicle chassis according to different working devices.

[0045] The vehicle chassis provided in this application includes a chassis motor cooling system comprised of a chassis controller. The outlet of the chassis electronic water pump is connected to the cooling inlet of the chassis controller, and the cooling outlet of the chassis controller is connected to the cooling inlet of the chassis motor. The chassis controller is also electrically connected to a first temperature sensor, a second temperature sensor, and a third temperature sensor built into the chassis motor. These three sensors are respectively located at the cooling inlet, cooling outlet, and motor winding position within the chassis motor, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the chassis motor. The chassis controller is also electrically connected to the control terminal of the chassis electronic water pump. Therefore, the chassis motor cooling system of this application, through the first, second, and third temperature sensors installed inside the chassis motor, ensures efficient heat dissipation for both the chassis motor and the chassis controller, and achieves multiple advantages such as energy saving, reliability, and ease of maintenance, providing technical support for the continuous and stable operation of new energy sanitation vehicles.

[0046] Optionally, continue to refer to Figures 1-4 The cooling system 120 also includes an upper-mounted electric water pump 127.

[0047] The upper-mounted electronic water pump 127 is located at the bottom of the cab 101 and is close to the radiator 123 and the chassis electronic water pump 125, in order to shorten the pipe distance to the core heat dissipation components.

[0048] The inlet of the upper-mounted electronic water pump 127 is connected to the outlet of the radiator 123, the outlet of the upper-mounted electronic water pump 127 is connected to the inlet of the upper-mounted motor cooling interface 121, and the outlet of the upper-mounted motor cooling interface 121 is connected to the inlet of the radiator 123.

[0049] The coolant flow path of the upper cooling circuit is as follows: radiator 123 outlet → upper electronic water pump 125 inlet (receiving low-temperature coolant cooled by radiator 123) → upper electronic water pump 125 outlet → upper motor cooling interface 121 inlet (when connected to the external upper motor 105 via upper motor cooling interface 121, the coolant flows through the interior of the upper motor 105 to absorb heat) → upper motor cooling interface 121 outlet → radiator 123 inlet (high-temperature coolant flows back to radiator 123 for further cooling). This path forms a closed loop from radiator 123, upper electronic water pump 125, upper motor cooling interface 121 back to radiator 123, and is activated only when cooling of the upper motor 105 is required.

[0050] It should be noted that the upper structure motor cooling interface 121, as a standardized docking component, connects its inlet to the outlet of the upper structure electronic water pump 127, and its outlet connects back to the radiator 123. When the upper structure motor 105 is installed in the reserved upper structure space 104, the cooling inlet / outlet of the upper structure motor 105 can be directly docked with the upper structure motor cooling interface 121, so that the coolant can complete the cooling of the upper structure motor 105 through a closed loop. If there is no upper structure motor 105, the upper structure electronic water pump 107 at the upper structure motor cooling interface 121 will stop working, and the above loop will not participate in the circulation. This shows that the upper structure electronic water pump 127 of this application, in conjunction with the standardized upper structure motor cooling interface 121, provides a unified cooling power and docking path for different upper structure motors 105, avoiding the one-to-one customized modification of the working device caused by the lack of a reserved cooling system in the traditional vehicle chassis, reducing the development cycle and manufacturing cost, and reducing the adaptation risk brought by non-standard upper structure motor cooling interfaces.

[0051] In addition, it should be noted that the cooling circuit driven by the superstructure electric water pump 127 is independent of the chassis motor cooling system 124 and is only activated when the superstructure motor 105 is working, thus avoiding mutual interference with the heat dissipation requirements of the chassis motor cooling system 124.

[0052] The vehicle chassis provided in this application can also have a cooling system consisting of an upper-mounted electronic water pump. Both the upper-mounted electronic water pump and the radiator are located at the bottom of the cab, shortening the cooling pipe length and reducing pressure loss and heat dissipation of the coolant during transport. Simultaneously, the short pipe design reduces the risk of leakage due to pipe vibration and aging, improving the reliability of the cooling system. The inlet of the upper-mounted electronic water pump connects to the outlet of the radiator, and the outlet of the upper-mounted electronic water pump connects to the inlet of the upper-mounted motor cooling interface. The outlet of the upper-mounted motor cooling interface connects to the inlet of the radiator. Therefore, the upper-mounted electronic water pump of this application, through independent control, standardized connection, and compact layout, solves the problems of high cost and low reliability of customized upper-mounted cooling systems in traditional chassis, while achieving a balance between heat dissipation efficiency and energy saving. This provides key technical support for the multi-functional adaptation of new energy sanitation vehicle chassis.

[0053] Figure 5 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 4 .like Figure 5 As shown, the cooling system 120 also includes a first pressure regulating valve 128 and a second pressure regulating valve 129.

[0054] Among them, continue to refer to Figure 2 The first pressure regulating valve 128 is connected between the outlet of the upper electronic water pump 127 and the inlet of the upper motor cooling interface 121. It is used to regulate the pressure of the coolant output from the upper electronic water pump 127 to the upper motor cooling interface 121 and to control the opening and closing of the outlet section pipeline. The second pressure regulating valve 129 is connected between the outlet of the upper motor cooling interface 121 and the inlet of the radiator 123. It is used to regulate the pressure of the coolant returning from the upper motor cooling interface 121 to the radiator 123 and to control the opening and closing of the return pipeline.

[0055] For example, both the first pressure regulating valve 128 and the second pressure regulating valve 129 have switching functions. The first pressure regulating valve 128 and the second pressure regulating valve 129 can be used to: close the first pressure regulating valve 128 and the second pressure regulating valve 129 when the vehicle chassis 100 is not equipped with the superstructure motor 105, completely cutting off the superstructure cooling circuit, preventing ineffective circulation of coolant in empty pipes, and reducing water pump energy consumption; when the superstructure motor 105 is installed, the first pressure regulating valve 128 and the second pressure regulating valve 129 can be opened to connect the superstructure cooling circuit, enabling on-demand activation. Furthermore, if the superstructure motor 105 needs temporary shutdown for maintenance, the first pressure regulating valve 128 and the second pressure regulating valve 129 can be closed separately to isolate the superstructure circuit without affecting the normal operation of the chassis motor cooling system 124, improving the convenience of maintaining the cooling system 120.

[0056] In another possible implementation, the first pressure regulating valve 128 and the second pressure regulating valve 129 can be used to: automatically release pressure when the pressure in the upper structure pipeline is too high, such as when the speed of the upper structure electric water pump 127 suddenly increases or the pipeline is partially blocked, to avoid pipeline rupture, leakage of the upper structure motor cooling interface 121, or damage to the upper structure motor cooling channel due to overpressure; when the pressure is too low, the first pressure regulating valve 128 and the second pressure regulating valve 129 can be used to adjust and increase the pressure to ensure that the coolant can effectively flow through the tiny cooling channels inside the upper structure motor 105, to ensure heat dissipation, reduce the risk of failure of the cooling system 120 due to abnormal pressure, and extend the service life of components.

[0057] It should be noted that since the upper cooling closed-loop circuit and the chassis motor cooling system 124 share the same radiator 123, there may be a risk of pressure interference. For example, pressure fluctuations in the chassis motor cooling system 124 could affect the upper cooling closed-loop circuit. The first pressure regulating valve 128 and the second pressure regulating valve 129 can be used to independently adjust the pressure of the upper cooling closed-loop circuit, isolating it from the pressure coupling of the chassis motor cooling system 124. This ensures that the upper motor 105 is always in a stable cooling pressure environment, avoiding fluctuations in heat dissipation efficiency and ensuring the operational stability of the upper motor 105.

[0058] In addition, it should be noted that since different types of superstructure motors have different cooling pressure requirements, the first pressure regulating valve 128 and the second pressure regulating valve 129 can be used to adapt to the cooling requirements of different superstructure motors 105 by adjusting the pressure parameters. This eliminates the need for structural modifications to the chassis motor cooling system 124, significantly improving the vehicle chassis 100's compatibility with diverse operating devices and reducing adaptation costs.

[0059] The vehicle chassis provided in this application further comprises a first pressure regulating valve and a second pressure regulating valve. The first pressure regulating valve is connected between the outlet of the upper-mounted electronic water pump and the inlet of the upper-mounted motor cooling interface. The second pressure regulating valve is connected between the outlet of the upper-mounted motor cooling interface and the inlet of the radiator. Thus, the first and second pressure regulating valves of this application, together with the upper-mounted electronic water pump, the upper-mounted motor cooling interface, and the radiator, constitute a complete upper-mounted cooling closed-loop circuit. Through coordinated regulation, dual control of coolant pressure and flow is achieved, which not only solves the pressure adaptation and safety protection problems of the upper-mounted cooling closed-loop circuit, but also enhances the versatility and scenario adaptability of the vehicle chassis to different operating devices, providing a key guarantee for the efficient and reliable operation of new energy sanitation vehicles.

[0060] Optionally, continue to refer to the above. Figures 1-5 If the reserved upper structure space 104 contains an upper structure motor 105.

[0061] The inlet of the upper motor cooling interface 121 is connected to the cooling inlet of the upper motor 105, and the cooling outlet of the upper motor 105 is also connected to the inlet of the upper motor cooling interface 121 to cool the upper motor 105. This forms a cooling path of upper motor cooling interface 121 inlet → upper motor 105 → upper motor cooling interface 121 outlet, which is used to connect to the radiator 123 to complete the heat dissipation cycle and achieve directional cooling of the upper motor 105, thus avoiding the upper motor 105 from becoming less efficient or burning out due to overheating.

[0062] The upper motor 105 is also connected to the power battery 102. The upper motor 105 is used to provide power to the working devices on the frame 103, such as sweeping discs, fans, hydraulic pumps and other sanitation work components.

[0063] It should be noted that the chassis motor 111 provides the vehicle's driving power, while the superstructure motor 105 drives the operating equipment. Both share energy through the power battery 102 but function independently, avoiding power distribution conflicts when a single motor is handling both driving and operating tasks. This division of labor allows the vehicle to move flexibly and complete sanitation operations efficiently, improving the vehicle's adaptability to various working conditions.

[0064] The vehicle chassis provided in this application, if pre-reserved space within the superstructure includes: a superstructure motor, with the inlet of the superstructure motor's cooling interface connected to the cooling inlet of the superstructure motor, and the cooling outlet of the superstructure motor also connected to the inlet of the superstructure motor's cooling interface, for cooling the superstructure motor; the superstructure motor is also connected to a power battery, which provides power to the working devices on the chassis, eliminating the need for an additional independent battery pack, reducing equipment redundancy and weight, and lowering the overall vehicle manufacturing cost. Therefore, this application, through the integrated superstructure cooling and power system, ensures the reliable operation of the superstructure motor, simplifies the cooling system structure, and improves functional synergy, providing an efficient and economical technical solution for the diverse operational needs of new energy sanitation vehicles.

[0065] Optionally, continue to refer to the above. Figures 1-5 The upper structure space 104 also contains the upper structure controller 106.

[0066] The inlet of the upper motor cooling interface 121 is connected to the cooling inlet of the upper controller 106, and the cooling outlet of the upper controller 106 is connected to the cooling inlet of the upper motor 105. The coolant flow path in the upper cooling circuit is as follows: upper motor cooling interface 121 inlet → upper controller 106 cooling inlet (absorbing the working heat of the upper controller 106) → upper controller 106 cooling outlet → upper motor 105 inlet (absorbing the operating heat of the upper motor 105) → upper motor 105 outlet → upper motor cooling interface 121 outlet → back to radiator 123. Through this series path, the coolant simultaneously dissipates heat for both the upper controller 106 and the upper motor 105.

[0067] The upper controller 106 is also electrically connected to the fourth temperature sensor 107, the fifth temperature sensor 108, and the sixth temperature sensor 109, which are built into the upper motor 105.

[0068] The fourth temperature sensor 107 is a temperature sensor built into the cooling inlet of the upper motor 105, used to collect the initial temperature of the coolant entering the upper motor 105; the fifth temperature sensor 108 is a temperature sensor built into the cooling outlet of the upper motor 105, used to collect the temperature of the coolant flowing out of the upper motor 105 and calculate the heat dissipation load; the sixth temperature sensor 109 is a temperature sensor built into the motor winding position of the upper motor 105, used to monitor the temperature of the core heat-generating component of the motor (the winding of the upper motor 105). The fourth temperature sensor 107, the fifth temperature sensor 108, and the sixth temperature sensor 109 work together to avoid blind spots in the monitoring of a single temperature sensor. The upper controller 106 can accurately determine the thermal state of the upper motor 105 through multi-dimensional temperature data, providing a reliable basis for cooling regulation, reducing the risk of burnout of the upper motor 105 and downtime of the upper controller 106 due to overheating, extending its service life, and reducing maintenance costs.

[0069] The upper device controller 106 is also electrically connected to the control terminal of the upper device electronic water pump 127, so as to dynamically adjust the operation of the upper device electronic water pump 127, such as speed, start and stop, through the control terminal of the upper device electronic water pump 127, so as to achieve on-demand cooling and reduce ineffective energy consumption.

[0070] It should be noted that the superstructure controller 106 independently regulates the superstructure cooling closed-loop circuit, with its control logic separate from that of the chassis controller 126. This ensures that the cooling needs of the superstructure motor 105 and the chassis motor 111 do not interfere with each other. For example, when sanitation vehicles are in operation, the superstructure motor 105 requires strong cooling for high-load operation, while the chassis motor 111 may be used for idling. Independent control can adapt to the needs of both separately, improving the overall vehicle operation stability.

[0071] The vehicle chassis provided in this application includes a pre-reserved space for an upper structure controller. The water inlet of the upper structure motor cooling interface is connected to the cooling inlet of the upper structure controller, and the cooling outlet of the upper structure controller is connected to the cooling inlet of the upper structure motor. The upper structure controller is also electrically connected to a fourth, fifth, and sixth temperature sensor built into the upper structure motor. These sensors are respectively located at the cooling inlet, cooling outlet, and motor winding position within the upper structure motor, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the upper structure motor. The upper structure controller is also electrically connected to the control terminal of the upper structure electronic water pump. Therefore, the vehicle chassis provided in this application ensures reliable heat dissipation for the upper structure controller and upper structure motor, while also achieving energy saving, precise control, and system independence, providing technical support for the efficient operation of the working devices of new energy sanitation vehicles.

[0072] Optionally, continue to refer to the above. Figures 1-5 The powertrain 110 also includes a chassis transmission 115. The chassis transmission 115 is located inside the lower frame 103 behind the power battery.

[0073] The chassis transmission 115 is connected to the chassis motor 111 to receive the original power output by the chassis motor 111. The chassis transmission 115 is connected to the drive axle (such as the rear axle or the front axle) on the frame 103 through the drive shaft to form a power transmission path: chassis motor 111 outputs power → chassis transmission 115 (such as a speed changer) → drive shaft → drive axle → drive the front and rear wheels to rotate, thereby realizing the driving of the vehicle.

[0074] The chassis transmission 115 is used to convert the power of the chassis motor 111 into torque and speed that are suitable for the working conditions through the speed and torque conversion of different gears. For example, it increases the torque when starting and increases the speed when going high, so that the chassis motor 111 always works in the high-efficiency range, reduces power loss, improves energy utilization efficiency, extends the driving range, and thus adapts to the diverse road conditions required for sanitation operations.

[0075] The vehicle chassis provided in this application may also include a powertrain consisting of a chassis transmission. The chassis transmission is connected to a chassis motor and to a drive axle on the frame via a drive shaft. Therefore, the chassis transmission of this application is used to improve the driving efficiency, adaptability, and reliability of new energy sanitation vehicles, enabling the vehicle to operate stably.

[0076] Figure 6 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 5 . Figure 7 A schematic diagram of a vehicle chassis provided in this application embodiment. Figure 6 .like Figures 1-7As shown, the cooling tank 122 is connected to the radiator 123 via the coolant supply pipe 130.

[0077] The cooling tank 122 serves as a coolant storage device; one end of the coolant supply pipe 130 is connected to the bottom or low outlet of the cooling tank 122, and the other end is connected to the liquid inlet or top circuit of the radiator 123, so that the cooling tank 122 and the cooling circuit of the radiator 123 form a connected structure.

[0078] Generally, the coolant tank 122 is positioned at a higher location, such as the upper part of the power battery 102. The coolant is replenished naturally by gravity, ensuring that the cooling system 120 is always full of coolant. This avoids problems such as insufficient heat dissipation area or idling of water pumps (such as the upper-mounted electronic water pump 127 and the chassis electronic water pump 125) due to lack of coolant. It also ensures continuous and effective heat dissipation for the chassis motor 111 and the upper-mounted motor 105, simplifies the structure of the cooling system 120, reduces energy consumption and failure risk, and meets the energy-saving and lightweight requirements of new energy sanitation vehicles.

[0079] It should be noted that the superstructure motor cooling interface 121, the first pressure regulating valve 128, the second pressure regulating valve 129, the first cooling tank 122, the radiator 123, the superstructure electric water pump 127, and the chassis electric water pump 125 are all connected by cooling water pipes. Furthermore, it should be noted that the cooling water pipes are used to connect the superstructure motor and / or the chassis motor for cooling, while the coolant supply line 130 is used solely to serve the cooling tank 122. The cooling water pipes and the coolant supply line 130 may be made of the same or different materials; no restrictions are placed here.

[0080] Figure 8 This is a structural schematic diagram of a sanitation vehicle provided in an embodiment of this application. Figure 8 As shown, the sanitation vehicle 200 includes at least: a vehicle chassis 100, and a working device 210 mounted on the frame of the vehicle chassis 100.

[0081] The vehicle chassis 100 provides a load-bearing foundation, driving power, energy supply and cooling guarantee. At the same time, the chassis reserves space for the superstructure and standardized interfaces to provide conditions for the installation and adaptation of the working device 210.

[0082] The working device 210 is installed in the reserved space of the vehicle chassis 100 frame and is the direct execution component for realizing sanitation functions. It may include, for example, sweeping devices, suction nozzles, high-pressure water guns, garbage lifting mechanisms, and fans. Different types of working devices can be configured according to operational needs such as sweeping, washing, and transportation. Since the superstructure motor is electrically connected to the power battery to obtain energy, the working device 210 is driven by the superstructure motor and connected to the chassis cooling system through the superstructure motor cooling interface to ensure heat dissipation during continuous operation.

[0083] The sanitation vehicle provided in this application consists of at least a vehicle chassis and an operating device mounted on the chassis frame. Thus, the vehicle chassis focuses on the core functions of driving, energy supply, and basic support, while the operating device focuses on performing sanitation operations. Although their functions are separate, they can achieve efficient collaboration through a standardized interface. This division of labor avoids the design complexity caused by a single system handling multiple functions and improves the stability of the entire vehicle's operation.

[0084] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle chassis, characterized in that, include: The vehicle includes a cab, a power battery, a frame, a powertrain, and a cooling system; wherein the cooling system includes: a cooling interface for the superstructure motor, a cooling tank, a radiator, and a cooling system for the chassis motor. The cab is mounted on the front of the vehicle frame, and the power battery is located on the rear of the cab on the vehicle frame. The powertrain includes a chassis motor located on the inner side of the vehicle frame behind the power battery, and the chassis motor is electrically connected to the power battery. The upper motor cooling interface is located on the inner side of the vehicle frame below the power battery. The radiator is located at the bottom of the cab. The cooling tank is located on the frame of the power battery near the top. The upper motor cooling interface and the chassis motor cooling system are both connected to the radiator. The radiator is also connected to the cooling tank. The vehicle frame also has a reserved space for the superstructure, which is used to install the superstructure motor. The superstructure motor cooling interface is used to connect to the superstructure motor to cool it. The chassis motor cooling system is connected to the chassis motor to cool it.

2. The vehicle chassis according to claim 1, characterized in that, The chassis motor cooling system includes: a chassis electronic water pump, which is located at the bottom of the cab. The inlet of the chassis electronic water pump is connected to the outlet of the radiator, the outlet of the chassis electronic water pump is connected to the cooling inlet of the chassis motor, and the cooling outlet of the chassis motor is also connected to the inlet of the radiator, so as to cool the chassis motor.

3. The vehicle chassis according to claim 2, characterized in that, The chassis motor cooling system further includes: a chassis controller, the outlet of the chassis electronic water pump is connected to the cooling inlet of the chassis controller, and the cooling outlet of the chassis controller is connected to the cooling inlet of the chassis motor; The chassis controller is also electrically connected to a first temperature sensor, a second temperature sensor, and a third temperature sensor built into the chassis motor. The first temperature sensor, the second temperature sensor, and the third temperature sensor are respectively a temperature sensor built into the cooling inlet of the chassis motor, a temperature sensor built into the cooling outlet of the chassis motor, and a temperature sensor at the position of the motor winding, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the chassis motor, respectively. The chassis controller is also electrically connected to the control terminal of the chassis electronic water pump.

4. The vehicle chassis according to claim 1, characterized in that, The cooling system further includes: an upper-mounted electronic water pump, which is located at the bottom of the cab. The inlet of the upper-mounted electronic water pump is connected to the outlet of the radiator, the outlet of the upper-mounted electronic water pump is connected to the inlet of the upper-mounted motor cooling interface, and the outlet of the upper-mounted motor cooling interface is connected to the inlet of the radiator.

5. The vehicle chassis according to claim 4, characterized in that, The cooling system further includes: a first pressure regulating valve and a second pressure regulating valve; the first pressure regulating valve is connected between the outlet of the upper-mounted electronic water pump and the inlet of the upper-mounted motor cooling interface; the second pressure regulating valve is connected between the outlet of the upper-mounted motor cooling interface and the inlet of the radiator.

6. The vehicle chassis according to claim 4, characterized in that, If the reserved upper structure space contains the upper structure motor, the water inlet of the upper structure motor cooling interface is connected to the cooling inlet of the upper structure motor, and the cooling outlet of the upper structure motor is also connected to the water inlet of the upper structure motor cooling interface, so as to cool the upper structure motor. The superstructure motor is also connected to the power battery, and the superstructure motor is used to provide power to the working device on the frame.

7. The vehicle chassis according to claim 6, characterized in that, The reserved upper structure space also includes: an upper structure controller; the water inlet of the upper structure motor cooling interface is connected to the cooling inlet of the upper structure controller, and the cooling outlet of the upper structure controller is connected to the cooling inlet of the upper structure motor; The superstructure controller is also electrically connected to a fourth temperature sensor, a fifth temperature sensor, and a sixth temperature sensor built into the superstructure motor. The fourth temperature sensor, the fifth temperature sensor, and the sixth temperature sensor are respectively a temperature sensor built into the cooling inlet of the superstructure motor, a temperature sensor built into the cooling outlet of the superstructure motor, and a temperature sensor at the location of the motor windings, and are used to collect the cooling inlet temperature, cooling outlet temperature, and motor winding temperature of the superstructure motor, respectively. The superstructure controller is also electrically connected to the control terminal of the superstructure electronic water pump.

8. The vehicle chassis according to claim 1, characterized in that, The powertrain also includes a chassis transmission connected to the chassis motor, and the chassis transmission is connected to the drive axle on the frame via a drive shaft.

9. The vehicle chassis according to claim 1, characterized in that, The cooling tank is connected to the radiator via a coolant supply pipe.

10. A sanitation vehicle, characterized in that, At least including: The vehicle chassis according to any one of claims 1 to 9, and the working device mounted on the frame of the vehicle chassis.

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