A height adjustable vehicle transporter chassis

Abstract

The utility model discloses a height adjustable vehicle transport vehicle chassis, containing frame, front axle, rear axle, front suspension and rear suspension, its front, rear suspension all adopt air suspension system, and this system has air spring, controls its inflation and the height valve and solenoid valve, and the front axle is big fall bridge, and the middle part of axle housing is sunken, and provides the installation space for the front suspension air spring, and the rear suspension is equipped with V type push rod, and the open end is connected axle housing, and the convergent end is hinged with the push rod support of frame through bushing assembly. The height valve system contains a front axle height valve and two rear axle height valves, and the front axle height valve is connected in parallel through tee joint and controls the air spring of front axle two sides, and the rear axle height valve controls the air spring of rear axle two sides respectively, and constitutes three point type height control. This structure solves the height fixed of existing vehicle chassis, and the problem that the poor passability of under the bad road condition, easy to touch the bottom or the tail.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle transport vehicle technology, and in particular relates to a height-adjustable vehicle transport vehicle chassis. Background Technology

[0002] A vehicle transporter is a special vehicle used to transport passenger cars, and it typically travels on roads of Class II or higher. To meet the national standard GB1589-2016, which stipulates that the total height after loading should not exceed 4 meters, the chassis of this type of transporter is usually designed to be low to allow sufficient loading space.

[0003] Currently, the suspension systems commonly used in vehicle transport chassis on the market are mainly traditional leaf spring suspensions or a hybrid of front leaf spring and rear air suspension. While leaf spring suspensions are simple in structure, inexpensive, and have strong load-bearing capacity, their inherent characteristics mean that their suspension height is not adjustable. When the vehicle is fully loaded, the ground clearance of the chassis will be further reduced, resulting in poor passability.

[0004] In actual operation, vehicle transport vehicles often need to enter 4S store warehouses or suburban warehouses with poor road conditions. Under these road conditions, the fixed low chassis height is prone to phenomena such as "head-on collision" (front bumper hitting the ground), "rear-end collision" (rear axle and rear of the vehicle hitting the ground), or "lifting" (the middle of the chassis colliding with road protrusions), which not only limits the scope of vehicle use, but also poses significant safety hazards.

[0005] Therefore, there is an urgent need in the existing technology to provide a vehicle transport chassis that can flexibly adjust the ground clearance to adapt to different loading conditions and complex road conditions, thereby fundamentally improving the vehicle's passability and applicability. Utility Model Content

[0006] To address the problems existing in the prior art, this utility model provides a height-adjustable vehicle transport chassis. By adopting a three-point control lifting structure consisting of an air suspension system, a large-drop front axle, and a V-shaped thrust rod, it solves the technical problems of existing vehicles having poor passability and being prone to bottoming out or rear-end scraping in adverse road conditions due to the fixed chassis height.

[0007] This utility model is implemented as follows: a height-adjustable vehicle transport chassis, including a frame, a front axle, a rear axle, a front suspension, and a rear suspension, characterized in that: both the front and rear suspensions are air suspension systems, each including an air spring, a height valve for controlling the inflation and deflation of the air spring, and a solenoid valve; the front axle is a large-drop axle, with its axle housing recessed in the middle to form an installation space for accommodating the air springs of the front suspension; the rear suspension also includes a V-shaped thrust rod, the open end of which is fixedly connected to the axle housing of the rear axle, and its converging end is hinged to a thrust rod bracket fixed to the frame via a bushing assembly; the height valve system includes a front axle height valve disposed between the front axle and the frame, and two rear axle height valves respectively disposed between the left and right sides of the rear axle and the frame, the front axle height valves controlling the air springs on the left and right sides of the front axle in parallel via a three-way connector, and the two rear axle height valves independently controlling the air springs on the left and right sides of the rear axle, together forming a three-point height control system.

[0008] More preferably, the front suspension is a composite air suspension, including a leaf spring, an air spring, a shock absorber, and a stabilizer bar; the front and rear lugs of the leaf spring are connected to the vehicle frame and the front axle via brackets and pins, bearing the main longitudinal and lateral forces; the air spring is arranged above the leaf spring, with its lower end connected to the airbag cover plate fixed to the front axle and its upper end connected to the vehicle frame, jointly bearing the vertical load; the lower end of the shock absorber is connected to the lower shock absorber bracket fixed to the front axle, and its upper end is connected to the vehicle frame; the stabilizer bar's connecting rod is connected to the front axle, and the stabilizer bar body is connected to the vehicle frame via fixing clips and bushings.

[0009] More preferably, the rear suspension is a composite air suspension, including a variable cross-section leaf spring, an air spring, a shock absorber, and a V-shaped thrust rod; the front and rear lugs of the variable cross-section leaf spring are connected to the vehicle frame and the rear axle via brackets and pins; the air spring is vertically arranged directly behind the rear axle, with its lower end connected to the airbag cover plate fixed to the rear axle housing and its upper end connected to the vehicle frame; the shock absorber is inclinedly arranged on the outside of the vehicle frame, with its lower end connected to the lower shock absorber bracket fixed to the rear axle and its upper end connected to the vehicle frame; the V-shaped thrust rod is located in front of the rear axle and is used to transmit the longitudinal and lateral forces of the vehicle.

[0010] More preferably, the control end of the height valve has three preset positions: high, standard height, and low. The solenoid valve controls the air circuit to inflate or deflate the air spring according to the signal sent by the height valve.

[0011] Further preferably, the device also includes a height adjustment operating device, which is a rocker switch located in the cab and / or a wireless remote control device independent of the cab, both of which are electrically connected to the solenoid valve.

[0012] The advantages and technical effects of this utility model are as follows: This utility model provides a height-adjustable vehicle transport chassis, which has significant overall technical effects. Its core advantage lies in completely solving the problem of vehicle passability under harsh road conditions. By innovating the traditional fixed-height leaf spring suspension into a full-vehicle air suspension system, and innovatively adopting a three-point control system consisting of one front axle height valve, two rear axle height valves, and a 5C valve, precise and stable switching between high, standard, and low positions of the chassis is achieved. The driver can flexibly adjust the ground clearance according to actual road conditions using a rocker switch in the cab or a wireless remote control device outside the vehicle, effectively avoiding "head-over-head" or "tail-over" accidents on potholes and undulating roads, greatly expanding the vehicle's application range.

[0013] Structurally, the large drop design of the front axle provides the necessary installation space for the front air springs, ensuring structural feasibility. Both front and rear axles adopt a composite suspension system (parallel connection of leaf springs and air springs), retaining the advantages of leaf springs' high load-bearing capacity and good guiding performance while incorporating the large travel and adjustable characteristics of air springs, ensuring height adjustment while achieving heavy-duty load-bearing capacity. The rear suspension's unique V-shaped thrust rod structure effectively transmits longitudinal forces, ensuring the stability of the rear axle during lifting and driving. In summary, this utility model significantly improves the adaptability of vehicle transporters to complex road conditions, operational convenience, and driving safety, possessing extremely high practical value and market prospects. Attached Figure Description

[0014] Figure 1a This is a schematic diagram of the chassis structure of this utility model; Figure 1b It is a picture Figure 1a Top view Figure 2 This is a schematic diagram of the front axle structure with a large drop; Figure 3a This is a schematic diagram of the front suspension structure; Figure 3b yes Figure 3a Top view; Figure 4a This is a schematic diagram of the rear suspension structure; Figure 4b yes Figure 4a Top view; Figure 5 It is a control principle diagram.

[0015] In the diagram: 1. Chassis; 2. Front axle; 3. Rear axle; 4. Air spring; 5. Height valve; 5a. Front axle height valve; 5b. Rear axle height valve; 5c. Rear axle height valve; 6. Solenoid valve; 7. V-shaped thrust rod; 9. Leaf spring; 10. Shock absorber; 11. Stabilizer bar; 12. Airbag cover; 13. Rear trailing arm; 14. Rocker switch; 15. Wireless remote control. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model.

[0017] Please refer to Figure 1 to Figure 5 A height-adjustable vehicle transport chassis includes a frame 1, a front axle 2, a rear axle 3, a front suspension and a rear suspension, wherein the front suspension and the rear suspension are both air suspension systems, and the air suspension system includes an air spring 4, a height valve 5 for controlling the inflation and deflation of the air spring 4 and a solenoid valve 6. The front axle 2 is a large drop axle with a drop of 120-150mm, and the middle of its axle housing is sunken to form an installation space for accommodating the air spring 4 of the front suspension. The rear suspension also includes a V-shaped thrust rod 7, the open end of which is fixedly connected to the axle housing of the rear axle 3, and its converging end is hinged to the thrust rod bracket fixed on the frame 1 through a bushing assembly. The height valve system includes a front axle height valve 5a disposed between the front axle 2 and the frame 1, and two rear axle height valves 5b and 5c disposed on the left and right sides of the rear axle 3 and between the rear axle 3 and the frame 1, respectively. The front axle height valve 5a controls the air springs 4 on the left and right sides of the front axle in parallel through a three-way connector. The two rear axle height valves 5b and 5c independently control the air springs 4 on the left and right sides of the rear axle, together forming a three-point height control system.

[0018] This solution combines a full-vehicle air suspension system with a three-point height control system, achieving flexible overall chassis height adjustment and fundamentally solving the vehicle's passability issues in harsh road conditions. The large-drop front axle 2 provides the necessary installation space for the airbags, ensuring structural feasibility. The V-shaped thrust rod 7 of the rear suspension effectively transmits longitudinal forces, ensuring axle stability during lifting and driving. The three-point control system prevents over-alignment, ensuring the frame 1 remains on a stable plane, making the adjustment process smooth and reliable.

[0019] Working principle explanation: The chassis's height adjustment function relies primarily on its air suspension system and three-point control strategy. When the chassis height needs to be raised, the driver issues a command via the operating device. Solenoid valve 6 connects the air supply line, allowing compressed air to enter the air spring 4, causing it to expand and widen the gap between the frame 1 and the axle, thus increasing the chassis height. Conversely, when the height needs to be lowered, solenoid valve 6 switches to the exhaust state, releasing the compressed air from the air spring 4. Under vehicle load, the compressed air is then compressed, lowering the chassis height. Throughout the process, height valves 5, located near the front axle 2 and rear axle 3, continuously monitor the relative position of the frame and axle. The front axle height valve 5a senses height changes through a mechanical linkage and uses a three-way connector to synchronously control the inflation and deflation of the airbags on both sides of the front axle, ensuring balanced lifting and lowering of the front axle. The two rear axle height valves 5b and 5c independently control the airbags on the left and right sides, automatically compensating for height differences caused by uneven road surfaces or uneven loads. Working in conjunction with the front axle height valve 5a, they maintain the level and stability of the entire frame 1, achieving precise switching between high, standard, and low positions, greatly enhancing the vehicle's adaptability to complex road conditions.

[0020] The front suspension is a composite air suspension, including a leaf spring 9, an air spring 4, a shock absorber 10, and a stabilizer bar 11. The front and rear lugs of the leaf spring 9 are connected to the vehicle frame 1 and the front axle 2 via brackets and pins, bearing the main longitudinal and lateral forces. The air spring 4 is arranged above the leaf spring 9, with its lower end connected to the airbag cover plate 12 fixed on the front axle 2 and its upper end connected to the vehicle frame 1, jointly bearing the vertical load. The lower end of the shock absorber 10 is connected to the lower shock absorber bracket fixed on the front axle 2, and its upper end is connected to the vehicle frame 1. The connecting rod of the stabilizer bar 11 is connected to the front axle 2, and the stabilizer bar body is connected to the vehicle frame 1 via fixing clips and bushings.

[0021] This preferred embodiment provides a specific and reliable front suspension composite structure. The leaf spring 9, acting as a guiding mechanism, bears the main longitudinal and lateral forces, ensuring wheel alignment parameters; its structure is simple and reliable. The air spring 4 and leaf spring 9 are connected in parallel to share the load, utilizing the advantages of the air spring's large adjustable travel and the leaf spring's strong load-bearing capacity, achieving a balance between heavy load capacity and height adjustment. The shock absorber 10 is responsible for damping vibrations, and the lateral stabilizer bar 11 effectively suppresses body roll, jointly ensuring the vehicle's driving stability and comfort at various heights.

[0022] The rear suspension is a composite air suspension, including a rear trailing arm 13, an air spring 4, a shock absorber 10, and a V-shaped thrust rod 7. The front and rear lugs of the rear trailing arm 13 are connected to the vehicle frame 1 and the rear axle 3 via brackets and pins. The air spring 4 is vertically arranged directly behind the rear axle 3, with its lower end connected to the airbag cover plate 12 fixed on the axle housing of the rear axle 3, and its upper end connected to the vehicle frame 1. The shock absorber 10 is obliquely arranged on the outside of the vehicle frame 1, with its lower end connected to the shock absorber lower bracket fixed on the rear axle 3, and its upper end connected to the vehicle frame 1. The V-shaped thrust rod 7 is located in front of the rear axle 3 and is used to transmit the longitudinal force of the vehicle.

[0023] This preferred design specifies the complex structural layout of the rear suspension. The rear trailing arm 13 reduces weight while fulfilling load-bearing and guiding functions. Positioning the air spring 4 directly behind the axle provides optimal lever arm and support, resulting in high lifting efficiency. The V-shaped thrust rod 7 replaces the traditional thrust rod assembly, resulting in a more compact structure that more effectively transmits drive and braking torques, prevents axle displacement, and ensures longitudinal stability of the rear axle during lifting and driving. The outward-cambered arrangement of the shock absorbers 10 provides greater installation space and better damping.

[0024] Preferably, the control end of the height valve 5 has three preset positions: high, standard, and low. The solenoid valve 6 controls the air circuit to inflate or deflate the air spring 4 according to the signal from the height valve 5. This solution, by presetting three fixed positions, makes height adjustment simple, intuitive, and reliable. The driver can quickly adjust the chassis to the most suitable height for the current road conditions without complicated judgment, avoiding the risks caused by improper adjustment and realizing the standardization and intelligence of height adjustment.

[0025] A further preferred embodiment includes a height adjustment operating device, which is a rocker switch 14 located in the driver's cab and / or a wireless remote control device 15 independent of the driver's cab. Both the rocker switch 14 and the wireless remote control device 15 are electrically connected to the solenoid valve 6. This solution provides both in-vehicle and out-of-vehicle operation modes, greatly improving the convenience and flexibility of use. The driver can operate conveniently from inside the vehicle or make precise adjustments by directly observing the gap between the vehicle and the terrain from outside the vehicle via wireless remote control. This is particularly suitable for complex loading and unloading stations with narrow spaces or requiring particularly careful operation.

[0026] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A height-adjustable vehicle transport chassis, comprising a frame (1), a front axle (2), a rear axle (3), a front suspension, and a rear suspension, characterized in that: Both the front and rear suspensions are air suspension systems, and the air suspension system includes an air spring (4), a height valve (5) for controlling the inflation and deflation of the air spring (4), and a solenoid valve (6). The front axle (2) is a large drop bridge with a height difference of 120~150mm, and the middle part of the bridge body is sunken to form an installation space for accommodating the air spring (4) of the front suspension. The rear suspension also includes a V-shaped thrust rod (7), the open end of which is fixedly connected to the axle housing of the rear axle (3), and its converging end is hinged to the thrust rod bracket fixed on the frame (1) through a bushing assembly. The height valve system includes a front axle height valve (5a) located between the front axle (2) and the frame (1), and two rear axle height valves (5b, 5c) located between the left and right sides of the rear axle (3) and the frame (1). The front axle height valve (5a) controls the air springs (4) on the left and right sides of the front axle in parallel through a three-way connector (8). The two rear axle height valves (5b, 5c) control the air springs (4) on the left and right sides of the rear axle independently, together forming a three-point height control system.

2. The height-adjustable vehicle transport chassis according to claim 1, characterized in that: The front suspension is a composite air suspension, including leaf springs (9), air springs (4), shock absorbers (10) and stabilizer bars (11). The front and rear lugs of the leaf spring (9) are connected to the frame (1) and the front axle (2) via brackets and pins, and bear the main longitudinal and lateral forces; The air spring (4) is arranged above the leaf spring (9), with its lower end connected to the airbag cover plate (12) fixed on the front axle (2) and its upper end connected to the frame (1), together bearing the vertical load; The lower end of the shock absorber (10) is connected to the lower shock absorber bracket fixed on the front axle (2), and the upper end is connected to the vehicle frame (1); The connecting rod of the lateral stabilizer bar (11) is connected to the front axle (2), and the stabilizer bar body is connected to the vehicle frame (1) through a fixing clip and a bushing.

3. The height-adjustable vehicle transport chassis according to claim 1, characterized in that: The rear suspension is a composite air suspension, including a rear trailing arm (13), an air spring (4), a shock absorber (10), and a V-shaped thrust rod (7). The front and rear lugs of the rear trailing arm (13) are connected to the frame (1) and the rear axle (3) via brackets and pins; The air spring (4) is vertically arranged directly behind the rear axle (3), with its lower end connected to the airbag cover plate (12) fixed on the axle housing of the rear axle (3) and its upper end connected to the vehicle frame (1). The shock absorber (10) is arranged obliquely on the outside of the frame (1), with its lower end connected to the lower shock absorber bracket fixed on the rear axle (3) and its upper end connected to the frame (1). The V-shaped thrust rod (7) is located in front of the rear axle (3) and is used to transmit the longitudinal and lateral forces of the vehicle.

4. The height-adjustable vehicle transport chassis according to claim 1, characterized in that: The control end of the height valve (5) is provided with three preset positions: high, standard height and low. The solenoid valve (6) controls the air path to inflate or de-air the air spring (4) according to the signal sent by the height valve (5).

5. The height-adjustable vehicle transport chassis according to any one of claims 1 to 4, characterized in that: It also includes a height adjustment operating device, which is a rocker switch (14) located in the cab and / or a wireless remote control device (15) independent of the cab. Both the rocker switch (14) and the wireless remote control device (15) are electrically connected to the solenoid valve (6).

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