A 4-motor 8-drive all-terrain off-road vehicle chassis

Abstract

The utility model relates to a 4 motor 8 drive all terrain off -road vehicle chassis, including bottom plate frame, the lateral both sides of bottom plate frame each is provided with two foot modules of front and back, foot module includes longitudinal frame beam, inside setting up motor and association transmission shaft, it is first transmission shaft and second transmission shaft for front and back distribution and longitudinal arrangement, the end of first transmission shaft and second transmission shaft all is provided with right angle gear box, outside setting up two lateral ball head transmission shafts of front and back and each configuration wheel assembly, the inner end of ball head transmission shaft passes through longitudinal frame beam inward, is associated to right angle gear box, right angle gear box will transmission shaft's power direction turn over 90 degrees, and the wheel assembly is given to ball head transmission shaft transmission outward. The utility model has discarded central transmission shaft, complicated sub -transmission box and differential lock mechanism, has reduced chassis weight significantly, simultaneously, has designed special foot module structure, has integrated drive, transmission, suspension, braking, structure is independent, is convenient for production, installation and maintenance.

Description

Technical Field

[0001] This utility model relates to the field of off-road vehicle chassis technology, specifically to a 4-motor 8-drive all-terrain off-road vehicle chassis. Background Technology

[0002] Multi-axle all-terrain vehicles are special vehicles designed for extreme terrains. Their core features include a six- or eight-wheel all-wheel drive layout and a high-strength chassis, combined with high ground clearance and an independent suspension system. They are equipped with a high-torque diesel or hybrid system, a transfer case, differential locks, and terrain response modes, achieving excellent passability in complex road conditions such as steep slopes, deep water, and mud. Furthermore, this type of vehicle possesses modular expansion capabilities and environmental adaptability, making it suitable for military patrols, scientific exploration, and emergency rescue, becoming a key piece of equipment for ensuring mobility and mission reliability in uninhabited areas and harsh environments.

[0003] Currently, multi-axle all-terrain vehicles typically employ a centrally-engined mechanical transmission system, transmitting power to the wheels via a transfer case, multiple drive shafts, and a drive axle. This approach has inherent drawbacks: First, the complex mechanical structure results in excessive chassis weight, a rigid layout, and long transmission paths with low energy efficiency. Second, switching drive modes is cumbersome; the vehicle usually needs to be stopped before engaging inter-wheel or inter-axle differential locks can be used to switch from two-wheel drive to four-wheel drive or multi-wheel drive, making real-time, active switching during driving impossible and resulting in slow response. Finally, the system cannot independently and precisely control the torque of each wheel, leading to wheel slippage in extremely rough terrain, limiting traction and ability to escape difficult situations.

[0004] Therefore, it is necessary to optimize and improve the chassis structure of multi-axle all-terrain vehicles to overcome the above-mentioned defects. Summary of the Invention

[0005] The purpose of this invention is to provide a 4-motor 8-drive all-terrain off-road vehicle chassis to solve the problems of heavy weight, rigid layout, cumbersome drive mode switching, and poor independent and precise control capability in existing structures.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0007] A chassis for an all-terrain off-road vehicle with 4 motors and 8 drives is provided. The chassis includes a base frame, and two foot modules are provided on each of the lateral sides of the base frame.

[0008] The foot module includes a longitudinal frame beam, and a motor is provided on the inner side of the longitudinal frame beam and associated with a transmission shaft. The transmission shaft includes a first transmission shaft and a second transmission shaft that are distributed front to back and arranged longitudinally. Both the first transmission shaft and the second transmission shaft are provided with right-angle gearboxes at their ends.

[0009] The outer side of the longitudinal frame beam is provided with two transverse ball joint drive shafts, each equipped with a wheel assembly; the inner end of the ball joint drive shaft passes inward through the longitudinal frame beam and is connected to the right angle gearbox. The right angle gearbox turns the power direction of the drive shaft by 90 degrees and then transmits it outward through the ball joint drive shaft to the wheel assembly.

[0010] Furthermore, the foot module also includes ram's horns, a first double fork arm, and a second double fork arm;

[0011] The outer end of the first double fork arm is hinged to the top of the ram's horn, and the outer end of the second double fork arm is hinged to the bottom of the ram's horn;

[0012] The inner ends of the first double fork arm and the inner ends of the second double fork arm are both hinged to the outer side of the longitudinal frame beam;

[0013] The ram's horn has a shaft hole in the middle, and the outer end of the ball head drive shaft passes through the shaft hole.

[0014] Furthermore, the ram's horn includes an upper arm, a middle column, and a lower arm, and is C-shaped in general, with the length of the upper arm being greater than the length of the lower arm.

[0015] Furthermore, both the first and second double fork arms are Y-shaped, with their inner two support points hinged to the outer side of the longitudinal frame beam, and the length of the first double fork arm is less than the length of the second double fork arm.

[0016] Furthermore, the wheel assembly is located on the outside of the spur and includes a hub bearing, a hub, a brake disc, and a hub tire;

[0017] The hub bearing is located in the shaft hole in the middle of the steering horn, the outer end of the ball joint drive shaft passes through the steering horn and connects to the brake head, the hub bearing is sleeved on the ball joint drive shaft, the brake disc is mounted on the brake head, and the hub tire is mounted on the brake disc;

[0018] The outer end of the ball joint drive shaft passes through the ram's horn and connects to the brake head. The brake disc is mounted on the brake head, and the wheel hub and tire are mounted on the brake disc.

[0019] Furthermore, the foot module also includes a first shock absorber connected between the longitudinal frame beam and the longitudinal frame beam.

[0020] Furthermore, the foot module also includes a second shock absorber connected between the longitudinal frame beam and the second double wishbone.

[0021] Furthermore, the output end of the motor is provided with a gearbox, and the output end of the gearbox is connected to the first drive shaft and the second drive shaft arranged in a front-to-back manner.

[0022] Furthermore, the first drive shaft and the second drive shaft are symmetrically arranged on the front and rear sides of the gearbox and are located on the same straight line.

[0023] Furthermore, the longitudinal frame beam is a rectangular box structure, fixed to the lateral outer side of the base plate frame.

[0024] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0025] This invention provides a 4-motor, 8-wheel drive all-terrain off-road vehicle chassis, eliminating the traditional central driveshaft, complex transfer case, and differential lock mechanism, significantly reducing chassis weight and optimizing chassis space layout. Simultaneously, a special modular structure is designed, integrating drive, transmission, suspension, and braking into a single, independent unit, facilitating production, installation, and maintenance. The four motors can be independently controlled, achieving vectored torque distribution to all eight wheels. Real-time, automatic adjustment of wheel-to-wheel power is achieved without the need for a mechanical differential lock, resulting in rapid drive mode switching and exceptional terrain adaptability. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other embodiments can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall chassis structure provided for an embodiment of the present utility model.

[0028] Figure 2 A three-dimensional structural diagram of the foot module provided in an embodiment of this utility model.

[0029] Figure 3 A structural diagram of a set of outer components in the foot module provided in this embodiment of the utility model (only the wheel hub and tire are separated).

[0030] Figure 4 An exploded structural diagram of a set of outer components in the foot module provided in an embodiment of this utility model.

[0031] Figure 5 A schematic diagram of the structure of each component on the inner side of the longitudinal frame beam of the foot module provided in this embodiment of the utility model (with only one wheel and tire installed).

[0032] Figure 6 A schematic diagram of the installation position of the first shock absorber provided for an embodiment of this utility model.

[0033] Figure 7 This diagram illustrates the application of the chassis provided in this embodiment of the present invention in a complete vehicle.

[0034] The diagram is labeled as follows:

[0035] 1-Base frame, 2-Foot module, 3-Transmission assembly;

[0036] 2-1. Longitudinal frame beam; 2-2. First shock absorber mounting plate; 2-3. First shock absorber mounting seat; 2-4. Second shock absorber; 2-5. Ball joint drive shaft; 2-6. Wheel hub bearing; 2-7. Brake head; 2-8. Brake disc; 2-9. Wheel hub and tire; 2-10. Steering knuckle; 2-11. First double wishbone; 2-12. Second double wishbone; 2-13. First shock absorber;

[0037] 3-1. Drive shaft mounting base; 3-2. Right-angle gearbox drive shaft; 3-3. Right-angle gearbox drive shaft bevel gear; 3-4. Drive shaft bevel gear; 3-5. Motor; 3-6. Gearbox; 3-7. First drive shaft; 3-8. Second drive shaft; 3-9. Right-angle gearbox. Detailed Implementation

[0038] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. The drawings illustrate preferred embodiments of this utility model. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the disclosure of this utility model.

[0039] In the description of this utility model, it should be understood that the terms "middle", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0040] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "setting," etc., should be interpreted broadly. For example, they can refer to a fixed connection or setting, a detachable connection or setting, or an integral connection or setting. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0041] Furthermore, in the description of this utility model, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. Of course, such terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than those illustrated or described herein.

[0042] In a specific implementation, the length direction of the chassis is defined as longitudinal, and the direction perpendicular to it is defined as transverse. Longitudinal direction is defined as front-to-back, and transverse direction is defined as left-to-right. Simultaneously, the direction closest to the center of the chassis ( Figure 3 The left side is defined as the inner side, which is away from the center of the chassis ( Figure 3 The right side is defined as the outer side.

[0043] This utility model provides a 4-motor, 8-drive all-terrain off-road vehicle chassis, such as... Figure 1 and Figure 2 The chassis includes a base frame 1, and two foot modules 2 are provided on each of the two sides of the base frame 1, for a total of four foot modules 2.

[0044] The foot module 2 includes a longitudinal frame beam 2-1, which is a rectangular box structure fixed to the outer side of the base frame 1 and serves as the main load-bearing structure, welded from steel plates.

[0045] like Figure 5 A transmission assembly 3 is installed on the inner side of the longitudinal frame beam 2-1, including a motor 3-5, a gearbox 3-6, a first drive shaft 3-7, a second drive shaft 3-8, and a right-angle gearbox 3-9. The motor 3-5 is positioned centrally at the front and rear, employing a high-power DC motor with features of rapid heat dissipation and good sealing. The output end of the motor 3-5 is equipped with the gearbox 3-6, which amplifies the motor torque. The motor 3-5 is directly connected to the input end of the gearbox 3-6 via a flange. The output end of the gearbox 3-6 is located at the bottom and connects to the first drive shaft 3-7 and the second drive shaft 3-8, which are arranged front and rear. The first drive shaft 3-7 and the second drive shaft 3-8 are symmetrically arranged on the front and rear sides of the gearbox 3-6, and are located on the same straight line, and are fixed by the drive shaft mounting base 3-1. Both the first drive shaft 3-7 and the second drive shaft 3-8 have a right-angle gearbox 3-9 at their ends for transmission direction changing; this gearbox can use a gear set mainly composed of bevel gears, and no differential is provided. Additionally, the end of the drive shaft connected to the gearbox 3-6 is fitted with a matching gear set, and the end connected to the right-angle gearbox 3-9 is fitted with a matching gear set. The drive shaft features spline grooves and a top pin, allowing for slight expansion and contraction to accommodate installation tolerances. At the location where the drive shaft connects to the right-angle gearbox 3-9, a right-angle gearbox drive shaft bevel gear 3-3 is mounted outside the right-angle gearbox drive shaft 3-2, and a drive shaft bevel gear 3-4 is mounted outside the drive shaft. The right-angle gearbox drive shaft bevel gear 3-3 and drive shaft bevel gear 3-4 mesh with each other.

[0046] Two sets of outer components are provided on the outer side of the longitudinal frame beam 2-1, such as... Figure 3 and Figure 4 Each set of outer components includes a second shock absorber 2-4, a ball joint driveshaft 2-5, a wheel assembly, a steering knuckle 2-10, a first double wishbone 2-11, and a second double wishbone 2-12. The outer end of the first double wishbone 2-11 is hinged to the top of the steering knuckle 2-10, and the outer end of the second double wishbone 2-12 is hinged to the bottom of the steering knuckle 2-10. The inner ends of both the first double wishbone 2-11 and the second double wishbone 2-12 are hinged to the outer side of the longitudinal frame beam 2-1. The second shock absorber 2-4 connects the longitudinal frame beam 2-1 and the second double wishbone 2-12, providing cushioning between the longitudinal frame beam 2-1 and the tire, filtering road bumps, ensuring good tire grip, and working with the two double wishbones to provide guidance and shock absorption for the wheel. Two transverse ball joint driveshafts 2-5 are provided on the outer side of the longitudinal frame beam 2-1, each equipped with a wheel assembly; that is, each set of outer components includes one ball joint driveshaft 2-5 and one wheel assembly. The wheel assembly includes a hub bearing 2-6, a steering knuckle 2-7, a brake disc 2-8, and a wheel hub and tire 2-9. A shaft hole is provided in the center of the steering knuckle 2-10. The hub bearing 2-6 is located within this shaft hole. The outer end of the ball joint drive shaft 2-5 passes through the steering knuckle 2-10 and connects to the steering knuckle 2-7. At this time, the hub bearing 2-6 is sleeved over the ball joint drive shaft 2-5. The brake disc 2-8 is mounted on the steering knuckle 2-7, and the wheel hub and tire 2-9 are mounted on the brake disc 2-8. All wheel assemblies are located on the outside of the steering knuckle 2-10. The position of the ball joint drive shaft 2-5 corresponds laterally to the right-angle gearbox 3-9. The inner end of the ball joint drive shaft 2-5 passes inward through the longitudinal frame beam 2-1 and connects to the right-angle gearbox 3-9. The right-angle gearbox 3-9 deflects the power direction of the drive shaft by 90 degrees and then transmits it outward through the ball joint drive shaft 6-5 to the wheel assembly. The ball joint drive shaft 2-5 is connected at both ends to the right-angle gearbox drive shaft 3-2 of the hub bearing 2-7 and the right-angle gearbox 3-9, respectively. Both ends are equipped with universal joints to accommodate suspension movement. Two sets of ball joints can be installed in the middle to accommodate linear steering requirements when needed. The ball joint drive shaft 2-5, wheel hub bearing 2-6, hub bearing 2-7, brake disc 2-8, and wheel hub / tire 2-9 can all be standard parts and are mutually compatible.

[0047] like Figure 3 and Figure 4The steering wheel horn 2-10 has an irregular structure, including an upper arm, a middle pillar, and a lower arm, forming an overall C-shape, with the upper arm being longer than the lower arm. The upper arm and middle pillar form an obtuse angle, as do the middle pillar and lower arm. Both the first double wishbone 2-11 and the second double wishbone 2-12 are Y-shaped, with their inner ends hinged to the outer side of the longitudinal frame beam 2-1. Corresponding to the case where the upper arm of the steering wheel horn 2-10 is longer than the lower arm, the length of the first double wishbone 2-11 is shorter than the length of the second double wishbone 2-12. These double wishbones are long-stroke double wishbones. During vehicle operation, in complex terrain conditions, considering changes in vehicle body sway and tire bounce, they can ensure that the tire centerline deviation is within ±2°, ensuring good tire grip. If linear steering is required, a steering tie rod can also be installed on the side of the steering wheel horn 2-10.

[0048] like Figure 6 The foot module 2 also includes a first shock absorber 2-13, which is connected between the longitudinal frame beam 2-1 and the vehicle body. Its angle can be adjusted according to actual needs. The first shock absorber 2-13 has two functions: firstly, to provide shock absorption for the vehicle; and secondly, to ensure the tires maintain good grip when the vehicle is traveling on roads with significant elevation differences, and to prevent excessive rotation of the foot module 2 around its axis when crossing steps or obstacles, thus limiting lateral sway. Figure 2 and Figure 3 The upper part of the box body of the longitudinal frame beam 2-1 is provided with a first shock absorber mounting plate 202, and a first shock absorber mounting seat 2-3 is provided on the first shock absorber mounting plate 202. The bottom of the first shock absorber 2-13 is hinged to the first shock absorber mounting seat 2-3, and the top is hinged to the bottom surface of the bottom plate frame 1.

[0049] This invention employs a distributed independent drive module structure, comprising four foot modules 2, each containing a motor 3-5 that synchronously drives two wheel assemblies, forming a 4-motor, 8-drive system. This structure is simplified, compact, and lightweight. During vehicle operation, the control system can independently adjust the speed and torque of the four motors 3-5, thereby distributing power to all eight wheels to achieve optimal driving force and easily handle various extreme terrains.

[0050] This utility model has the following technical advantages:

[0051] 1. Highly modular:

[0052] Each foot module integrates drive, transmission, suspension, and braking into one unit, with an independent structure that facilitates production, installation, and maintenance.

[0053] 2. Flexible and precise drive:

[0054] The four motors (3-5) can be controlled independently, enabling vector distribution of torque to all eight wheels. This allows for real-time and automatic adjustment of wheel power without the need for a mechanical differential lock, resulting in fast response and excellent terrain adaptability.

[0055] 3. Simplified structure and lightweight design:

[0056] The elimination of the traditional central driveshaft, complex transfer case, and differential lock mechanism significantly reduces chassis weight and optimizes chassis space layout.

[0057] 4. Excellent passability:

[0058] The long-stroke double wishbone suspension, combined with an independent foot module design, allows each wheel to maintain maximum contact with rough terrain, ensuring grip.

[0059] like Figure 7 This utility model features a chassis with four foot modules 2 installed on both sides, enabling eight-wheel drive and allowing for both manned and unmanned visual remote control driving. Vehicles equipped with these foot modules 2 can traverse various paved and unpaved terrains, including mountains, forests, snowfields, swamps, deserts, and muddy areas, demonstrating strong obstacle-crossing ability and high passability. If the vehicle body is made fully enclosed, it can also travel on water. Based on this 4-motor 8-wheel drive all-terrain off-road chassis, a cable reel rack is installed inside the vehicle body for storing cable reels. A cable winding and unwinding rack is installed at the center rear of the cable reel rack. This rack is controlled by an electric module, allowing for cable winding and unwinding synchronized with vehicle speed. A retractable cable laying device is installed directly behind the vehicle body for automatic cable burial. A lidar is installed at the front center of the cab, while millimeter-wave and ultra-high-powered radars are positioned around the vehicle. A depth camera is mounted above the center of the cab for all-terrain scanning and 3D mapping. A BeiDou navigation system is installed behind the center of the cab. A center console with an IMU (Inertial Measurement Unit) is located inside the cab for comprehensive situational awareness. An autonomous driving computing platform, supplemented by an in-vehicle network and CAN bus, enables autonomous driving. A vehicle remote control communication antenna is installed at the right rear of the cab, and a vehicle image transmission antenna is installed at the left rear of the vehicle, enabling visual remote control driving. The fully redundant design allows for manual deactivation of the autonomous driving system and manual takeover of the vehicle in the absence of satellite network support, in conjunction with a ground RTK base station and the vehicle control cabin. The range extender is installed at the right rear of the vehicle, and the battery pack is installed between the chassis and the vehicle body, significantly improving the driving range.

[0060] The above-described specific examples are for illustrative purposes only and are not intended to limit the scope of this invention. Those skilled in the art to which this invention pertains can make various simple deductions, modifications, or substitutions based on the concept of this invention.

Claims

1. A chassis for a 4-motor, 8-drive all-terrain off-road vehicle, characterized in that: The chassis includes a base frame (1), and two foot modules (2) are provided on each of the two lateral sides of the base frame (1). The foot module (2) includes a longitudinal frame beam (2-1), and a motor (3-5) is provided on the inner side of the longitudinal frame beam (2-1) and associated with a transmission shaft. The transmission shaft includes a first transmission shaft (3-7) and a second transmission shaft (3-8) distributed front to back and arranged longitudinally. Both the ends of the first transmission shaft (3-7) and the second transmission shaft (3-8) are provided with right-angle gearboxes (3-9). The longitudinal frame beam (2-1) is provided with two transverse ball joint drive shafts (2-5) on the outside, each equipped with a wheel assembly; the inner end of the ball joint drive shaft (2-5) passes inward through the longitudinal frame beam (2-1) and is associated with the right angle gearbox (3-9). The right angle gearbox (3-9) turns the power direction of the drive shaft by 90 degrees and transmits it outward through the ball joint drive shaft (2-5) to the wheel assembly.

2. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 1, characterized in that: The foot module (2) also includes a ram's horn (2-10), a first double fork arm (2-11), and a second double fork arm (2-12). The outer end of the first double fork arm (2-11) is hinged to the top of the ram's horn (2-10), and the outer end of the second double fork arm (2-12) is hinged to the bottom of the ram's horn (2-10); The inner ends of the first double fork arm (2-11) and the second double fork arm (2-12) are both hinged to the outer side of the longitudinal frame beam (2-1); The ram's horn (2-10) has a shaft hole in the middle, and the outer end of the ball head drive shaft (2-5) passes through the shaft hole.

3. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 2, characterized in that: The ram's horn (2-10) includes an upper arm, a middle column, and a lower arm, and is C-shaped in general. The length of the upper arm is greater than the length of the lower arm.

4. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 3, characterized in that: Both the first double fork arm (2-11) and the second double fork arm (2-12) are Y-shaped, with their inner ends hinged to the outside of the longitudinal frame beam (2-1). The length of the first double fork arm (2-11) is less than the length of the second double fork arm (2-12).

5. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 4, characterized in that: The wheel assembly is located on the outside of the saddle (2-10) and includes a hub bearing (2-6), a hub (2-7), a brake disc (2-8), and a hub tire (2-9). The hub bearing (2-6) is located in the shaft hole in the middle of the spur (2-10). The outer end of the ball joint drive shaft (2-5) passes through the spur (2-10) and is connected to the brake head (2-7). The hub bearing (2-6) is sleeved on the ball joint drive shaft (2-5). The brake disc (2-8) is mounted on the brake head (2-7). The hub tire (2-9) is mounted on the brake disc (2-8).

6. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 5, characterized in that: The foot module (2) also includes a first shock absorber (2-13), which is connected between the longitudinal frame beam (2-1) and the base plate frame (1).

7. A 4-motor, 8-drive all-terrain off-road vehicle chassis according to claim 6, characterized in that: The foot module (2) also includes a second shock absorber (2-4), which is connected between the longitudinal frame beam (2-1) and the second double fork arm (2-12).

8. The 4-motor 8-drive all-terrain off-road vehicle chassis according to claim 7, characterized in that: The output end of the motor (3-5) is provided with a gearbox (3-6), and the output end of the gearbox (3-6) is connected to the first drive shaft (3-7) and the second drive shaft (3-8) arranged in front and behind.

9. A 4-motor, 8-drive all-terrain off-road vehicle chassis according to claim 8, characterized in that: The first drive shaft (3-7) and the second drive shaft (3-8) are symmetrically arranged on the front and rear sides of the gearbox (3-6) and are located on the same straight line.

10. A 4-motor, 8-drive all-terrain off-road vehicle chassis according to claim 9, characterized in that: The longitudinal frame beam (2-1) is a rectangular box structure, which is fixed to the outer side of the base plate frame (1).

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