CN212220369U - Chassis mechanism and automobile - Google Patents
Chassis mechanism and automobile Download PDFInfo
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- CN212220369U CN212220369U CN202020842772.0U CN202020842772U CN212220369U CN 212220369 U CN212220369 U CN 212220369U CN 202020842772 U CN202020842772 U CN 202020842772U CN 212220369 U CN212220369 U CN 212220369U
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Abstract
The utility model provides a chassis mechanism and an automobile, wherein the chassis mechanism comprises a first suspension assembly, a second suspension assembly, a first steering assembly and a second steering assembly, and the first suspension assembly is used for connecting a front wheel and a frame; the second suspension assembly is used for connecting the rear wheel and the frame; the first steering assembly is connected with the first suspension assembly and used for driving the front wheels to deflect relative to the frame through the first suspension assembly so as to realize steering of the front wheels; the second turns to the subassembly and is connected with second suspension subassembly, and the second turns to the subassembly and is used for driving the deflection of the relative frame of rear wheel in order to realize turning to of rear wheel through second suspension subassembly. The chassis mechanism that this scheme provided is through addding the second and turn to the subassembly for the preceding of the car of installing this chassis mechanism, rear wheel homoenergetic can realize turning to the function, thereby can effectively reduce the radius of turning to of car, promote the steering mobility of car greatly.
Description
Technical Field
The utility model relates to the field of automotive technology, especially, relate to a chassis mechanism and car.
Background
Because the conventional automobile is limited by dimensional parameters such as the arrangement of the internal structure of the automobile, the wheel base and the like, a chassis mechanism of the conventional automobile is only provided with a steering assembly for realizing the steering of a front wheel, so that the steering radius of the automobile is relatively large, and the steering maneuverability of the automobile is poor.
SUMMERY OF THE UTILITY MODEL
An embodiment of the utility model provides a chassis mechanism and car to solve traditional car because turn to the too big self that leads to of radius and turn to the relatively poor problem of mobility.
In a first aspect, an embodiment of the present invention provides a chassis mechanism, including:
a first suspension assembly for connecting the front wheel to the frame;
a second suspension assembly for connecting a rear wheel to the frame;
the first steering assembly is connected with the first suspension assembly and is used for driving the front wheel to deflect relative to the frame through the first suspension assembly so as to realize steering of the front wheel;
and the second steering assembly is connected with the second suspension assembly and is used for driving the rear wheel to deflect relative to the frame through the second suspension assembly so as to realize the steering of the rear wheel.
Optionally, the second suspension assembly is identical in structure to the first suspension assembly.
Optionally, the first suspension assembly comprises:
the steering knuckle is hinged with the front wheel, the first steering assembly is connected with the steering knuckle, and the first steering assembly is used for driving the front wheel to deflect relative to the frame through the steering knuckle;
one end of the first control arm is hinged with the steering knuckle, and the other end of the first control arm is hinged with the frame;
one end of the second control arm is hinged with the steering knuckle, and the other end of the second control arm is hinged with the frame; the first control arm and the second control arm are respectively used for limiting the stroke range of the upward and downward jumping of the front wheel when the front wheel jumps.
Optionally, the first suspension assembly further comprises at least one of:
one end of the steering pull rod is hinged with the steering knuckle, the other end of the steering pull rod is connected with the first steering assembly, and the first steering assembly is used for driving the front wheel to deflect relative to the frame through the steering pull rod and the steering knuckle in sequence;
one end of the elastic shock absorber is hinged with one end of the second control arm, the other end of the elastic shock absorber is hinged with the frame, and the elastic shock absorber is used for reducing the oscillation of the front wheel and absorbing the impact force born by the front wheel when the front wheel jumps;
the stabilizer bar is hinged to the first control arm and used for adjusting the deflection angle of the front wheel relative to the frame when the front wheel jumps;
one end of the first buffer block is hinged with the first control arm, the other end of the first buffer block is hinged with the frame, and the first buffer block is used for limiting the upward continuous jumping of the front wheel when the front wheel jumps to the limit;
and one end of the second buffer block is hinged with the second control arm, the other end of the second buffer block is hinged with the frame, and the second buffer block is used for limiting the downward continuous jumping of the front wheel when the front wheel jumps to the limit.
Optionally, the first suspension assemblies and the front wheels are arranged in pairs, the two first suspension assemblies correspond to the two front wheels one to one respectively, the second suspension assemblies and the rear wheels are arranged in pairs, and the two second suspension assemblies correspond to the two rear wheels one to one respectively.
Optionally, the method further includes:
the first linkage assembly is connected between the two first suspension assemblies, the first steering assembly is connected with the first linkage assembly, and the first steering assembly is used for driving the synchronous deflection of the two front wheels relative to the frame through the first linkage assembly;
and the second linkage assembly is connected between the two second suspension assemblies, the second steering assembly is connected with the second linkage assembly, and the second steering assembly is used for driving the two rear wheels to synchronously deflect relative to the frame through the second linkage assembly.
Optionally, the second linkage assembly comprises:
a first rocker arm connected to one of the second suspension assemblies;
the second rocker arm is arranged at an interval with the first rocker arm and is connected with the other second suspension assembly;
the connecting rod is connected between the first rocker arm and the second rocker arm, the second steering assembly is connected with the first rocker arm, and the second steering assembly is used for driving the two rear wheels to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm.
Optionally, the second steering assembly includes:
a first steering unit connected with the first rocker arm; the first steering unit is used for driving the two rear wheels to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm;
the second steering unit is connected with the second rocker arm; the second steering unit is used for locking the synchronous deflection of the two rear wheels relative to the frame through the transmission matching of the first rocker arm and the second rocker arm.
Optionally, the first steering unit includes a first driving member and a first push rod, one end of the first driving member is hinged to the frame, a first end of the first push rod extends into the other end of the first driving member, and a second end of the first push rod is hinged to the first rocker arm; the first driving piece is used for driving the first push rod to stretch along the axial direction of the first push rod, so that the first rocker arm is driven to rotate around the axial direction of the connecting rod through the first push rod, and further the two rear wheels are driven to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm;
the second steering unit comprises a second driving piece and a second push rod, one end of the second driving piece is hinged with the frame, the first end of the second push rod extends into the other end of the second driving piece, and the second end of the second push rod is hinged with the second rocker arm; the second driving piece is used for locking the second push rod to stretch along the axial direction of the second push rod, so that the second rocker arm is locked to rotate around the connecting rod in the axial direction through the second push rod, and the synchronous deflection of the two rear wheels relative to the frame is locked through the transmission matching of the second rocker arm and the second rocker arm.
In a second aspect, the embodiment of the present invention further provides an automobile, including: the chassis mechanism is described above.
The utility model provides a chassis mechanism has following beneficial effect at least:
above-mentioned chassis mechanism, first steering assembly can drive the turning of the relative frame of front wheel in order to realize the front wheel through first suspension subassembly, the second steering assembly can drive the turning of the relative frame of rear wheel in order to realize the rear wheel through the second suspension subassembly, the chassis mechanism that this scheme provided turns to the subassembly through addding the second, make the car of installing this chassis mechanism preceding, the rear wheel homoenergetic can realize turning to the function, thereby can effectively reduce the radius of turning to of car, promote the turning mobility of car greatly.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a partial schematic view of a chassis mechanism in one embodiment;
FIG. 2 is another partial schematic structural view of a chassis mechanism in an embodiment;
fig. 3 is a partial structural view of a chassis mechanism in an embodiment.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, of the embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
Unless otherwise defined, technical or scientific terms used herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which the invention belongs. The use of "first," "second," and similar terms in the description herein do not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships are changed accordingly.
As shown in fig. 1 and 2, the embodiment of the present invention provides a chassis mechanism, which includes a first suspension assembly 100, a second suspension assembly 200, a first steering assembly 300 and a second steering assembly 400, wherein the first suspension assembly 100 is used for connecting a front wheel 20 and a frame; the second suspension assembly 200 is used to connect the rear wheel 40 to the frame; the first steering assembly 300 is connected with the first suspension assembly 100, and the first steering assembly 300 is used for driving the front wheel 20 to deflect relative to the frame through the first suspension assembly 100 so as to realize steering of the front wheel 20; the second steering assembly 400 is connected to the second suspension assembly 200, and the second steering assembly 400 is used for driving the rear wheel 40 to deflect relative to the frame through the second suspension assembly 200 so as to steer the rear wheel 40.
Above-mentioned chassis mechanism, first subassembly 300 that turns to can drive the deflection of the relative frame of front wheel 20 in order to realize turning to of front wheel 20 through first suspension subassembly 100, the second turns to the subassembly 400 and can drive the deflection of the relative frame of rear wheel 40 in order to realize turning to of rear wheel 40 through second suspension subassembly 200, the chassis mechanism that this scheme provided turns to the subassembly 400 through addding the second, make the car of installing this chassis mechanism preceding, the rear wheel homoenergetic can realize turning to the function, thereby can effectively reduce the radius of turning to of car, promote the mobility that turns to of car greatly.
As shown in fig. 1, in an embodiment, the first suspension assembly 100 includes a knuckle, a first control arm 120 and a second control arm 130, the knuckle is hinged to the front wheel 20, a first steering assembly 300 is connected to the knuckle, and the first steering assembly 300 is used for driving the front wheel 20 to deflect relative to the frame through the knuckle.
One end of the first control arm 120 is hinged with the steering knuckle, and the other end of the first control arm 120 is hinged with the frame; one end of the second control arm 130 is hinged with the steering knuckle, and the other end of the second control arm 130 is hinged with the frame; the first control arm 120 and the second control arm 130 serve to limit the range of travel of the front wheel 20 for jumping up and down, respectively, when the front wheel 20 jumps.
In one embodiment, the first suspension assembly 100 further includes a steering rod 140, one end of the steering rod 140 is hinged to the knuckle, the other end of the steering rod 140 is connected to a first steering assembly 300, and the first steering assembly 300 is configured to drive the front wheel 20 to deflect relative to the frame via the steering rod 140 and the knuckle in sequence.
In one embodiment, the first suspension assembly 100 further includes an elastic shock absorber 150, one end of the elastic shock absorber 150 is hinged to one end of the second control arm 130, the other end of the elastic shock absorber 150 is hinged to the vehicle frame, and the elastic shock absorber 150 is used for reducing the oscillation of the front wheel 20 and absorbing the impact force received by the front wheel 20 when the front wheel 20 jumps, so as to improve the driving comfort of the vehicle mounted with the chassis mechanism.
In one embodiment, elastomeric damper 150 includes a damper 152 and an elastomeric member 154, one end of damper 152 is hingedly coupled to one end of second control arm 130, the other end of damper 152 is hingedly coupled to the vehicle frame, and damper 152 is configured to reduce oscillation of front wheel 20 as front wheel 20 jounces. The elastic member 154 may be, but not limited to, a spring, and the elastic member 154 is sleeved on the shock absorber 152, and the elastic member 154 is used for absorbing the impact force received by the front wheel 20 when the front wheel 20 jumps.
In one embodiment, the first suspension assembly 100 further comprises a stabilizer bar 160, the stabilizer bar 160 is hinged on the first control arm 120, and the stabilizer bar 160 is used for adjusting the deflection angle of the front wheel 20 relative to the frame when the front wheel 20 jumps, so as to ensure the driving stability of the automobile provided with the chassis mechanism on steering or uneven road.
In one embodiment, the first suspension assembly 100 further comprises a first bumper 170, one end of the first bumper 170 is hinged to the first control arm 120, the other end of the first bumper 170 is hinged to the frame, and the first bumper 170 is used to limit the upward run-out of the front wheel 20 when the front wheel 20 is run-out to the limit.
In one embodiment, the first suspension assembly 100 further comprises a second bump stop, one end of which is hinged to the second control arm 130 and the other end of which is hinged to the frame, the second bump stop being configured to limit the downward further run-out of the front wheel 20 when the front wheel 20 is run-down to the limit.
In one embodiment, the second suspension assembly 200 is identical in structure to the first suspension assembly 100. Through setting second suspension subassembly 200 and first suspension subassembly 100 to the same structure for second suspension subassembly 200 can be general or exchange with the spare part of first suspension subassembly 100, thereby can effectively reduce chassis mechanism's spare part kind, reduces chassis mechanism's die sinking cost, is favorable to promoting the reliability and the comprehensive security of the car of installing this chassis mechanism.
It should be noted that, in the present embodiment, since the second suspension assembly 200 has the same structure as the first suspension assembly 100, the specific structure of the second suspension assembly 200 can be referred to the above description of the specific structure of the first suspension assembly 100, and the specific structure of the second suspension assembly 200 will not be described again.
As shown in fig. 1 and 2, in one embodiment, the first suspension assemblies 100 and the front wheels 20 are arranged in pairs, two first suspension assemblies 100 are respectively arranged in one-to-one correspondence with the two front wheels 20, the second suspension assemblies 200 are arranged in pairs with the rear wheels 40, and two second suspension assemblies 200 are respectively arranged in one-to-one correspondence with the two rear wheels 40.
Further, the chassis mechanism further includes a first linkage assembly 500 and a second linkage assembly 600, the first linkage assembly 500 is connected between the two first suspension assemblies 100, the first steering assembly 300 is connected to the first linkage assembly 500, and the first steering assembly 300 is configured to drive the two front wheels 20 to synchronously deflect relative to the frame through the first linkage assembly 500. The second linkage assembly 600 is connected between the two second suspension assemblies 200, the second steering assembly 400 is connected with the second linkage assembly 600, and the second steering assembly 400 is used for driving the two rear wheels 40 to synchronously deflect relative to the frame through the second linkage assembly 600.
As shown in fig. 3, in one embodiment, the second linkage assembly 600 includes a first rocker arm 610, a second rocker arm 620, and a link 630, the first rocker arm 610 being connected to one of the second suspension assemblies 200; the second swing arm 620 is spaced apart from the first swing arm 610 and connected to another second suspension assembly 200; the connecting rod 630 is connected between the first rocker arm 610 and the second rocker arm 620, the second steering assembly 400 is connected with the first rocker arm 610, and the second steering assembly 400 is used for driving the two rear wheels 40 to synchronously deflect relative to the vehicle frame through the transmission cooperation of the first rocker arm 610 and the second rocker arm 620. Specifically, the first and second swing arms 610 and 620 of the second linkage assembly 600 are respectively hinged to one ends of the steering links 140 of the two second suspension assemblies 200.
In the present embodiment, the second linkage assembly 600 has the same structure as the first linkage assembly 500, and the specific structure of the first linkage assembly 500 can be referred to the above description of the specific structure of the second linkage assembly 600, and the detailed structure of the first linkage assembly 500 will not be described herein. Specifically, the first and second swing arms 610 and 620 of the first linkage assembly 500 are respectively hinged to one ends of the tie rods 140 of the two first suspension assemblies 100.
As shown in fig. 3, in an embodiment, the second steering assembly 400 includes a first steering unit 420 and a second steering unit 440, the first steering unit 420 being connected to a first swing arm 610; the first steering unit 420 is used for driving the two rear wheels 40 to synchronously deflect relative to the vehicle frame through the transmission cooperation of the first rocker arm 610 and the second rocker arm 620. The second steering unit 440 is connected to the second swing arm 620; the second steering unit 440 serves to lock the two rear wheels 40 against synchronous deflection relative to the vehicle frame by the driving cooperation of the first swing arm 610 and the second swing arm 620.
Through the arrangement of the second steering unit 440 which is relatively independent of the first steering unit 420, the steering of the rear wheel 40 can be locked through the second steering unit 440 when the rear wheel 40 does not need to steer, and the driving stability and safety of the automobile provided with the chassis mechanism are effectively improved.
As shown in fig. 3, in an embodiment, the first steering unit 420 includes a first driving member 422 and a first push rod 424, the first driving member 422 may be, but is not limited to, a hydraulic cylinder, one end of the first driving member 422 is hinged to the vehicle frame, a first end of the first push rod 424 extends into the other end of the first driving member 422, and a second end of the first push rod 424 is hinged to the first swing arm 610; the first driving member 422 is used for driving the first push rod 424 to extend and retract along the axial direction thereof, so as to drive the first rocker arm 610 to rotate around the connecting rod 630 in the axial direction through the first push rod 424, and further drive the two rear wheels 40 to synchronously deflect relative to the frame through the transmission cooperation of the first rocker arm 610 and the second rocker arm 620.
The second steering unit 440 includes a second driving member 442 and a second push rod 444, the second driving member 442 may be, but is not limited to, a hydraulic cylinder, one end of the second driving member 442 is hinged to the vehicle frame, a first end of the second push rod 444 extends into the other end of the second driving member 442, and a second end of the second push rod 444 is hinged to the second swing arm 620; the second driving member 442 is used for locking the second push rod 444 to extend and retract along the axial direction thereof, so as to lock the second swing arm 620 to rotate around the connecting rod 630 in the axial direction through the second push rod 444, and further lock the two rear wheels 40 to synchronously deflect relative to the vehicle frame through the transmission cooperation of the second swing arm 620 and the second swing arm 620.
As shown in fig. 1, further, the first steering assembly 300 includes a steering wheel 310 and a transmission shaft 320 connected to each other, an end of the transmission shaft 320 far from the steering wheel 310 is connected to the first suspension assembly 100, the steering wheel 310 is configured to drive the transmission shaft 320 to rotate around its axial direction, so as to drive the front wheel 20 to deflect relative to the vehicle frame through the transmission cooperation between the transmission shaft 320 and the first suspension assembly 100. In one embodiment, the end of the drive shaft 320 remote from the steering wheel 310 is connected to the steering linkage 140 of the first suspension assembly 100. Further, one end of the transmission shaft 320, which is far away from the steering wheel 310, is connected to the first swing arm 610 of the first linkage assembly 500, and the steering wheel 310 is used for driving the transmission shaft 320 to rotate around its own axial direction, so as to drive the two rear wheels 40 to synchronously deflect relative to the frame through the transmission cooperation of the first swing arm 610 and the second swing arm 620 of the first linkage assembly 500.
In one embodiment, the plurality of transmission shafts 320 includes a plurality of transmission shafts 320, the steering wheel 310 and the plurality of transmission shafts 320 are sequentially connected, and one end of one of the plurality of transmission shafts 320, which is farthest from the steering wheel 310, is connected to the steering link 140 of the first suspension assembly 100. Specifically, one end of the one of the plurality of drive shafts 320 farthest from the steering wheel 310 is connected to the first rocker arm 610 of the first linkage assembly 500.
Further, the embodiment of the present invention provides an automobile, wherein the automobile includes the chassis mechanism in the above embodiment, and the structure of the chassis mechanism can refer to the description in the above embodiment, which is not repeated herein. Because the embodiment of the utility model provides an automobile includes the chassis mechanism in the above-mentioned embodiment, consequently the embodiment of the utility model provides an automobile has the whole beneficial effect of chassis mechanism in the above-mentioned embodiment.
The above embodiments are only specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of changes or substitutions within the technical scope of the present invention, and all should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A chassis mechanism, comprising:
a first suspension assembly for connecting the front wheel to the frame;
a second suspension assembly for connecting a rear wheel to the frame;
the first steering assembly is connected with the first suspension assembly and is used for driving the front wheel to deflect relative to the frame through the first suspension assembly so as to realize steering of the front wheel;
and the second steering assembly is connected with the second suspension assembly and is used for driving the rear wheel to deflect relative to the frame through the second suspension assembly so as to realize the steering of the rear wheel.
2. A chassis mechanism according to claim 1, wherein the second suspension assembly is of the same construction as the first suspension assembly.
3. The chassis mechanism of claim 1, wherein the first suspension assembly comprises:
the steering knuckle is hinged with the front wheel, the first steering assembly is connected with the steering knuckle, and the first steering assembly is used for driving the front wheel to deflect relative to the frame through the steering knuckle;
one end of the first control arm is hinged with the steering knuckle, and the other end of the first control arm is hinged with the frame;
one end of the second control arm is hinged with the steering knuckle, and the other end of the second control arm is hinged with the frame; the first control arm and the second control arm are respectively used for limiting the stroke range of the upward and downward jumping of the front wheel when the front wheel jumps.
4. The chassis mechanism of claim 3, wherein the first suspension assembly further comprises at least one of:
one end of the steering pull rod is hinged with the steering knuckle, the other end of the steering pull rod is connected with the first steering assembly, and the first steering assembly is used for driving the front wheel to deflect relative to the frame through the steering pull rod and the steering knuckle in sequence;
one end of the elastic shock absorber is hinged with one end of the second control arm, the other end of the elastic shock absorber is hinged with the frame, and the elastic shock absorber is used for reducing the oscillation of the front wheel and absorbing the impact force born by the front wheel when the front wheel jumps;
the stabilizer bar is hinged to the first control arm and used for adjusting the deflection angle of the front wheel relative to the frame when the front wheel jumps;
one end of the first buffer block is hinged with the first control arm, the other end of the first buffer block is hinged with the frame, and the first buffer block is used for limiting the upward continuous jumping of the front wheel when the front wheel jumps to the limit;
and one end of the second buffer block is hinged with the second control arm, the other end of the second buffer block is hinged with the frame, and the second buffer block is used for limiting the downward continuous jumping of the front wheel when the front wheel jumps to the limit.
5. The chassis mechanism according to claim 1, wherein the first suspension assemblies and the front wheels are provided in pairs, two of the first suspension assemblies correspond to the two front wheels one by one, the second suspension assemblies and the rear wheels are provided in pairs, and two of the second suspension assemblies correspond to the two rear wheels one by one.
6. The chassis mechanism of claim 5, further comprising:
the first linkage assembly is connected between the two first suspension assemblies, the first steering assembly is connected with the first linkage assembly, and the first steering assembly is used for driving the synchronous deflection of the two front wheels relative to the frame through the first linkage assembly;
and the second linkage assembly is connected between the two second suspension assemblies, the second steering assembly is connected with the second linkage assembly, and the second steering assembly is used for driving the two rear wheels to synchronously deflect relative to the frame through the second linkage assembly.
7. The chassis mechanism of claim 6, wherein the second linkage assembly comprises:
a first rocker arm connected to one of the second suspension assemblies;
the second rocker arm is arranged at an interval with the first rocker arm and is connected with the other second suspension assembly;
the connecting rod is connected between the first rocker arm and the second rocker arm, the second steering assembly is connected with the first rocker arm, and the second steering assembly is used for driving the two rear wheels to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm.
8. The chassis mechanism of claim 7, wherein the second steering assembly comprises:
a first steering unit connected with the first rocker arm; the first steering unit is used for driving the two rear wheels to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm;
the second steering unit is connected with the second rocker arm; the second steering unit is used for locking the synchronous deflection of the two rear wheels relative to the frame through the transmission matching of the first rocker arm and the second rocker arm.
9. The chassis mechanism as claimed in claim 8, wherein the first steering unit includes a first driving member and a first push rod, one end of the first driving member is hinged to the frame, a first end of the first push rod extends into the other end of the first driving member, and a second end of the first push rod is hinged to the first rocker arm; the first driving piece is used for driving the first push rod to stretch along the axial direction of the first push rod, so that the first rocker arm is driven to rotate around the axial direction of the connecting rod through the first push rod, and further the two rear wheels are driven to synchronously deflect relative to the frame through the transmission matching of the first rocker arm and the second rocker arm;
the second steering unit comprises a second driving piece and a second push rod, one end of the second driving piece is hinged with the frame, the first end of the second push rod extends into the other end of the second driving piece, and the second end of the second push rod is hinged with the second rocker arm; the second driving piece is used for locking the second push rod to stretch along the axial direction of the second push rod, so that the second rocker arm is locked to rotate around the connecting rod in the axial direction through the second push rod, and the synchronous deflection of the two rear wheels relative to the frame is locked through the transmission matching of the second rocker arm and the second rocker arm.
10. An automobile, comprising: the chassis mechanism as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020842772.0U CN212220369U (en) | 2020-05-19 | 2020-05-19 | Chassis mechanism and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020842772.0U CN212220369U (en) | 2020-05-19 | 2020-05-19 | Chassis mechanism and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212220369U true CN212220369U (en) | 2020-12-25 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020842772.0U Active CN212220369U (en) | 2020-05-19 | 2020-05-19 | Chassis mechanism and automobile |
Country Status (1)
| Country | Link |
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| CN (1) | CN212220369U (en) |
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2020
- 2020-05-19 CN CN202020842772.0U patent/CN212220369U/en active Active
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