WO2012071885A1 - 工程车辆及其底盘 - Google Patents

工程车辆及其底盘 Download PDF

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Publication number
WO2012071885A1
WO2012071885A1 PCT/CN2011/076291 CN2011076291W WO2012071885A1 WO 2012071885 A1 WO2012071885 A1 WO 2012071885A1 CN 2011076291 W CN2011076291 W CN 2011076291W WO 2012071885 A1 WO2012071885 A1 WO 2012071885A1
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WO
WIPO (PCT)
Prior art keywords
chassis
girders
axles
shaft
vehicle
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Application number
PCT/CN2011/076291
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English (en)
French (fr)
Inventor
王尤毅
陈先
赵玉坤
Original Assignee
湖南三一智能控制设备有限公司
三一重工股份有限公司
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Application filed by 湖南三一智能控制设备有限公司, 三一重工股份有限公司 filed Critical 湖南三一智能控制设备有限公司
Publication of WO2012071885A1 publication Critical patent/WO2012071885A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/14—Understructures, i.e. chassis frame on which a vehicle body may be mounted of adjustable length or width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft

Definitions

  • the present invention relates to the technical field of engineering vehicles, and in particular to a chassis for an engineering vehicle. Furthermore, the invention relates to an engineering vehicle comprising the above-described chassis. Scenery technology
  • Construction vehicles are a kind of construction machinery with relatively large load capacity. With the continuous development of infrastructure construction, the application of construction vehicles is becoming more and more extensive.
  • FIG. 1 is a schematic structural view of a chassis of a typical construction vehicle in the prior art.
  • the chassis of a typical engineering vehicle in the prior art includes an axle 1 connecting a corresponding wheel on both sides, a transfer case 3, a transmission shaft 2 connecting the transfer case 3, and a girders separating the two sides of the chassis. 4; Because the engineering vehicle has a relatively large bearing capacity, generally there are more than two axles 1 , the girders 4 are connected to the axles 1 , the two jointly support the vehicle body , and the transmission shaft 2 connects the power plant of the engineering vehicle with the axle 1 or the adjacent connection The two axles 1 transmit the driving force required for each axle 1 to work.
  • the length of the girders 4 of the prior art engineering vehicles is fixed, that is, the distance between the axles 1 is constant, so when the load of the engineering vehicle load is unevenly distributed, the axles of the axles 1 are received.
  • the load is also different.
  • the axle load of the axle 1 near the center of gravity of the load is relatively large, and the axle load of the axle 1 far from the center of gravity of the load is relatively small.
  • the uneven distribution of the load is prone to a situation: When the axle is overloaded, the axle 1 with a relatively small load has a relatively large load-bearing margin, which affects the overall load capacity of the construction vehicle.
  • the uneven distribution of the local load of the engineering vehicle not only affects the smooth running of the vehicle, but also fails to make the vehicle reach the optimal transportation state, and the road surface to which it is driven is relatively destructive, and cannot meet the requirements of highway regulations; and due to the operational characteristics of the construction vehicle, not only
  • the vehicle is required to have good driving performance on a straight road surface, and it is also required to be able to drive normally under off-road conditions.
  • the road conditions of off-road conditions are relatively poor, and the vehicle is bumpy, which adds to the overload of the axle 1. Burden, it is easy to break.
  • the invention provides a chassis, which has a structure for adjusting the wheelbase between axles, solves the problem that the axle is overloaded due to uneven load distribution, balances the load distribution of each axle, and prolongs the service life of the axle. And make the vehicle in optimal transport.
  • the present invention also provides an engineering vehicle including the above chassis.
  • the chassis of the construction vehicle comprises at least two axles and a girders connected to the axles, the girders comprising a first girders and a second girders connected to the first girders, and a connection interface between the two is located between the two axles; the chassis further includes a telescopic device that moves along a longitudinal direction of the vehicle body, and the two ends of the telescopic device are respectively connected to the first beam portion and the second beam
  • the second girders are slidably coupled to the first girders.
  • a chute is disposed inside the first girders, and one end of the second girders is nested inside the chute.
  • the expansion and contraction device is a telescopic cylinder, and a fixing portion of the telescopic cylinder is connected to the first girders, and an expansion and contraction portion is connected to the second girders.
  • the fixing portion is connected to the first girders by a hinge seat, and the telescopic portion is connected to the second girders by a hinge seat.
  • an outer wall of a portion of the second girders that is nested in the first girders is in contact with an inner wall of the chute.
  • the drive shaft of the chassis includes a first shaft and a second shaft nested inside the first shaft, the second shaft sliding with the first shaft.
  • the second shaft is an external spline
  • the first shaft is an internal spline that cooperates with the external spline
  • the construction vehicle provided by the present invention comprises a chassis and a vehicle body connected to the chassis, the chassis being the chassis according to any one of the above.
  • the chassis of the construction vehicle provided by the present invention comprises at least two axles and a girders connected to the axles, the girders comprising a first girders and a second girders connected to the first girders, and a connection interface between the two is located between the two axles;
  • the chassis further includes a telescopic device that moves along a longitudinal direction of the vehicle body, and the two ends of the telescopic device are respectively connected to the first beam portion and the second beam
  • the second girders are slidably coupled to the first girders.
  • the axle bearing the relatively large axial load can be obtained by the experience of the staff or the numerical calculation method, and then the telescopic device near the axle bearing the axial load is operated to be telescoped. Pushing the axle away from the center of gravity of the load, thereby reducing the axial load on the axle, and the specific value of the expansion and contraction of the telescopic device can also be obtained by calculation and verification.
  • the girders of the construction vehicles are designed to be telescopic along the length of the vehicle body, so that the axial load on some axles can be adjusted, which is beneficial to balance the axial forces of the axles and avoid the breakage of some axles due to overweight.
  • the vehicle can be optimally transported to meet road regulations.
  • FIG. 1 is a schematic structural view of a chassis of a typical construction vehicle in the prior art
  • FIG. 2 is a schematic structural view of a specific embodiment of a chassis of an engineering vehicle according to the present invention
  • FIG 3 is a front elevational view of the chassis of the construction vehicle shown in Figure 2;
  • Figure 4 is a schematic view showing a specific connection manner of the girders of the chassis shown in Figure 2;
  • Fig. 5 is a structural schematic view showing a specific embodiment of a drive shaft of a chassis of an engineering vehicle according to the present invention.
  • the core of the present invention is to provide a chassis having a structure for adjusting the wheelbase between the axles, solving the problem of overloading of the axle due to uneven load distribution, balancing the load distribution of each axle, thereby extending the axle.
  • another core of the present invention is directed to providing an engineering vehicle including the above-described chassis.
  • FIG. 2 is a schematic structural view of a chassis according to a specific embodiment of the present invention
  • FIG. 3 is a front view of the chassis of the vehicle shown in FIG. 2
  • the chassis of the construction vehicle is the support of the whole vehicle, including at least two axles 13 and girders 11.
  • the girders 11 are connected, and the general girders 11 are made of a specific steel and may have a shape of a groove.
  • the girders 11 include a first girders 111 and a second girders 112 nested with the first girders 111.
  • the second girders 112 and the first girders 111 may both be grooved structures.
  • the former can be nested inside the latter, and the connection interface between the two is located between the axles 13.
  • the chassis is further provided with a telescopic device 12 that moves along the longitudinal direction of the vehicle body.
  • the two ends of the telescopic device 12 are respectively connected to the first beam portion 111 and the second beam portion 112, and the second beam portion 112 is opposite to the first beam by the expansion device 12.
  • the portion 111 slides relative to the longitudinal direction of the body of the engineering vehicle.
  • the above-mentioned structure can realize that the axle distance between the axles of the chassis can be adjusted.
  • the axle bearing the axial load can be obtained by the experience of the staff or the numerical calculation method. 13, then operating the telescopic device 12 near the axle 13 with a large axial load to expand and contract, pushing the axle 13 away from the center of gravity of the load, thereby reducing the axial load on the axle 13, and the expansion device 12 is elongated
  • the specific value can also be obtained by calculation and verification.
  • the girders 11 of the construction vehicle are designed to be telescopic along the length of the vehicle body, so that the axial load on the partial axles 13 can be adjusted, which is advantageous for balancing the axial forces of the axles 13 and avoiding the partial axles 13 being overweight. Breaking, it also allows the vehicle to reach optimal transport conditions and meet road regulations.
  • the solution of the present invention is illustrated by taking the two sections of the girders 11 of the engineering vehicle (the first girders 111 and the second girders 112) as an example. It should be understood that the girders 11 include, but are not limited to, two sections, and may further include more sections as long as the technical effects of the present invention are satisfied.
  • a chute may be disposed inside the first girders 111, and the second girders 112 are nested in the chutes.
  • the chute structure is single, and the first large beam portion 111 and the second large beam portion 112 are directly connected, and the guiding property is better, and the movement of the two is reliable.
  • the expansion and contraction device 12 may be a telescopic cylinder, and a fixing portion of the telescopic cylinder is connected to the first large beam portion 111, and the expansion and contraction portion is connected to the second beam portion 112. It is apparent that the fixing portion of the telescopic cylinder is connected to the second girders 112, and the expansion and contraction portion is also connected to the first girders 111.
  • the telescopic cylinder driven by the hydraulic oil circuit has no rotating friction parts, each component has a long service life, and the structure is simple, easy to operate, and the hydraulic operation is smooth.
  • the hydraulic oil source that drives the oil circuit can come from the power source of the hydraulic control system of the construction vehicle. This solution does not require an additional oil source, the structure is simple, and the cost is low.
  • the telescopic oil rainbow can be respectively connected to the first beam portion 111 and the second beam portion 112 through the hinge seat, and the hinge seats connected to the first beam portion 111 and the second beam portion 112 can be respectively disposed on the first beam The inner wall of the portion 111 and the inner wall of the second beam portion 112.
  • the hinged seat connection is more convenient and easy to remove.
  • connection of the hinge seat to the first beam portion 111 and the second beam portion 112 may be a direct connection, or may be indirectly connected to the first beam portion 111 and the second beam portion 112 by other means, as long as the work of the telescopic cylinder is not affected. Just fine.
  • an outer wall of a portion of the second large beam portion 112 nested in the first gird portion 111 is fitted to an inner wall of the sliding groove.
  • the inner wall of the groove bottom of the first large beam portion 111 is fitted to the outer wall of the groove bottom of the second large beam portion 112 to facilitate the installation and positioning of the two large beam portions, and the fitting of the two side walls of the two large beam portions enhances the strength of the connecting portion.
  • the relative movement of the second large beam portion 112 and the first large beam portion 111 can be disposed inside the first large beam portion 111 through one end of the second large beam portion 112 to guide the relative sliding of the two.
  • the first girders 111 and the second girders 112 are respectively connected to the two ends of the third member, and the second girders 112 and the first girders 111 are realized by the guiding and supporting of the third members. Relative sliding.
  • the drive axle 14 is also mounted on the chassis of the construction vehicle.
  • the transmission shaft 14 functions to transmit power. It can be transmitted between the two axles 13 of different axles, even between the two axles 13 whose relative positions are constantly changing during operation. power.
  • FIG. 5 is a schematic diagram of a drive shaft of a chassis of a construction vehicle according to the present invention. A schematic structural view of a specific embodiment.
  • the drive shaft 14 can include a first shaft 141 and a second shaft 142 nested inside the first shaft 141 such that the second shaft 142 slides inside the first shaft 141 along the length of the beam 11.
  • One end of the first shaft 141 can be connected to the power source, and one end of the second shaft 142 can be connected to the axle 13.
  • the telescopic device 12 that controls the movement of the axle 13 is operated to extend, and the first beam portion 111 and the second portion
  • the girders 112 are relatively far apart, and the two portions of the transmission shaft 14 that connect the respective axles 13 also slide relative to each other to achieve adjustment of the pitch of the axles 13.
  • the structure in which the second shaft 142 is nested inside the first shaft 141 can easily realize the structure without affecting the transmission power of the transmission shaft 14, and the guiding property of the two shafts is relatively good, and the relative sliding is relatively stable.
  • the longitudinal direction of the girders refers to the longitudinal direction of the vehicle body.
  • the second shaft 142 can be connected to the first shaft 141 by a key connection, the second shaft 142 can be provided with an external spline, and the first shaft 141 can be provided with an internal spline that cooperates with the second shaft 142.
  • the specific number of keyways can be set according to the specific situation.
  • the spline fit bearing capacity is relatively strong, the transmitted torque is also relatively large, and the concentricity and guiding of both are relatively good, which is beneficial to the stable sliding of the two parts of the transmission shaft 14.
  • the telescopic device 12 in the above embodiment is not limited to the telescopic cylinder, and a motor-chain transmission can also be used, which has a large load carrying capacity.
  • the present invention also provides an engineering vehicle including the above-described chassis. Since the above-described chassis has the above-described technical effects, the construction vehicle having the above-described chassis should also have a corresponding technical effect. Please refer to the prior art for the structure of other parts of the above engineering vehicles, and will not be repeated here.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Description

工程车辆及其底盘 本申请要求于 2010 年 12 月 02 日提交中国专利局、 申请号为 201020639316.2, 发明名称为"工程车辆及其底盘"的中国专利申请的优先 权， 其全部内容通过引用结合在本申请中。 技术领域
本发明涉及工程车辆技术领域，特别涉及一种工程车辆的底盘。此外， 本发明还涉及包括上述底盘的工程车辆。 皆景技术
工程车辆是一种载重能力比较大的工程机械， 随着基础建设的不断发 展， 工程车辆的应用也越来越广泛。
请参考图 1 , 图 1为现有技术中一种典型的工程车辆的底盘的结构示 意图。
如图 1所示， 现有技术中一种典型的工程车辆的底盘包括连接两侧相 应车轮的车桥 1、分动箱 3、连接分动箱 3的传动轴 2以及分居底盘两侧的 大梁 4; 因工程车辆的承重比较大， 一般具有两个以上车桥 1 , 大梁 4连接 各车桥 1 , 两者共同支撑车身，传动轴 2连接工程车辆的动力装置与车桥 1 或连接相邻的两车桥 1 , 传输各车桥 1工作所需要的驱动力。
现有技术中的工程车辆的大梁 4的长度是固定不变的， 即各车桥 1间 的距离是恒定的， 因此在工程车辆载重载荷分布不均勾时， 各车桥 1承受 的轴向载荷也是不相同的， 靠近载重重心的车桥 1承受的轴向载荷就相对 比较大， 远离载重重心的车桥 1承受的轴向载荷就相对比较小。 载荷分布 的不均匀， 很容易出现一种情况： 承受载荷比较大的车桥 1超载时， 承受 载荷比较小的车桥 1还有比较大的承重富余量， 影响工程车辆的总体载重 能力。
工程车辆局部载荷分布的不均匀不仅影响车辆的平稳行驶， 无法使车 辆达到最佳运输状态， 而且对其行驶的路面破坏性比较大， 不能满足公路 法规要求； 并且由于工程车辆的作业特点， 不但要求车辆在平直路面上具 有良好的行驶性， 还需要其在越野条件下能正常行驶。 众所周知， 越野条 件的路面条件比较差， 车辆行驶颠簸比较严重， 这就加重了超载车桥 1的 负担， 很容易断裂。
因此，如何改进底盘的结构，解决部分车桥载荷过大导致超载的问题， 平衡各车桥的载荷分布， 延长车桥的使用寿命， 并使车辆达到最佳运输状 态， 是本领域技术人员目前亟待解决的技术问题。
发明内容
本发明提供一种底盘， 该底盘具有调节车桥间轴距的结构， 解决了因 载荷分布不均部分车桥超载的问题， 平衡了各车桥的载荷分布， 从而延长 车桥的使用寿命， 并使车辆达到最佳运输状态。
本发明同时提供一种包括上述底盘的工程车辆。
本发明提供的工程车辆的底盘， 包括至少两个车桥以及与各所述车桥 连接的大梁， 所述大梁包括第一大梁部和与所述第一大梁部连接的第二大 梁部， 且两者之间的连接接口位于两所述车桥之间； 所述底盘还包括沿车 身长度方向动作的伸缩装置， 所述伸缩装置两端分别连接所述第一大梁部 和所述第二大梁部， 所述第二大梁部与所述第一大梁部滑动连接。
优选地， 所述第一大梁部内部设置滑槽， 所述第二大梁部的一端嵌套 于所述滑槽的内部。
优选地， 所述伸缩装置为伸缩油缸， 所述伸缩油缸的固定部连接所述 第一大梁部， 其伸缩部连接所述第二大梁部。
优选地， 所述固定部通过铰支座与所述第一大梁部连接， 所述伸缩部 通过铰支座与所述第二大梁部连接。
优选地， 所述第二大梁部嵌套于所述第一大梁部的部分的外壁与所述 滑槽的内壁贴合。
优选地， 所述底盘的传动轴包括第一轴和嵌套在所述第一轴内部的第 二轴， 所述第二轴与所述第一轴滑动。
优选地， 所述第二轴为外花键， 所述第一轴为与所述外花键配合的内 花键。
本发明提供的工程车辆， 包括底盘和与所述底盘连接的车身， 所述底 盘为上述任一项所述的底盘。 本发明提供的工程车辆的底盘， 包括至少两个车桥以及与各所述车桥 连接的大梁， 所述大梁包括第一大梁部和与所述第一大梁部连接的第二大 梁部， 且两者之间的连接接口位于两所述车桥之间； 所述底盘还包括沿车 身长度方向动作的伸缩装置， 所述伸缩装置两端分别连接所述第一大梁部 和所述第二大梁部， 所述第二大梁部与所述第一大梁部滑动连接。
当工程车辆载重不均匀时， 可以凭借工作人员的经验或数值计算的方 法， 获得承受轴向载荷比较大的车桥， 然后操作承受轴向载荷较大的车桥 附近的伸缩装置使其伸缩， 推动该车桥远离载荷重心， 从而减小该车桥上 的轴向载荷， 伸缩装置伸缩的具体数值也可以通过计算校核得到。
将工程车辆的大梁设计为沿车身长度方向可以伸缩， 使得部分车桥上 的轴向载荷可以调节， 有利于平衡各车桥所承受的轴向力， 避免部分车桥 因超重而断裂， 同时也可以使车辆达到最佳运输状态， 满足公路法规要求。
附图说明
图 1为现有技术中一种典型的工程车辆的底盘的结构示意图； 图 2为本发明所提供的工程车辆的底盘的一种具体实施方式的结构示 意图；
图 3为图 2所示工程车辆的底盘的正视图；
图 4为图 2所示底盘的大梁的一种具体连接方式示意图；
图 5为本发明所提供的工程车辆的底盘的传动轴的一种具体实施方式 的结构示意图。
具体实施方式
本发明的核心旨在提供一种底盘， 该底盘具有调节车桥间轴距的结 构， 解决了因载荷分布不均部分车桥超载的问题， 平衡了各车桥的载荷分 布， 从而延长车桥的使用寿命， 并使车辆达到最佳运输状态。 另外， 本发 明的另一核心旨在提供一种包括上述底盘的工程车辆。
为了使本领域的技术人员更好地理解本发明的技术方案， 下面结合附 图和具体实施例对本发明作进一步的详细说明。 请参考图 2、 图 3和图 4, 图 2为本发明所提供底盘一种具体实施方式 的结构示意图； 图 3为图 2所示工程车辆的底盘的正视图； 图 4为图 2所 示底盘的大梁的一种具体连接方式示意图。
工程车辆的底盘是整车的支撑， 包括至少两个车桥 13和大梁 11 , 一 般工程车辆的载重量越大， 所需要的车桥 13就越多， 各车桥 13通过置于 其上的大梁 11连接， 一般大梁 11由特定的钢制作， 其形状可以为凹槽形 状。
在一种具体实施方式中，大梁 11包括第一大梁部 111和与第一大梁部 111嵌套的第二大梁部 112, 第二大梁部 112与第一大梁部 111可以均为凹 槽结构， 其中前者可以嵌套于后者的内部， 且两者之间的连接接口位于车 桥 13之间。
底盘还设置有沿车身长度方向动作的伸缩装置 12, 伸缩装置 12两端 分别连接第一大梁部 111和第二大梁部 112, 第二大梁部 112在伸缩装置 12的作用下相对于第一大梁部 111沿工程车辆的车身长度方向相对滑动。
综上所述， 通过上述结构可以实现底盘的车桥间轴距可以调节， 当工 程车辆载重不均匀时， 可以凭借工作人员的经验或数值计算的方法， 获得 承受轴向载荷比较大的车桥 13, 然后操作承受轴向载荷较大的车桥 13附 近的伸缩装置 12使其伸缩， 推动该车桥 13远离载荷重心， 从而减小该车 桥 13上的轴向载荷， 伸缩装置 12伸长的具体数值也可以通过计算校核得 到。
将工程车辆的大梁 11设计为沿车身长度方向可以伸缩，使得部分车桥 13上的轴向载荷可以调节， 有利于平衡各车桥 13所承受的轴向力， 避免 部分车桥 13因超重而断裂， 同时也可以使车辆达到最佳运输状态， 满足公 路法规要求。
需要指出的是， 本文以工程车辆的大梁 11包括两节 （第一大梁部 111 和第二大梁部 112 )为例， 阐述本发明的方案。 应当理解， 大梁 11包括但 不局限于两节， 还可以进一步包括更多节， 只要能满足本发明的技术效果 即可。
进一步地， 在第一大梁部 111内部可以设置滑槽， 第二大梁部 112嵌 套于所述滑槽中。 滑槽结构筒单， 并且第一大梁部 111与第二大梁部 112直接连接， 导 向性比较好， 两者运动可靠。
具体地，伸缩装置 12可以为伸缩油缸，伸缩油缸的固定部连接所述第 一大梁部 111 , 伸缩部连接所述第二大梁部 112。 显然， 此处伸缩油缸的固 定部与第二大梁部 112连接， 伸缩部与第一大梁部 111连接也是成立的。
液压油路驱动的伸缩油缸没有转动摩擦部件， 各零部件使用寿命长， 并且结构筒单， 容易操作， 且液压操作运动平稳。
驱动油路的液压油源可以来自工程车辆的液压控制***的动力源， 这 种方案不需提供额外的油源， 结构筒单， 成本较低。
具体地， 伸缩油虹可以通过铰支座分别与第一大梁部 111和第二大梁 部 112连接， 与第一大梁部 111和第二大梁部 112连接的铰支座可以分别 设置在第一大梁部 111的内壁和第二大梁部 112的内壁上。 铰支座连接比 较方便， 且便于拆卸。
铰支座与第一大梁部 111和第二大梁部 112的连接可以是直接连接， 也可以通过其他装置间接连接在第一大梁部 111和第二大梁部 112上， 只 要不影响伸缩油缸的工作即可。
进一步地， 第二大梁部 112嵌套于所述第一大梁部 111的部分的外壁 与所述滑槽的内壁贴合。
第一大梁部 111的槽底内壁与第二大梁部 112的槽底外壁贴合， 便于 二者的安装定位， 并且两大梁部的槽两侧壁的贴合， 增强了连接部分的强 度。
需要指出的是， 第二大梁部 112与第一大梁部 111的相对运动， 可以 通过第二大梁部 112的一端设置于第一大梁部 111的内部， 起导向作用实 现两者的相对滑动； 也可以通过设置第三部件， 第三部件两端分别连接第 一大梁部 111和第二大梁部 112, 通过第三部件起导向和支撑的作用， 实 现第二大梁部 112与第一大梁部 111的相对滑动。
工程车辆的底盘上还安装有传动轴 14,传动轴 14起传输动力的作用， 它可以在不同轴心的两车桥 13间，甚至在工作过程中相对位置不断变化的 两车桥 13间传递动力。
请参考图 5 , 图 5为本发明所提供的工程车辆的底盘的传动轴的一种 具体实施方式的结构示意图。
在一种具体实施方式中 ,传动轴 14可以包括第一轴 141和嵌套于上述 第一轴 141内部的第二轴 142, 以便第二轴 142沿大梁 11长度方向在第一 轴 141内部滑动， 第一轴 141的一端可以连接动力源， 第二轴 142的一端 可以连接车桥 13。
当工程车辆的某一车桥 13承受载荷比较大时， 即车桥 13离载重重心 比较近， 操作控制该车桥 13运动的伸缩装置 12, 使其伸长， 第一大梁部 111与第二大梁部 112相对远离， 连接相应的车桥 13的传动轴 14的两部 分也相对滑动， 实现车桥 13间距的调节。
第二轴 142嵌套在第一轴 141内部的结构，在不影响传动轴 14传输动 力的前提下， 结构筒单， 容易实现， 且两者导向性比较好， 相对滑动比较 平稳。
上述大梁长度方向是指车身长度方向。
具体地， 第二轴 142与第一轴 141的连接方式可以采用键连接， 第二 轴 142可以设置有外花键， 第一轴 141可以设置有与第二轴 142相配合的 内花键， 键槽的具体数量可以根据具体情况设定。
花键配合承载能力比较强， 传递的扭矩也比较大， 且两者的同心度和 导向性均比较好， 有利于传动轴 14两部分的稳定滑动。
本文各实施例为表述方便， 且容易理解， 以汽车处于非载重状态时， 伸缩装置 12处于最短伸缩量为前提进行的描述，显然，其他能实现本发明 的有益效果的伸缩装置 12的设计方式也在本文的保护范围内。
上述实施例中的伸缩装置 12并不局限于伸缩油缸， 还可以使用马达- 链条传动装置， 该传动装置承载能力较大。
除了上述底盘， 本发明还提供一种包括上述底盘的工程车辆， 由于上 述的底盘具有上述技术效果， 具有上述底盘的工程车辆也应该具有相应的 技术效果。 上述工程车辆的其他各部分的结构请参考现有技术， 本文不再 赘述。
以上对本发明所提供的工程车辆及其底盘进行了详细介绍。 本文中应 只是用于帮助理解本发明的方法及其核心思想。 应当指出， 对于本技术领 域的普通技术人员来说， 在不脱离本发明原理的前提下， 还可以对本发明 进行若干改进和修饰， 这些改进和修饰也落入本发明权利要求的保护范围 内。

Claims

1、 一种工程车辆的底盘， 包括至少两个车桥（13)以及与各所述车桥 ( 13 )连接的大梁（ 11 ),其特征在于，所述大梁（ 11 )包括第一大梁部（ 111 ) 和与所述第一大梁部（ 111 )连接的第二大梁部（ 112 ), 且所述第一大梁部 与所述第二大梁部的连接接口位于两所述车桥（13)之间； 所述底盘还包 括沿所述工程车辆的车身长度方向动作的伸缩装置 （12), 所述伸缩装置 (12) 的两端分别与所述第一权大梁部 （111)和所述第二大梁部 （112)连 接， 所述第二大梁部 （112)与所述第一大梁部 （111)滑动连接。
2、 如权利要求 1所述的工程车辆的底盘， 其特征在于， 所述第一大梁
8
部 （111) 的内部设置滑槽， 所述第二 _要大梁部 （112) 的一端嵌套于所述滑 槽的内部。 求
3、 如权利要求 2所述的工程车辆的底盘， 其特征在于， 所述伸缩装置 ( 12)为伸缩油缸，所述伸缩油缸的固定部与所述第一大梁部（ 111 )连接， 其伸缩部与所述第二大梁部 （ 112 )连接。
4、 如权利要求 3所述的工程车辆的底盘， 其特征在于， 所述固定部通 过铰支座与所述第一大梁部（ 111 )连接， 所述伸缩部通过铰支座与所述第 二大梁部 （ 112)连接。
5、 如权利要求 4所述的工程车辆的底盘， 其特征在于， 所述第二大梁 部 （112)嵌套于所述第一大梁部 （111) 的部分的外壁与所述滑槽的内壁 相贴合。
6、 如权利要求 1至 5任一项所述的工程车辆的底盘， 其特征在于， 其 传动轴 （14) 包括第一轴（141)和嵌套于所述第一轴（141) 内部的第二 轴（142), 所述第二轴 （142) 与所述第一轴（141)滑动连接。
7、 如权利要求 6 所述的工程车辆的底盘， 其特征在于， 所述第二轴
(142)为外花键， 所述第一轴 （141) 为与所述外花键配合的内花键。
8、 一种工程车辆， 包括底盘和与所述底盘连接的车身， 其特征在于， 所述底盘为如权利要求 1至 7任一项所述的底盘。
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