## 3 Analysis of Results  
### Full Load Bending Working Condition  
The displacement calculation results of the full load bending condition of the frame are shown in Figure 5. It can be seen that the displacement in the frame gradually becomes larger from the two ends of the frame to the middle, the maximum displacement occurs in the middle of the left and right longitudinal beams (\(l\) = 1671 mm), and the maximum displacement is 2.11 mm. The main reason for this deformation is that the longitudinal beam is subjected to the gravity load of the diesel engine and the self-priming pump and is mainly concentrated in the middle section; so, the middle of the longitudinal beam is deformed by downward bending. \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Work Condition** & **Left Front Wheel** & **Right Front Wheel** & **Left Rear Wheel** & **Right Rear Wheel** \\ \hline Full load bending & All & All & All & All \\ Full load reversal & - & All & UY & UV \\ Emergency turns & UXUVUZ & UXUVUZ & UXUVUZ & UXUVUZ \\ Emergency braking & UXUVUZ & UXUVUZ & UVUZ & UVUZ \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Setting of boundary conditions for each working condition. Figure 4: Schematic diagram of the monitoring path. Figure 5: Displacement nephogram under bending condition. As can be seen from Figure 6a, the right end of the front and rear axles (namely A-1 and B-1) is taken as the starting point, and the displacement in the front axles gradually rises from 1.57 mm to the maximum displacement of 1.82 mm in the middle, and then decreases with the increase in the distance. The displacement trend of the rear axle is consistent with that of the front axle, but the overall displacement in the rear axle is slightly larger than that of the front axle. Compared with the front axle, the minimum displacement in the rear axle is 1.56 mm, and the maximum displacement is 1.84 mm. As can be seen from Figure 6b, the maximum displacement positions of both the front and rear crossbeams occur at the contact between the crossbeams and the inner side of the left and right longitudinal beams (namely \(l=630\) mm and \(l=1050\) mm). The displacement on both sides of the front crossbeam was 2.0285 mm. In the area of contact between the front crossbeam and the outer side of the left and right longitudinal beams, the displacement in the front crossbeam decreases and rises slightly, where the minimum displacement is 2.0278 mm and the maximum displacement is 2.0292 mm. As the rear crossbeam is close to the installation position of the self-priming pump, the overall displacement in the rear crossbeam is slightly larger than the front crossbeam. The minimum displacement in the rear crossbeam is located on both sides of it, and the minimum displacement is 2.0322 mm. The displacement in the rear crossbeam continues to increase from both sides to the middle to the maximum displacement, and the maximum displacement is 2.0394 mm. As can be seen from Figure 6c, taking the front end of the longitudinal beams (namely E-1 and F-1) as the starting point, the displacement variation trend of the left and right longitudinal beams is consistent. The displacement changes from the front end of the longitudinal beam to the rear end of the longitudinal beam, showing the phenomenon of increasing first and then decreasing, and the maximum displacement occurs at the middle position of the longitudinal beam (\(l=1671\) mm). Among them, the displacement in the front end of the left and right longitudinal beams is 1.57 mm, the maximum displacement is 2.11 mm, and the displacement in the end of the longitudinal beam is 1.60 mm. The overall displacement in the frame and the displacement in each key component are small in the bending condition. As can be seen from Figure 7, the maximum stress location of the frame occurs on the axle bracket at the connection between the base of the left and right longitudinal beams  
Figure 6: Displacement curves of main components under bending conditions.