CN215513852U - Steering mechanism, walking equipment and unmanned vehicle - Google Patents

Abstract

The embodiment of the utility model provides a steering mechanism, a walking device and an unmanned vehicle, and relates to the technical field of vehicle steering. The steering mechanism comprises a mounting seat, a wheel arm, a limiting piece and a sensor. The wheel arm is rotatably connected to the mounting seat, and the steering function of the wheel arm can be realized through the rotation of the wheel arm. This locating part sets up in mount pad and wheel arm, and the locating part is used for restricting the turned angle of wheel arm for the mount pad, like this, through restricting the turned angle of wheel arm for the mount pad, can avoid steering range too big to can reduce the impaired possibility of relevant spare part, can also reduce the possibility of occurence of failure. The sensor is configured to output an angle signal, wherein the angle signal is indicative of a rotational angle of the wheel arm relative to the mount. Through setting up the sensor, can detect the turned angle of wheel arm for the mount pad pivoted, further avoid the turn to range too big through the mode of feedback.

Description

Steering mechanism, walking equipment and unmanned vehicle

Technical Field

The utility model relates to the technical field of vehicle steering, in particular to a steering mechanism, a traveling device and an unmanned vehicle.

Background

In a vehicle, a front wheel is generally set as a steering wheel, that is, a steering function, such as turning left or turning right, can be realized.

In the prior art, when the steering range of the wheels is too large, related parts can be damaged, or accidents can be caused.

SUMMERY OF THE UTILITY MODEL

The utility model provides a steering mechanism, a traveling device and an unmanned vehicle, which can limit the rotation angle of a wheel arm relative to a mounting seat, thereby avoiding overlarge steering amplitude.

Embodiments of the utility model may be implemented as follows:

an embodiment of the present invention provides a steering mechanism, including:

a mounting seat;

the wheel arm is rotatably connected to the mounting seat;

the limiting piece is arranged on the mounting seat and the wheel arm and used for limiting the rotation angle of the wheel arm relative to the mounting seat; and

a sensor for outputting an angle signal;

wherein the angle signal is indicative of a rotational angle of the wheel arm relative to the mount.

Optionally, the limiting angle of the limiting member is a first limiting angle;

in the angle signals output by the sensor, the represented limiting angle is a second limiting angle;

wherein the area characterized by the first limit angle covers the area characterized by the second limit angle.

Optionally, the steering mechanism further comprises an output shaft and a central magnet;

the output shaft is in transmission connection with the wheel arm;

the central magnet is fixedly arranged in the center of the end face of the output shaft;

the sensor comprises a central sensor, and the central sensor is fixed relative to the mounting seat and is arranged corresponding to the central magnet;

the central sensor is used for outputting the angle signal by detecting the magnetic pole change of the central magnet.

Optionally, the steering mechanism further comprises a first limit magnet and a second limit magnet;

the first limit magnet and the second limit magnet are fixedly arranged on the end face of the output shaft and distributed at intervals around the axial direction of the output shaft, and the central magnet, the first limit magnet and the second limit magnet define a safety zone;

the sensor further comprises a first limit sensor, the first limit sensor is fixed relative to the mounting seat, and the angle signals output by the first limit sensor comprise a first angle signal, a second angle signal and a third angle signal;

the first limit sensor is configured to output the first angle signal if the first limit sensor corresponds to within the safety range, and to output the second angle signal if the first limit sensor is directly facing the first limit magnet or the second limit sensor, and to output the third angle signal if the first limit sensor corresponds to outside the safety range.

Optionally, the sensor further includes a second limit sensor fixed relative to the mounting base, the second limit sensor and the first limit sensor are distributed at intervals around the axial direction of the output shaft, and the angle signal output by the second limit sensor includes a fourth angle signal, a fifth angle signal and a sixth angle signal;

the second limit sensor is used for outputting the fourth angle signal under the condition of corresponding to the inside of the safety area, outputting the fifth angle signal under the condition of directly facing the first limit magnet or the second limit magnet, and outputting the sixth angle signal under the condition of corresponding to the outside of the safety area.

Optionally, the steering mechanism further includes a circuit board, the circuit board is fixed to the mounting base, and the center sensor, the first limit sensor, and the second limit sensor are mounted on the circuit board.

Optionally, the steering mechanism further comprises a power source, the power source is connected with the mounting seat, and the power source is in transmission connection with the output shaft.

Optionally, the limiting member includes a first limiting member, a second limiting member and a third limiting member;

the first limiting block and the second limiting block are fixedly arranged on the mounting seat and distributed at intervals;

the third limiting block is fixedly arranged on the wheel arm and is used for limiting between the first limiting block and the second limiting block in the process that the wheel arm rotates relative to the mounting seat;

the region between the first limiting block and the second limiting block is used for limiting the rotation angle of the wheel arm relative to the mounting seat.

Optionally, the steering mechanism further comprises a rotating shaft and a bearing;

the bearing suit is in the mount pad, the pivot with the bearing cooperation, the one end of pivot with the output shaft transmission is connected, the other end of pivot with wheel arm fixed connection.

Optionally, the steering mechanism further comprises a rotating shaft flange, the rotating shaft flange is connected with the wheel arm flange, and the rotating shaft flange is fixedly connected with the rotating shaft.

The embodiment of the utility model also provides walking equipment which comprises walking wheels and the steering mechanism;

wherein, the walking wheel is installed in the one end of wheel arm.

The embodiment of the utility model also provides an unmanned vehicle, which comprises a chassis and the walking equipment;

wherein the mounting seat is mounted to the chassis.

Optionally, the unmanned vehicle further comprises a controller in communication with the sensor;

the controller is used for receiving the angle signal and outputting a steering control signal according to the angle signal.

The steering mechanism, the walking device and the unmanned vehicle have the advantages that:

the steering mechanism comprises a mounting seat, a wheel arm, a limiting piece and a sensor. The wheel arm is rotatably connected to the mounting seat, and the steering function of the wheel arm can be realized through the rotation of the wheel arm. This locating part sets up in mount pad and wheel arm, and the locating part is used for restricting the turned angle of wheel arm for the mount pad, like this, through restricting the turned angle of wheel arm for the mount pad, can avoid steering range too big to can reduce the impaired possibility of relevant spare part, can also reduce the possibility of occurence of failure. The sensor is configured to output an angle signal, wherein the angle signal is indicative of a rotational angle of the wheel arm relative to the mount. Through setting up the sensor, can detect the turned angle of wheel arm for the mount pad pivoted, further avoid the turn to range too big through the mode of feedback.

The walking device comprises the steering mechanism, and the steering mechanism has the full functions of the steering mechanism.

The unmanned vehicle includes the walking device, which has all functions of the walking device.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic structural diagram of an unmanned vehicle according to the present embodiment;

fig. 2 is a related circuit block diagram in the unmanned vehicle provided in the present embodiment;

fig. 3 is a schematic view of the walking device provided in this embodiment at a first viewing angle;

fig. 4 is a schematic view of the walking device provided in this embodiment at a second viewing angle;

fig. 5 is a schematic view of the walking device provided in this embodiment from a third viewing angle;

fig. 6 is a schematic view of the walking device provided in this embodiment from a fourth perspective;

fig. 7 is a schematic view of the walking device provided in this embodiment from a fifth perspective;

fig. 8 is a schematic view of the walking device provided in this embodiment from a sixth viewing angle;

fig. 9 is a schematic diagram of a mounting seat and related components provided in the present embodiment;

fig. 10 is a schematic diagram of an output shaft and its related components provided in the present embodiment;

fig. 11 is a schematic diagram of a circuit board and related components provided in the present embodiment;

fig. 12 is a schematic diagram of a limiting angle provided in this embodiment.

Icon: 1000-unmanned vehicle; 100-a walking device; 10-a steering mechanism; 101-a first axis of rotation; 102-a second rotational axis; 11-a mounting seat; 12-a wheel arm; 13-a stop; 131-a first stopper; 132-a second stopper; 133-a third stopper; 14-a sensor; 140-a central sensor; 141-a first limit sensor; 142-a second limit sensor; 15-an output shaft; 160-a central magnet; 161-a first limit magnet; 162-a second limit magnet; 171-a circuit board; 172-cartridge; 18-a power source; 181-drive motor; 182-a reduction gearbox; 191-a rotating shaft; 192-a bearing; 193-shaft flange; 20-a travelling wheel; 200-a chassis; 300-controller.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. are used for indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings or the orientation or positional relationship which is usually placed when the utility model is used, it is only for convenience of describing the present invention and simplifying the description, but it is not necessary to indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation and be operated, and thus, it should not be construed as limiting the present invention.

Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.

In a vehicle, a front wheel is generally set as a steering wheel, that is, a steering function, such as turning left or turning right, can be realized. In the prior art, when the steering range of the wheels is too large, related parts can be damaged, or accidents can be caused.

Referring to fig. 1, the present embodiment provides a steering mechanism 10, a traveling apparatus 100, and an unmanned vehicle 1000, which can effectively solve the above-mentioned technical problems, and can avoid an excessive steering range by limiting a rotation angle of a wheel arm 12 relative to a mounting seat 11.

Referring to fig. 1, the unmanned vehicle 1000 provided in this embodiment is shown, and meanwhile, when the directions of the arrow are all conventionally placed in the unmanned vehicle 1000, the relative position relationship can be clearly known by those skilled in the art.

Specifically, the unmanned vehicle 1000 includes a walking device 100, a chassis 200, and a controller 300.

Referring to fig. 1, the running machine 100 is attached to a chassis 200, and the controller 300 is mounted on the chassis 200 as a carrier, but a battery and various other actuators may be mounted thereon. The battery is used to supply power to the entire unmanned vehicle 1000, and the controller 300 is used to control the unmanned vehicle 1000 to advance, retreat, turn, and the like by controlling the traveling device 100, and also to control various operating states of the actuator.

Meanwhile, in this embodiment, the traveling wheels 20 are driving wheels, and the controller 300 communicates with the traveling wheels 20. The drive wheel structure may be implemented using techniques well known in the art, such as a wheel with an in-wheel motor. The in-wheel motor is supplied with power from a battery to perform work, and the in-wheel motor is controlled by the controller 300 to perform normal rotation and reverse rotation of the wheel. Alternatively, the four traveling wheels 20 of the four traveling apparatuses 100 are all driving wheels, and the four driving wheels can independently drive to travel. Referring to fig. 1, it can be understood that the axis of rotation of the road wheels 20 with respect to the chassis 200 is the first rotation axis 101, or the axis of rotation of the road wheels 20 is the first rotation axis 101. In fig. 1, the first rotation axis 101 is provided in the left-right direction.

Referring to fig. 1, specifically, the walking apparatus 100 includes a walking wheel 20 and a steering mechanism 10; the steering mechanism 10 is connected at its lower end portion to the road wheels 20 and at its upper end portion to the chassis 200. The steering of the road wheels 20 can be achieved by the steering mechanism 10.

Referring to fig. 1, the number of the walking apparatuses 100 is four, and four walking apparatuses 100 are disposed on the chassis 200 in a rectangular shape, and it can be understood that two walking apparatuses 100 may be front wheel apparatuses, and the other two walking apparatuses 100 may be rear wheel apparatuses. Of course, in other embodiments, the number of the walking devices 100 may be six, eight, etc. Meanwhile, the four traveling apparatuses 100 in the present embodiment each have the steering mechanism 10, so that the unmanned vehicle 1000 can be understood as a four-wheel steering vehicle, that is, the four traveling wheels 20 can be driven, thereby achieving independent steering. Of course, it is not excluded that only a certain walking device 100 has the steering mechanism 10, or that several walking devices 100 have the steering mechanism 10. The steering mechanism 10 may be provided only in the front wheel apparatus in consideration of cost.

Referring to fig. 1, specifically, the steering mechanism 10 includes a mounting base 11, a wheel arm 12, a limiting member 13 and a sensor 14. The mounting seat 11 is attached to the chassis 200, and is generally fixed by bolts, screws, or the like, and other components of the steering mechanism 10 are mounted on the chassis 200 by the mounting seat 11. The wheel arm 12 is rotatably connected to the mounting base 11, and it is understood that the lower end of the wheel arm 12 is connected to the traveling wheel 20, and the upper end of the wheel arm 12 is connected to the mounting base 11, so that the traveling wheel 20 is relatively rotated, that is, a steering function is performed, by the relative rotation of the wheel arm 12. It is understood that the axis of rotation of the wheel arm 12 relative to the mounting base 11 is the second rotation axis 102, or the axis of rotation of the wheel arm 12 relative to the chassis 200 is the second rotation axis 102. In fig. 1, the first rotation axis 101 is provided in the vertical direction.

The stopper 13 is provided to the mount 11 and the wheel arm 12, and the stopper 13 is used to limit the rotation angle of the wheel arm 12 with respect to the mount 11. It should be understood that this limiting manner may be understood as mechanical limiting, that is, limiting the relative rotation of the wheel arm 12 is achieved by a mechanical structure manner, so as to avoid an excessively large steering range of the wheel arm 12.

The sensor 14 is used for outputting an angle signal; wherein the angle signal is indicative of a rotation angle of the wheel arm 12 relative to the mounting 11. It should be understood that this limiting manner can be understood as electronic limiting, that is, the controller 300 can receive the angle signal, obtain the relative rotation angle of the wheel arm 12 through processing, and when the steering amplitude is too large, the relative rotation of the wheel arm 12 can be limited through the electronic device, so as to avoid the too large steering amplitude of the wheel arm 12.

In fig. 1, the steering mechanism 10 further includes a power source 18 for driving the wheel arm 12 to rotate relative to the mounting base 11. It will be appreciated that the power source 18 provides power for the relative rotation of the wheel arm 12.

In combination with the above, the steering mechanism 10 includes the mount 11, the wheel arm 12, the stopper 13, and the sensor 14. The wheel arm 12 is rotatably connected to the mounting base 11, and the steering function of the wheel arm 12 can be realized by the rotation of the wheel arm 12. This locating part 13 sets up in mount pad 11 and wheel arm 12, and locating part 13 is used for limiting the turned angle of wheel arm 12 for mount pad 11, like this, through the turned angle of limiting wheel arm 12 for mount pad 11 for the rotation of wheel arm 12 is in the safe zone of locating part 13 all the time, can avoid steering range too big, thereby can reduce the impaired possibility of relevant spare part, can also reduce the possibility that the accident takes place. The sensor 14 is used to output an angle signal, wherein the angle signal is representative of the angle of rotation of the wheel arm 12 relative to the mounting 11. By providing the sensor 14, the rotation angle of the wheel arm 12 relative to the mounting seat 11 can be detected, and further, the excessive steering amplitude can be avoided in a feedback manner.

Referring to fig. 1 and 2, the sensors 14, road wheels 20, and power source 18 are in communication with a controller 300. The sensor 14 is configured to send the detected angle signal to the controller 300, and the controller 300 is configured to receive the angle signal and output a steering control signal according to the angle signal. The power source 18 receives the steering control signal and executes a corresponding command. Meanwhile, the traveling wheels 20 are controlled by the controller 300 to realize forward rotation, reverse rotation, acceleration, deceleration, parking, and the like.

In the above, as will be understood by those skilled in the art, when the rotation amplitude of the wheel arm 12 relative to the mounting seat 11 is large, that is, the rotation angle of the wheel arm 12 is too large and has already or will be disengaged from the safety zone of the sensor 14, the rotation angle can be detected by the sensor 14, and the controller 300 can perform corresponding control, for example, the power source 18 stops working after receiving the steering control signal, so as to prevent the wheel arm 12 from continuing to rotate and further disengaging from the safety zone of the sensor 14, or the power source 18 rotates reversely, so as to rotate the wheel arm 12 into the safety zone. The sensor 14 may be a conventional angle sensor, a displacement sensor, a contact sensor, or a non-contact sensor. Of course, in some embodiments, when the power source 18 is a servo motor, a pulse motor, etc., the feedback signal output by the motor can also reflect the rotation angle of the wheel arm 12 relative to the mounting seat 11. That is, these feedback circuits can also be understood as the sensor 14, in other words, the sensor 14 mentioned in the present embodiment should be understood in a broad sense, and the elements capable of detecting the rotation angle of the wheel arm 12 relative to the mounting seat 11 can be all referred to as the sensor 14.

In this embodiment, the chassis 200, the wheel arm 12, etc. may be hollow structures, so that the wires connected to the sensors 14, the road wheels 20, and the power source 18 can be routed through the hollow structures.

Referring to fig. 1, an unmanned vehicle 1000 shown in fig. 1 is specifically an agricultural unmanned vehicle 1000, and generally carries various actuators required in agriculture, such as a spraying unit and a seeding unit, and can perform spraying irrigation, seeding, and the like. Of course, the device can also be used in other fields such as spraying of fire extinguishing liquid in forest fires, seed sowing, aerial photography, power inspection, environment monitoring, forest fire prevention, disaster patrol and the like. Alternatively, a game device or the like is mounted for interaction. In this embodiment, the unmanned vehicle 1000 cannot carry a person, and automatically operates according to a preset path, a driving speed, or the like, or is manually controlled by an operator. In other embodiments, when the design meets the requirement, the driver can be carried, and the related operation can be manually operated in the cab by the driver. Generally, the unmanned vehicle 1000 is an electric vehicle, that is, the power of the unmanned vehicle 1000 is provided by an electric motor, but in other embodiments, the power is not provided by a gasoline engine or a diesel engine.

Referring to fig. 3 to 6, fig. 3 to 6 show the walking device 100 in different views, and specifically, the walking device 100 includes a steering mechanism 10 and a walking wheel 20 connected to the steering mechanism 10. The steering mechanism 10 includes a mounting base 11, a wheel arm 12 and a power source 18, wherein the lower end of the wheel arm 12 is connected with a road wheel 20, the upper end of the wheel arm 12 is rotatably connected with the mounting base 11, and the mounting base 11 is used for being connected with a chassis 200. The power source 18 is attached to the mount 11 and provides power for rotation of the wheel arm 12 relative to the mount 11.

Referring to fig. 7 to 8, fig. 7 to 8 show the structure of the walking device 100 by way of a half-section and an exploded view, and fig. 9 to 12 are schematic diagrams of the relevant structure in fig. 8. The steering mechanism 10 provided in the present embodiment will be described in detail below.

With reference to fig. 8 and fig. 9, in the present embodiment, the limiting member 13 includes a first limiting member 131, a second limiting member 132, and a third limiting member 133; the first limiting block 131 and the second limiting block 132 are fixedly arranged on the mounting base 11 and are distributed at intervals; the third limiting block 133 is fixedly arranged on the wheel arm 12, and the third limiting block 133 is used for limiting between the first limiting block 131 and the second limiting block 132 in the process that the wheel arm 12 rotates relative to the mounting base 11; the region between the first stopper 131 and the second stopper 132 is used to limit the rotation angle of the wheel arm 12 relative to the mounting seat 11.

In fig. 9, the region defined by the angle a can be understood as a safety region of the limiting member 13, that is, when the third limiting block 133 is located in the safety region, it indicates that the rotation angle of the wheel arm 12 relative to the mounting seat 11 is moderate at this time, and if the third limiting block 133 is separated from the safety region, it indicates that the rotation angle of the wheel arm 12 is too large, and the entire steering mechanism 10 is represented as too large a steering range, at this time, corresponding parts are likely to be damaged, and an accident is likely to occur, so that the rotation angle of the wheel arm 12 can be always limited in the safety region by the cooperation of the three limiting blocks, and the entire steering mechanism 10 is effectively protected.

In this embodiment, it can be understood that two limiting blocks are disposed on the mounting base 11, and one limiting block is disposed on the wheel arm 12, so as to achieve limiting. Of course, in other embodiments, two limiting blocks may be disposed on the wheel arm 12, and one limiting block is disposed on the mounting seat 11, which may also achieve limiting. Alternatively, in other embodiments, the limiting member 13 includes a limiting block disposed on the mounting base 11 and an arc-shaped limiting groove disposed on the wheel arm 12, and the limiting block is limited in the arc-shaped limiting groove, so as to achieve limiting. Therefore, there are many ways to realize the limit by the mechanical structure, which are not described herein.

Referring to fig. 8, 10 and 11, in the present embodiment, the steering mechanism 10 further includes an output shaft 15 and a center magnet 160; the output shaft 15 is in transmission connection with the wheel arm 12; the central magnet 160 is fixedly arranged at the center of the end face of the output shaft 15; the sensor 14 comprises a central sensor 140, the central sensor 140 is fixed relative to the mounting seat 11 and is arranged corresponding to the central magnet 160; the center sensor 140 serves to output an angle signal by detecting a change in magnetic pole of the center magnet 160.

In other words, the sensor 14 provided in the present embodiment is a hall sensor, which is a non-contact sensor, and accordingly, the magnetization direction of the center magnet 160 is the radial direction (the radial direction of the output shaft 15). The rotation angle of the output shaft 15 can be detected by the hall sensor, and the rotation angle of the wheel arm 12 can be detected because the output shaft 15 is in transmission connection with the wheel arm 12. If the detected rotation angle is moderate, it indicates that the wheel arm 12 is in the safe area, and if the detected rotation angle is too large, it indicates that the wheel arm 12 is out of the safe area (located outside the safe area), and the steering mechanism 10 as a whole exhibits too large steering range. The controller 300 may output a steering control signal according to the angle signal, that is, the rotation angle of the wheel arm 12 is limited by using an electronic limit.

The above mentioned "transmission connection" should be understood in a broad sense, in other words, the output shaft 15 and the wheel arm 12 may be directly and fixedly connected to realize power transmission, or the output shaft 15 and the wheel arm 12 may realize power transmission through a gear, a connecting rod, a chain, and other structures. In this embodiment, the center magnet 160 is fixedly installed at the center of the end surface of the output shaft 15, and the center sensor 140 is fixedly installed on the mounting seat 11, but in other embodiments, the center magnet 160 may be installed in the opposite direction, that is, the center magnet 160 is fixedly installed on the mounting seat 11, and the center sensor 140 is installed at the center of the end surface of the output shaft 15.

The power source 18 mentioned above is connected to the mounting base 11, and the power source 18 is in transmission connection with the output shaft 15. Power take-off is achieved by a driving connection of power source 18 to output shaft 15. Specifically, the power source 18 includes a driving motor 181 and a reduction box 182, the driving motor 181 is connected with the reduction box 182, and the reduction box 182 outputs power. It is understood that the reduction box 182 can be in transmission connection with the output shaft 15 to output power, or the output shaft 15 itself can be a part of the reduction box 182. Of course, in practical implementation, the driving motor 181 may be directly connected to the output shaft 15 without providing the reduction box 182.

Referring to fig. 8, 10 and 11, in the present embodiment, the steering mechanism 10 further includes a first limit magnet 161 and a second limit magnet 162; the first limit magnet 161 and the second limit magnet 162 are fixedly arranged on the end face of the output shaft 15 and distributed at intervals around the axial direction of the output shaft 15, and the central magnet 160, the first limit magnet 161 and the second limit magnet 162 define a safety region; the sensor 14 further includes a first limit sensor 141, the first limit sensor 141 is fixed relative to the mounting base 11, and the angle signal output by the first limit sensor 141 includes a first angle signal, a second angle signal and a third angle signal; the first limit sensor 141 is configured to output a first angle signal in a case corresponding to inside the safety region, and to output a second angle signal in a case of being directly opposite to the first limit magnet 161 or the second limit magnet 162, and to output a third angle signal in a case corresponding to outside the safety region.

Referring to fig. 10, it is understood that the center magnet 160 is located at the center of the end surface of the output shaft 15, and the first limit magnet 161 and the second limit magnet 162 are located at the edge of the end surface of the output shaft 15, and it is understood that the magnetization direction of the center magnet 160 is the axial direction (the axial direction of the output shaft 15). The area defined by the angle B shown in fig. 10 can be understood as a safety area of the sensor 14, that is, when the first limit sensor 141 is located in the safety area, it indicates that the rotating angle of the wheel arm 12 relative to the mounting seat 11 is moderate, when the first limit sensor 141 corresponds to the first limit magnet 161 or the second limit magnet 162, it indicates that the rotating angle of the wheel arm 12 relative to the mounting seat 11 reaches a limit position, and when the first limit sensor 141 is out of the safety area, it indicates that the rotating angle of the wheel arm 12 is too large, which is expressed as an overall steering range of the steering mechanism 10 is too large, and then it is likely to damage corresponding parts and possibly cause an accident. With the first limit sensor 141, the rotation angle of the wheel arm 12 can be limited by using an electronic limit method. The first limit sensor 141 may be understood as a backup or multiplex to the central sensor 140.

With reference to fig. 10 and 11, in this embodiment, the sensor 14 further includes a second limit sensor 142, the second limit sensor 142 is fixed to the mounting base 11, the second limit sensor 142 and the first limit sensor 141 are distributed at intervals around the axial direction of the output shaft 15, and the angle signal output by the second limit sensor 142 includes a fourth angle signal, a fifth angle signal, and a sixth angle signal; the second limit sensor 142 is configured to output a fourth angle signal if it corresponds to within the safety region, and to output a fifth angle signal if it is directly opposite to the first limit magnet 161 or the second limit magnet 162, and to output a sixth angle signal if it corresponds to outside the safety region.

It is understood that the distribution of the center sensors 140, the first limit sensors 141, and the second limit sensors 142 corresponds to the distribution of the center magnets 160, the first limit magnets 161, and the second limit magnets 162 one to one. That is, when the first limit sensor 141 faces the first limit magnet 161, the second limit sensor 142 also faces the second limit magnet 162. When the first limit sensor 141 corresponds to inside the safety region, the second limit sensor 142 corresponds to outside the safety region. When the first limit sensor 141 corresponds to outside the safety region, the second limit sensor 142 corresponds to inside the safety region. Similarly, the second limit sensor 142 may be understood as a backup or reuse of the central sensor 140.

Referring to fig. 12 in combination with fig. 9-11, in the present embodiment, the limiting angle of the limiting member 13 is a first limiting angle; in the angle signal output by the sensor 14, the represented limiting angle is a second limiting angle; wherein, the area that the first spacing angle characterized covers the area that the second spacing angle characterized.

It is understood that the limiting angle of the limiting member 13, i.e. the safety zone of the limiting member 13, is represented by an angle a, i.e. the zone defined by the angle a. The limiting angle, i.e., the safety zone of the sensor 14, represented in the angle signal output by the sensor 14 is represented by angle B, i.e., the zone defined by angle B. Since the area defined by the angle a covers the area defined by the angle B, the mechanical limit can have the final effect of forced limit when the electronic limit fails. In other words, under the normal condition, if the rotation of the wheel arm 12 relative to the mounting seat 11 exceeds a certain angle under the action of the electronic limit, the controller 300 may control the power source 18 to correct the rotation, so that the rotation is always limited to the area covered by the angle B. When the electronic limit is failed, for example, the sensor 14 is out of order, or the controller 300 is out of order, if the rotation of the wheel arm 12 relative to the mounting seat 11 exceeds the area covered by the angle B but does not exceed the area covered by the angle a, the rotation of the wheel arm 12 can be limited by the limiting member 13 because the rotation is still within the safe area of the limiting member 13 although the rotation is not within the safe area of the sensor 14. Since the limiting of the limiting member 13 is a mechanical limiting, it can forcibly limit the rotation of the wheel arm 12, and avoid its rotation amplitude from being too large.

In the above, the angle a is an angle greater than 180 °, for example 270 ° to 310 °, optionally 290 °. In the above, the angle B is an angle greater than 180 °, for example 220 ° to 260 °, optionally 240 °. Of course, the angles a and B may also be angles smaller than 180 °.

Referring to fig. 8, in order to facilitate installation of the sensor 14, in the present embodiment, the steering mechanism 10 further includes a circuit board 171, the circuit board 171 is fixed relative to the mounting base 11, and the center sensor 140, the first limit sensor 141, and the second limit sensor 142 are all mounted on the circuit board 171. Specifically, the circuit board 171 is protected by a box body 172, and the box body 172 is fixedly mounted to the top end of the reduction case 182. Correspondingly, the center magnet 160, the first limit magnet 161 and the second limit magnet 162 are mounted to the tip of the output shaft 15.

In order to facilitate driving of the wheel arm 12 and reduce friction when driven, in the present embodiment, the steering mechanism 10 further includes a rotating shaft 191 and a bearing 192, in conjunction with fig. 7 and 8; the bearing 192 is sleeved in the mounting seat 11, the rotating shaft 191 is matched with the bearing 192, one end of the rotating shaft 191 is in transmission connection with the output shaft 15, and the other end of the rotating shaft 191 is fixedly connected with the wheel arm 12. In this embodiment, the rotating shaft 191 and the output shaft 15 are two shafts coaxially disposed and are in transmission connection, but in other embodiments, the two shafts may be integrally formed as a single shaft.

Referring to fig. 8, similarly, in order to facilitate installation of the rotating shaft 191, in the present embodiment, the steering mechanism 10 further includes a rotating shaft flange 193, the rotating shaft flange 193 is flanged with the wheel arm 12, and the rotating shaft flange 193 is fixedly connected with the rotating shaft 191. It will be appreciated that the spindle flange 193 is secured to the top end of the wheel arm 12 by a plurality of bolts for ease of assembly and disassembly.

According to the unmanned vehicle 1000 provided by the embodiment, the working principle of the unmanned vehicle 1000 is as follows:

the steering mechanism 10 on the drone 1000 has two limits, one mechanical and one electronic.

Mechanical limiting:

the limiting member 13 includes a first limiting block 131 and a second limiting block 132 disposed on the mounting seat 11, and a third limiting block 133 disposed on the wheel arm 12, where the third limiting block 133 is limited between the first limiting block 131 and the second limiting block 132, and an angle limited by the limiting member 13 is represented by an angle a, that is, a rotation angle of the wheel arm 12 relative to the mounting seat 11 needs to be smaller than the angle a, and it can also be understood that the wheel arm 12 can only rotate relative to the mounting seat 11 within an area defined by the angle a. The limitation by the limiting member 13 is a mechanical forced limitation, so that the turning angle of the wheel arm 12 is not too large, and the steering range of the steering mechanism 10 is prevented from being too large.

Electronic limiting:

the sensor 14 for detecting the rotation angle of the wheel arm 12 with respect to the mounting base 11 includes a center sensor 140, a first limit sensor 141, and a second limit sensor 142, all of which are hall sensors, and are mounted on the circuit board 171, and a center magnet 160, a first limit magnet 161, and a second limit magnet 162, which correspond thereto, are mounted on the end surface of the output shaft 15. The electronic limit has the following operation modes.

The first mode of operation: only the center sensor 140 is operated, and since the center sensor 140 can sense the center magnet 160 disposed at the center of the end surface of the output shaft 15, the rotation angle of the wheel arm 12 with respect to the mount base 11 is sensed by detecting the change in the magnetic pole of the center magnet 160. When the rotation angle is in the area covered by the angle B, it indicates that the steering is normal at this time, the controller 300 does not intervene, and when the rotation angle exceeds the area covered by the angle B, the controller 300 outputs a steering control signal after receiving the angle signal sent by the center sensor 140, so that the power source 18 is controlled to correct the rotation angle, and the wheel arm 12 is prevented from being too large.

The second working mode is as follows: the center sensor 140 is operated, the first limit sensor 141 is operated, and the second limit sensor 142 is not operated. The operation principle of the center sensor 140 refers to the first operation mode, and the first limit sensor 141 senses the first limit magnet 161 and the second limit magnet 162 to determine the positions thereof, and feeds back the angle signals to the controller 300 to facilitate the further determination of the controller 300. For example, if the angle a represented by the angle signal output by the center sensor 140 is equal to or approximately equal to (e.g., within 5% of) the angle b represented by the angle signal output by the first limit sensor 141, the angle represented by one of the angle signals (e.g., the angle a represented by the angle signal output by the center sensor 140) is selected by the controller 300. If the angle a represented by the angle signal output by the center sensor 140 is too different (e.g., greater than 5%) from the angle b represented by the angle signal output by the first limit sensor 141, the controller 300 will select a more accurate angle by logic determination.

The phase difference calculation method may be: the difference is | a-b |/a.

The above-mentioned logic determines that the controller 300 selects the average value of the angle a and the angle b as the actual rotation angle when the difference is equal to 10%. Of course, when the center sensor 140 does not output an angle signal, it is considered that the center sensor 140 is faulty, and the controller 300 may directly select the angle b as the actual rotation angle. In addition, if the difference is too large, for example, exceeds 30%, a fault signal may be directly output through the controller 300, and the controller 300 may control the unmanned vehicle 1000 to stop, and the unmanned vehicle 1000 may continue to operate after the maintenance personnel removes the fault.

The third mode of operation: the center sensor 140 is operated, the first limit sensor 141 is not operated, and the second limit sensor 142 is operated. The actual principle can be referred to the second mode of operation.

A fourth mode of operation: the center sensor 140 is operated, and the first limit sensor 141 and the second limit sensor 142 are operated. The operation principle of the center sensor 140 refers to the first operation mode, and the first limit sensor 141 and the second limit sensor 142 determine the positions of the first limit magnet 161 and the second limit magnet 162 by sensing the first limit magnet and the second limit magnet, and facilitate the further determination of the controller 300 by feeding back the angle signals to the controller 300. For example, if the angle a represented by the angle signal output by the center sensor 140, the angle b represented by the angle signal output by the first limit sensor 141, and the angle c represented by the angle signal output by the second limit sensor 142 are equal or approximately equal (e.g., within 5%), then the controller 300 selects the angle represented by one of the angle signals (e.g., the angle a represented by the angle signal output by the center sensor 140). If the angle a represented by the angle signal output by the center sensor 140, the angle b represented by the angle signal output by the first limit sensor 141, and the angle c represented by the angle signal output by the second limit sensor 142 are too different (e.g., differ by more than 5%), the controller 300 will logically determine to select the more accurate angle.

The phase difference calculation method may be: the differences | a-b |/a and | a-c |/a.

The above mentioned logic judgment may be: if | a-b |/a is 20% and | a-c |/a is 20%, that is, the angles detected by the first limit sensor 141 and the second limit sensor 142 are relatively close, the angle b may be selected as the actual rotation angle. Of course, when the center sensor 140 does not output an angle signal, it is considered that the center sensor 140 is out of order, and the controller 300 may directly select the angle b or the angle c as the actual rotation angle. In addition, if the difference is too large, for example, exceeds 30%, a fault signal may be directly output through the controller 300, and the controller 300 may control the unmanned vehicle 1000 to stop, and the unmanned vehicle 1000 may continue to operate after the maintenance personnel removes the fault.

The above description is only for illustrating the principle of the electronic limiting, and those skilled in the art can adapt the implementation according to the actual needs or from the programming point of view. Through the description of the electronic limit principle and the combination with the common knowledge in the art, those skilled in the art can know that, as long as one sensor 14 of the center sensor 140, the first limit sensor 141 and the second limit sensor 142 can work normally, the detection of the rotation angle of the wheel arm 12 can be realized. The redundant design can be regarded as a standby or multiplexing design of electrical components, so that when one sensor 14 fails, other sensors 14 can also realize the detection function, or the detection accuracy is improved through the work of several sensors 14.

In combination with the whole text, the steering mechanism 10 has both mechanical limit and electronic limit, and the safe area of the mechanical limit covers the safe area of the electronic limit, so that in the event of failure of the electronic limit (for example, failure of the sensor 14, program failure, system breakdown, etc.), the unmanned vehicle 1000 can still perform forced limit through the mechanical limit, and avoid that the rotation angle of the wheel arm 12 is too large, and corresponding parts are damaged, or an accident occurs. For example, by limiting the rotation angle, the built-in wire can be made not to be easily torn off.

In summary, the embodiment of the present invention provides a steering mechanism 10, a traveling apparatus 100, and an unmanned vehicle 1000, where the steering mechanism 10 includes a mounting base 11, a wheel arm 12, a limiting member 13, and a sensor 14. The wheel arm 12 is rotatably connected to the mounting base 11, and the steering function of the wheel arm 12 can be realized by the rotation of the wheel arm 12. The limiting member 13 is disposed on the mounting seat 11 and the wheel arm 12, and the limiting member 13 is used for limiting the rotation angle of the wheel arm 12 relative to the mounting seat 11, so that the limitation of the rotation angle of the wheel arm 12 relative to the mounting seat 11 can avoid an excessively large steering range, thereby reducing the possibility of damage of related parts and reducing the possibility of accidents. The sensor 14 is used to output an angle signal, wherein the angle signal is representative of the angle of rotation of the wheel arm 12 relative to the mounting 11. By providing the sensor 14, the rotation angle of the wheel arm 12 relative to the mounting seat 11 can be detected, and further, the excessive steering amplitude can be avoided in a feedback manner.

The walking device 100 includes the steering mechanism 10, which has all the functions of the steering mechanism 10.

The unmanned vehicle 1000 includes the walking device 100, which has all functions of the walking device 100.

The above description is only for the specific embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims (13)

1. A steering mechanism, comprising:

a mounting seat (11);

a wheel arm (12), wherein the wheel arm (12) is rotatably connected to the mounting seat (11);

the limiting piece (13) is arranged on the mounting base (11) and the wheel arm (12), and the limiting piece (13) is used for limiting the rotation angle of the wheel arm (12) relative to the mounting base (11); and

a sensor (14), the sensor (14) for outputting an angle signal;

wherein the angle signal is indicative of a rotational angle of the wheel arm (12) relative to the mount (11).

2. The steering mechanism according to claim 1, wherein the limiting angle of the limiting member (13) is a first limiting angle;

in the angle signals output by the sensor (14), the characterized limiting angle is a second limiting angle;

wherein the area characterized by the first limit angle covers the area characterized by the second limit angle.

3. The steering mechanism according to claim 1, wherein the steering mechanism (10) further comprises an output shaft (15) and a center magnet (160);

the output shaft (15) is in transmission connection with the wheel arm (12);

the central magnet (160) is fixedly arranged in the center of the end face of the output shaft (15);

the sensor (14) comprises a central sensor (140), and the central sensor (140) is fixed relative to the mounting seat (11) and is arranged corresponding to the central magnet (160);

the center sensor (140) is used for outputting the angle signal by detecting the magnetic pole change of the center magnet (160).

4. Steering mechanism according to claim 3, characterized in that the steering mechanism (10) further comprises a first limit magnet (161) and a second limit magnet (162);

the first limit magnet (161) and the second limit magnet (162) are fixedly arranged on the end face of the output shaft (15) and distributed at intervals around the axial direction of the output shaft (15), and the central magnet (160), the first limit magnet (161) and the second limit magnet (162) define a safety zone;

the sensor (14) further comprises a first limit sensor (141), the first limit sensor (141) is fixed relative to the mounting seat (11), and the angle signals output by the first limit sensor (141) comprise a first angle signal, a second angle signal and a third angle signal;

the first limit sensor (141) is configured to output the first angle signal if the first limit sensor corresponds to within the safety range, and to output the second angle signal if the first limit sensor (161) or the second limit sensor (162) is directly facing, and to output the third angle signal if the first limit sensor corresponds to outside the safety range.

5. The steering mechanism according to claim 4, wherein the sensor (14) further comprises a second limit sensor (142), the second limit sensor (142) being fixed relative to the mounting block (11), the second limit sensor (142) and the first limit sensor (141) being distributed at intervals around an axial direction of the output shaft (15), the angle signal output by the second limit sensor (142) comprising a fourth angle signal, a fifth angle signal, and a sixth angle signal;

the second limit sensor (142) is used for outputting the fourth angle signal under the condition of corresponding to the safety area, outputting the fifth angle signal under the condition of directly facing the first limit magnet (161) or the second limit magnet (162), and outputting the sixth angle signal under the condition of corresponding to the safety area.

6. The steering mechanism according to claim 5, wherein the steering mechanism (10) further comprises a circuit board (171), the circuit board (171) being fixed relative to the mount (11), the center sensor (140), the first limit sensor (141), and the second limit sensor (142) being mounted on the circuit board (171).

7. The steering mechanism according to any one of claims 3-6, wherein the steering mechanism (10) further comprises a power source (18), the power source (18) being connected to the mounting seat (11), the power source (18) being in driving connection with the output shaft (15).

8. The steering mechanism according to any one of claims 1 to 6, wherein the limiting member (13) includes a first limiting member (131), a second limiting member (132), and a third limiting member (133);

the first limiting block (131) and the second limiting block (132) are fixedly arranged on the mounting seat (11) and are distributed at intervals;

the third limiting block (133) is fixedly arranged on the wheel arm (12), and the third limiting block (133) is used for limiting between the first limiting block (131) and the second limiting block (132) in the process that the wheel arm (12) rotates relative to the mounting seat (11);

wherein, the area between the first stopper (131) and the second stopper (132) is used for limiting the rotation angle of the wheel arm (12) relative to the mounting seat (11).

9. Steering mechanism according to any of claims 3-6, characterized in that the steering mechanism (10) further comprises a rotating shaft (191) and a bearing (192);

bearing (192) suit is in mount pad (11), pivot (191) with bearing (192) cooperation, the one end of pivot (191) with output shaft (15) transmission is connected, the other end of pivot (191) with wheel arm (12) fixed connection.

10. The steering mechanism according to claim 9, characterized in that the steering mechanism (10) further comprises a spindle flange (193), the spindle flange (193) being flanged to the wheel arm (12), the spindle flange (193) being fixedly connected to the spindle (191).

11. A walking device, characterized by comprising a walking wheel (20) and a steering mechanism (10) according to any one of claims 1-10;

wherein the travelling wheel (20) is mounted at one end of the wheel arm (12).

12. An unmanned vehicle, characterized by comprising a chassis (200) and a walking device (100) of claim 11;

wherein the mounting seat (11) is mounted to the chassis (200).

13. The drone vehicle of claim 12, wherein the drone vehicle (1000) further includes a controller (300), the controller (300) being in communication with the sensor (14);

the controller (300) is used for receiving the angle signal and outputting a steering control signal according to the angle signal.

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