CN113386513A - Rear-drive damping suspension device - Google Patents
Rear-drive damping suspension device Download PDFInfo
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- CN113386513A CN113386513A CN202110730358.XA CN202110730358A CN113386513A CN 113386513 A CN113386513 A CN 113386513A CN 202110730358 A CN202110730358 A CN 202110730358A CN 113386513 A CN113386513 A CN 113386513A
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- wheels
- transmission
- vehicle
- suspension
- drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
- B60G13/02—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally
- B60G13/06—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type
- B60G13/10—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers dissipating energy, e.g. frictionally of fluid type pneumatic
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
- B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
- B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
- B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
Abstract
The invention relates to a rear-drive shock-absorbing suspension device, wherein each set of suspension device is provided with a transmission device, and two transmission boxes arranged at the tail end of the transmission device are respectively connected with wheels, so that the rear two-wheel drive and the rear four-wheel drive of a vehicle can be switched according to road conditions, the rear four-wheel drive can increase the trafficability and safety of the vehicle on special roads, and the rear two-wheel drive can save energy; the stabilizing device is arranged among the wheels, so that the wheels are effectively prevented from inclining when turning or being stressed in the horizontal direction; by arranging a plurality of suspended damping devices and damping control devices, the corresponding wheels are controlled to be lifted or lowered according to the ground condition information sensed by the sensors, so that the trafficability, stability, comfort and safety of the vehicle can be kept; the driving mode control key is manually operated by a driver, and the driving mode control key can be changed into rear two-wheel driving when the road surface is flat, so that the energy is saved, and the wheels are protected from unnecessary abrasion.
Description
Technical Field
The invention relates to the technical field of shock absorption, in particular to a rear-drive shock absorption suspension device.
Background
The shock absorber of vehicle is composed of shock absorbing spring and shock absorber, and is widely used in automobile and motorcycle to accelerate the attenuation of vibration between frame and body, so as to improve the smoothness of running. The function of the shock absorption device of the vehicle is obvious on the road with small fluctuation, the vehicle is stable, but the vehicle has large fluctuation, particularly mountain stream and the road leading to the field, has more gullies, is difficult to walk, has serious inclination and jolt, and is even more difficult to walk in an inch for the car with a lower chassis. With the great improvement of the living standard of people, the sedan car is a common vehicle for farmers and is a basic transportation tool for people, but the road with rough gullies is easy to wear the vehicle, the vehicle jolts strongly, the riding people are very uncomfortable, and the danger is increased for the elderly or physically troubled people.
Disclosure of Invention
The invention aims to overcome the defects, and provides a rear drive damping suspension device, which is provided with two sets of suspension devices and is arranged at the bottom of a vehicle in parallel; two transmission boxes arranged at the tail end of each set of transmission device are respectively connected with wheels, so that the rear two-wheel drive and the rear four-wheel drive of the vehicle can be switched according to road conditions, the rear four-wheel drive can improve the passing performance and safety of the vehicle on a special road surface, and the rear two-wheel drive can save energy; the stabilizing device is arranged among the wheels, so that the wheels are effectively prevented from inclining when turning or being stressed in the horizontal direction; by arranging a plurality of suspended damping devices and damping control devices, the corresponding wheels are controlled to be lifted or lowered according to the ground condition information sensed by the sensors, so that the trafficability, stability, comfort and safety of the vehicle can be kept; the driving mode control key is manually operated by a driver, and the driving mode control key can be changed into rear two-wheel driving when the road surface is flat, so that the energy is saved, and the wheels are protected from unnecessary abrasion.
The specific technical scheme provided by the invention is as follows:
a vehicle rear-drive stable suspension device comprises a transmission device, a plurality of suspension devices and a damping control device, wherein the transmission device comprises a plurality of transmission boxes which are sequentially connected in a transmission manner, two transmission boxes arranged at the tail ends of the transmission boxes are respectively connected with wheels, and a stabilizing device for preventing horizontal displacement is movably connected between the wheels; the suspension devices are arranged at the bottom of the vehicle in parallel, and when the vehicle passes through different road surfaces, the damping control device controls the damping devices to drive the wheels to ascend or descend so as to keep the vehicle running stably.
Preferably, the transmission case comprises a first transmission case, a second transmission case and a third transmission case; the first transmission case is connected with the starting motor, and the third transmission case is arranged in parallel and respectively transmits power to the wheels connected with two sides.
Furthermore, each set of suspension device is connected with two wheels relatively, and each wheel all can rise or descend under the drive of damping device.
Preferably, the stabilizing device includes side connection units rotating around the rotation axis and respectively connected to the wheels and an upper connection unit fixedly connected to the car.
Furthermore, the stabilizing device is connected with the wheels through a connecting disc, a connecting shaft is arranged between the connecting disc and the third transmission case, and the damping device is movably connected with the connecting shaft.
Further, a one-way damper is arranged in the rotating shaft, so that the side connecting unit is subjected to preset resistance when descending.
Preferably, the damping device comprises an air damper, and comprises an upper air damper and two lower air dampers which are symmetrically arranged, one end of the upper air damper is movably connected with the second transmission box body, the other end of the upper air damper is movably suspended on the carriage body, one end of each lower air damper is movably connected with the third transmission box body, and the other end of each lower air damper is movably connected with the second transmission box body.
Preferably, the damping control device comprises an air conditioner, an air pump, a vacuum chamber, a high pressure chamber and connecting pipes which are respectively communicated with the upper air damper and the two lower air dampers.
The road condition information collected by the sensor is transmitted to the air conditioner through the transmission line, and the air conditioner controls the upper air damper or the lower air damper to move.
Further, the air conditioner controls the upper air damper and the two lower air dampers through an electromagnetic distribution valve and a connection pipe, respectively.
The invention has the beneficial effects that: the invention provides a rear-drive damping suspension device, which is provided with two sets of suspension devices, and the two sets of suspension devices are arranged at the bottom of a vehicle in parallel; two transmission boxes arranged at the tail end of each set of transmission device are respectively connected with wheels, so that the rear two-wheel drive and the rear four-wheel drive of the vehicle can be switched according to road conditions, the rear four-wheel drive can improve the passing performance and safety of the vehicle on a special road surface, and the rear two-wheel drive can save energy; the stabilizing device is arranged among the wheels, so that the wheels are effectively prevented from inclining when turning or being stressed in the horizontal direction; by arranging a plurality of suspended damping devices and damping control devices, the corresponding wheels are controlled to be lifted or lowered according to the ground condition information sensed by the sensors, so that the trafficability, stability, comfort and safety of the vehicle can be kept; the driving mode control key is manually operated by a driver, and the driving mode control key can be changed into rear two-wheel driving when the road surface is flat, so that the energy is saved, and the wheels are protected from unnecessary abrasion.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application.
In the drawings:
FIG. 1 is a schematic structural diagram of the present invention;
FIG. 2 is a schematic view of a calming device configuration;
FIG. 3 is a schematic view of the transmission configuration;
FIG. 4 is a schematic view of the damping control device;
FIG. 5 is a schematic view of a vehicle configuration;
FIG. 6 is a view from the direction A of FIG. 5;
FIG. 7 is a schematic structural diagram of a vehicle changing from a rear four-wheel drive to a rear two-wheel drive when the vehicle runs on a flat road;
fig. 8 is a schematic view showing a structure in which wheels are kept stable when the vehicle runs on an uneven road surface.
Wherein:
1-a transmission device; 11-a first gearbox; 111-a first drive shaft; 112-a first drive bevel gear; 113-a first driven bevel gear; 12-a bearing;
13-an upper arm unit; 131-a second drive shaft;
14-a second gearbox; 141-a second drive bevel gear; 142-a second driven bevel gear; 143-coaxial drive bevel gear; 144-driven bevel gear; 145 — an extension wall;
15-lower arm unit; 151-third drive shaft;
16-a third gear box; 161-third drive bevel gear; 162-a third driven bevel gear; 163-a connecting shaft; 164-a rotating shaft; 165-connecting disc;
2-air shock absorber; 21-upper air damper; 22-lower air damper;
3-a carriage body;
4-a wheel;
5-a stabilizing device; 51-an upper connecting plate; 511-upper via;
52-side connection plate; 521-side through hole;
53-a damper; 54-rotation axis;
6-a damping controller; 61-an air pump; 611-an air inlet; 612-air outlet; 62-vacuum chamber; 63-a high pressure chamber; 64-a transmission line; 65-air conditioner; 66-an electromagnetic dispensing valve; 67-connecting pipe one; 68-connecting pipe II; 69-a sensor;
7-driver seat; 8-co-pilot seat; 9-driving mode control key.
Detailed Description
As used in the specification and in the claims, certain terms are used to refer to particular components. As one skilled in the art will appreciate, manufacturers may refer to a component by different names. This specification and claims do not intend to distinguish between components that differ in name but not function. In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to. In addition, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. The description which follows is a preferred embodiment of the present application, but is made for the purpose of illustrating the general principles of the application and not for the purpose of limiting the scope of the application. The protection scope of the present application shall be subject to the definitions of the appended claims.
Referring to fig. 1 to 8, a rear drive suspension apparatus according to an embodiment of the present invention includes a transmission 1, an air damper 2, a damper controller 6, a stabilizer 5, and wheels 4.
The suspension device is provided with two sets, the shock absorption controller 6 which is matched and connected with the suspension device is also provided with two sets, the suspension device is arranged at the bottom of the vehicle in parallel, and the starting motors (shown in the figure) are respectively arranged at the lower ends of a driver seat 7 and a co-driver seat 8.
The transmission device 1 comprises a first transmission case 11, a second transmission case 14 and a third transmission case 16 which are sequentially connected in a transmission manner; the first transmission case 11 comprises a first transmission shaft 111 connected with a starting motor (not shown in the figure), a first driving bevel gear 112 mounted on the first transmission shaft 111, and a first driven bevel gear 113 engaged with the first driving bevel gear 112; the first transmission case 11 is connected with the second transmission case 14 through an upper arm unit 13; a second transmission shaft 131 for mounting the first driven bevel gear 113 is positioned in the upper arm unit 13, the other end of the second transmission shaft is provided with a second driving bevel gear 141 positioned in the second transmission box 14, a second driven bevel gear 142 engaged with the second transmission shaft is further mounted, two coaxial driving bevel gears 143 arranged oppositely are further mounted coaxially with the second driven bevel gear 142, a driven bevel gear 144 engaged with the coaxial driving bevel gears 143 is further provided, a third transmission shaft 151 for mounting the driven bevel gear 144 is parallel to the second transmission shaft 131, the third transmission shaft 151 is positioned in the lower arm unit 15, the other end of the third transmission shaft 151 is provided with a third driving bevel gear 161, the third driving bevel gear 161 is positioned in the third transmission box 16, the third driving bevel gear 161 is engaged with the third driven bevel gear 162, and one end of a gear shaft of the third driven bevel gear 162 extends out of the box body of the third transmission box 16, two third transmission boxes 16 which are oppositely arranged, wherein the outer sides of the box bodies are respectively provided with an extended gear shaft, and the two gear shafts are respectively installed with the two wheels 4 in a matching way; a connecting shaft 163 is arranged on the inner sides of the third transmission boxes 16; the gear shafts are all mounted in the gear box body through bearings 12.
The connecting shaft 163 is fixedly connected to the connecting plate 165.
A stabilizing device 5 for preventing horizontal displacement is rotatably connected between the two wheels 4, the stabilizing device 5 comprises a side connecting plate 52 which rotates around a rotating shaft 54 and is respectively connected with the connecting plate 165 and an upper connecting plate 51 fixedly connected with the carriage, an upper through hole 511 for connection is arranged on the upper connecting plate 51, and a side through hole 521 is arranged on the side connecting plate 52 and is connected with a shaft on the connecting plate 165; the stabilizer 5 is supported between the wheels 4 to prevent the wheels 4 from being deformed when turning or receiving a horizontal pressure. The rotation shaft 54 is mounted with a one-way damper 53 to receive a preset resistance when the side link plate 52 moves downward.
Further, the stabilizing device 5 is connected with the wheel 4 through a connecting disc 165, and the connecting disc 165 is fixedly connected with the third transmission case 16 through a connecting shaft 163.
Preferably, the air damper 2 includes an upper air damper 21 and two lower air dampers 22 symmetrically disposed, one end of the upper air damper 21 is movably connected to the extending wall 145 provided on the box body of the second transmission case 14 through a rotating shaft, the other end is movably suspended on the car body 3, one end of the lower air damper 22 is connected to the box body of the third transmission case 16 through a connecting shaft 163, and the other end is connected to the box body of the second transmission case 14 through a shaft.
Preferably, the damping controller 6 includes an air pump 61, a vacuum chamber 62, a high pressure chamber 63, an air regulator 65 connected in sequence; the air pump 61 includes an air inlet 611 and an air outlet 612; the air conditioner 65 is respectively connected with a sensor 69 arranged at the lower end of the third transmission case 16 through a transmission line 64, and is also connected with a driving mode control key 9 through the transmission line 64; the first connecting pipe 67 is communicated with the upper air damper 21, the second connecting pipe 68 is connected with the lower air damper 22, and the electromagnetic distribution valve 66 is arranged at the joint of the electromagnetic distribution valve 66, the first connecting pipe 67 and the second connecting pipe 68.
The shock absorption controller 6 controls the lower air shock absorber 22 to drive the connected wheel 4 to ascend or descend by adjusting the corresponding electromagnetic distribution valve 66 through the received road information sensed by the sensor 69 so as to keep the vehicle stable.
The damping controller 6 controls the upper air damper 21 to drive the two wheels 4 to ascend integrally.
And a driving mode control key 9 is also installed in the cab, and the driving mode control key 9 is connected with the shock absorption controller 6 through a transmission line 64 and can be used for manually and selectively controlling the ascending or descending of the wheels.
It should be noted that: when the vehicle runs on a sandy or muddy ground, a driver can control the rear four-wheel-drive wheels 4 to work simultaneously through the driving mode control key 9, so that the ground contact area and the friction force of the wheels 4 are effectively increased, the vehicle is prevented from sinking, and the vehicle can run quickly; when the vehicle runs on a flat ground, a driver can control the wheels 4 on the rear two sides to work through the driving mode control key 9, the two wheels 4 in the middle can be lifted, and under the condition that the normal running of the vehicle is ensured, the abrasion of the wheels is reduced, the energy consumption is reduced, and the cost is reduced.
The invention has the beneficial effects that: the invention provides a rear-drive damping suspension device, which is provided with two sets of suspension devices, and the two sets of suspension devices are arranged at the bottom of a vehicle in parallel; two transmission boxes arranged at the tail end of each set of transmission device are respectively connected with wheels, so that the rear two-wheel drive and the rear four-wheel drive of the vehicle can be switched according to road conditions, the rear four-wheel drive can improve the passing performance and safety of the vehicle on a special road surface, and the rear two-wheel drive can save energy; the stabilizing device is arranged among the wheels, so that the wheels are effectively prevented from inclining when turning or being stressed in the horizontal direction; by arranging a plurality of suspended damping devices and damping control devices, the corresponding wheels are controlled to be lifted or lowered according to the ground condition information sensed by the sensors, so that the trafficability, stability, comfort and safety of the vehicle can be kept; the driving mode control key is manually controlled by a driver, and the driving mode control key can be changed into rear two-wheel driving when the road surface is flat, so that the energy is saved, the wheels are protected from unnecessary abrasion, and the use cost is effectively reduced.
The foregoing description shows and describes several preferred embodiments of the present application, but as aforementioned, it is to be understood that the application is not limited to the forms disclosed herein, but is not to be construed as excluding other embodiments and is capable of use in various other combinations, modifications, and environments and is capable of changes within the scope of the application as described herein, commensurate with the above teachings, or the skill or knowledge of the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the application, which is to be protected by the claims appended hereto.
Claims (10)
1. The utility model provides a steady linkage of vehicle rear-guard which includes transmission, its characterized in that: the transmission device comprises a plurality of transmission boxes which are sequentially connected in a transmission manner, two transmission boxes arranged at the tail ends of the transmission boxes are respectively connected with wheels, a stabilizing device for preventing horizontal displacement is movably connected between the wheels, and the transmission device also comprises a plurality of suspended damping devices and damping control devices which are connected with the transmission device; the suspension devices are arranged at the bottom of the vehicle in parallel, and when the vehicle passes through different road surfaces, the damping control device controls the damping devices to drive the connected wheels to ascend or descend so as to keep the vehicle running stably.
2. The rear drive suspension as claimed in claim 1, wherein said gear box comprises a first gear box, a second gear box and a third gear box; the first transmission case is connected with the starting motor, and the third transmission case is arranged in parallel and respectively transmits power to the wheels connected with two sides.
3. The rear drive suspension as claimed in claim 2, wherein each set of said suspension is connected to two of said wheels, each of said wheels being capable of being raised and lowered by said shock absorbing means.
4. The rear drive suspension as claimed in claim 1, wherein said stabilizer includes side link units respectively connected to said wheels and upper link units fixedly connected to the vehicle body while rotating about the rotation axis.
5. The rear-drive shock-absorbing suspension as claimed in claim 4, wherein said stabilizer is connected to said wheel through a connecting plate, a connecting shaft is provided between said connecting plate and said third transmission case, and said shock-absorbing device is movably connected to said connecting shaft.
6. The rear drive suspension as recited in claim 5, wherein a one-way damper is provided in the rotation shaft so that the side link unit receives a predetermined resistance when lowered.
7. The rear-drive shock-absorbing suspension device as recited in claim 1, wherein the shock-absorbing device comprises an upper air shock absorber and two lower air shock absorbers symmetrically disposed, one end of the upper air shock absorber is movably connected to the second transmission case body, the other end of the upper air shock absorber is movably suspended on the carriage body, one end of each of the lower air shock absorbers is movably connected to the third transmission case body, and the other end of each of the lower air shock absorbers is movably connected to the second transmission case body.
8. The rear-drive suspension unit as claimed in claim 1, wherein said damping control means comprises an air conditioner, an air pump, a vacuum chamber and a high pressure chamber, and connecting pipes respectively communicating with said upper air damper and said two lower air dampers.
9. The rear-drive shock-absorbing suspension device as recited in claim 8, further comprising a sensor and a transmission line, wherein the transmission line transmits the road condition information collected by the sensor to an air conditioner, and the air conditioner controls the upper air damper or the lower air damper to move.
10. The rear drive suspension as claimed in claim 9, wherein said air conditioner controls said upper air damper and said two lower air dampers respectively through an electromagnetic distribution valve and a connection pipe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110730358.XA CN113386513B (en) | 2021-06-29 | 2021-06-29 | Rear-drive damping suspension device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110730358.XA CN113386513B (en) | 2021-06-29 | 2021-06-29 | Rear-drive damping suspension device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113386513A true CN113386513A (en) | 2021-09-14 |
| CN113386513B CN113386513B (en) | 2023-07-14 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110730358.XA Active CN113386513B (en) | 2021-06-29 | 2021-06-29 | Rear-drive damping suspension device |
Country Status (1)
| Country | Link |
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| CN (1) | CN113386513B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999001305A1 (en) * | 1997-06-30 | 1999-01-14 | Forschungsinstitut Für Kraftfahrwesen Und Fahrzeugmotoren Stuttgart | Suspension system |
| CN101850795A (en) * | 2010-05-26 | 2010-10-06 | 河北工业大学 | Wheel-leg combined type mobile robot platform |
| CN102009709A (en) * | 2010-06-13 | 2011-04-13 | 张越平 | Multifunctional vehicle |
| CN102303655A (en) * | 2011-06-20 | 2012-01-04 | 河北工业大学 | Wheel-legged combined-type robot platform |
| CN102320240A (en) * | 2011-05-25 | 2012-01-18 | 管中林 | Dual-axle all wheel drive all terrain vehicle |
| CN110539820A (en) * | 2019-09-16 | 2019-12-06 | 北京理工大学 | vehicle with a steering wheel |
| CN111361659A (en) * | 2020-03-06 | 2020-07-03 | 中国南方电网有限责任公司超高压输电公司广州局 | Wheel-leg obstacle crossing mechanism and obstacle crossing robot |
| CN112550512A (en) * | 2020-12-09 | 2021-03-26 | 北京理工大学重庆创新中心 | Wheel-legged robot and driving method thereof |
-
2021
- 2021-06-29 CN CN202110730358.XA patent/CN113386513B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999001305A1 (en) * | 1997-06-30 | 1999-01-14 | Forschungsinstitut Für Kraftfahrwesen Und Fahrzeugmotoren Stuttgart | Suspension system |
| CN101850795A (en) * | 2010-05-26 | 2010-10-06 | 河北工业大学 | Wheel-leg combined type mobile robot platform |
| CN102009709A (en) * | 2010-06-13 | 2011-04-13 | 张越平 | Multifunctional vehicle |
| CN102320240A (en) * | 2011-05-25 | 2012-01-18 | 管中林 | Dual-axle all wheel drive all terrain vehicle |
| CN102303655A (en) * | 2011-06-20 | 2012-01-04 | 河北工业大学 | Wheel-legged combined-type robot platform |
| CN110539820A (en) * | 2019-09-16 | 2019-12-06 | 北京理工大学 | vehicle with a steering wheel |
| CN111361659A (en) * | 2020-03-06 | 2020-07-03 | 中国南方电网有限责任公司超高压输电公司广州局 | Wheel-leg obstacle crossing mechanism and obstacle crossing robot |
| CN112550512A (en) * | 2020-12-09 | 2021-03-26 | 北京理工大学重庆创新中心 | Wheel-legged robot and driving method thereof |
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| CN113386513B (en) | 2023-07-14 |
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