CN211468605U - All-terrain universal vehicle - Google Patents
All-terrain universal vehicle Download PDFInfo
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- CN211468605U CN211468605U CN202020130216.0U CN202020130216U CN211468605U CN 211468605 U CN211468605 U CN 211468605U CN 202020130216 U CN202020130216 U CN 202020130216U CN 211468605 U CN211468605 U CN 211468605U
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Abstract
The utility model discloses an all-terrain universal vehicle, which comprises a chassis and advancing steering wheel systems distributed at four corners of the chassis; the advancing steering wheel system comprises an advancing mechanism, a steering mechanism and a wheel bracket; the advancing mechanism comprises a driving wheel disc, a first spline shaft, a first transmission mechanism and an advancing wheel; the steering mechanism comprises a steering wheel disc and a second spline shaft; the upper surface of the chassis is provided with a traveling motor corresponding to each driving wheel disc respectively, and the traveling motors drive the driving wheel discs to rotate through a second transmission mechanism; the upper surface of the chassis is provided with a first steering motor and a second steering motor, the first steering motor synchronously drives two steering wheel discs positioned on the front side of the chassis to rotate through a third transmission mechanism, and the second steering motor synchronously drives two steering wheel discs positioned on the rear side of the chassis to rotate through a fourth transmission mechanism. The utility model discloses turn to and drive mutual independence, can move in a flexible way on complicated subaerial.
Description
Technical Field
The utility model relates to a vehicle structure technical field, concretely relates to all-terrain universal vehicle.
Background
In the existing vehicle structure, a mode that two wheels are respectively connected with two ends of a front axle and a rear axle is often adopted, a larger turning radius exists in the turning process, the running speed is slow in the turning process, and the flexible turning cannot be realized, so that the use requirement cannot be met in a narrow road environment and a complex ground. Therefore, to solve the problem, the structure of the vehicle wheel must be changed, an independent wheel system is designed, each wheel can be an independent structure for driving and steering, the steering flexibility and the trafficability can be guaranteed, the vehicle can flexibly and freely move on the complex ground, a plurality of driving wheels are used, the problems of large load, deep sinking prevention and the like are solved, and the vehicle has wide application in intelligent logistics, automatic driving and special-purpose vehicles. The utility model provides an above-mentioned technical problem and design.
SUMMERY OF THE UTILITY MODEL
To the defect among the prior art, the utility model provides an all-terrain universal vehicle turns to and drives mutual independence, can move in a flexible way on complicated subaerial, and it is big to solve the load, avoids a great deal of problems such as deep-seated, has extensive application on intelligent commodity circulation, autopilot to and the special purpose vehicle.
An all-terrain universal vehicle comprises a chassis and advancing steering wheel systems distributed at four corners of the chassis;
the advancing steering wheel system comprises an advancing mechanism, a steering mechanism and a wheel bracket;
the traveling mechanism comprises a driving wheel disc, a first spline shaft, a first transmission mechanism and a traveling wheel, wherein a first spline hole is axially formed in the center of the driving wheel disc, a spline of the first spline shaft is positioned in the first spline hole, the first transmission mechanism is arranged on the wheel bracket, and the traveling wheel is connected with the lower end of the first spline shaft through the first transmission mechanism;
the steering mechanism comprises a steering wheel disc and a second spline shaft, the steering wheel disc is coaxially positioned below the driving wheel disc and is rotatably connected with the driving wheel disc, a second spline hole is axially formed in the center of the steering wheel disc, a spline of the second spline shaft is positioned in the second spline hole, the second spline shaft is axially sleeved outside the first spline shaft and is in rotating fit with the first spline shaft, and the lower end of the second spline shaft is fixedly connected with the upper end of the wheel support;
the upper surface of the chassis is provided with a traveling motor corresponding to each driving wheel disc respectively, and the traveling motors drive the driving wheel discs to rotate through a second transmission mechanism;
the upper surface on chassis is provided with first steering motor and second steering motor, and first steering motor is located between two steering wheel dishes of chassis front side to through the synchronous drive of third drive mechanism two steering wheel dishes that are located the chassis front side rotatory, the second steering motor is located between two steering wheel dishes of chassis rear side, and through the synchronous drive of fourth drive mechanism two steering wheel dishes that are located the chassis rear side rotatory.
Further, the system of the advancing steering wheel further comprises a damping mechanism, the damping mechanism is arranged between the steering wheel disc and the second spline shaft, the spline of the first spline shaft is in axial sliding fit with the inner wall of the first spline hole, the spline of the second spline shaft is in axial sliding fit with the inner wall of the second spline hole, and when the position of the steering wheel disc is fixed, the damping mechanism is used for damping vibration generated by the first spline shaft and the second spline shaft along with the vibration of the advancing wheel.
Furthermore, the damping mechanism comprises a fixed plate, a guide shaft, a damping spring, an outer fixed sleeve, an inner fixed sleeve and a connecting plate; the middle part of the connecting plate is provided with a through hole for the first spline shaft to pass through and is fixed at the lower end of the second spline shaft, and the upper end of the wheel bracket is fixedly connected with the lower end surface of the connecting plate; the upper end of the inner fixing sleeve is circumferentially fixed at the edge of the connecting plate and is coaxially and rotatably connected in the outer fixing sleeve, and the circumferential outer wall of the lower end of the outer fixing sleeve is provided with a convex ring which horizontally protrudes outwards; the middle part of the fixing plate is provided with a through hole for the second spline shaft to pass through and is rotatably connected to the lower end of the steering wheel disc; the guide shaft vertically penetrates through the fixed plate and is fixedly connected with the fixed plate, a sliding hole is formed in the convex ring corresponding to the guide shaft, and the lower end of the guide shaft penetrates through the sliding hole to be fixedly connected with the chassis and is in sliding fit with the sliding hole; the damping spring is sleeved outside the guide shaft and is positioned between the fixing plate and the convex ring.
Furthermore, the upper end face of the convex ring is fixedly provided with a linear guide sleeve positioned in the damping spring corresponding to the guide shaft, and the guide shaft is positioned in the linear guide sleeve and is in axial sliding fit with the inner wall of the linear guide sleeve.
Furthermore, the lower end of the steering wheel disc is provided with an extension ring which axially extends, and the middle part of the fixing plate is rotatably connected with the extension ring through a bearing.
Further, the first transmission mechanism comprises a driving bevel gear, a driven bevel gear, a reversing shaft, a first driving transmission wheel, a first driven transmission wheel, a second driving transmission wheel, a second driven transmission wheel, a transmission shaft and a differential mechanism; the driving bevel gear is sleeved and fixed at the lower end of the first spline shaft, the driven bevel gear is sleeved and fixed on the reversing shaft and meshed with the driving bevel gear, and the reversing shaft is horizontally and rotatably arranged on the wheel bracket; the first driving wheel is sleeved and fixed on the reversing shaft, the first driven driving wheel is sleeved and fixed on the transmission shaft, the first driving wheel is connected with the first driven driving wheel through a transmission part, and the transmission shaft is horizontally and rotatably arranged on the wheel bracket and is positioned below the reversing shaft; the differential mechanism is arranged between the pair of crawler traveling wheels, and two output shafts of the differential mechanism are respectively and fixedly connected with driving wheels of the pair of crawler traveling wheels; the second driving wheel is sleeved and fixed on the transmission shaft, the second driven driving wheel is sleeved and fixed on an input shaft of the differential mechanism, and the second driving wheel is connected with the second driven driving wheel through a second transmission piece.
Further, the lower end face middle part of the driving wheel disc is provided with a first annular groove around the spline hole of the driving wheel disc, the upper end face middle part of the steering wheel disc is provided with a second annular groove around the spline hole of the steering wheel disc, a shaft sleeve is arranged between the first annular groove and the second annular groove, the lower end of the driving wheel disc is rotatably connected with the shaft sleeve through a bearing located in the first annular groove, and the upper end of the steering wheel disc is rotatably connected with the shaft sleeve through a bearing located in the second annular groove.
Further, the driving wheel disc adopts a belt wheel; the second transmission mechanism comprises a transmission belt wheel and a transmission belt, the transmission belt wheel is sleeved and fixed on the output end of the advancing motor, and the transmission belt is connected with the transmission belt wheel and the driving wheel disc.
Further, the traveling motor is provided with a brake device.
Further, the steering wheel disc adopts a gear; the third transmission mechanism comprises a first transmission gear, a first synchronous gear and a second synchronous gear, wherein the first synchronous gear and the second synchronous gear are positioned on two sides of the first transmission gear and are meshed with each other; the fourth transmission mechanism comprises a second transmission gear, a third synchronous gear and a fourth synchronous gear, the third synchronous gear and the fourth synchronous gear are located on two sides of the second transmission gear and are meshed with each other, the second transmission gear is sleeved and fixed at the output end of the second steering motor, and the third transmission gear and the fourth gear are respectively meshed with two steering wheel discs located in front of and behind the chassis.
The beneficial effects of the utility model are embodied in:
because the driving wheel disc is rotatably connected with the steering wheel disc, the spline of the first spline shaft is positioned in the spline hole on the driving wheel disc, the spline of the second spline shaft is positioned in the spline hole of the steering wheel disc, the second spline shaft is axially sleeved outside the first spline shaft and is in rotating fit with the first spline shaft, the corresponding traveling motor drives the driving wheel disc to rotate through the second transmission mechanism, so as to drive the first spline shaft to drive the traveling wheel to travel through the first transmission mechanism, the first steering motor and the second steering motor respectively drive the corresponding steering wheel disc to rotate, so as to drive the second spline shaft to drive the traveling wheel to steer through the wheel bracket, namely, the steering and traveling of the traveling steering wheel system are independent and do not interfere with each other, the traveling wheel is matched, the vehicle is ensured in terms of steering flexibility and trafficability, can flexibly and freely move on a complex ground, and the solution load is large, the system avoids a plurality of problems such as deep collapse and the like, and has wide application in intelligent logistics, automatic driving and special-purpose vehicles.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the technical solutions in the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
Fig. 1 is a schematic overall structure diagram of an embodiment of the present invention;
fig. 2 is a front view of a travel steering wheel system in an embodiment of the present invention;
fig. 3 is a left-side view of the internal structure of fig. 2.
In the attached drawings, 1-a chassis, 2-a traveling steering wheel system, 3-a traveling wheel, 4-a traveling motor, 5-a first steering motor, 6-a first synchronous gear, 7-a second synchronous gear, 8-a first transmission gear, 9-a transmission belt, 10-a transmission belt wheel, 11-a third synchronous gear, 12-a second transmission gear, 13-a second steering motor, 14-a fourth synchronous gear, 15-a guide shaft, 16-a driving wheel disc, 17-a steering wheel disc, 18-a fixed plate, 19-a damping spring, 20-a second spline shaft, 21-a linear guide sleeve, 22-a convex ring, 23-an outer fixed sleeve, 24-an inner fixed sleeve, 25-a wheel bracket, 26-a first transmission piece and 27-a differential, 28-a second driven transmission wheel, 29-a second transmission piece, 30-a first driven transmission wheel, 31-a transmission shaft, 32-an extension ring, 34-a driving bevel gear, 35-a connecting plate, 36-a shaft sleeve, 37-a first spline shaft, 38-a driven bevel gear, 39-a reversing shaft, 40-a first driving transmission wheel, 41-a second driving transmission wheel.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only examples, and the protection scope of the present invention is not limited thereby.
It is to be noted that unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the present invention belongs.
As shown in fig. 1-3, an all-terrain universal vehicle comprises a chassis 1 and traveling steering wheel systems 2 distributed at four corners of the chassis 1;
the traveling steering wheel system 2 includes a traveling mechanism, a steering mechanism, and a wheel bracket 25;
the advancing mechanism comprises a driving wheel disc 16, a first spline shaft 37, a first transmission mechanism and an advancing wheel 3, wherein a first spline hole is axially formed in the center of the driving wheel disc 16, a spline of the first spline shaft 37 is positioned in the first spline hole, the first transmission mechanism is arranged on the wheel bracket 25, and the advancing wheel 3 is connected with the lower end of the first spline shaft 37 through the first transmission mechanism;
the steering mechanism comprises a steering wheel disc 17 and a second spline shaft 20, the steering wheel disc 17 is coaxially positioned below the driving wheel disc 16 and is rotatably connected with the driving wheel disc 16, a second spline hole is axially formed in the center of the steering wheel disc 17, a spline of the second spline shaft 20 is positioned in the second spline hole, the second spline shaft 20 is axially sleeved outside the first spline shaft 37 and is in rotating fit with the first spline shaft 37, and the lower end of the second spline shaft 20 is fixedly connected with the upper end of the wheel bracket 25;
the upper surface of the chassis 1 is provided with a traveling motor 4 corresponding to each driving wheel disc 16, and the traveling motor 4 drives the driving wheel discs 16 to rotate through a second transmission mechanism;
the upper surface of the chassis 1 is provided with a first steering motor 5 and a second steering motor 13, the first steering motor 5 is positioned between two steering wheel discs 17 on the front side of the chassis 1 and synchronously drives the two steering wheel discs 17 on the front side of the chassis 1 to rotate through a third transmission mechanism, and the second steering motor 13 is positioned between the two steering wheel discs 17 on the rear side of the chassis 1 and synchronously drives the two steering wheel discs 17 on the rear side of the chassis 1 to rotate through a fourth transmission mechanism.
Specifically, the travel steering wheel system 2 further includes a damping mechanism, the damping mechanism is disposed between the steering wheel disc 17 and the second spline shaft 20, the spline of the first spline shaft 37 and the inner wall of the first spline hole are in axial sliding fit, the spline of the second spline shaft 20 and the inner wall of the second spline hole are in axial sliding fit, and when the position of the steering wheel disc 17 is fixed, the damping mechanism is used for damping vibration generated by the first spline shaft 37 and the second spline shaft 20 along with the vibration of the traveling wheel.
Because the damping mechanism is arranged between the steering wheel disc 17 and the second spline shaft 20, when the steering wheel disc 17 is fixed, the damping mechanism is used for damping vibration generated by the first spline shaft 37 and the second spline shaft 20 along with vibration of the traveling wheel, the first spline shaft 37 and the second spline shaft 20 axially move in corresponding spline holes along with the movement of the damping mechanism, so that the damping of the traveling wheel 3 is realized, the damping mechanism is not directly connected with the traveling wheel 3 and keeps the steering wheel disc 17 motionless, so that the transmission actions of the first transmission mechanism, the second transmission mechanism, the third transmission mechanism and the fourth transmission mechanism are not interfered, the transmission stability of the transmission mechanism is not influenced by the damping mechanism, the damping is reliable, and the transmission stability is ensured.
Specifically, the damping mechanism comprises a fixed plate 18, a guide shaft 15, a damping spring 19, an outer fixed sleeve 23, an inner fixed sleeve 24 and a connecting plate 35; a through hole for the first spline shaft 37 to pass through is formed in the middle of the connecting plate 35 and is fixed at the lower end of the second spline shaft 20, and the upper end of the wheel bracket 25 is fixedly connected with the lower end face of the connecting plate 35; the upper end of the inner fixing sleeve 24 is circumferentially fixed at the edge of the connecting plate 35 and is coaxially and rotatably connected into the outer fixing sleeve 23 through a bearing, and the circumferential outer wall of the lower end of the outer fixing sleeve 23 is provided with a convex ring 22 which horizontally protrudes outwards; the middle part of the fixed plate 18 is provided with a through hole for the second spline shaft 20 to pass through, and is rotatably connected with the lower end of the steering wheel disc 17; the guide shaft 15 vertically penetrates through the fixed plate 18 and is fixedly connected with the fixed plate 18, a sliding hole is formed in the convex ring 22 corresponding to the guide shaft 15, and the lower end of the guide shaft 15 penetrates through the sliding hole to be fixedly connected with the chassis 1 and is in sliding fit with the sliding hole; the damping spring 19 is sleeved outside the guide shaft 15 and is located between the fixing plate 18 and the convex ring 22. Wherein, the connecting plate 35 and the second spline shaft 20 are formed integrally, the convex ring 22 and the outer fixing sleeve 23 are formed integrally, the upper end of the inner fixing ring is welded and fixed with the edge of the connecting plate 35, and four guide shafts 15 are arranged and evenly distributed around the fixing plate 18.
When the travelling wheel 3 encounters bumping and shaking in the travelling process, the wheel bracket 25 synchronously moves to drive the second spline shaft 20 and the first spline shaft 37 rotatably connected with the second spline shaft 20 to synchronously move axially in corresponding spline holes, because the upper end of the wheel bracket 25 is fixed on the connecting plate 35 and the connecting plate 35 is fixed at the lower end of the second spline shaft 20, the movement of the second spline shaft 20 drives the connecting plate 35, the inner fixing sleeve 24, the outer fixing sleeve 23 and the convex ring 22 to move up and down linearly limited by the guide shaft 15, meanwhile, the fixed plate 18 is limited by the fixed connection of the lower end of the guide shaft 15 and the chassis 1 to keep the rotating wheel disc still, the up and down movement of the connecting plate 35, the inner fixing sleeve 24, the outer fixing sleeve 23 and the convex ring 22 drives the damping spring 19 to compress or release under the limitation of the fixed plate 18, thereby realizing the damping function of the damping mechanism and having a more stable and reliable damping structure, and the transmission of the transmission mechanism is not interfered, so that the transmission stability of the transmission mechanism is ensured.
Specifically, the upper end face of the convex ring 22 is fixedly provided with a linear guide sleeve 21 positioned in the damping spring 19 corresponding to the guide shaft 15, and the guide shaft 15 is positioned in the linear guide sleeve 21 and is in axial sliding fit with the inner wall of the linear guide sleeve 21.
The guide shaft 15 is limited by the linear guide sleeve 21 to perform linear motion, so that the damping stability and reliability of the damping mechanism are ensured.
Specifically, the lower end of the steering wheel 17 has an axially projecting extension ring 32, and the middle portion of the fixed plate 18 is rotatably connected to the extension ring 32 via a bearing.
The lower end of the steering wheel disc 17 is rotatably connected with the middle part of the fixed plate 18, and the reliable connection is ensured.
Specifically, the first transmission mechanism comprises a driving bevel gear 34, a driven bevel gear 38, a reversing shaft 39, a first driving transmission wheel 40, a first driven transmission wheel 30, a second driving transmission wheel 41, a second driven transmission wheel 28, a transmission shaft 31 and a differential 27; the drive bevel gear 34 is sleeved and fixed at the lower end of the first spline shaft 37, the driven bevel gear 38 is sleeved and fixed on the reversing shaft 39 and meshed with the drive bevel gear 34, and the reversing shaft 39 is horizontally and rotatably arranged on the wheel bracket 25 through a bearing; the first driving transmission wheel 40 is sleeved and fixed on the reversing shaft 39, the first driven transmission wheel 30 is sleeved and fixed on the transmission shaft 31, the first driving transmission wheel 40 is connected with the first driven transmission wheel 30 through a transmission part, and the transmission shaft 31 is horizontally and rotatably arranged on the wheel bracket 25 through a bearing and is positioned below the reversing shaft 39; the traveling wheels 3 adopt crawler traveling wheels and are arranged in parallel, two ends of the transmission shaft 31 are respectively and rotatably connected with driven wheels of the pair of crawler traveling wheels, the differential 27 is arranged between the pair of crawler traveling wheels, and two output shafts of the differential are respectively and fixedly connected with driving wheels of the pair of crawler traveling wheels; the second driving transmission wheel 41 is sleeved and fixed on the transmission shaft 31, the second driven transmission wheel 28 is sleeved and fixed on the input shaft of the differential 27, and the second driving transmission wheel 41 is connected with the second driven transmission wheel 28 through the second transmission member 29. The first driving transmission wheel 40, the second driving transmission wheel 41, the third driving transmission wheel and the fourth driving transmission wheel all adopt chain wheels, and the first transmission piece 26 and the second transmission piece all adopt chains.
The first transmission mechanism is connected with the power of the first spline shaft 37 and is transmitted to the traveling wheels 3, the transmission is stable and reliable, and meanwhile, the differential mechanism 27 can effectively ensure that the speed difference of the rolling of the pair of traveling wheels 3 is provided when the pair of traveling wheels 3 perform pivot steering and common steering motion, so that the friction between the traveling wheels 3 and the ground is reduced, and the traveling stability of the traveling wheels 3 is improved; in addition, the use of the crawler travel wheels enables the vehicle to cope with a more complicated road surface, and the trafficability is further enhanced.
Specifically, the lower end face middle part of the driving wheel disc 16 is provided with a first annular groove around the spline hole thereof, the upper end face middle part of the steering wheel disc 17 is provided with a second annular groove around the spline hole thereof, a shaft sleeve 36 is arranged between the first annular groove and the second annular groove, the lower end of the driving wheel disc 16 is rotatably connected with the shaft sleeve 36 through a bearing located in the first annular groove, and the upper end of the steering wheel disc 17 is rotatably connected with the shaft sleeve 36 through a bearing located in the second annular groove.
The rotatable connection of the driving wheel disc 16 and the steering wheel disc 17 is realized by the matching of the shaft sleeve 36 and a corresponding bearing, and the connection reliability is ensured.
Specifically, the driving wheel disc 16 adopts a belt wheel; the second transmission mechanism comprises a transmission belt wheel 10 and a transmission belt 9, the transmission belt wheel 10 is sleeved and fixed on the output end of the traveling motor 4, and the transmission belt 9 is connected with the transmission belt wheel 10 and the driving wheel disc 16.
The transmission performance of the second transmission mechanism is ensured to be stable and reliable, so that the traveling motor 4 is ensured to drive the driving wheel disc 16 to rotate stably and reliably, and then the traveling wheel 3 is driven to travel stably and reliably.
Specifically, the traveling motor 4 is provided with a brake device.
The vehicle is conveniently braked during traveling.
Specifically, the steering wheel disc 17 adopts a gear; the third transmission mechanism comprises a first transmission gear 8, a first synchronous gear 6 and a second synchronous gear 7 which are positioned on two sides of the first transmission gear 8 and are meshed with each other, the first transmission gear 8 is sleeved and fixed at the output end of the first steering motor 5, and the first transmission gear 8 and the second transmission gear are respectively meshed with two steering wheel discs 17 positioned on the front side of the chassis 1; the fourth transmission mechanism comprises a second transmission gear 12, and a third synchronous gear 11 and a fourth synchronous gear 14 which are positioned at two sides of the second transmission gear 12 and are meshed with each other, the second transmission gear 12 is sleeved and fixed at the output end of a second steering motor 13, and the third transmission gear and the fourth gear are respectively meshed with two steering wheel discs 17 positioned at the rear side of the chassis 1. In order to ensure that the steering of the vehicle is accurate and reliable, the first steering motor 5 and the second steering motor 13 both adopt stepping motors with gear commutators.
The first steering motor 5 synchronously drives the two steering wheel discs 17 positioned on the front side of the chassis 1 to rotate through the third transmission mechanism, and the second steering motor 13 synchronously drives the two steering wheel discs 17 positioned on the rear side of the chassis 1 to rotate through the fourth transmission mechanism, so that the transmission is stable and reliable.
The vehicle operating state is as follows:
the driving state: the traveling motor 4 drives the driving wheel disc 16 to rotate through the driving belt 9, so as to drive the first spline shaft 37 to rotate, and then drives the traveling wheel 3 to travel through the driving bevel gear 34, the driven main gear, the reversing shaft 39, the first driving transmission wheel 40, the first transmission piece 26, the first driven transmission wheel 30, the transmission shaft 31, the second driving transmission wheel 41, the second transmission piece 29, the second driven transmission wheel 28 and the differential 27 in a transmission manner;
turning state: the first steering motor 5 drives the first transmission gear 8 to rotate, synchronously drives the first synchronous gear 6 and the second synchronous gear 7 to synchronously rotate, and further drives the two steering wheel discs 17 positioned on the front side of the chassis 1 to synchronously rotate in the same direction; or the second steering motor 13 drives the second transmission gear 12 to rotate, synchronously drives the third synchronous gear 11 and the fourth synchronous gear 14 to synchronously rotate, and further drives the two steering wheel discs 17 positioned at the rear side of the chassis 1 to synchronously rotate in the same direction; the steering wheel disc 17 rotates to drive the second spline shaft 20 to rotate, and then force is transmitted successively through the connecting plate 35 and the wheel bracket 25 to drive the traveling wheel 3 to steer;
the damping state is as follows: when the travelling wheel 3 encounters bumping and shaking in the travelling process, the wheel support 25 moves synchronously, so that the second spline shaft 20 and the first spline shaft 37 which is rotatably connected with the second spline shaft 20 are driven to move axially in the corresponding spline hole synchronously, because the upper end of the wheel support 25 is fixed on the connecting plate 35, and the connecting plate 35 is fixed at the lower end of the second spline shaft 20, the movement of the second spline shaft 20 drives the connecting plate 35, the inner fixing sleeve 24, the outer fixing sleeve 23 and the convex ring 22 to move up and down linearly under the limitation of the guide shaft 15, meanwhile, the fixed plate 18 keeps the rotating wheel disc immovable under the limitation of the fixed connection of the lower end of the guide shaft 15 and the chassis 1, and the connecting plate 35, the inner fixing sleeve 24, the outer fixing sleeve 23 and the convex ring 22 move up and down to drive the damping spring 19 to compress or release under the limitation of the fixed plate 18, so that the damping function.
An example of the vehicle motion pattern is as follows:
1. when the vehicle runs straight, the angles of the first steering motor 5 and the second steering motor 13 are kept at 0 degree, and the running motors 4 run in the same direction and at the same rotating speed, so that the vehicle runs straight;
2. when the vehicle runs obliquely, the first steering motor 5 and the second steering motor 13 rotate by an identical angle different from 90 degrees and keep the same angle, and the running motors 4 run in the same direction and at the same rotating speed to realize oblique running;
3. when the vehicle travels transversely, the first steering motor 5 and the second steering motor 13 rotate 90 degrees and keep simultaneously, and the traveling motors 4 operate in the same direction and at the same rotating speed, so that transverse traveling is realized, the space is effectively saved, and the vehicle can be parked at the side position quickly;
4. when the chassis rotates in situ, the first steering motor 5 and the second steering motor 13 keep 0 degree, the two traveling motors 4 on the left side of the chassis 1 operate in the same direction and at the same rotating speed, the two traveling motors 4 on the right side of the chassis 1 operate in the same direction and at the same rotating speed, and the traveling motors 4 on the left side and the right side of the chassis 1 keep opposite reverse operation; or the first steering motor 5 and the second steering motor 13 rotate 90 degrees oppositely and keep the same, and all the traveling motors 4 run in the same direction and at the same rotating speed; the two operation modes can realize in-situ rotation;
5. when the vehicle turns, one of the first steering motor 5 and the second steering motor 13 rotates for an angle, the other one keeps 0 degree, the two traveling motors 4 on the left side of the chassis 1 operate in the same direction and at the same rotating speed, the two traveling motors 4 on the right side of the chassis 1 operate in the same direction and at the same rotating speed, and the traveling motors 4 on the left side and the right side of the chassis 1 keep differential operation, so that the vehicle turns.
The above motion mode covers the basic mode of vehicle motion basically, and is flexible and changeable, and has wide application in narrow and small spaces such as intelligent logistics, intelligent fire control, patrol and defense and the like.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the scope of the embodiments of the present invention, and are intended to be covered by the claims and the specification.
Claims (10)
1. The utility model provides an all-terrain universal vehicle which characterized in that: comprises a chassis (1) and advancing steering wheel systems (2) distributed at four corners of the chassis (1);
the traveling steering wheel system (2) comprises a traveling mechanism, a steering mechanism and a wheel bracket (25);
the travelling mechanism comprises a driving wheel disc (16), a first spline shaft (37), a first transmission mechanism and a travelling wheel (3), a first spline hole is axially formed in the center of the driving wheel disc (16), a spline of the first spline shaft (37) is positioned in the first spline hole, the first transmission mechanism is installed on the wheel bracket (25), and the travelling wheel (3) is connected with the lower end of the first spline shaft (37) through the first transmission mechanism;
the steering mechanism comprises a steering wheel disc (17) and a second spline shaft (20), the steering wheel disc (17) is coaxially positioned below the driving wheel disc (16) and rotatably connected with the driving wheel disc (16), a second spline hole is axially formed in the center of the steering wheel disc (17), a spline of the second spline shaft (20) is positioned in the second spline hole, the second spline shaft (20) is axially sleeved outside the first spline shaft (37) and is in rotating fit with the first spline shaft (37), and the lower end of the second spline shaft (20) is fixedly connected with the upper end of the wheel support (25);
the upper surface of the chassis (1) is provided with a traveling motor (4) corresponding to each driving wheel disc (16), and the traveling motor (4) drives the driving wheel discs (16) to rotate through a second transmission mechanism;
be provided with first steering motor (5) and second steering motor (13) at the upper surface of chassis (1), first steering motor (5) are located between two steering wheel dish (17) of chassis (1) front side, and drive two steering wheel dish (17) rotations that are located chassis (1) front side in step through third drive mechanism, second steering motor (13) are located between two steering wheel dish (17) of chassis (1) rear side, and drive two steering wheel dish (17) rotations that are located chassis (1) rear side in step through fourth drive mechanism.
2. An all-terrain universal vehicle as claimed in claim 1, wherein:
the advancing steering wheel system (2) further comprises a damping mechanism, the damping mechanism is arranged between the steering wheel disc (17) and the second spline shaft (20), the spline of the first spline shaft (37) is in axial sliding fit with the inner wall of the first spline hole, the spline of the second spline shaft (20) is in axial sliding fit with the inner wall of the second spline hole, and when the steering wheel disc (17) is fixed in position, the damping mechanism is used for slowing down the vibration generated by the first spline shaft (37) and the second spline shaft (20) along with the vibration of the advancing wheel.
3. An all-terrain universal vehicle as claimed in claim 2, wherein:
the damping mechanism comprises a fixed plate (18), a guide shaft (15), a damping spring (19), an outer fixed sleeve (23), an inner fixed sleeve (24) and a connecting plate (35);
a through hole for the first spline shaft (37) to pass through is formed in the middle of the connecting plate (35) and is fixed at the lower end of the second spline shaft (20), and the upper end of the wheel bracket (25) is fixedly connected with the lower end face of the connecting plate (35);
the upper end of the inner fixing sleeve (24) is circumferentially fixed at the edge of the connecting plate (35) and coaxially and rotatably connected in the outer fixing sleeve (23), and the circumferential outer wall of the lower end of the outer fixing sleeve (23) is provided with a convex ring (22) which horizontally protrudes outwards;
the middle part of the fixed plate (18) is provided with a through hole for the second spline shaft (20) to pass through and is rotatably connected with the lower end of the steering wheel disc (17);
the guide shaft (15) vertically penetrates through the fixed plate (18) and is fixedly connected with the fixed plate (18), a sliding hole is formed in the convex ring (22) corresponding to the guide shaft (15), and the lower end of the guide shaft (15) penetrates through the sliding hole to be fixedly connected with the chassis (1) and is in sliding fit with the sliding hole;
the damping spring (19) is sleeved outside the guide shaft (15) and is positioned between the fixing plate (18) and the convex ring (22).
4. An all-terrain universal vehicle as claimed in claim 3, wherein:
the upper end surface of the convex ring (22) is fixedly provided with a linear guide sleeve (21) positioned in the damping spring (19) corresponding to the guide shaft (15), and the guide shaft (15) is positioned in the linear guide sleeve (21) and is in axial sliding fit with the inner wall of the linear guide sleeve (21).
5. An all-terrain universal vehicle as claimed in claim 3, wherein:
the lower end of the steering wheel disc (17) is provided with an extension ring (32) which axially extends, and the middle part of the fixing plate (18) is rotatably connected with the extension ring (32) through a bearing.
6. An all-terrain universal vehicle as claimed in claim 1, wherein:
the first transmission mechanism comprises a driving bevel gear (34), a driven bevel gear (38), a reversing shaft (39), a first driving transmission wheel (40), a first driven transmission wheel (30), a second driving transmission wheel (41), a second driven transmission wheel (28), a transmission shaft (31) and a differential (27);
a driving bevel gear (34) is sleeved and fixed at the lower end of the first spline shaft (37), a driven bevel gear (38) is sleeved and fixed on a reversing shaft (39) and meshed with the driving bevel gear (34), and the reversing shaft (39) is horizontally and rotatably arranged on the wheel bracket (25);
the first driving transmission wheel (40) is sleeved and fixed on the reversing shaft (39), the first driven transmission wheel (30) is sleeved and fixed on the transmission shaft (31), the first driving transmission wheel (40) is connected with the first driven transmission wheel (30) through a transmission piece, and the transmission shaft (31) is horizontally and rotatably arranged on the wheel bracket (25) and is positioned below the reversing shaft (39);
the traveling wheels (3) adopt crawler traveling wheels and are arranged in parallel, two ends of a transmission shaft (31) are respectively and rotatably connected with driven wheels of the pair of crawler traveling wheels, a differential (27) is arranged between the pair of crawler traveling wheels, and two output shafts of the differential are respectively and fixedly connected with driving wheels of the pair of crawler traveling wheels;
the second driving wheel (41) is sleeved and fixed on the transmission shaft (31), the second driven driving wheel (28) is sleeved and fixed on an input shaft of the differential (27), and the second driving wheel (41) is connected with the second driven driving wheel (28) through the second transmission piece (29).
7. An all-terrain universal vehicle as claimed in claim 1, wherein:
the lower terminal surface middle part of driving rim plate (16) has seted up first ring channel around its splined hole, the up end middle part that turns to rim plate (17) has seted up the second ring channel around its splined hole, be provided with axle sleeve (36) between first ring channel and the second ring channel, the lower extreme of driving rim plate (16) is rotationally connected with axle sleeve (36) through the bearing that is located first ring channel, the upper end that turns to rim plate (17) is rotationally connected with axle sleeve (36) through the bearing that is located the second ring channel.
8. An all terrain vehicle as claimed in any one of claims 1 to 7, wherein:
the driving wheel disc (16) adopts a belt wheel;
the second transmission mechanism comprises a transmission belt wheel (10) and a transmission belt (9), the transmission belt wheel (10) is sleeved and fixed on the output end of the traveling motor (4), and the transmission belt (9) is connected with the transmission belt wheel (10) and the driving wheel disc (16).
9. An all-terrain vehicle according to claim 8, wherein:
the traveling motor (4) is provided with a brake device.
10. An all terrain vehicle as claimed in any one of claims 1 to 7, wherein:
the steering wheel disc (17) adopts a gear;
the third transmission mechanism comprises a first transmission gear (8), and a first synchronous gear (6) and a second synchronous gear (7) which are positioned on two sides of the first transmission gear (8) and are meshed with each other, the first transmission gear (8) is sleeved and fixed at the output end of the first steering motor (5), and the first transmission gear (8) and the second transmission gear are respectively meshed with two steering wheel discs (17) positioned on the front side of the chassis (1);
the fourth transmission mechanism comprises a second transmission gear (12), and a third synchronous gear (11) and a fourth synchronous gear (14) which are positioned on two sides of the second transmission gear (12) and are meshed with each other, the second transmission gear (12) is sleeved and fixed at the output end of a second steering motor (13), and the third transmission gear and the fourth gear are respectively meshed with two steering wheel discs (17) positioned on the rear side of the chassis (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020130216.0U CN211468605U (en) | 2020-01-20 | 2020-01-20 | All-terrain universal vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020130216.0U CN211468605U (en) | 2020-01-20 | 2020-01-20 | All-terrain universal vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN211468605U true CN211468605U (en) | 2020-09-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020130216.0U Active CN211468605U (en) | 2020-01-20 | 2020-01-20 | All-terrain universal vehicle |
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| CN (1) | CN211468605U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114260920A (en) * | 2022-01-21 | 2022-04-01 | 青岛新起点文化科技有限公司 | Robot with obstacle avoidance function for ecological monitoring |
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2020
- 2020-01-20 CN CN202020130216.0U patent/CN211468605U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114260920A (en) * | 2022-01-21 | 2022-04-01 | 青岛新起点文化科技有限公司 | Robot with obstacle avoidance function for ecological monitoring |
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