CN211592138U - Suspension mechanism for chassis of unmanned test trolley - Google Patents

Abstract

The utility model relates to an unmanned test dolly chassis is with mechanism that hangs should hang the mechanism and independently install between the drive wheel of dolly, can transmit the power of acting between drive wheel and frame to the impact force that frame or automobile body were passed to by uneven road surface to the buffering, and the vibrations that the decay arouses from this, in order to guarantee the stability of traveling on unmanned test dolly chassis. Through the arrangement of the torque transmission assembly, the force is transmitted in a multi-link mode, the driving wheels are allowed to be kept perpendicular to the ground as much as possible, the inclination of a vehicle body is reduced, and the ground contact performance of tires is maintained. By arranging the damping component and the lateral buffering component, the damping component supports and buffers the vertical shaking of the vehicle by using the hydraulic damper and the spiral spring; lateral buffer subassembly utilizes air spring and constant velocity connector to cushion the side direction of vehicle, has solved simultaneously that the left and right driving wheel is fixed on same torsion beam to drag each other, influence the problem of shock attenuation effect when moving.

Description

Suspension mechanism for chassis of unmanned test trolley

Technical Field

The utility model belongs to the vehicle structure field, concretely relates to unmanned test dolly chassis is with mechanism that hangs.

Background

The unmanned test vehicle is a transport vehicle equipped with an electromagnetic or optical automatic guide device, capable of traveling along a predetermined guide path, having safety protection and various transfer functions, and is a transport vehicle that does not require a driver in industrial applications, and uses a rechargeable battery as a power source. Generally, the traveling route and behavior can be controlled by a computer, or the traveling route can be set up by using an electromagnetic rail, the electromagnetic rail is adhered to the floor, and the unmanned transport vehicle moves and acts by means of the information brought by the electromagnetic rail.

The power source of the unmanned test trolley comes from the chassis of the unmanned test trolley.

In the prior art, a suspension mechanism commonly used for an unmanned test trolley chassis cannot provide sufficient lateral buffering because a shock absorber and a spiral spring both play a role in supporting and buffering the up-and-down shaking of a vehicle; meanwhile, the left driving wheel and the right driving wheel are fixed on the same torsion beam, so that the left driving wheel and the right driving wheel can drag each other during movement to influence the damping effect.

SUMMERY OF THE UTILITY MODEL

Utility model purpose: the suspension mechanism for the chassis of the unmanned test trolley is provided to solve the problems in the prior art.

The technical scheme is as follows: a suspension mechanism for an unmanned test trolley chassis comprises a suspension assembly, a torque transmission assembly, a damping assembly and a lateral buffering assembly.

The suspension assembly comprises a front support and a rear support which are arranged in parallel, and a left cantilever and a right cantilever which are respectively inserted and fixed on the two sides of the front support and the rear support; the front support and the rear support play a main supporting role and provide conditions for the installation of the torque transmission assembly;

the torque transmission assembly comprises a left upper cantilever and a right upper cantilever which are respectively hinged to the outer sides of the left cantilever and the right cantilever, a left lower cantilever and a right lower cantilever which are jointly hinged with the front support and the rear support and are respectively positioned below the left upper cantilever and the right upper cantilever, a left hub hinged between the left upper cantilever and the left lower cantilever, a right hub hinged between the right upper cantilever and the right lower cantilever, and a rear axle connected with the left hub and the right hub; when the chassis of the trolley crosses an uneven road surface, the torsion transmission assembly can transmit the torsion of the driving wheels at two sides, so that the driving wheels are allowed to keep vertical to the ground, the inclination of the trolley body is reduced, and the ground adhesion of the tire is maintained;

the damping assembly comprises a damper arranged on one side of the torsion transmission assembly; the shock absorber plays a role in supporting and buffering the up-and-down shaking of the vehicle;

a lateral damping assembly including a damper and a constant velocity connector disposed between the hub and the rear axle; the constant-speed connector is used for connecting two rotating shafts with an included angle or a mutual position changing between the shafts, and the two shafts transmit power at the same angular speed.

In a further embodiment, the cross section of the front bracket is U-shaped, the inner part of the front bracket is pulled out to form a shell, and the front bracket comprises a main body part and protruding parts welded at two ends of the main body part; the both ends of protruding portion are equipped with the mounting hole, the both ends of main part are equipped with the hinge hole. The mounting hole is used for installing with the one end interference fit of left cantilever and right cantilever, and the hinge hole is used for providing articulated installation with cantilever and right cantilever down under the left side.

In a further embodiment, the rear bracket is n-shaped in cross section and comprises a solid middle part and side parts welded at two ends of the middle part, and the insides of the side parts are pulled out to form a shell; hinge holes identical to the front support are formed in the preset positions below the side portions.

In a further embodiment, one end of each of the left cantilever and the right cantilever is inserted into the mounting hole of the front bracket and is in interference fit with the mounting hole, and the other end of each of the left cantilever and the right cantilever is welded or locked on the top end of the side part of the rear bracket through a bolt.

In a further embodiment, the left cantilever and the right cantilever have the same structure and comprise a cylindrical rod and hinged supports welded at two ends of one side of the cylindrical rod; both hinged supports are located between the front and rear brackets.

In a further embodiment, the left upper cantilever and the right upper cantilever have the same structure, are in a V shape or a U shape, and comprise an extending end and a converging end, wherein the extending end of the left upper cantilever and the right upper cantilever is hinged with the hinged support, and the converging end of the left upper cantilever and the right upper cantilever is hinged with the left hub and the right hub respectively; the structure of cantilever under a left side and the cantilever under the right side is the same, is ∀ shapes, the one end of cantilever under a left side and the right cantilever under the right side respectively with left wheel hub and right wheel hub are articulated, the other end respectively with the hinge hole of fore-stock and after-poppet is articulated. The upper suspension arm is designed into a V shape or a U shape, so that the stability of the upper suspension arm can be enhanced compared with a rod shape; in actual work, the lower cantilever bears larger force due to the fact that the center of gravity of the whole vehicle body is lower, so that the lower cantilever is designed into an ∀ shape, and the structure of the lower cantilever is reinforced by reinforcing ribs.

In a further embodiment, the rear axle is formed by connecting two sections of identical propeller shafts through constant velocity connectors; the buffer is arranged between the transmission shaft and the hub; the constant velocity connector includes a driving fork and a driven fork provided with a groove, at least four transmission balls placed in the groove, and a locking pin locking the driving fork and the driven fork. The constant speed connector is used to connect two rotating shafts with different included angles or mutual positions between the shafts and make the two shafts transmit power at the same angular speed.

In a further embodiment, the shock absorber comprises an upper connecting seat hinged at the upper cover plate of the trolley, a lower connecting seat fixed at one side of the left lower cantilever and the right lower cantilever, a hydraulic damper with one end erected and fixed on the upper connecting seat and the tail end of the piston rod connected with the lower connecting seat, and a spiral spring padded between the upper connecting seat and the lower connecting seat and wrapping the hydraulic damper. The shock absorber can support and cushion the up-and-down shaking of the vehicle, and the traveling stability of the vehicle is kept.

In a further embodiment, the damper comprises an air spring. The air spring achieves its spring action with compressed air for providing cushioning to the lateral direction of the vehicle.

Has the advantages that: the utility model relates to an unmanned test dolly chassis is with mechanism that hangs should hang the mechanism and independently install between the drive wheel of dolly, can transmit the power of acting between drive wheel and frame to the impact force that frame or automobile body were passed to by uneven road surface to the buffering, and the vibrations that the decay arouses from this, in order to guarantee the stability of traveling on unmanned test dolly chassis. Through setting up torsion transmission assembly, adopt the mode of many connecting rods to transmit power, compare in traditional leaf spring formula suspension mechanism, the utility model discloses have better flexibility, allow drive wheel and ground to keep perpendicular, reduce the automobile body slope, maintain the ground nature of pasting of tire as far as possible. By arranging the damping component and the lateral buffering component, the damping component supports and buffers the vertical shaking of the vehicle by using the hydraulic damper and the spiral spring; lateral buffer subassembly utilizes air spring and constant velocity connector to cushion the side direction of vehicle, has solved simultaneously that the left and right driving wheel is fixed on same torsion beam to drag each other, influence the problem of shock attenuation effect when moving.

Drawings

Fig. 1 is a schematic view of the overall structure of the present invention.

Fig. 2 is a schematic structural view of the suspension assembly of the present invention.

Fig. 3 is a schematic structural diagram of the middle upper left cantilever or the upper right cantilever of the present invention.

Figure 4 is the structural schematic diagram of the shock-absorbing component in the present invention.

Fig. 5 is a schematic sectional structure view of the constant velocity connector of the present invention.

The figures are numbered: front bracket 21, main body 2101, protruding part 2102, left suspension arm 22, column bar 2201, hinge support 2202, right suspension arm 23, left upper suspension arm 24, protruding end 2401, converging end 2402, right upper suspension arm 25, left hub 26, right hub 27, left lower suspension arm 28, right lower suspension arm 29, rear bracket 210, middle part 21001, side 21002, rear axle 211, constant velocity connector 212, driving fork 21201, driven fork 2120, driving ball 21203, shock absorbing assembly 213, upper connecting seat 21301, lower connecting seat 21302, hydraulic damper 21303, coil spring 21304, buffer 214, and driving wheel 215.

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in order to avoid obscuring the present invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

The applicant believes that when an unmanned test vehicle travels across an uneven road surface, the vehicle chassis would, without a separate suspension mechanism, undergo substantial rocking with the undulation of the road surface, causing the vehicle body to tilt, which would be amplified when other test equipment is mounted on the vehicle chassis, and in severe cases cause a rollover. The traditional suspension mechanism is not independent, but adopts a plate spring with elasticity to be arranged between two wheels, and the plate spring absorbs vibration and lightens shaking. However, through practical tests, we find that the plate spring type suspension mechanism is also not suitable for the chassis of the unmanned test trolley for the following reasons: the leaf spring is limited to being elastic only in the vertical direction and rigid in the lateral direction, so that sufficient lateral cushioning cannot be provided; meanwhile, since the left and right driving wheels 215 are fixed to the same torsion beam (i.e., a plate spring), they are dragged by each other during movement, thereby affecting the damping effect.

To solve these problems, the present invention provides a suspension mechanism for an unmanned test vehicle chassis, which is independently installed between the driving wheels 215 of the vehicle, and can transmit the force acting between the driving wheels 215 and the vehicle frame, and can buffer the impact force transmitted to the vehicle frame or the vehicle body from an uneven road surface, and can attenuate the vibration caused thereby, so as to ensure the driving stability of the unmanned test vehicle chassis.

The technical solution of the present invention is further explained by the following embodiments with reference to the accompanying drawings.

As shown in fig. 1, the detailed details are shown in fig. 2 to 5: the utility model discloses an unmanned test dolly chassis is with hanging mechanism, divide four bibliographic categories including suspension subassembly, torsion transmission subassembly, damper assembly 213 and side direction buffering subassembly.

The suspension assembly comprises a front bracket 21, a rear bracket 210, a left suspension arm 22 and a right suspension arm 23. The front support 21 and the rear support 210 are arranged in parallel, and the left cantilever 22 and the right cantilever 23 are respectively inserted and fixed on two sides of the upper parts of the front support 21 and the rear support 210. The section of the front bracket 21 is U-shaped, and the inner part of the front bracket is loose-core into a shell; the front bracket 21 further comprises a main body portion 2101 and a protruding portion 2102, wherein the protruding portion 2102 is welded at two ends of the main body portion 2101, mounting holes are formed at two ends of the protruding portion 2102, and hinge holes are formed at two ends of the main body portion 2101. The section of the rear bracket 210 is in a shape of inverted U, and comprises a middle part 21001 and side parts 21002, the side parts 21002 are welded at two ends of the middle part 21001, the middle part 21001 is solid, and the insides of the side parts 21002 are pulled out to form a shell; the lower part of the side part 21002 is provided with a hinge hole which is the same as the front bracket 21. One end of the left cantilever 22 and the right cantilever 23 is inserted into the mounting hole of the front bracket 21 and is in interference fit with the mounting hole, and the other end of the left cantilever and the right cantilever is welded or locked on the top end of the side portion 21002 of the rear bracket 210 through a bolt. The left cantilever 22 and the right cantilever 23 have the same structure and comprise a cylindrical rod 2201 and hinged supports 2202, wherein the hinged supports 2202 are welded at two ends of one side of the cylindrical rod 2201, and the two hinged supports 2202 are positioned between the front support 21 and the rear support 210.

The torque transfer assembly includes a left upper suspension arm 24, a right upper suspension arm 25, a left lower suspension arm 28, a right lower suspension arm 29, a left hub 26, a right hub 27, and a rear axle 211. The left upper suspension arm 24 and the right upper suspension arm 25 are respectively hinged at one outer side of the left suspension arm 22 and the right suspension arm 23, and the left lower suspension arm 28 and the right lower suspension arm 29 are jointly hinged with the front bracket 21 and the rear bracket 210 and are positioned at the lower parts of the left upper suspension arm 24 and the right upper suspension arm 25; the left hub 26 is hinged between the left upper cantilever arm 24 and the left lower cantilever arm 28, and the right hub 27 is hinged between the right upper cantilever arm 25 and the right lower cantilever arm 29; the rear axle 211 is connected to the left and right hubs 26 and 27. The left upper cantilever 24 and the right upper cantilever 25 have the same structure, are in a V shape or a U shape, and further comprise an extending end 2401 and a converging end 2402, wherein the extending end 2401 of the left upper cantilever 24 and the right upper cantilever 25 is hinged with the hinged support 2202, and the converging end 2402 is hinged with the left hub 26 and the right hub 27 respectively; the left lower cantilever 28 and the right lower cantilever 29 have the same structure and are ∀ -shaped, one end of the left lower cantilever 28 and one end of the right lower cantilever 29 are respectively hinged with the left hub 26 and the right hub 27, and the other end of the left lower cantilever 28 and the other end of the right lower cantilever 29 are respectively hinged with the hinge holes of the front support 21 and the rear support 210.

The damper assembly 213 includes a damper disposed at one side of the torque transmission assembly. The shock absorber comprises an upper connecting seat 21301, a lower connecting seat 21302, a hydraulic damper 21303 and a spiral spring 21304, wherein the upper connecting seat 21301 is hinged to an upper cover plate of the trolley, the lower connecting seat 21302 is fixed to one side of a left lower cantilever 28 and one side of a right lower cantilever 29, one end of the hydraulic damper 21303 is erected and fixed on the upper connecting seat 21301, the tail end of a piston rod of the hydraulic damper 21303 is connected with the lower connecting seat 21302, and the spiral spring 21304 is padded between the upper connecting seat 21301 and the lower connecting seat 21302.

The lateral damping assembly includes a damper 214 and a constant velocity connector 212, the damper 214 and the constant velocity connector 212 being disposed between the hub and the rear axle 211. The rear axle 211 is formed by connecting two sections of same transmission shafts through constant-speed connectors 212; the damper 214 is disposed between the drive shaft and the hub; the damper 214 includes an air spring. The constant velocity connector 212 includes a driving tine 21201, a driven tine 21202, a drive ball 21203, and a locking pin. The driving fork 21201 and the driven fork 21202 are respectively integrated with the inner half shaft and the outer half shaft. The driving fork 21203 and the driven fork 21203 are respectively provided with 4 curved surface grooves, and two intersected annular grooves are formed after assembling and are used as steel ball raceways. 4 driving steel balls are placed in the grooves, and the central steel ball is placed in the groove at the center of the two forks for centering. In order to smoothly install the steel ball into the groove, a concave surface is milled on the central steel ball, and a deep hole is arranged in the center of the concave surface. During assembly, the positioning pin is firstly arranged in the driven fork 21203, the central steel ball is placed, then three transmission steel balls are sequentially arranged in the grooves of the two ball forks, the concave surface of the central steel ball faces to the groove without the steel ball, so that the fourth transmission steel ball is arranged, the hole of the central steel ball is aligned to the hole of the driven fork 21203, the shaft of the driven fork 21202 is lifted to enable the positioning pin to be inserted into the ball hole, and finally the locking pin is inserted into the hole, perpendicular to the positioning pin, of the driven fork 212002 to limit axial movement of the positioning pin and guarantee correct position of the central steel ball.

The working principle of the utility model is as follows: when the driving wheel 215 is pressed over an uneven road surface, the torsion generated by the height change in the vertical direction is absorbed first by the torsion transmission assembly and then by the shock absorbing assembly 213. When the torque transmission assembly absorbs the torque, since the left upper suspension arm 24, the left lower suspension arm 28, the left hub 26, and the suspension assembly on one side form a parallelogram, and the right upper suspension arm 25, the right lower suspension arm 29, the right hub 27, and the suspension assembly on the other side form a parallelogram, which is known to have better deformation performance, the torque generated by the height change in the vertical direction is successfully deformed among the left upper suspension arm 24, the left lower suspension arm 28, the right upper suspension arm 25, the right lower suspension arm 29, and the suspension assemblies through the multiple sets of links and absorbed energy dissipation, thereby allowing the driving wheel 215 to be kept perpendicular to the ground, reducing the inclination of the vehicle body, and maintaining the ground contact of the tire. The shock absorbing assembly 213 absorbs shock by the hydraulic damper 21303 and the coil spring 21304. The above process is a vertical buffer for the trolley. And to its side direction, the utility model discloses set up buffer 214 and constant velocity connector 212 between wheel hub and rear axle 211, buffer 214 adopts air spring as the absorption source, utilizes gaseous compressibility to realize its elastic action, and the air spring has very showing advantage than ordinary spring, for example speed is slow relatively, dynamic force changes little, easy control. At the same time, the constant velocity connector 212 connects two rotating shafts having an included angle between the shafts or a mutual position thereof varied, and allows the two shafts to transmit power at the same angular velocity, thereby maintaining smooth and ground-contacting performance when the vehicle is steered.

As mentioned above, although the present invention has been shown and described with reference to certain preferred embodiments, it should not be construed as limiting the invention itself. Various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. The utility model provides an unmanned testing dolly is suspension mechanism for chassis, characterized by includes:

the suspension assembly comprises a front support and a rear support which are arranged in parallel, and a left cantilever and a right cantilever which are respectively inserted and fixed on the two sides of the front support and the rear support;

the torque transmission assembly comprises a left upper cantilever and a right upper cantilever which are respectively hinged to the outer sides of the left cantilever and the right cantilever, a left lower cantilever and a right lower cantilever which are jointly hinged with the front support and the rear support and are respectively positioned below the left upper cantilever and the right upper cantilever, a left hub hinged between the left upper cantilever and the left lower cantilever, a right hub hinged between the right upper cantilever and the right lower cantilever, and a rear axle connected with the left hub and the right hub;

the damping assembly comprises a damper arranged on one side of the torsion transmission assembly;

a lateral draft gear assembly includes a draft gear and a constant velocity connector disposed between a hub and a rear axle.

2. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the section of the front support is U-shaped, and the inside of the front support is loose-core into a shell, and the front support comprises a main body part and protruding parts welded at two ends of the main body part; the both ends of protruding portion are equipped with the mounting hole, the both ends of main part are equipped with the hinge hole.

3. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the rear support comprises a solid middle part and side parts welded at two ends of the middle part, and the insides of the side parts are pulled out to form a shell; hinge holes identical to the front support are formed in the preset positions below the side portions.

4. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 2 or 3, wherein: one end of the left cantilever and one end of the right cantilever are inserted into the mounting hole of the front support and are in interference fit with the front support, and the other ends of the left cantilever and the right cantilever are welded or locked at the top end of the side part of the rear support through bolts.

5. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the left cantilever and the right cantilever have the same structure and comprise columnar rods and hinged supports welded at two ends of one side of each columnar rod; both hinged supports are located between the front and rear brackets.

6. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 5, wherein: the left upper cantilever and the right upper cantilever have the same structure, are in a V shape or a U shape and comprise extension ends and convergence ends, the extension ends of the left upper cantilever and the right upper cantilever are hinged with the hinged support, and the convergence ends are respectively hinged with the left hub and the right hub; the structure of the left lower cantilever and the structure of the right lower cantilever are the same, one end of the left lower cantilever and one end of the right lower cantilever are hinged with the left wheel hub and the right wheel hub respectively, and the other end of the left lower cantilever and the other end of the right lower cantilever are hinged with the hinge holes of the front support and the rear support respectively.

7. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the rear axle is formed by connecting two sections of same transmission shafts through constant-speed connectors; the buffer is arranged between the transmission shaft and the hub.

8. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 7, wherein: the constant velocity connector includes a driving fork and a driven fork provided with a groove, at least four transmission balls placed in the groove, and a locking pin locking the driving fork and the driven fork.

9. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the shock absorber comprises an upper connecting seat hinged to the upper cover plate of the trolley, a lower connecting seat fixed on one side of the left lower cantilever and the right lower cantilever, a hydraulic damper with one end erected and fixed on the upper connecting seat and the end of a piston rod connected with the lower connecting seat, and a spiral spring arranged between the upper connecting seat and the lower connecting seat and wrapping the hydraulic damper.

10. The suspension mechanism for the chassis of the unmanned test vehicle as claimed in claim 1, wherein: the damper includes an air spring.

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