CN213501683U - Chassis with zero turning radius and strong shock resistance - Google Patents

Abstract

The utility model relates to a chassis, in particular to chassis that zero turning radius shock resistance is strong has solved current differential chassis throughput capacity and shock resistance poor, and ackerman chassis turning radius is big and the problem that the omnidirectional wheel chassis wheel structure is complicated, with high costs, the load is little. The chassis is characterized in that: comprises two steering driving axles arranged at the front and the rear of a frame; the steering drive axle comprises two suspension units which are symmetrically arranged at the left side and the right side of the frame; the suspension unit comprises a driving module, a lower control arm, a parallel connecting rod shock absorber and a steering pull rod; one end of the lower control arm is connected with the driving module mounting shell through a spherical hinge, and the other end of the lower control arm is hinged with the lower end of the frame; the parallel connecting rod shock absorber comprises a frame of a parallelogram mechanism structure and a damping shock absorber, wherein the upper end and the lower end of the damping shock absorber are respectively hinged with the frame and the connecting rod of the parallel connecting rod shock absorber; the connecting rod of the parallelogram mechanism is fixedly connected with the driving module mounting shell, the rack is connected with the upper end of the frame through a spherical hinge, and the rack is connected with the steering driving unit through a steering pull rod.

Description

Chassis with zero turning radius and strong shock resistance

Technical Field

The utility model relates to a chassis, in particular to chassis that zero turning radius shock resistance is strong.

Background

At present, a mobile robot usually adopts a differential chassis, an ackermann chassis or an omnidirectional wheel chassis.

Among the three types of chassis, the differential chassis has the simplest structure. The differential chassis has two structural forms, one is the structural form of differential and universal wheel of two driving wheels, namely: two driving wheels are matched with one or more universal wheels, and the steering of the robot is realized in a differential control mode; the other is a four-wheel differential structure form, namely: the four wheels all have drive power, and the wheel can not turn to, realizes turning to through the difference of both sides wheel speed.

A differential chassis in a structure form of two driving wheels and universal wheels is the most widely used chassis of the current service robot. The differential chassis with the structure of two driving wheels and universal wheels has the advantages that: the turning radius is zero (the turning wheel rotates around the centers of the two driving wheels), and the structure is simple; the disadvantages are that: poor throughput, difficulty in arranging suspension systems. The reason that the universal wheel has poor passing capability and is difficult to arrange a suspension shock absorption system is that the diameter of the universal wheel is generally smaller due to the self structure of the universal wheel, and the universal wheel is unpowered. Therefore, the differential chassis in the structure of two driving wheels and universal wheels is generally rigidly connected with the wheels and the chassis, which also determines that the differential chassis in the structure of two driving wheels and universal wheels is only suitable for indoor flat ground.

The differential chassis in the form of a four-wheel differential structure also has a zero turning radius characteristic. However, such differential chassis in the form of a four-wheel differential construction typically requires the addition of a suspension system. Because if the driving wheel direct rigid coupling is in frame, when outdoor complicated topography walking, the excitation on ground will all be conducted on automobile body and the various components and parts that are equipped with on the automobile body, easily causes the damage of components and parts, if have the camera, can cause the formation of image effect poor because the camera acutely shakes, influence the executive task. After the suspension shock-absorbing system is added, the shake during straight running can be greatly improved; however, when turning, firstly, because the chassis adopts a direct differential mode of two side wheels (similar to a tank and a crawler tractor), severe lateral friction exists between tires and the ground and vibration is caused, the generated vibration is not parallel to the damping direction of a damper, and the part of vibration cannot be absorbed by the damper, so that the task is still influenced by severe shake during steering; secondly, in order to overcome the resistance of sliding friction during steering, a motor with higher power must be selected, thereby causing energy waste and reducing the endurance mileage; moreover, very severe wear of the tires can occur.

The ackermann chassis is similar to the front wheel steering structure of an automobile in structure, is mature and has good adaptability, but when the ackermann chassis is used in the field of unmanned vehicles and robots, the biggest difficulty is that the chassis has a large turning radius when turning. The chassis cannot rotate in place due to the existence of a larger turning radius, so that the use of the chassis in a narrow space is limited, and the requirements on navigation path planning and motion control precision are higher.

Omnidirectional wheel chassis, such as a Machner wheel, uses lateral or diagonal rolling of rollers around the wheel circumference to provide a vector motion of the chassis in a plane. However, the omni-directional wheel chassis has the advantages of complex structure, high cost, small load and unsmooth walking caused by the fact that the rollers are easy to clamp foreign matters, so that the omni-directional wheel chassis is only suitable for indoor flat ground.

Disclosure of Invention

The utility model aims at providing a chassis that zero turning radius shock resistance is strong to solve current differential chassis and pass through ability poor, anti-seismic performance poor, current ackerman chassis turning radius is great, can not use in narrow and small space, to the route planning and the motion control required precision of navigation high, and current all-round wheel chassis wheel structure complicacy, with high costs, load little, only be applicable to the technical problem on indoor flat ground.

The utility model adopts the technical proposal that the chassis with zero turning radius and strong shock resistance comprises a frame; it is characterized in that:

the steering driving unit is arranged on the front side of the frame;

each steering drive axle comprises two suspension units symmetrically arranged on the left side and the right side of the frame;

each suspension unit comprises a driving module, a lower control arm, a parallel connecting rod shock absorber and a steering pull rod;

the rotating shaft of the driving module is used for being connected with the traveling wheels and driving the traveling wheels to travel;

one end of the lower control arm is connected with the mounting shell of the driving module through a first spherical hinge, and the other end of the lower control arm is hinged with the lower end of the frame;

the parallel connecting rod shock absorber comprises a frame of a parallelogram mechanism structure and a damping shock absorber;

the plane of the parallelogram mechanism in the frame of the parallelogram mechanism structure is positioned in a vertical plane parallel to the axis of the rotating shaft of the driving module; the connecting rod of the parallelogram mechanism is fixedly connected with the mounting shell of the driving module; the frame of the parallelogram mechanism is connected with the upper end of the frame through a second spherical hinge;

the upper end of the damping shock absorber is hinged with a rack of the parallelogram mechanism, and the lower end of the damping shock absorber is hinged with a connecting rod of the parallelogram mechanism;

one end of the steering pull rod is connected with a rack of the parallelogram mechanism;

the steering driving unit drives the driving module to steer by pulling the other end of the steering pull rod.

Furthermore, in order to make the frame structure of the parallelogram mechanism structure simple, the frame of the parallelogram mechanism structure comprises two parallelogram mechanisms which are arranged side by side at intervals, and the racks and the connecting rods of the two parallelogram mechanisms are respectively and fixedly connected to form a quadrangular prism structure;

the damping shock absorber is arranged inside the quadrangular structure.

Furthermore, the connecting line of the central points of the first spherical hinge and the second spherical hinge is inclined from bottom to top towards the direction of the frame by the driving module. Therefore, due to the existence of the inner inclination angle, an automatic aligning moment can be generated in the steering process, and the chassis linear walking stability is better.

Furthermore, one end of the lower control arm connected with the frame is of a U-shaped structure;

two end points of the U-shaped structure are respectively hinged with the lower end of the frame, and a rubber bushing structure is adopted at a hinged point. Therefore, the lower control arm is connected with the frame through two hinge points, and the lateral force generated in the walking process can be better borne by pulling the two hinge points as far as possible, so that the certainty of the movement is ensured; meanwhile, the hinge point adopts a rubber bushing structure, so that certain buffering effect is achieved while gaps are eliminated.

Further, each steering drive axle further comprises an anti-roll bar;

the anti-roll bar is an elastic torsion bar which is horizontally arranged, the middle part of the anti-roll bar is hinged with the frame, and the two ends of the anti-roll bar are respectively connected with the middle ball hinges of the two lower control arms of the steering drive axle. Therefore, due to the anti-roll bar, the part above the chassis is not easy to follow and rock when walking on an uneven road surface and turning at a high speed, and the anti-roll bar has better stability.

Further, each of the suspension units further includes a steering damper;

one end of the steering damper is connected with the U-shaped structure of the lower control arm through a spherical hinge, and the other end of the steering damper is connected with a rack of the parallelogram mechanism through a spherical hinge;

the anti-tilting rod and the steering damper of the steering drive axle are positioned on two sides of the central line of the U-shaped structure. Therefore, due to the existence of the steering damper, when the walking wheel is impacted in the walking process, the steering damper can absorb most impact energy, and the chassis is protected.

Further, for simple structure, the drive module is the in-wheel motor.

Further, the steering driving unit comprises four steering engines;

and the four steering engines drive the four driving modules to steer by pulling the other ends of the four steering pull rods respectively. Therefore, each walking wheel is driven to steer by using an independent steering engine, and four steering states can be realized.

Furthermore, in order to reduce the number of steering engines and reduce the cost, the steering driving unit comprises two groups of steering driving components;

the two groups of steering driving components are respectively positioned at the left side and the right side of the frame;

each group of steering driving components comprises a steering engine and a turntable; the steering engine is arranged on the frame; the rotary table is connected with a rotating shaft of the steering engine; the other ends of the two steering pull rods positioned on the same side of the frame are respectively connected with a spherical hinge of the turntable, and the hinge joints of the two steering pull rods and the turntable are symmetrical relative to a rotating shaft of the turntable;

or each group of steering driving components comprises a steering engine and two steering connecting rods; the steering engine is arranged on the frame; one ends of the two steering connecting rods are connected with a rotating shaft of the steering engine; the other ends of the two steering connecting rods are respectively connected with the other ends of the two steering pull rods positioned on the same side of the frame through spherical hinges.

Furthermore, in order to enable the travelling wheels to have larger rotation angles and enable the rotation angles of the two travelling wheels positioned on the same side to be synchronous and have higher precision, the steering driving unit comprises two groups of steering driving components;

the two groups of steering driving components are respectively positioned at the left side and the right side of the frame;

each group of steering driving assemblies comprises a steering engine, a driving gear, a driven gear, two steering rudderstock and an angle detection device;

the steering engine is arranged on the frame;

the driving gear is connected with a rotating shaft of the steering engine;

the driven gear is meshed with the driving gear, and the driven gear and the driving gear are symmetrically arranged relative to the symmetrical planes of the two steering drive axles;

one ends of the two steering rudders are respectively and correspondingly fixedly connected with the driving gear and the driven gear, and the two steering rudders are symmetrically arranged relative to the symmetrical plane of the two steering drive axles; the other ends of the two steering rudders are respectively connected with the other ends of the two steering pull rods positioned on the same side of the frame through spherical hinges;

the angle detection device is arranged on the driven gear and used for detecting a rotation angle.

The utility model has the advantages that:

(1) the chassis with the zero turning radius and strong shock resistance of the utility model adopts four driving modules to drive four walking wheels to walk, and is matched with the steering driving unit to drive the driving modules to steer, thereby driving the walking wheels to steer; the suspension unit adopts a single cross arm mode, the driving module is connected with the lower end of the frame through a lower control arm, and the driving module is connected with the lower control arm through a first spherical hinge; the driving module is connected with the upper end of the frame through a parallel connecting rod shock absorber, the stability of the up-and-down motion of the driving module is guaranteed through a parallelogram mechanism, meanwhile, the parallelogram mechanism also transmits steering torque, the parallelogram mechanism supports a traditional damping shock absorber structure up and down to play roles of filtering vibration and buffering, and the set of parallel connecting rod shock absorber is connected with the upper end of the frame through a second spherical hinge; the suspension unit consisting of the parallel connecting rod shock absorber and the lower control arm is matched, so that the suspension unit has better shock-absorbing performance, ensures smaller unsprung mass, has better rigidity and can bear the steering moment of the wheels; the chassis of the utility model has the characteristic of four-wheel drive four-wheel steering, can rotate in situ, and has good trafficability characteristic and good shock-absorbing performance; compared with the common differential chassis, the chassis of the utility model can realize the pivot steering and has better passing performance and anti-seismic performance; compared with the ackerman chassis, the ackerman chassis has good passing performance and shock resistance, solves the problem of larger turning radius of the ackerman chassis, and can realize pivot steering; compared with other current omnidirectional four-wheel drive chassis with suspension, the chassis has the advantages that the occupied size is very small because the driving, suspending and steering structures are concentrated near the walking wheels, the space utilization rate of the chassis has great advantages, the shock-proof performance of the suspension unit can be fully exerted, the chassis can run stably, and the cost is low; therefore, the utility model provides a solve current differential chassis and pass through ability poor, anti-seismic performance poor, current ackerman chassis turning radius is great, can not use in narrow and small space, to the route planning and the motion control accuracy requirement height of navigation to and current omniwheel chassis wheel structure complicacy, with high costs, the load is little, only be applicable to the technical problem on indoor flat ground.

(2) The utility model discloses a chassis that zero turning radius shock resistance is strong, the line of first ball pivot and second ball pivot central point is preferred, follows supreme by drive module to frame direction slope down, like this, can have an inclination, because the existence at inclination turns to the in-process and can produce an automatic moment of just returning, and consequently chassis straight line walking stability is better.

(3) The utility model discloses a chassis that zero turning radius shock resistance is strong, the preferred transaxle that turns to still include prevents the tilting bar, because the existence of preventing the tilting bar, can guarantee when uneven road surface walking and when turning at a high speed, the part is difficult to follow and rocks above the chassis, has better stationarity.

(4) The utility model discloses a chassis that zero turning radius shock resistance is strong, preferably hang the unit and still include and turn to the attenuator, because turn to the existence of attenuator, when can guaranteeing walking in-process travelling wheel and receive the impact, turn to the attenuator and can absorb most impact energy, play the effect on protection chassis.

Drawings

Fig. 1 is a schematic view of the overall structure of embodiment 1 of the present invention (the steering driving unit is not shown in the figure);

fig. 2 is a front view of a steer drive axle in embodiment 1 of the present invention;

FIG. 3 is a top view of FIG. 2;

fig. 4 is a schematic view of a three-dimensional structure of the connection of the parallel link damper, the driving module, and the lower control arm according to embodiment 1 of the present invention;

fig. 5 is a schematic structural diagram of embodiment 2 of the present invention;

fig. 6 is a schematic structural view of embodiment 3 of the present invention (the traveling wheels are in a turning state);

fig. 7 is a schematic structural view of a connection between a steering drive assembly and a vehicle frame according to embodiment 3 of the present invention;

fig. 8 is a schematic diagram of four working states of the embodiment of the present invention, wherein:

(a) a first working state schematic diagram;

(b) a second working state schematic diagram;

(c) a third working state schematic diagram;

(d) a fourth working state schematic diagram;

fig. 9 is a schematic view of a single-side obstacle crossing according to an embodiment of the present invention.

The reference numerals in the drawings are explained as follows:

1-a vehicle frame, 2-a steering drive axle, 21-a suspension unit, 211-a drive module, 212-a lower control arm, 213-a parallel connecting rod shock absorber, 2131-a frame with a parallelogram mechanism structure, 2132-a damping shock absorber, 214-a steering pull rod, 215-a first spherical hinge, 216-a second spherical hinge, 217-a steering damper, 22-an anti-roll bar, 3-a steering drive unit, 31-a steering engine, 32-a turntable, 33-a driving gear, 34-a driven gear, 35-a steering tiller, 36-an angle detection device and 01-a traveling wheel.

Detailed Description

The present invention will be described in detail with reference to the accompanying drawings and specific embodiments.

Referring to fig. 1, the utility model relates to a chassis that zero turning radius shock resistance is strong, including frame 1, install two steering drive axle 2 around frame 1 respectively and turn to the drive unit (steering drive unit is not shown in fig. 1). Fig. 1 is a schematic view of the overall structure of embodiment 1 of the present invention. The frame 1 is a main structural member of the chassis, is a framework for mounting the whole chassis, and is used for mounting all other structures.

Referring to fig. 2 and 3, each steer-drive axle 2 includes two suspension units 21 symmetrically disposed on the left and right sides of the vehicle frame 1. Each suspension unit 21 comprises a drive module 211, a lower control arm 212, a parallel link shock absorber 213 and a steering tie rod 214. The rotating shaft of the driving module 211 is used for being connected with the traveling wheels 01 and driving the traveling wheels 01 to travel. In this embodiment, the driving module 211 is preferably an in-wheel motor. One end of the lower control arm 212 is connected with the mounting housing of the driving module 211 through a first spherical hinge 215, and the other end is hinged with the lower end of the frame 1. The parallel link shock absorber 213 includes a frame 2131 of a parallelogram mechanism structure and a damping shock absorber 2132. The plane of the parallelogram mechanism in the frame 2131 of the parallelogram mechanism structure is positioned in a vertical plane parallel to the axis of the rotating shaft of the driving module 211; a connecting rod of the parallelogram mechanism is fixedly connected with the mounting shell of the driving module 211; the frame of the parallelogram mechanism is connected with the upper end of the frame 1 through a second spherical hinge 216; the upper end of the damping shock absorber 2132 is hinged with the frame of the parallelogram mechanism, and the lower end is hinged with the connecting rod of the parallelogram mechanism. One end of the steering pull rod 214 is connected with a frame of the parallelogram mechanism; the steering driving unit 3 drives the driving module 211 to steer by pulling the other end of the steering rod 214. Referring to fig. 4, it can be seen from fig. 4 that the frame 2131 of the parallelogram mechanism structure of this embodiment includes two parallelogram mechanisms arranged side by side at intervals, and the frames and the connecting rods of the two parallelogram mechanisms are respectively and fixedly connected to enclose a quadrangular structure; the damping shock absorber 2132 is disposed within the quadrangular prism structure.

As can be seen from fig. 2, in the present embodiment, preferably, a connection line between center points of the first spherical hinge 215 and the second spherical hinge 216 is inclined from bottom to top in a direction from the driving module 211 to the frame 1. The connecting line of the central points of the first spherical hinge 215 and the second spherical hinge 216 forms an included angle with the driving module 211, the included angle is called an inner inclination angle, the inner inclination angle can generate a aligning moment in the steering process of the walking wheels, so that the walking wheels are urged to return to the position parallel to the advancing direction, namely, the straight-going state shown in (a) in fig. 8, and the existence of the inner inclination angle and the aligning moment is beneficial to improving the stability of straight-line walking. One end of the lower control arm 212 is connected with the mounting shell of the driving module 211 through a first spherical hinge 215, and the freedom degree required by the up-and-down movement and the steering of the walking wheel is met.

Referring to fig. 3, the end of the underground control arm 212 connected to the frame 1 is preferably a U-shaped structure; two end points of the U-shaped structure are respectively hinged with the lower end of the frame 1, and the hinged point adopts a rubber bushing structure. Thus, the lower control arm 212 is connected with the frame 1 through two hinge points, and the lateral force generated in the walking process can be better borne by pulling the two hinge points as far as possible, so that the certainty of the movement is ensured; meanwhile, the hinge point adopts a rubber bushing structure, so that certain buffering effect is achieved while gaps are eliminated. The present embodiment preferably further includes a steering damper 217 for each suspension unit 21; each steer-drive axle 2 further comprises an anti-roll bar 22. One end of the steering damper 217 is connected with the U-shaped structure of the lower control arm 212 through a spherical hinge, and the other end of the steering damper is connected with a rack of the parallelogram mechanism through a spherical hinge; the anti-roll bar 22 and the steering damper 217 of the steering drive axle 2 are positioned on both sides of the center line of the U-shaped structure. When the walking wheel is impacted, the walking wheel can rotate quickly, so that the walking wheel rotates quickly to enable the steering damper 217 to absorb the impact energy, a reverse resistance is generated to prevent the walking wheel from rotating quickly, and the effect of protecting the chassis is achieved. The anti-roll bar 22 is a horizontally arranged elastic torsion bar, the middle part of which is hinged with the frame 1, and the two ends of which are respectively connected with the middle parts of the two lower control arms 212 of the steering drive axle 2 through spherical hinges. The anti-roll bar 22 is used for linking the left walking wheel and the right walking wheel, so that the walking wheels on the two sides are in certain association, when the walking wheel on one side is lifted up or descended, the walking wheel on the other side can exert force in the same motion direction through the anti-roll bar 22, the chassis can not shake left and right by a large margin, and the stability of the chassis during walking and turning on an uneven road surface is greatly improved.

The utility model discloses a chassis that zero turning radius shock resistance is strong, it has three kinds to turn to the drive mode. In the embodiment 1 shown in fig. 1, each road wheel uses an independent steering engine to drive steering, i.e. the steering drive unit 3 comprises four steering engines (not shown in the figure); the four steering engines drive the four driving modules 211 to steer by pulling the other ends of the four steering pull rods 214 respectively. Embodiment 1 this way of driving and steering can realize four operation states (a), (b), (c) and (d) in fig. 8. Fig. 5 and 6 are the steering gear driven to turn in the middle of the adoption, fig. 5 is the structure schematic diagram of embodiment 2 of the present invention, and fig. 6 is the structure schematic diagram of embodiment 3 of the present invention. Embodiment 2 and embodiment 3 differ from embodiment 1 only in the structure of the steering drive unit. Referring to fig. 5, in embodiment 2, the steering drive unit 3 includes two sets of steering drive components; the two groups of steering driving components are respectively positioned at the left side and the right side of the frame 1; each group of steering driving components comprises a steering engine 31 and a turntable 32; the steering engine 31 is arranged on the frame 1; the rotary table 32 is connected with a rotating shaft of the steering engine 31; the other ends of the two steering tie rods 214 on the same side of the frame 1 are respectively connected with the turnplate 32 through spherical hinges, and the hinge points of the two steering tie rods and the turnplate 32 are symmetrical relative to the rotating shaft of the turnplate 32. In the driving and steering mode of embodiment 2, the connecting rod structure with the same triangle is adopted, so that the two walking wheels on the same side can be ensured to steer in a mirror direction, compared with the scheme of directly adopting an independent steering engine shown in fig. 1, the scheme of adopting the middle steering engine can omit two steering engines, and can realize three working states (a), (b) and (c) in fig. 8, and cannot do diagonal movement, but can realize pivot steering with general small turning radius. Thus still having very good adaptability. The turntable 32 in embodiment 2 can also be replaced with two steering links. Namely, the steering driving unit 3 comprises two groups of steering driving components; the two groups of steering driving components are respectively positioned at the left side and the right side of the frame 1; each group of steering driving components comprises a steering engine 31 and two steering connecting rods; the steering engine 31 is arranged on the frame 1; one end of each of the two steering connecting rods is connected with a rotating shaft of the steering engine 31; the other ends of the two steering connecting rods are respectively connected with the other ends of the two steering pull rods 214 positioned on the same side of the frame 1 through spherical hinges. Embodiment 3 is different from embodiment 2 in that the steering drive unit is different in structure. Referring to fig. 6 and 7, in embodiment 3, each group of steering driving assemblies includes a steering engine 31, a driving gear 33, a driven gear 34, two steering rudders 35, and an angle detecting device 36; the steering engine 31 is arranged on the frame 1; the driving gear 33 is connected with a rotating shaft of the steering engine 31; the driven gear 34 is meshed with the driving gear 33, and the driven gear and the driving gear are symmetrically arranged relative to the symmetrical plane of the two steering drive axles 2; one end of each of the two steering rudders 35 is fixedly connected with the driving gear 33 and the driven gear 34 correspondingly, and the two steering rudders are arranged symmetrically relative to the symmetrical plane of the two steering drive axles 2; the other ends of the two steering rudders 35 are respectively connected with the other ends of the two steering pull rods 214 positioned on the same side of the frame 1 through spherical hinges; an angle detection device 36 is provided on the driven gear 34 for detecting a rotation angle. The advantage of adopting the structure of the steering drive assembly of embodiment 3 as compared with the structure of the steering drive assembly of embodiment 2 is that: the walking wheel can have bigger corner, and the synchronous precision of two walking wheel corners that lie in the homonymy simultaneously is higher. The structure of embodiment 3 can also realize three operation states (a), (b), and (c) in fig. 8.

Claims (10)

1. A chassis with zero turning radius and strong shock resistance comprises a frame (1); the method is characterized in that:

the steering driving device also comprises two steering driving axles (2) and a steering driving unit (3), wherein the two steering driving axles are respectively arranged at the front and the rear of the frame (1);

each steering drive axle (2) comprises two suspension units (21) which are symmetrically arranged on the left side and the right side of the frame (1);

each suspension unit (21) comprises a driving module (211), a lower control arm (212), a parallel connecting rod shock absorber (213) and a steering pull rod (214);

the rotating shaft of the driving module (211) is used for being connected with the traveling wheel (01) and driving the traveling wheel (01) to travel;

one end of the lower control arm (212) is connected with the mounting shell of the driving module (211) through a first spherical hinge (215), and the other end of the lower control arm is hinged with the lower end of the frame (1);

the parallel connecting rod shock absorber (213) comprises a frame (2131) with a parallelogram mechanism structure and a damping shock absorber (2132);

the plane of a parallelogram mechanism in a frame (2131) of the parallelogram mechanism structure is positioned in a vertical plane parallel to the axis of a rotating shaft of the driving module (211); the connecting rod of the parallelogram mechanism is fixedly connected with the mounting shell of the driving module (211); the rack of the parallelogram mechanism is connected with the upper end of the frame (1) through a second spherical hinge (216);

the upper end of the damping shock absorber (2132) is hinged with a rack of the parallelogram mechanism, and the lower end of the damping shock absorber is hinged with a connecting rod of the parallelogram mechanism;

one end of the steering pull rod (214) is connected with a rack of the parallelogram mechanism;

the steering driving unit (3) drives the driving module (211) to steer by pulling the other end of the steering pull rod (214).

2. The zero-turn-radius shock resistant chassis of claim 1, wherein:

the frame (2131) of the parallelogram mechanism structure comprises two parallelogram mechanisms which are arranged side by side at intervals, and the racks and the connecting rods of the two parallelogram mechanisms are respectively and fixedly connected to form a quadrangular prism structure;

the damping shock absorber (2132) is arranged inside the quadrangular prism-shaped structure.

3. The zero-turn-radius shock resistant chassis of claim 2, wherein: and the connecting line of the central points of the first spherical hinge (215) and the second spherical hinge (216) is inclined from bottom to top towards the direction of the frame (1) by the driving module (211).

4. The zero-turn-radius shock resistant chassis of claim 3, wherein:

one end of the lower control arm (212) connected with the frame (1) is of a U-shaped structure;

two end points of the U-shaped structure are respectively hinged with the lower end of the frame (1), and a rubber bushing structure is adopted at a hinged point.

5. The zero-turn-radius shock resistant chassis of claim 4, wherein:

each steering drive axle (2) further comprises an anti-roll bar (22);

the anti-roll bar (22) is an elastic torsion bar which is horizontally arranged, the middle part of the anti-roll bar is hinged with the frame (1), and the two ends of the anti-roll bar are respectively connected with the middle parts of the two lower control arms (212) of the steering drive axle (2) through spherical hinges.

6. The zero-turn-radius shock resistant chassis of claim 5, wherein:

each suspension unit (21) further comprises a steering damper (217);

one end of the steering damper (217) is connected with the U-shaped structure of the lower control arm (212) through a spherical hinge, and the other end of the steering damper is connected with a rack of the parallelogram mechanism through a spherical hinge;

an anti-tilting rod (22) and a steering damper (217) of the steering drive axle (2) are positioned on two sides of the central line of the U-shaped structure.

7. The zero-turn-radius shock resistant chassis of claim 6, wherein: the driving module (211) is a hub motor.

8. The chassis with zero turning radius and strong shock resistance according to any one of claims 1 to 7, characterized in that:

the steering driving unit (3) comprises four steering engines;

the four steering engines drive the four driving modules (211) to steer by pulling the other ends of the four steering pull rods (214) respectively.

9. The chassis with zero turning radius and strong shock resistance according to any one of claims 1 to 7, characterized in that:

the steering driving unit (3) comprises two groups of steering driving components;

the two groups of steering driving components are respectively positioned at the left side and the right side of the frame (1);

each group of steering driving components comprises a steering engine (31) and a turntable (32); the steering engine (31) is arranged on the frame (1); the rotary table (32) is connected with a rotating shaft of the steering engine (31); the other ends of the two steering pull rods (214) positioned on the same side of the frame (1) are respectively connected with the rotary table (32) in a spherical hinge manner, and the hinge points of the two steering pull rods and the rotary table (32) are symmetrical relative to the rotating shaft of the rotary table (32);

or each group of steering driving components comprises a steering engine (31) and two steering connecting rods; the steering engine (31) is arranged on the frame (1); one ends of the two steering connecting rods are connected with a rotating shaft of a steering engine (31); the other ends of the two steering connecting rods are respectively connected with the other ends of the two steering pull rods (214) which are positioned on the same side of the frame (1) in a spherical hinge mode.

10. The chassis with zero turning radius and strong shock resistance according to any one of claims 1 to 7, characterized in that:

the steering driving unit (3) comprises two groups of steering driving components;

the two groups of steering driving components are respectively positioned at the left side and the right side of the frame (1);

each group of steering driving components comprises a steering engine (31), a driving gear (33), a driven gear (34), two steering rudderstock (35) and an angle detection device (36);

the steering engine (31) is arranged on the frame (1);

the driving gear (33) is connected with a rotating shaft of the steering engine (31);

the driven gear (34) is meshed with the driving gear (33), and the driven gear and the driving gear are symmetrically arranged relative to the symmetrical planes of the two steering drive axles (2);

one ends of the two steering rudder levers (35) are respectively and correspondingly fixedly connected with the driving gear (33) and the driven gear (34), and the two steering rudder levers and the driven gear are symmetrically arranged relative to the symmetrical plane of the two steering drive axles (2); the other ends of the two steering rudders (35) are respectively connected with the other ends of the two steering pull rods (214) positioned on the same side of the frame (1) through spherical hinges;

the angle detection device (36) is provided on the driven gear (34) for detecting a rotation angle.

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