CN219883944U - Steering assembly of omnidirectional vehicle suspension suitable for multiple scenes - Google Patents
Steering assembly of omnidirectional vehicle suspension suitable for multiple scenes Download PDFInfo
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- CN219883944U CN219883944U CN202321707915.7U CN202321707915U CN219883944U CN 219883944 U CN219883944 U CN 219883944U CN 202321707915 U CN202321707915 U CN 202321707915U CN 219883944 U CN219883944 U CN 219883944U
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- 239000000725 suspension Substances 0.000 title claims abstract description 50
- 230000007246 mechanism Effects 0.000 claims abstract description 45
- 238000013016 damping Methods 0.000 claims abstract description 39
- 230000000712 assembly Effects 0.000 claims abstract description 7
- 238000000429 assembly Methods 0.000 claims abstract description 7
- 238000007789 sealing Methods 0.000 claims description 36
- 230000005540 biological transmission Effects 0.000 claims description 23
- 230000009471 action Effects 0.000 claims description 6
- 238000004804 winding Methods 0.000 abstract description 5
- 230000035939 shock Effects 0.000 description 21
- 238000010521 absorption reaction Methods 0.000 description 17
- 230000005570 vertical transmission Effects 0.000 description 6
- 239000000314 lubricant Substances 0.000 description 5
- 239000000428 dust Substances 0.000 description 4
- 230000033001 locomotion Effects 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000004519 grease Substances 0.000 description 1
- 238000011065 in-situ storage Methods 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
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- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
The utility model discloses a steering assembly of an omnidirectional vehicle suspension suitable for multiple scenes, which comprises a suspension mechanism and a steering mechanism, wherein 2 damping links of the suspension mechanism are arranged and are respectively positioned at the front side and the rear side of an upper mounting plate, and the top ends of the damping links are fixedly connected with the upper mounting plate; the number of the damping assemblies of the damping link is 2, one end of the damping assembly is hinged with the damping link, and the other end of the damping assembly is used for connecting the suspension to a frame; the steering mechanism is provided with a steering motor, a steering wheel mounting plate, a front fork and an axle tube, wherein the steering motor is vertically arranged on the upper mounting plate, the steering wheel mounting plate is used for being connected with a gear assembly, and the steering motor drives the steering wheel mounting plate to rotate through the gear assembly; the front fork is installed below the steering wheel mounting plate, the top and the steering wheel mounting plate fixed connection of front fork, the central siphon is connected to the bottom of front fork, and the central siphon is used for connecting wheel hub. In the operation of the assembly, the steering motor can avoid the winding phenomenon.
Description
Technical Field
The utility model relates to a vehicle suspension, in particular to a steering assembly of an omni-directional vehicle suspension suitable for multiple scenes.
Background
The current trend in the global urban transportation is strong, and the demand for new urban vehicles is increased. Whether public or personal, manned or object-carrying, artificial or intelligent, new vehicles are required to achieve the desired goals. The omnidirectional vehicle suspension enables four wheels to be positioned on different rotation angles independently, and meanwhile, different torques can be output, so that the requirements of more diversified running modes of the vehicle are met, and the requirements comprise translational maneuver which is separated from a movement direction, in-situ steering, translational parking and the like.
The utility model provides a small turning radius shock attenuation steering wheel assembly that patent number CN217124917U provided, including the connecting plate, turn to connecting plate and turn to pinion, limit switch, turn to the speed reducer, slewing bearing, turn to motor, walking motor, wheel, reducing gear box, spring shaft, damping spring, lower fixed plate, band-type brake and last fixed plate, turn to connecting plate and turn to pinion bolted connection in the lower part right side position of connecting plate. Although the problem of large occupation of transverse space is solved to a certain extent, the following technical problems exist: the steering motor can rotate along with the connecting plate, and a wire winding phenomenon can exist when the steering motor is used.
Disclosure of Invention
The utility model aims to solve the technical problem of providing a steering assembly of an omnidirectional vehicle suspension suitable for multiple scenes, and a steering motor can avoid a wire winding phenomenon in the operation of the assembly.
In order to solve the technical problems, the utility model adopts the following technical means:
the steering assembly suitable for the omni-directional vehicle suspension comprises a suspension mechanism and a steering mechanism, wherein the suspension mechanism is provided with a connecting rod, a damping link, a damping assembly and an upper mounting plate; the damping links are arranged at 2 positions and are respectively positioned at the front side and the rear side of the upper mounting plate, and the top ends of the damping links are fixedly connected with the upper mounting plate; the damping link is also connected with a damping assembly; the number of the damping assemblies is 2, the arrangement modes are the same, one end of each damping assembly is hinged with the damping link, and the other end of each damping assembly is used for connecting the suspension to the frame;
the steering mechanism is provided with a steering motor, a steering wheel mounting plate, a front fork and an axle tube, wherein the steering motor is vertically arranged on the upper mounting plate, the steering wheel mounting plate is used for being connected with a gear assembly, and the steering motor drives the steering wheel mounting plate to rotate through the gear assembly; the front fork is installed below the steering wheel mounting plate, the top and the steering wheel mounting plate fixed connection of front fork, the central siphon is connected to the bottom of front fork, and the central siphon is used for connecting wheel hub.
Compared with the prior art, the utility model adopting the technical scheme has the outstanding characteristics that:
(1) The steering motor is fixed on the upper mounting plate, and the two motors do not rotate along with the steering component, so that the steering motor in the steering process can be avoided.
(2) The space structure of front fork department has been fully utilized, and the space that utilizes this space structure upside wheel edge and last mounting panel sets up steering motor, makes the setting of relevant part greatly reduce the occupation to horizontal space, improves this device to the suitability in different spaces.
A further preferred technical scheme is as follows:
the gear assembly comprises a first gear transmission steering assembly and a second gear transmission control assembly; the first gear transmission steering assembly is provided with a steering shaft, a first cylindrical gear, a second cylindrical gear, a first pinion, a large gasket and an internal gear; the second gear transmission control component is provided with an encoder, a connecting shaft and a second pinion; the cylindrical gear II and the cylindrical gear I are arranged above the upper mounting plate in a meshed manner, and the cylindrical gear I is connected with a driving shaft of a steering motor arranged below the cylindrical gear I; the second cylindrical gear and the first pinion are arranged on the upper mounting plate through a steering shaft, the second cylindrical gear is arranged above the first pinion, and the first pinion is meshed with the inner gear; the inner gear is arranged on the inner side wall of the large gasket; the upper end of the connecting shaft is connected with an encoder at the shaft end; the lower end of the connecting shaft is provided with a second pinion gear below the upper mounting plate, and the second pinion gear is meshed with the internal gear; the internal gear drives the steering wheel mounting plate to rotate under the transmission of the first pinion, and the front fork drives the steering wheel mounting plate and the shaft tube to steer the hub by 360 degrees; the second pinion rotates under the drive of the internal gear, and when the second pinion rotates, the encoder works to convert the steering angle of the suspension into a digital signal.
The second pinion rotates under the drive of internal gear, and when the second pinion rotates, the encoder turns to the angle with the suspension and converts the digital signal and provides accurate data feedback. When the internal gear rotates, the large gasket is stationary. The suspension mechanism and the steering mechanism adopt the structural design of shock absorption and guide separation, so that the accuracy and flexibility of vehicle steering can be improved, the inertia of the suspension mechanism during steering can be reduced, and the steering accuracy and smoothness can be improved.
The shock absorption link is a triangular truss, the shock absorption links are connected through connecting rods, and two ends of each connecting rod shock absorption link are respectively connected to bottom corners of the shock absorption link.
Above-mentioned setting makes the structure stationarity that the shock attenuation linked stronger, through setting up the connecting rod, further increases the stationarity that the shock attenuation linked.
The front end and the rear end of the upper mounting plate are respectively provided with motor connecting holes, and the motor connecting holes at the rear end are connected with a steering motor at the lower side of the upper mounting plate.
The motor connecting hole at the front end is connected with a driving motor at the lower side of the upper mounting plate, and the driving motor drives the wheel hub to rotate forwards or backwards through a transmission part. Through the arrangement, the motor is connected with the upper mounting plate conveniently, and the component mounting of the upper mounting plate is more symmetrical, and the stress is relatively balanced.
The upper mounting plate is provided with a sealing buckle cover, and a connecting cavity between the sealing buckle cover and the upper mounting plate seals a part arranged above the upper mounting plate.
Through setting up sealed buckle closure, can utilize it to seal the part of installing in last mounting panel top, prevent that dust filth from falling on the drive part, influence transmission efficiency, increase part wearing and tearing.
Drawings
Fig. 1 is a schematic diagram of the overall structure of an omni-directional vehicle suspension suitable for multiple scenes according to the application of the present utility model.
Fig. 2 is a schematic structural view of the suspension mechanism of the present utility model.
Fig. 3 is a schematic structural diagram of a steering mechanism of an omni-directional vehicle suspension suitable for multiple scenes according to the application of the present utility model.
Fig. 4 is a schematic view of the front fork structure of the steering mechanism of the present utility model.
Fig. 5 is a schematic structural view of a driving mechanism according to the present utility model.
Fig. 6 is a front view and a full cross-sectional view of the sealing mechanism (except for the sealing flap) according to the present utility model.
Fig. 7 is a schematic structural view of a brake mechanism according to the present utility model.
Fig. 8 is a perspective view of a second bevel gear of the drive mechanism according to the present utility model.
Fig. 9 is a perspective view of a sealing mechanism according to the present utility model.
Fig. 10 is a cross-sectional view of a brake mechanism according to the present utility model.
Reference numerals illustrate:
the suspension mechanism-1, the connecting rod-101, the shock absorption link-102 and the shock absorption assembly-103; upper mounting plate-104;
the steering mechanism-2 comprises a steering motor-201, a steering shaft-202, a first cylindrical gear-203, a second cylindrical gear-204, a first pinion gear-205, a large washer-206, an internal gear-207, a slewing bearing-208, a steering wheel mounting plate-209, a front fork-210, a shaft tube-211, an encoder-212, a connecting shaft-213 and a second pinion gear-214;
the driving mechanism-3 comprises a driving motor-301, a belt pulley-302, a belt-303, a belt pulley-304, a power input shaft-305, a cylindrical gear three-306, a cylindrical gear four-307, a vertical transmission shaft-308, a vertical seat bearing-309, a conical gear one-310, a conical gear two-311 and a containing cavity-3111;
the sealing mechanism-4, the sealing buckle cover-401, the gear sealing right cavity cover-402, the meshing opening-4021, the gear sealing left cavity cover-403, the sealing rib-4031 and the meshing sealing cavity-404;
a braking mechanism-5, a hub brake-501, a wear-resistant bushing-502 and a tyre mounting drum-503.
Detailed Description
The utility model will be further illustrated with reference to the following examples.
Referring to fig. 1 and 2, and fig. 5 to 10, it can be seen that a steering assembly of an omni-directional vehicle suspension suitable for multiple scenes according to the present utility model includes a suspension mechanism 1 and a steering mechanism 2, wherein the suspension mechanism 1 is used as a mounting base for connecting the steering mechanism 2.
Referring to fig. 1, an omnidirectional vehicle suspension applicable to multiple scenes according to the present utility model is composed of the present assembly and a steering mechanism 2.
Referring to fig. 1 and 2, the suspension mechanism 1 is composed of a connecting rod 101, a damper link 102, a damper assembly 103, and an upper mounting plate 104; wherein the shock absorption links 102 are triangular trusses, 2 shock absorption links are arranged and are respectively positioned at the front side and the rear side of the upper mounting plate 104, and the top edge of each shock absorption link 102 is fixedly connected with the upper mounting plate 104; the vertex angle of the shock absorption link 102 is connected with a shock absorption assembly 103; the number of the damping assemblies 103 is 2, the same setting modes are that one end of the damping assemblies 103 is hinged with the vertex angle of the damping link 102, and the other end of the damping assemblies 103 is used for connecting the suspension to a frame; the damping links 102 are connected through a connecting rod 101, and two ends of the connecting rod 101 are respectively connected at bottom corners of the damping links 102.
The shock absorbing link 102 adopts a triangular truss structure and has the characteristics of high strength and high rigidity. The number of the shock absorption links 102 and the shock absorption assemblies 103 in the suspension mechanism 1 is two, and the shock absorption links are positioned on the front side and the rear side of the upper mounting plate 104, so that the stress of the suspension is uniform, the balance is kept in the working process of the suspension, and the shock absorption effect is more obvious.
Referring to fig. 3 and 4, the steering mechanism 2 is composed of a steering motor 201, a steering shaft 202, a first cylindrical gear 203, a second cylindrical gear 204, a first pinion 205, a large washer 206, an internal gear 207, a slewing bearing 208, a steering wheel mounting plate 209, a front fork 210, a shaft tube 211, an encoder 212, a connecting shaft 213, and a second pinion 214;
wherein, the cylindrical gear two 204 and the cylindrical gear one 203 are arranged above the upper mounting plate 104 in a meshed manner, and the cylindrical gear one 203 is connected with the driving shaft of the steering motor 201 arranged below the cylindrical gear one 203; the second cylindrical gear 204 and the first pinion 205 are both arranged on the upper mounting plate 104 through the steering shaft 202, the second cylindrical gear 204 is arranged above the first pinion 205, and the first pinion 205 is meshed with the internal gear 207; an internal gear 207 is provided on the inner side wall of the large washer 206;
the steering wheel mounting plate 209 is arranged below the large gasket 206, the top end of the large gasket 206 is fixedly connected with the upper mounting plate 104, the rotary bearing 208 is coaxial with and arranged above the steering wheel mounting plate 209, the front fork 210 is arranged below the steering wheel mounting plate 209, and the front fork 210 is connected with the conical gear 311 through the shaft tube 211; a pressure bearing and a power input shaft 305 are connected and arranged in a mounting hole in the center of the steering wheel mounting plate 209; the pressure bearing plays a role in supporting rotation.
The connecting shaft 213 is connected and arranged above the sealing buckle cover 401 through a hole structure of the sealing buckle cover 401, and the encoder 212 is connected and arranged at the shaft end; the connecting shaft 213 is provided with a second pinion gear 214 below the upper mounting plate 104, and the second pinion gear 214 is meshed with the internal gear 207.
The internal gear 207 drives the steering wheel mounting plate 209 to rotate under the transmission of the first pinion 205, and the front fork 210 steers the hub under the driving of the steering wheel mounting plate 209 and the action of the shaft tube 211, so that 360-degree steering can be realized.
The steering mechanism 2 is realized by the internal gear 207, and has the advantages of being convenient for sealing, avoiding the influence of factors such as foreign matters and dust, being convenient for using lubricant such as grease or lubricating oil, reducing abrasion and loss, being beneficial to improving transmission efficiency and prolonging the service life of parts, and being higher in the use ratio of the lubricant in a sealing state.
The front fork 210 is provided with two L-shaped rib structures in parallel on the inner side, so that the strength and the rigidity of the front fork 210 are enhanced, the bending resistance and the rejection capability of the front fork 210 under stress are improved, in addition, the corresponding parts of the front fork 210 and the hub transmission gear are provided with gear sealing openings, the openings are conveniently connected with the gear sealing left cavity cover 403, and the abrasion condition of the gears and the filling of lubricant can be observed through the sealing openings; the maintenance of the components is facilitated. The vertical transmission shaft 308 is arranged between the two parallel rib structures, so that the space structure at the front fork 210 is fully utilized, the space occupation of the motion driving part is reduced, and the applicability of the device to different spaces is improved.
The second pinion 214 rotates under the drive of the inner gear 207, and when the second pinion 214 rotates, the encoder 212 converts the suspension steering angle into a digital signal to provide accurate data feedback. When the internal gear 207 rotates, the large washer 206 is stationary, and the driving motor 301 and the steering motor 201 are fixed on the upper mounting plate 104, and the two motors do not rotate along with the steering component, so that the phenomenon of winding wires of the steering motor 201 and the driving motor 301 in the steering process can be avoided.
The suspension mechanism 1 and the steering mechanism 2 adopt the structural design of shock absorption and guide separation, so that the accuracy and flexibility of vehicle steering can be improved, the inertia of the suspension mechanism 1 during steering can be reduced, and the steering accuracy and smoothness can be improved.
Referring to fig. 5 and 6, the driving mechanism 3 includes a driving motor 301, a first pulley 302, a belt 303, a second pulley 304, a power input shaft 305, a third spur gear 306, a fourth spur gear 307, a vertical transmission shaft 308, a vertical seat bearing 309, a first bevel gear 310, and a second bevel gear 311.
Wherein, the first belt pulley 302 and the second belt pulley 304 are positioned above the upper mounting plate 104, and are connected by a belt, and the driving motor 301 is arranged on the upper mounting plate 104 and positioned below the first belt pulley 302; the top and bottom of the power input shaft 305 are respectively connected with a belt pulley II 304 and a cylindrical gear III 306, the bottom end of the power input shaft 305 is arranged in an installation hole at the center of the steering wheel installation plate 209 through a pressure bearing, the cylindrical gear III 306 is positioned below the pressure bearing, the cylindrical gear IV 307 is meshed with the cylindrical gear III 306,
the cylindrical gear IV 307 is arranged at the top end of the vertical transmission shaft 308, the bottom end of the vertical transmission shaft 308 is connected with a vertical seat bearing 309 and a conical gear I310, the conical gear I310 is meshed with a conical gear II 311, and a protective housing is arranged at the meshing position of the conical gear I310 and the conical gear II 311;
the fourth spur gear 307 is meshed with the third spur gear 306 for steering power transmission, and is fixed to the steering wheel mounting plate 209 so as to rotate with the steering wheel mounting plate 209. Vertical seat bearing 309 is used to support the rotational movement of vertical drive shaft 308. The driving motor 301 is fixed, so that a winding phenomenon can be avoided in the driving process. And has the parking function, can directly borrow driving motor 301 electromagnetism axle-locking to accomplish the parking.
In addition, the driving mechanism 3 adopts belt transmission, can stably rotate under the conditions of high rotating speed and high torque, has high transmission efficiency, good damping performance, strong load capacity and low maintenance cost. The driving mechanism 3 realizes two-stage speed reduction through the first belt pulley 302, the second belt pulley 304 and the first conical gear 310 and the second conical gear 311, so that the device has larger torque output and precision control capability, and the belt transmission efficiency and operability are improved.
Referring to fig. 6 and 9, the sealing mechanism 4 includes a sealing buckle cover 401, a gear sealing right cavity cover 402, and a gear sealing left cavity cover 403, wherein the sealing buckle cover 401 is located at the top end of the suspension, the outer shape design adopts a rectangular structure, the inside is hollow, the part above the upper mounting plate 104 is tightly surrounded, a hole structure is arranged at the corresponding position above, and the hole structure is convenient to connect with the encoder 212 in the steering structure, and the gear sealing right cavity cover 402 and the gear sealing left cavity cover 403 seal the first conical gear 310 and the second conical gear 311.
The gear seal left cavity cover 403 outside sets up rectangle shell structure, inside cavity, and its up end can open and shut, and with the closed seal of back of placing the first 310 of conical gear, prevent that the dust from getting into, influence transmission efficiency and conical gear 310's life.
The inside of the gear seal left cavity cover 403 is provided with a sealing rib 4031, the right end of the sealing rib 4031 extends to the side wall of the conical gear II 311 and is in sliding sealing connection with the conical gear II 311, the sealing rib 4031 seals the meshing position of the conical gear II 311 and the conical gear I310 from two brake components of the hub brake 501 and the wear-resistant bushing 502, and the situation that lubricant for meshing lubrication of the conical gear II 311 and the conical gear I310 enters a brake disc and influences the braking effect of the device is avoided.
The sealing mechanism 4 of the utility model realizes dust-proof sealing, has good sealing performance, prevents dust from entering the transmission part to influence the transmission efficiency, and can prolong the service life; and secondly, on the basis of dustproof sealing, a lubricating seal is additionally arranged to prevent the adverse effect of the lubricant on the brake.
Referring to fig. 7 and 10, the brake mechanism 5 includes a hub brake 501, a wear-resistant bush 502, and a tire mounting drum 503. Wherein, the wear-resistant bushing 502 and the hub brake 501 are arranged in the cavity of the conical gear II 311; wherein, the wear-resistant bushing 502 is arranged on the inner side wall of the cavity of the conical gear II 311 and fixedly connected with the inner side wall, and the braking part of the hub brake 501 is arranged on the inner side of the wear-resistant bushing 502; when in braking, the braking part of the hub brake 501 is driven to be in contact with the wear-resistant bushing 502 for friction braking, so that the second conical gear 311 is prevented from being directly worn by braking, and the device can run at high speed for a long time; the tire mounting drum 503 is disposed coaxially with the second bevel gear 311, the tire mounting drum 503 is disposed on one side of the shaft tube 211, and the second bevel gear 311 is disposed on the other side of the shaft tube.
The brake mechanism 5 adopts hub type braking, has simple structure, sensitive operation, light weight and relatively low manufacturing cost, can be suitable for large bearing scenes, and reduces the product cost on the premise of meeting the braking requirement of the device. The two parts of the brake mechanism 5, the hub brake 501 and the wear-resistant bushing 502 are both directly arranged in the cavity of the conical gear II 311, so that the occupation of the parts to the space is further saved, and the structure is more compact. The brake mechanism 5 uses a wear-resistant bushing 502, and friction braking is performed by using the wear-resistant bushing 502 and a hub brake 501, wherein the wear-resistant bushing 502 has good wear resistance and is convenient to replace.
The working principle of this embodiment is as follows:
first: suspension steering control: the steering motor 201 drives the first cylindrical gear 203 to rotate, the second cylindrical gear 204 is meshed with the first cylindrical gear 203 and rotates along with the first cylindrical gear 203, the first pinion 205 rotates along with the second cylindrical gear 204 under the action of the steering shaft 202, the internal gear 207 is fixed on the inner side of the large gasket 206 and is connected with the steering wheel mounting plate 209, the internal gear 207 is meshed with the first pinion 205, and rotates along with the rotation of the first pinion 205, so that the steering wheel mounting plate 209 and the front fork 210 positioned below the steering wheel mounting plate 209 are driven to rotate, and the rotation is completed. The second pinion 214 is meshed with the internal gear 207, and rotates under the drive of the internal gear 207, the encoder 212 determines the rotation angle of the pinion by means of the connecting shaft 213, and the encoder 212 converts the steering angle of the suspension to a digital signal to provide accurate data feedback.
Second,: suspension drive control: the belt pulley I302 is driven to rotate through the driving motor 301, the belt pulley II 304 rotates along with the belt pulley I302 under the action of a belt, the cylindrical gear III 306 is driven to rotate under the action of a power transmission shaft, the cylindrical gear IV 307 is meshed with the cylindrical gear III 306 and rotates along with the rotation of the cylindrical gear III 306, in addition, the cylindrical gear IV 307 is fixed on the steering wheel mounting plate 209 and can rotate along with the steering wheel mounting plate 209, so that the steering and driving of the suspension can be separated and synchronously moved, the conical gear I310 rotates along with the cylindrical gear IV 307 under the action of the vertical transmission shaft 308 and the vertical seat bearing 309, the conical gear II 311 is meshed with the conical gear I310 to rotate along with the rotation of the belt pulley IV, and the suspension completes driving movement.
Third,: suspension brake control: the wear-resistant bushing 502 is arranged inside the conical gear II 311, brake fluid passes through a brake system, so that the hub brake 501 and the wear-resistant bushing 502 are contacted and rubbed, and when the wear-resistant bushing 502 is worn, the wear-resistant bushing can be independently replaced, and the maintenance cost is lower.
The foregoing description is only of the preferred embodiments of the utility model and is not intended to limit the scope of the claims, but rather the equivalent structural changes made by the application of the present description and drawings are intended to be included within the scope of the claims.
Claims (5)
1. Steering assembly suitable for omni-directional vehicle suspension of many scenes, including suspension mechanism (1), steering mechanism (2), its characterized in that:
the suspension mechanism (1) is provided with a connecting rod (101), a damping link (102), a damping assembly (103) and an upper mounting plate (104); the damping links (102) are arranged at 2 and are respectively positioned at the front side and the rear side of the upper mounting plate (104), and the top ends of the damping links (102) are fixedly connected with the upper mounting plate (104); the damping link (102) is also connected with a damping assembly (103); the number of the damping assemblies (103) is 2, the arrangement modes are the same, one end of each damping assembly (103) is hinged with the damping link (102), and the other end of each damping assembly (103) is used for connecting the suspension to a frame;
the steering mechanism (2) is provided with a steering motor (201), a steering wheel mounting plate (209), a front fork (210) and a shaft tube (211), wherein the steering motor (201) is vertically arranged on the upper mounting plate (104), the steering wheel mounting plate (209) is used for being connected with a gear assembly, and the steering motor drives the steering wheel mounting plate (209) to rotate through the gear assembly; the front fork (210) is installed below the steering wheel mounting plate (209), the top of front fork (210) is fixedly connected with the steering wheel mounting plate (209), the bottom of front fork (210) is connected with the central siphon (211), and central siphon (211) are used for connecting wheel hub.
2. The steering assembly for an omni-directional vehicle suspension suitable for multiple scenarios in accordance with claim 1, wherein: the gear assembly comprises a first gear transmission steering assembly and a second gear transmission control assembly; the first gear transmission steering assembly is provided with a steering shaft (202), a first cylindrical gear (203), a second cylindrical gear (204), a first pinion (205), a large gasket (206) and an internal gear (207); the second gear transmission control component is provided with an encoder (212), a connecting shaft (213) and a second pinion (214); the cylindrical gear II (204) and the cylindrical gear I (203) are arranged above the upper mounting plate (104) in a meshed manner, wherein the cylindrical gear I (203) is connected with a driving shaft of a steering motor (201) arranged below the cylindrical gear I; the second cylindrical gear (204) and the first pinion (205) are arranged on the upper mounting plate (104) through a steering shaft (202), the second cylindrical gear (204) is arranged above the first pinion (205), and the first pinion (205) and the internal gear (207) are meshed with each other; an internal gear (207) is arranged on the inner side wall of the large gasket (206); the upper end of the connecting shaft (213) is connected with an encoder (212) at the shaft end; the lower end of the connecting shaft (213) is provided with a second pinion (214) below the upper mounting plate (104), and the second pinion (214) is meshed with the internal gear (207); the internal gear (207) drives the steering wheel mounting plate (209) to rotate under the transmission of the first pinion (205), and the front fork (210) steers the hub by 360 degrees under the driving of the steering wheel mounting plate (209) and the action of the shaft tube (211); the second pinion (214) rotates under the drive of the inner gear (207), and when the second pinion (214) rotates, the encoder (212) works to convert the steering angle of the suspension into a digital signal.
3. The steering assembly for an omni-directional vehicle suspension suitable for multiple scenarios in accordance with claim 1, wherein: the damping links (102) are triangular trusses, the damping links (102) are connected through connecting rods (101), and two ends of each connecting rod damping link (102) are respectively connected to bottom corners of the damping links (102).
4. The steering assembly for an omni-directional vehicle suspension suitable for multiple scenarios in accordance with claim 1, wherein: the front end and the rear end of the upper mounting plate (104) are respectively provided with motor connecting holes, wherein the motor connecting holes at the rear end are connected with a steering motor (201) at the lower side of the upper mounting plate (104).
5. The steering assembly for an omni-directional vehicle suspension suitable for multiple scenarios in accordance with claim 1, wherein: the upper mounting plate (104) is provided with a sealing buckle cover (401), and a connecting cavity between the sealing buckle cover (401) and the upper mounting plate (104) is used for sealing a part arranged above the upper mounting plate (104).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321707915.7U CN219883944U (en) | 2023-07-03 | 2023-07-03 | Steering assembly of omnidirectional vehicle suspension suitable for multiple scenes |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321707915.7U CN219883944U (en) | 2023-07-03 | 2023-07-03 | Steering assembly of omnidirectional vehicle suspension suitable for multiple scenes |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219883944U true CN219883944U (en) | 2023-10-24 |
Family
ID=88398468
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321707915.7U Active CN219883944U (en) | 2023-07-03 | 2023-07-03 | Steering assembly of omnidirectional vehicle suspension suitable for multiple scenes |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219883944U (en) |
-
2023
- 2023-07-03 CN CN202321707915.7U patent/CN219883944U/en active Active
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