CN220615406U

CN220615406U - Suspension and drive assembly of heavy load bearing vehicle

Info

Publication number: CN220615406U
Application number: CN202322373662.0U
Authority: CN
Inventors: 秦培皓; 郭洪强; 孟庆猛
Original assignee: Liaocheng University
Current assignee: Liaocheng University
Priority date: 2023-09-01
Filing date: 2023-09-01
Publication date: 2024-03-19
Anticipated expiration: 2033-09-01

Abstract

The utility model discloses a suspension and a driving assembly of a heavy-load bearing vehicle, which comprises a driving mechanism and a suspension mechanism, wherein a driving motor of the driving mechanism drives a hub; the upper end and the lower end of the connecting cavity are respectively hinged with one ends of the upper swing arm and the lower swing arm; the steering knuckle is vertically arranged on one side of the connecting cavity close to the tire, and the top end of the steering knuckle is hinged with the other end of the upper swing arm; the bottom end of the steering knuckle is hinged with the other end of the lower swing arm; the steering knuckle is used for connecting and arranging a driving mechanism; the steering knuckle is connected with a driving motor towards one side of the connecting cavity, and the other side of the steering knuckle is connected with a hub; the length of the upper swing arm is shorter than that of the lower swing arm, the top end of the shock absorber is hinged with the connecting cavity, and the bottom end of the shock absorber is hinged with the bottom end of the steering knuckle. The assembly is used for bearing vehicles, improves the bearing uniformity of the vehicle suspension mechanism, and has the characteristics of large bearing capacity and stable bearing.

Description

Suspension and drive assembly of heavy load bearing vehicle

Technical Field

The utility model relates to a heavy-duty double-fork arm driving unit of a carrier, in particular to a suspension and a driving assembly of a heavy-duty carrier.

Background

At present, the global automobile industry rapidly develops, and the development of related industries of automobile internal structures is accompanied, so that the suspension technology is an industry with very broad development prospect. Along with the improvement of the comfort requirements of people on automobiles, the design of automobile suspensions is developed towards the improvement of the running stability and the steering stability, the more compact structure and the greater strength. The double-fork arm suspension technology is an important research part in the automobile suspension industry, and the double-fork arm suspension has the advantages of high transverse rigidity, good ground grabbing performance and clear road feel. In addition, the birth of the omni-directional steering system promotes the development of the suspension industry. By combining the omnidirectional steering and the double-fork arm suspension, a vehicle which meets the requirements of people can be designed, and the development of the automobile industry is accelerated.

For example, the Chinese patent with publication number CN116002070A discloses a suspension structure and a manned planet vehicle, which comprises the following technical contents: the suspension structure comprises a double fork arm, a knuckle, an intermediate connecting structure, a first damping driving mechanism and a second damping driving mechanism; the technical problem that the suspension mechanism adopts the upper swing arm and the lower swing arm which are equal in length, so that the load bearing of the connecting part is uneven, the steering flexibility of the vehicle is limited, and when the vehicle is in operation, if the bearing weight is unevenly distributed on the two swing arms, the vehicle can be inclined and unstable.

For another example, the Chinese patent with publication number of CN108942864A discloses a sharing bicycle intelligent management robot based on a mobile platform, which comprises the following technical contents: the movable platform, the grabbing device, the sensor suite and the MCU processor work cooperatively, and the movable platform comprises a double-fork arm suspension which only uses one shock absorber; the technical problem is that only one shock absorber is used in a double-fork arm suspension structure in a moving platform of the robot, when a heavy object is borne, the load born by a single shock absorber is overlarge, the loss of the shock absorber is large, and the service life of the shock absorber is short; meanwhile, the bearing capacity is weak, and objects with large weight cannot be borne.

Disclosure of Invention

The utility model aims to solve the technical problem of providing a suspension and a driving assembly of a heavy-load carrier, which are used for the carrier, improve the uniformity of the carrier of a suspension mechanism of the carrier and have the characteristics of large carrying capacity and stable carrying.

In order to solve the technical problems, the utility model adopts the following technical means:

the suspension and driving assembly of the heavy-load bearing vehicle comprises a driving mechanism and a suspension mechanism, wherein the driving mechanism is provided with a hub driven by a driving motor, and the hub is sleeved with a tire; the suspension mechanism comprises a connecting cavity, an upper swing arm, a lower swing arm, a shock absorber and a knuckle, wherein the upper swing arm, the lower swing arm and the shock absorber are arranged on two sides of the connecting cavity, and the upper end and the lower end of the connecting cavity are respectively hinged with one ends of the upper swing arm and the lower swing arm; the steering knuckle is vertically arranged on one side of the connecting cavity close to the tire, and the top end of the steering knuckle is hinged with the other end of the upper swing arm; the bottom end of the steering knuckle is hinged with the other end of the lower swing arm; the steering knuckle is used for connecting and arranging a driving mechanism; the steering knuckle is connected with a driving motor towards one side of the connecting cavity, and the other side of the steering knuckle is connected with a hub; the length of the upper swing arm is shorter than that of the lower swing arm, the top end of the shock absorber is hinged with the connecting cavity, and the bottom end of the shock absorber is hinged with the bottom end of the steering knuckle.

Compared with the prior art, the utility model adopting the technical scheme has the outstanding characteristics that:

the driving mechanism adopts the combination of a driving motor, a speed reducer and a hub bearing, and the driving motor, the speed reducer and the hub bearing with different types can be flexibly selected for the driving unit according to the requirements, so that the power performance of the driving unit is changed; the suspension mechanism comprises a connecting cavity, an upper swing arm and a lower swing arm are symmetrically arranged on two sides of the connecting cavity, and the length of the upper swing arm is shorter than that of the lower swing arm in the suspension mechanism, so that the camber angle of a tire of a vehicle is negative in the running process, the variation range of the tread of the vehicle can be reduced, and the running stability of the vehicle is improved; the upper swing arm and the lower swing arm are symmetrically arranged, so that greater rigidity is provided for the suspension mechanism, and the bearing capacity of the vehicle is improved; the shock absorption stroke of the shock absorber is smaller than the jumping stroke of the suspension, so that a better shock absorption effect is achieved; the shock absorbers on two sides are symmetrically arranged, so that the shock absorption load is balanced, and the service life of the shock absorbers is prolonged.

A further preferred technical scheme is as follows:

the driving mechanism comprises a tire, a brake disc, calipers, a hub bearing, an extension flange, a sleeve, a speed reducer and a driving motor, wherein the tire is arranged at the outermost side, the brake disc is arranged at the inner side of the tire, the calipers are arranged at the circumferential edge of the brake disc, the hub bearing, the extension flange, the sleeve, the speed reducer and the driving motor are inwards arranged in sequence at the inner side of the brake disc, a bolt rod at the outer side of the hub bearing sequentially penetrates through bolt holes of the brake disc and the tire from inside to outside, the three are connected through a coaxial center, the inner side of the hub bearing is provided with a bolt hole, the bolt hole is connected with the coaxial center of the bolt hole at the outer side of the extension flange, an external spline of an output shaft of the speed reducer is meshed with an internal spline of the hub bearing, the sleeve is arranged at the middle coaxial center of the extension flange and the speed reducer in the radial direction of the output shaft, and a rotating central shaft of the driving motor is meshed with the external spline of a first-stage sun wheel shaft of the speed reducer through the internal spline at the tail end.

The connecting cavity is provided with a mounting plate, a main support plate and two side support plates; wherein, two sides of the main support plate are respectively provided with a side support plate, and the top ends of the main support plate and the side support plate are provided with mounting plates; the main support plate and the side support plates are arranged towards one side opening of the tire.

Through connecting the cavity, utilize this cavity to driving motor and the semi-closed protection of speed reducer, have the guard action to driving motor and speed reducer, can prevent effectively that driving motor and speed reducer from colliding with or scraping in the course of traveling, also improved the bearing capacity of suspension simultaneously.

The first support shaft and the second support shaft are arranged on the connecting cavity; the shaft end of the support shaft, which is penetrated through the connecting cavity, is used for being hinged with one end of the upper swing arm; the shaft end of the second supporting shaft, which penetrates through the cavity, is used for being hinged with one end of the lower swing arm.

The first support shaft and the second support shaft are convenient to connect and arrange the upper swing arm and the lower swing arm by using the first support shaft and the second support shaft, so that the support performance of the connecting part is improved.

The two side support plates are fixedly connected through the matching of the convex parts on the upper surface and the mounting holes of the mounting plate, and the main support plate is connected with the side support plates through the welding of the edge parts.

The convex part is matched with the mounting hole of the mounting plate, so that the stability of connection is improved; the main support plate and the side support plates are connected through welding of edge parts, so that the tightness of connection is improved, and meanwhile, the sealing performance of corners is improved.

The top end and the bottom end of one side, facing the connecting cavity, of the steering knuckle are respectively connected with a third supporting shaft and a fourth supporting shaft, and the steering knuckle is hinged with the other end of the upper swing arm through the third supporting shaft; the steering knuckle is hinged with the other end of the lower swing arm through a supporting shaft IV; and nylon sleeves are arranged at the hinged joints among the connecting cavity, the upper swing arm, the lower swing arm and the steering knuckle.

The upper swing arm and the lower swing arm are conveniently connected by the support shaft III and the support shaft IV. The nylon sleeve and the nylon sleeve are utilized to protect the connecting part, so that the service life of the upper swing arm and the lower swing arm is prolonged.

The speed reducer is provided with a first-stage sun wheel shaft, a first-stage sun wheel, a first-stage planet carrier, a second-stage sun wheel, a second-stage planet wheel and a second-stage planet carrier, wherein the first-stage sun wheel shaft is used as an input shaft, the two ends of the first-stage sun wheel shaft are respectively connected with the output end of a driving motor and the first-stage sun wheel, the driving motor drives the first-stage sun wheel to rotate, the first-stage sun wheel is meshed with the plurality of first-stage planet wheels, and the rotating speed is reduced by one stage through gear transmission; the first-stage planetary gear is fixedly connected with the first-stage planetary gear frame, the two rotating speeds are the same, and the first-stage planetary gear frame is fixedly connected with the second-stage sun gear in the same axial center, so that the second-stage sun gear is same as the first-stage planetary gear frame in rotating speed, the second-stage sun gear is meshed with a plurality of second-stage planetary gears, the rotating speed is reduced in a second stage through gear transmission, the second-stage planetary gears are fixedly connected with the second-stage planetary gear frame, and the rotating speeds of the first-stage planetary gear frame and the second-stage planetary gear frame are the same, so that the second-stage speed reduction is realized; the external spline of the output shaft of the secondary planet carrier is meshed with the internal spline of the hub bearing, and the rotation speed after secondary speed reduction is transmitted to the hub bearing through the output shaft of the secondary planet carrier to drive the hub bearing to rotate.

Drawings

Fig. 1 is a perspective view of a load carrier based on a heavy duty double wishbone drive unit to which the present utility model is applied.

Fig. 2 is an overall schematic diagram of a heavy duty dual yoke drive unit to which the present utility model is applied.

Fig. 3 is an overall schematic view of the driving mechanism of the present utility model.

Fig. 4 is a schematic exploded view of the driving mechanism of the present utility model.

Fig. 5 is a schematic cross-sectional view of a speed reducer in the drive mechanism of the present utility model.

Fig. 6 is an overall schematic view of a suspension mechanism to which the present utility model is applied.

Fig. 7 is a schematic view showing the internal structure of the suspension mechanism of the present utility model.

Fig. 8 is a schematic diagram of an upper and lower swing arm of the suspension mechanism of the present utility model (left is the upper swing arm, the upper swing arm connection portion is cut away, and right is the lower swing arm).

Fig. 9 is an exploded view of the swing arm, nylon sleeve and nylon sleeve connection of the present utility model.

Fig. 10 is an overall schematic view of the steering mechanism according to the present utility model.

Fig. 11 is an exploded view of the steering mechanism according to the present utility model.

Fig. 12 is an overall schematic view of a vehicle body according to the present utility model.

Fig. 13 is a three-view of a connecting plate in a vehicle body according to the present utility model.

Fig. 14 is a schematic view of a linear traveling posture of a vehicle according to the present utility model.

Fig. 15 is a schematic view of a lateral travel posture of a vehicle in accordance with the present utility model.

Fig. 16 is a schematic view of a four-wheel co-angular incline travel configuration of a truck in accordance with the present utility model.

Fig. 17 is a schematic view of a small radius turning gesture of a vehicle in accordance with the present utility model.

Fig. 18 is a schematic view of a vehicle in-situ steering attitude in accordance with the present utility model.

Reference numerals illustrate:

a heavy-duty double-fork arm driving unit-1;

the device comprises a driving mechanism-101, tires-1011, brake discs-1012, calipers-1013, hub bearings-1014, an extension flange-1015, a sleeve-1016, a speed reducer-1017, a driving motor-1018, a primary sun gear shaft-10171, a primary sun gear-10172, a primary planet gear-10173, a primary planet carrier-10174, a secondary sun gear-10175, a secondary planet gear-10176 and a secondary planet carrier-10177;

the suspension mechanism comprises a suspension mechanism-102, a mounting plate-1021, a supporting shaft-1022, a supporting shaft-1023, a supporting shaft-1024, a supporting shaft-1025, a nylon Long Taotong-1026, a nylon sleeve-1027, a main supporting plate-1028, a side supporting plate-1029, an upper swinging arm-10210, a lower swinging arm-10211, a shock absorber-10212, a shock absorber mounting support-10213 and a knuckle 10214;

the steering mechanism comprises a steering mechanism-103, a shell-1031, a worm-1032, a worm wheel-1033, a worm bearing-1034, an end cover-1035, a steering motor-1036 and a bottom cover-1037;

vehicle body-2, vehicle frame-201 and connecting plate-202.

Detailed Description

The utility model will be further illustrated with reference to the following examples.

Referring to fig. 3-9, a suspension and drive assembly for a heavy-duty vehicle according to the present utility model comprises a drive mechanism (101) and a suspension mechanism (102).

Referring to fig. 3, 4 and 5, the driving mechanism 101 is composed of a tire 1011, a brake disc 1012, a caliper 1013, a hub bearing 1014, an extension flange 1015, a sleeve 1016, a speed reducer 1017 and a driving motor 1018, wherein the tire 1011 is arranged at the outermost side, the brake disc 1012 is arranged at the inner side of the tire 1011, the caliper 1013 is arranged at the circumferential edge of the brake disc 1012, the hub bearing 1014, the extension flange 1015, the sleeve 1016, the speed reducer 1017 and the driving motor 1018 are sequentially arranged at the inner side of the brake disc 1012, a bolt rod at the outer side of the hub bearing 1014 sequentially penetrates through bolt holes of the brake disc 1012 and the tire 1011 from inside to outside, the three are coaxially connected, a bolt hole is formed at the inner side of the hub bearing 1014, an external spline of an output shaft of the speed reducer 1017 is meshed with an internal spline of the hub bearing 1014, the sleeve 1016 is coaxially arranged at the middle of the extension flange 1015 and the speed reducer 1017 in the radial direction, the driving motor rotates the central shaft to be meshed with an external spline of a first-stage sun wheel shaft of the speed reducer 1017 through the internal spline at the tail end, and simultaneously, the base of the speed reducer 1017 is connected with the driving motor 1018 through the bolt hole.

Referring to fig. 2, 6, 7, 8 and 9, the suspension mechanism (102) includes a connecting cavity, an upper swing arm (10210), a lower swing arm (10211), a shock absorber (10212) and a knuckle (10214), wherein the upper swing arm (10210), the lower swing arm (10211) and the shock absorber (10212) are arranged on two sides of the connecting cavity, and the upper end and the lower end of the connecting cavity are respectively hinged with one ends of the upper swing arm (10210) and the lower swing arm (10211); the knuckle (10214) is vertically arranged on one side of the connecting cavity close to the tire (1011), and the top end of the knuckle (10214) is hinged with the other end of the upper swing arm (10210); the bottom end of the knuckle (10214) is hinged with the other end of the lower swing arm (10211); the knuckle (10214) is used for connecting and arranging a driving mechanism (101); a driving motor (1018) is connected and arranged on one side of the steering knuckle (10214) facing the connecting cavity, and a hub is connected and arranged on the other side of the steering knuckle (10214); the length of the upper swing arm (10210) is shorter than that of the lower swing arm (10211), the top end of the shock absorber (10212) is hinged with the connecting cavity, and the bottom end of the shock absorber (10212) is hinged with the bottom end of the steering knuckle (10214).

Referring to fig. 1, the present utility model is applied to a heavy-duty double-fork arm driving unit-based carrier, which comprises a heavy-duty double-fork arm driving unit 1 and a vehicle body 2 connected and supported by the heavy-duty double-fork arm driving unit 1.

Referring to fig. 2, the heavy duty double-wishbone drive unit 1 includes the present assembly and steering mechanism 103.

The suspension mechanism 102 comprises a connecting cavity, an upper swing arm 10210, a lower swing arm 10211, a shock absorber 10212 and a knuckle 10214, wherein the upper swing arm 10210, the lower swing arm 10211 and the shock absorber 10212 are arranged on two sides of the connecting cavity, and the upper end and the lower end of the connecting cavity are respectively hinged with one end of the upper swing arm 10210 and one end of the lower swing arm 10211; the knuckle 10214 is vertically arranged on one side of the connecting cavity close to the tire 1011, and the top end of the knuckle 10214 is hinged with the other end of the upper swing arm 10210; the bottom end of the knuckle 10214 is hinged with the other end of the lower swing arm 10211; knuckle 10214 is used for connecting and setting driving mechanism 101; the knuckle 10214 is provided with a drive motor 1018 connected to one side of the connection chamber, and a hub is provided to the other side of the knuckle 10214.

The connecting cavity is provided with a mounting plate 1021, a main support plate 1028 and two side support plates 1029; wherein, two sides of the main support plate 1028 are respectively provided with a side support plate 1029, and the top ends of the main support plate 1028 and the side support plate 1029 are provided with mounting plates 1021; main support plates 1028, side support plates 1029 are disposed toward one side opening of tire 1011.

The first supporting shaft 1022 and the second supporting shaft 1023 are arranged on the connecting cavity; the first supporting shaft 1022 penetrates through the shaft end of the connecting cavity and is used for being hinged with one end of the upper swing arm 10210; the shaft end of the second support shaft 1023 penetrating through the connecting cavity is used for being hinged with one end of the lower swing arm 10211.

The two side support plates 1029 are fixedly connected with the mounting holes of the mounting plate 1021 through the protruding parts on the upper surface, and the main support plate 1028 and the side support plates 1029 are connected through the welding of the edge parts.

The top end and the bottom end of one side, facing the connecting cavity, of the knuckle 10214 are respectively connected with a third 1024 supporting shaft and a fourth 1025 supporting shaft, and the knuckle 10214 is hinged with the other end of the upper swing arm 10210 through the third 1024 supporting shaft; the knuckle 10214 is hinged with the other end of the lower swing arm 10211 through a fourth supporting shaft 1025; the connecting cavity, the upper swing arm 10210, the lower swing arm 10211 and the knuckle 10214 are all provided with nylon sleeves 1026 and 1027 at the hinged connection positions.

The two ends of the first supporting shaft 1022 are fixedly connected with the round hole at the front end of the upper swing arm 10210 and the nylon sleeve 1026 through bolts, the two ends of the second supporting shaft 1023 are fixedly connected with the round hole at the front end of the lower swing arm 10211 and the nylon sleeve 1026 through bolts, the third supporting shaft 1024, the round hole at the rear end of the upper swing arm 10210, the nylon sleeve 1026 and the round hole at the upper part of the knuckle 10214 are fixedly connected through bolts, the fourth supporting shaft 1025, the round hole at the rear end of the lower swing arm 10211, the nylon sleeve 1026, the round hole at the lower part of the knuckle 10214 and the round hole at the lower part of the damper 10212 are fixedly connected through bolts, the nylon sleeves 1027 are respectively arranged at the two ends of the four nylon sleeves 1026, the damper mounting support 10213 is fixedly connected with the mounting hole of the mounting plate 1021 through the protruding part on the upper surface, and the through holes on the side of the damper mounting support 10213 are fixedly connected through bolts.

Referring to fig. 2, 10 and 11, the steering mechanism 103 includes a housing 1031, a worm 1032, a worm wheel 1033, a worm bearing 1034, an end cover 1035, a steering motor 1036 and a bottom cover 1037, wherein the bottom cover 1037 is located above the mounting plate 1021, the two are connected through bolt holes, the bottom cover 1037 is welded below the external gear of the worm wheel 1033, an inner ring of the worm wheel 1033 is fixedly connected with the housing 1031 through the bolt holes, the worm 1032 is located inside the worm wheel 1033 and meshed with the external gear of the worm wheel 1033, the length direction of the worm 1032 is parallel to the length direction of the vehicle body, the worm bearings 1034 are installed at two ends of the worm 1032, the housing 1031 is connected with the end cover 1035 through the bolt holes at two sides of the worm 1032, and the steering motor 1036 is installed outside the end cover 1035.

Referring to fig. 1, 12 and 13, the vehicle body 2 includes a frame 201 and a connection plate 202. The center of the connection plate 202 is circular and is provided with a bolt hole, the connection plate 202 is connected with the lower shell 1031 through the bolt hole, and four connection surfaces of the connection plate 202 are connected with the frame 201 through welding.

The working principle of this embodiment is as follows:

first: principle of operation of the drive mechanism 101 of the heavy duty double wishbone drive unit: after the driving motor 1018 receives the signal of the motor controller, the rotation center shaft inside the driving motor 1018 rotates, and as the rotation center shaft of the driving motor 1018 is meshed with the external spline of the first-stage sun gear shaft 10171 of the speed reducer 1017 through the internal spline at the tail end, when the rotation center shaft of the driving motor 1018 rotates, the first-stage sun gear shaft 10171 of the speed reducer 1017 is used as an input shaft, the two ends of the input shaft are respectively connected with the output end of the driving motor 1018 and the first-stage sun gear 10172 to drive the first-stage sun gear 10172 to rotate, and the first-stage sun gear 10172 is meshed with the plurality of first-stage planet gears 10173 to reduce the rotating speed by one stage through gear transmission; the primary planet wheel 10173 is fixedly connected with the primary planet carrier 10174, the rotation speeds of the primary planet carrier 10174 and the secondary planet carrier 10177 are the same, and the primary planet carrier 10174 and the secondary sun wheel 10175 are coaxially and fixedly connected, so that the rotation speed of the secondary sun wheel 10175 is the same as that of the primary planet carrier 10174, the secondary sun wheel 10175 is meshed with the plurality of secondary planet wheels 10176, the rotation speed is reduced in a secondary mode through gear transmission, the secondary planet wheel 10176 is fixedly connected with the secondary planet carrier 10177, the rotation speeds of the two are the same, and secondary speed reduction is achieved. Since the external spline of the output shaft of the secondary planet carrier 10177 is meshed with the internal spline of the hub bearing 1014, the output shaft of the secondary planet carrier 10177 finally transmits the rotation speed after secondary speed reduction to the hub bearing 1014 to drive the hub bearing 1014 to rotate, and since the hub bearing 1014 is sequentially connected with the brake disc 1012 and the tyre 1011 from inside to outside through the outer bolt, the hub bearing 1014 also drives the brake disc 1012 and the tyre 1011 to rotate when rotating. In addition, a caliper 1013 is provided at the edge of the brake disc 1012, and the tire 1011 can be braked.

Second,: principle of operation of the suspension mechanism 102 of the heavy duty double wishbone drive unit: when the tire 1011 bumps against an obstacle during running, the jumping is transmitted to the double fork arms of the suspension mechanism 102 of the heavy-load double fork arm driving unit, and as the length of the double fork arms is short at the upper part and long at the lower part, the length of the upper swing arm 10210 of the double fork arms is shorter than that of the lower swing arm 10211, the upper swing arm 10210 is relatively short and small, the rigidity is higher, the vertical jumping range of the upper swing arm 10210 is limited, and the rotating angle is relatively smaller; the longer lower swing arm 10211 may also provide some rigidity to resist vertical runout of the vehicle body 2. When the bounce is transferred to the lower swing arm 10211, the lower swing arm 10211 is jumped, the shock absorber 10212 weakens the bounce due to the connection of the shock absorber 10212 and the lower swing arm 10211, and when the weakened bounce is transferred to the upper swing arm 10210, the bounce is smaller due to the large rigidity of the upper swing arm 10210 and the limited rotation range. Due to the arrangement of the structure, the whole suspension frame is smaller in jumping, and better riding comfort is provided for passengers. In addition, two symmetrically distributed dampers 10212 are arranged in the suspension mechanism 102 of the heavy-load double-fork arm driving unit, so that the damping load of the suspension mechanism 102 is more balanced, the damping performance is more excellent, the service life of the dampers is prolonged, the damping stroke of the two dampers 10212 is smaller than the jumping stroke of the suspension, and the comfort of a driver and passengers can be effectively improved.

Third,: steering mechanism 103 of heavy duty double wishbone drive unit: the steering motor 1036 is connected with one end of the worm 1032, the rotor inside the steering motor 1036 rotates to drive the worm 1032 to rotate, worm bearings 1034 are sleeved at two ends of the worm 1032, the inner ring of the worm bearings 1034 rotates, the outer ring of the worm bearings 1034 does not rotate, and the worm 1032 can be prevented from influencing the shell 1031 during rotation. The helical teeth in the middle of the worm 1032 mesh with the external gear of the worm wheel 1033, when the worm 1032 rotates, the external gear of the worm wheel 1033 is driven to rotate in a directional manner, and the rotation direction of the external gear of the worm wheel 1033 can be controlled by controlling the rotation direction of the worm 1032. The outer gear of the worm wheel 1033 is welded to the lower bottom cover 1037, and the bottom cover 1037 is fixedly connected to the mounting plate 1021 of the suspension mechanism 102 through bolt holes, so that when the outer gear of the worm wheel 1033 rotates, the outer gear rotates with the bottom cover 1037, and the suspension mechanism 102 rotates, and finally the steering of the tire 1011 is realized.

Fourth,: the whole vehicle realizes omnidirectional all-terrain running: the bearing vehicle adopts four heavy-load double-fork arm driving units, and each heavy-load double-fork arm driving unit can realize large-angle steering and omnidirectional running of the vehicle. In addition, the motion of four heavy-duty double-fork arm driving units does not influence each other, and when the heavy-duty double-fork arm driving unit on one side jumps, the heavy-duty double-fork arm driving unit on the other side still runs according to the original state, so that all-terrain running can be realized.

The foregoing description is only of the preferred embodiments of the utility model and is not intended to limit the scope of the claims, and all equivalent structural changes made by the application of the present description and drawings are intended to be included in the scope of the claims.

Claims

1. Suspension and drive assembly of heavy load carrier, including actuating mechanism (101), suspension mechanism (102), its characterized in that:

the driving mechanism (101) is provided with a hub driven by a driving motor (1018), and the hub is sleeved with a tire (1011);

the suspension mechanism (102) comprises a connecting cavity, an upper swing arm (10210), a lower swing arm (10211), a shock absorber (10212) and a knuckle (10214), wherein the upper swing arm (10210), the lower swing arm (10211) and the shock absorber (10212) are arranged on two sides of the connecting cavity, and the upper end and the lower end of the connecting cavity are respectively hinged with one ends of the upper swing arm (10210) and the lower swing arm (10211); the knuckle (10214) is vertically arranged on one side of the connecting cavity close to the tire (1011), and the top end of the knuckle (10214) is hinged with the other end of the upper swing arm (10210); the bottom end of the knuckle (10214) is hinged with the other end of the lower swing arm (10211); the knuckle (10214) is used for connecting and arranging a driving mechanism (101); a driving motor (1018) is connected and arranged on one side of the steering knuckle (10214) facing the connecting cavity, and a hub is connected and arranged on the other side of the steering knuckle (10214);

the length of the upper swing arm (10210) is shorter than that of the lower swing arm (10211), the top end of the shock absorber (10212) is hinged with the connecting cavity, and the bottom end of the shock absorber (10212) is hinged with the bottom end of the steering knuckle (10214).

2. The suspension and drive assembly of a heavy-duty vehicle of claim 1, wherein: the driving mechanism (101) comprises a tire (1011), a brake disc (1012), a caliper (1013), a hub bearing (1014), an extension flange plate (1015), a sleeve (1016), a speed reducer (1017) and a driving motor (1018), wherein the tire (1011) is arranged at the outermost side, the brake disc (1012) is arranged at the inner side of the tire (1011), the caliper (1013) is arranged at the circumferential edge of the brake disc (1012), the hub bearing (1014), the extension flange plate (1015), the sleeve (1016), the speed reducer (1017) and the driving motor (1018) are sequentially arranged at the inner side of the brake disc (1012), a bolt rod at the outer side of the hub bearing (1014) sequentially penetrates through bolt holes of the brake disc (1012) and the tire (1011) from inside to outside, so that the three are coaxially connected, a bolt hole is formed at the inner side of the hub bearing (1014), an external spline of an output shaft of the speed reducer (1017) is meshed with an internal spline of the hub bearing (1014), a sleeve (1017) is mounted at the middle of the extension flange plate (1015) and the speed reducer (1017) in the radial direction, and a spline (1016) is meshed with an external spline of the sun gear (1011) at the same time, the base of the speed reducer (1017) is connected with the driving motor (1018) through a bolt hole.

3. The suspension and drive assembly of a heavy-duty vehicle of claim 1, wherein: the connecting cavity is provided with a mounting plate (1021), a main support plate (1028) and two side support plates (1029); wherein, two sides of the main support plate (1028) are respectively provided with a side support plate (1029), and the top ends of the main support plate (1028) and the side support plate (1029) are provided with mounting plates (1021); main support plates (1028), side support plates (1029) are disposed toward one side opening of tire (1011).

4. A suspension and drive assembly for a heavy duty vehicle according to claim 3, wherein: the connecting cavity is provided with a first supporting shaft (1022) and a second supporting shaft (1023); the first supporting shaft (1022) penetrates through the shaft end of the connecting cavity and is used for being hinged with one end of the upper swing arm (10210); the shaft end of the second support shaft (1023) which penetrates through the connecting cavity is used for being hinged with one end of the lower swing arm (10211).

5. A suspension and drive assembly for a heavy duty vehicle according to claim 3, wherein: the two side support plates (1029) are fixedly connected through the matching of the convex parts on the upper surface and the mounting holes of the mounting plate (1021), and the main support plate (1028) and the side support plates (1029) are connected through the welding of the edge parts.

6. The suspension and drive assembly of a heavy-duty vehicle of claim 1, wherein: the top end and the bottom end of one side, facing the connecting cavity, of the steering knuckle (10214) are respectively connected with a third supporting shaft (1024) and a fourth supporting shaft (1025), and the steering knuckle (10214) is hinged with the other end of the upper swing arm (10210) through the third supporting shaft (1024); the knuckle (10214) is hinged with the other end of the lower swing arm (10211) through a fourth supporting shaft (1025); the connecting cavity, the upper swing arm (10210), the lower swing arm (10211) and the knuckle (10214) are all provided with nylon sleeves (1026) and (1027) at the hinged connection positions.

7. The suspension and drive assembly of a heavy-duty vehicle of claim 2, wherein: the speed reducer (1017) is provided with a first-stage sun wheel shaft (10171), a first-stage sun wheel (10172), a first-stage planet wheel (10173), a first-stage planet carrier (10174), a second-stage sun wheel (10175), a second-stage planet wheel (10176) and a second-stage planet carrier (10177), wherein the first-stage sun wheel shaft (10171) is used as an input shaft, two ends of the first-stage sun wheel shaft are respectively connected with the output end of a driving motor (1018) and the first-stage sun wheel (10172), the driving motor (1018) drives the first-stage sun wheel (10172) to rotate, the first-stage sun wheel (10172) is meshed with the plurality of first-stage planet wheels (10173), and the rotating speed is reduced one-stage through gear transmission; the first-stage planet wheel (10173) is fixedly connected with the first-stage planet carrier (10174), the rotating speeds of the first-stage planet wheel and the first-stage planet carrier are the same, and the first-stage planet carrier (10174) is fixedly connected with the second-stage sun wheel (10175) in a coaxial mode, so that the rotating speed of the second-stage sun wheel (10175) is the same as that of the first-stage planet carrier (10174), the second-stage sun wheel (10175) is meshed with the plurality of second-stage planet wheels (10176), the rotating speed is reduced in a second-stage mode through gear transmission, the second-stage planet wheels (10176) are fixedly connected with the second-stage planet carrier (10177), and the rotating speeds of the first-stage planet wheels and the second-stage sun wheel are the same, so that the second-stage speed reduction is realized; the external spline of the output shaft of the secondary planet carrier (10177) is meshed with the internal spline of the hub bearing (1014), and the output shaft of the secondary planet carrier (10177) transmits the rotation speed after secondary speed reduction to the hub bearing (1014) to drive the hub bearing (1014) to rotate.