WO2020107573A1 - 防撞缓冲模组、底盘组件及车辆 - Google Patents

防撞缓冲模组、底盘组件及车辆 Download PDF

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Publication number
WO2020107573A1
WO2020107573A1 PCT/CN2018/122147 CN2018122147W WO2020107573A1 WO 2020107573 A1 WO2020107573 A1 WO 2020107573A1 CN 2018122147 W CN2018122147 W CN 2018122147W WO 2020107573 A1 WO2020107573 A1 WO 2020107573A1
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WO
WIPO (PCT)
Prior art keywords
chassis
wheel
buffer
elastic
collision
Prior art date
Application number
PCT/CN2018/122147
Other languages
English (en)
French (fr)
Inventor
左川露
Original Assignee
深圳市大疆创新科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 深圳市大疆创新科技有限公司 filed Critical 深圳市大疆创新科技有限公司
Priority to CN201880073903.9A priority Critical patent/CN111670065A/zh
Publication of WO2020107573A1 publication Critical patent/WO2020107573A1/zh

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Classifications

    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H17/00—Toy vehicles, e.g. with self-drive; ; Cranes, winches or the like; Accessories therefor
    • A63H17/26—Details; Accessories
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H17/00—Toy vehicles, e.g. with self-drive; ; Cranes, winches or the like; Accessories therefor
    • A—HUMAN NECESSITIES
    • A63—SPORTS; GAMES; AMUSEMENTS
    • A63H—TOYS, e.g. TOPS, DOLLS, HOOPS OR BUILDING BLOCKS
    • A63H17/00—Toy vehicles, e.g. with self-drive; ; Cranes, winches or the like; Accessories therefor
    • A63H17/26—Details; Accessories
    • A63H17/262—Chassis; Wheel mountings; Wheels; Axles; Suspensions; Fitting body portions to chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork

Definitions

  • the embodiments of the present invention relate to the technical field of vehicles, and in particular, to an anti-collision buffer module, a chassis assembly, and a vehicle.
  • an object of the embodiments of the present invention is to provide an anti-collision buffer module.
  • Another object of the embodiments of the present invention is to provide a chassis assembly including the above anti-collision buffer module.
  • Yet another object of embodiments of the present invention is to provide a vehicle including the above chassis assembly.
  • an anti-collision buffer module which is applied to a vehicle and includes: a chassis; a crash buffer device, used to connect a wheel to the chassis, and used to The wheel is elastically deformed when hit by an impactor, causing the wheel to move away from the impactor relative to the chassis.
  • the anti-collision buffer module provided by the technical solution of the first aspect of the embodiment of the present invention adds a collision buffer device, which uses the collision buffer device to connect the wheel and the chassis. Since the collision buffer device can elastically deform when the wheel is hit by an impact object , So that the wheels can move relative to the chassis away from the impact object, which has a good cushioning effect; at the same time, the elastic deformation of the collision buffer device will absorb the impact energy received by the vehicle, thus significantly reducing the impact strength of the wheels and improving In order to protect the vehicle and extend the service life of the vehicle.
  • the impactor can be a wall, table and chairs, cabinets, pedestrians or other vehicles.
  • the anti-collision buffer module in the above technical solution provided by the embodiment of the present invention may also have the following additional technical features:
  • the collision buffer device includes a rotating support arm and an elastic buffer mechanism; one end of the rotating support arm is used to connect the wheel, and the other end of the rotating support arm is rotatably connected to the chassis; The two ends of the elastic buffer mechanism are respectively connected to the rotating arm and the chassis, and are used for elastic deformation when the wheel is hit by the impact object, so that the end of the rotating arm connected to the wheel is opposite The chassis moves away from the impactor.
  • the collision buffer device includes a rotating support arm and an elastic buffer mechanism.
  • One end of the rotating support arm is used to connect the wheel, and the other end is connected to the chassis in rotation. This realizes the rotational connection between the wheel and the chassis (that is, the function of the axle is realized), which ensures The vehicle can run normally, and the rotating arm can rotate relative to the chassis to ensure that the wheels can move relative to the chassis away from the obstacle when hit by the impact object, thereby playing the role of anti-collision buffering and protecting the vehicle.
  • the two ends of the elastic buffer mechanism are respectively connected to the rotating arm and the chassis.
  • the elastic buffer mechanism When the wheel is hit by the impact object, the elastic buffer mechanism will elastically deform to absorb the collision energy, and make the end of the rotating arm connected to the wheel away from the impact object relative to the chassis To ensure that the wheels can move relative to the chassis away from the impact object, thereby protecting the vehicle.
  • the rotating arm can use its end connected to the chassis as a fulcrum, and the relative movement of the chassis can make the wheel rotate around its central axis and revolve around the end of the rotating arm connected to the chassis, which greatly improves
  • the flexibility of the wheel movement is helpful to reduce the probability of deformation and damage when the wheel is hit by an impact object.
  • the structure of the collision buffering device is not limited to the above solution, and the movement mode of the wheels is not limited to the above solution.
  • the rotating arm in the above scheme is changed to a translation arm, and the other end of the translation arm is slidingly connected to the chassis, which can move horizontally away from the impact object when the wheel is hit by the impact object, thereby making the wheel Being able to move away from the impact object, this solution also plays a good anti-collision buffer effect and can protect the vehicle. Since the technical solution does not deviate from the design idea and purpose of the embodiments of the present invention, it should also be within the protection scope of the embodiments of the present invention.
  • the elastic buffer mechanism includes a telescopic sleeve and a buffer, two ends of the telescopic sleeve are respectively rotatably connected to the rotating arm and the chassis, and the buffer is located in the telescopic sleeve In the cylinder, it is used to compress and deform when the wheel is hit by the impactor to shorten the length of the telescopic sleeve; or, the elastic buffer mechanism is an elastic rod capable of bending deformation, the elastic force The two ends of the rod are respectively connected to the rotating arm and the chassis, and are used for bending deformation when the wheel is hit by the impacting object, so that one end of the rotating arm connected to the wheel is opposite to the chassis Move away from the impactor.
  • the elastic buffer mechanism includes a telescopic sleeve and a buffer.
  • the two ends of the telescopic sleeve are respectively connected to the rotating arm and the chassis to realize the connection function of the elastic buffer mechanism;
  • the buffer is located in the telescopic sleeve and can be impacted by the wheel. Compression deformation occurs during impact to shorten the length of the telescopic sleeve to achieve the elastic buffer function of the elastic buffer mechanism, so that the end of the rotating arm connected to the wheel can move away from the impact body relative to the chassis.
  • the elastic buffer mechanism is an elastic rod capable of bending deformation.
  • the two ends of the elastic rod are respectively connected to the rotating arm and the chassis to realize the connection function of the elastic buffer mechanism; and the elastic rod can bend and deform when the wheel is hit by the impact object , To achieve the elastic buffer function of the elastic buffer mechanism, so that the end of the rotating arm connected to the wheel can move relative to the chassis away from the impact.
  • the elastic buffer mechanism includes a telescopic sleeve and a buffer
  • the telescopic sleeve includes two sub-tubes, and the ends of the two sub-tubes opposite to each other are open and nested with each other , So that two of the sub-tubes surround a telescopic cavity for containing the buffer.
  • the elastic buffer mechanism includes a telescopic sleeve and a buffer
  • the telescopic sleeve is split into two sub-tubes, so that the ends of the two sub-tubes facing each other are open and nested with each other.
  • the expansion cavity containing the buffer is not only convenient for the installation of the buffer, but also for the expansion and contraction action of the expansion sleeve, and is beneficial to increase the expansion deformation of the expansion sleeve.
  • the buffer when the elastic buffer mechanism includes a telescopic sleeve and a cushion, the buffer includes an elastic member, and both ends of the elastic member abut against both ends of the telescopic sleeve, respectively.
  • the buffer includes elastic members, such as springs and shrapnel, etc.
  • the structure is simple, the elastic buffer effect is good, the price is low, and it is easy to assemble; the two ends of the elastic member are respectively When the two ends of the telescopic sleeve are abutted, the telescopic sleeve can act on the elastic member when it is stressed, thereby achieving telescopic action.
  • the structure and principle are relatively simple and easy to implement.
  • the buffer is not limited to the elastic member, but can also be a compressible fluid (such as compressed air, inert gas, hydraulic oil, damping grease, etc.) or a combination of the elastic member and the compressible fluid to seal the compressible fluid in the expansion sleeve Inside, it can also play a good elastic buffering effect.
  • a compressible fluid such as compressed air, inert gas, hydraulic oil, damping grease, etc.
  • a mounting groove is provided on the chassis, and one end of the rotating arm connected to the chassis is inserted into the mounting groove and is rotatably connected to the chassis.
  • the chassis is provided with a mounting slot.
  • the mounting slot plays a good positioning role, which is conducive to improving assembly efficiency. It also plays a good role in limiting the rotating arm, which is beneficial to improve the stability of the rotating arm.
  • the mounting groove includes at least two communicating vertical opening surfaces, so that the rotating arm can perform a horizontal rotating movement around the chassis.
  • the mounting groove includes at least two communicating vertical opening surfaces to enable the horizontal rotation movement of the rotating arm around the chassis, that is, the two vertical side walls of the mounting groove are opened oppositely, and the rotating arm is connected to the chassis After one end is inserted into the mounting groove between the two vertical opening surfaces and connected with the chassis, it can horizontally rotate around the chassis, so that the wheels can be displaced in the opposite direction of the vehicle's driving direction, thereby further improving the protection of the vehicle , And the structure and principle are relatively simple and easy to implement.
  • the structure of the mounting groove is not limited to the above solution, and the rotation method of the rotating arm is not limited to the horizontal direction.
  • the mounting groove includes at least two communicating horizontal opening surfaces to enable the rotating arm to perform a vertical rotation movement around the chassis.
  • This solution enables the wheel to move upward; or, the rotating arm can rotate universally around the chassis to make the wheel It can move randomly when it is hit by an impact object to reduce the impact strength as much as possible.
  • a rotary boss may be provided on one of the groove wall of the mounting groove and the rotary support arm, and a rotary groove adapted to the rotary boss may be provided on the other.
  • the rotary boss is inserted into the rotary groove and can Relative to its rotational movement.
  • the rotating boss may be in the shape of a cylinder extending in the vertical direction, so that the rotating arm can perform horizontal rotation movement around the chassis; or may be in the shape of a cylinder extending in the horizontal direction, so that the rotating arm can be vertically raised around the chassis Straight rotary motion; it can also be at least partially spherical, so that the rotating arm can rotate universally around the chassis.
  • the extending direction of the rotating arm is parallel to the axis of rotation of the wheel; and/or, the connection portion between the elastic buffer mechanism and the rotating arm is close to the rotating arm One end of the wheel.
  • the extension direction of the rotating support arm is parallel to the rotation axis of the wheel.
  • the structure is relatively simple, which is convenient for processing and forming, and the operation principle is relatively simple.
  • the swivel arm can also extend obliquely, forming an acute angle with the rotation axis of the wheel, or the swivel arm can be in a broken line shape, etc., because the above technical solutions can achieve the purposes of the embodiments of the present invention without departing from the present invention
  • the design idea and purpose of the embodiments should be within the protection scope of the embodiments of the present invention.
  • connection portion of the elastic buffer mechanism and the rotating support arm close to the end of the rotating support arm connected to the wheel is beneficial to increase the amplitude of the wheel relative to the chassis movement when hit by an impact object, thereby further improving the impact buffering effect.
  • the collision buffer device is located at the front end of the chassis, and the collision buffer device is used to connect the front wheel of the wheel with the chassis; and/or, the collision buffer device is located At the rear end of the chassis, the collision buffer device is used to connect the rear wheel of the wheel with the chassis.
  • the collision buffer device may be located at the front end of the chassis. At this time, it is used to connect the front wheel and the chassis among the wheels, which can effectively prevent the vehicle from colliding and being damaged during the forward process.
  • the collision buffer device may also be the rear end of the chassis. At this time, it is used to connect the rear wheels and the chassis of the wheels, which can effectively prevent the vehicle from colliding and being damaged during the retreating process.
  • the number of collision buffer devices is also plural.
  • both front wheels and/or two rear wheels are connected to the chassis through a collision buffer device.
  • the technical solution in the second aspect of the embodiment of the present invention provides a chassis assembly, which is applied to a vehicle, including wheels, and the anti-collision buffer module according to any one of the technical solutions in the first aspect.
  • the chassis assembly provided by the technical solution of the second aspect of the embodiment of the present invention includes all the beneficial effects of any of the above technical solutions because it includes the anti-collision buffer module described in any one of the technical solutions of the first aspect. This will not be repeated here.
  • the wheel when the wheel is located at the front of the crash buffer module, the wheel at least partially protrudes from the front end surface of the chassis of the crash buffer module; when the wheel is located at When the rear part of the anti-collision buffer module, the wheel at least partially protrudes from the rear end surface of the chassis of the anti-collision buffer module.
  • the wheel When the wheel is located at the front of the anti-collision buffer module, at least part of the wheel protrudes out of the front end surface of the chassis, which can prevent the chassis from directly hitting the impact object as far as possible during the vehicle's progress, thereby further improving the protection of the vehicle.
  • the wheel when the wheel is located at the rear of the anti-collision buffer module, at least part of the wheel protrudes from the rear end surface of the chassis, which can prevent the chassis from directly hitting the impactor during the vehicle retreating process, thereby further improving the protection of the vehicle effect.
  • the technical solution in the third aspect of the embodiment of the present invention provides a vehicle including a body and the chassis assembly according to any one of the technical solutions in the second aspect, the body being provided on the chassis in the chassis assembly.
  • the vehicle provided by the technical solution of the third aspect of the embodiments of the present invention includes the chassis assembly described in any one of the technical solutions of the second aspect, and thus has all the beneficial effects of any of the foregoing technical solutions, which is not repeated here. .
  • FIG. 1 is a schematic perspective view of a perspective view of a chassis assembly according to some embodiments of the present invention in a first state;
  • FIG. 2 is a schematic perspective structural view of the chassis assembly shown in FIG. 1 in another perspective from the first state;
  • FIG. 3 is a schematic plan view of the chassis assembly shown in FIG. 1;
  • FIG. 4 is a schematic front view of the chassis assembly shown in FIG. 1;
  • FIG. 5 is a schematic view of the left side structure of the chassis assembly shown in FIG. 1;
  • FIG. 6 is a schematic cross-sectional structural view taken along line A-A in FIG. 5;
  • FIG. 7 is a schematic perspective view of the perspective view of the chassis assembly shown in FIG. 1 in a second state
  • FIG. 8 is a schematic perspective structural view of the chassis assembly shown in FIG. 7 in a second state from another perspective;
  • FIG. 9 is a schematic view of the top structure of the chassis assembly shown in FIG. 7;
  • FIG. 10 is a schematic front view of the chassis assembly shown in FIG. 9;
  • FIG. 11 is a schematic view of the left side structure of the chassis assembly shown in FIG. 9;
  • FIG. 12 is a schematic cross-sectional view of the B-B direction in FIG. 11;
  • FIG. 13 is an exploded schematic view of the chassis assembly shown in FIG. 1;
  • FIG. 14 is an exploded schematic view of the chassis assembly shown in FIG. 13 from another perspective;
  • FIG. 15 is a schematic view of the top structure of the chassis assembly shown in FIG. 13;
  • FIG. 16 is a schematic view of the left side structure of the chassis assembly shown in FIG. 13;
  • FIG. 17 is a schematic cross-sectional structural view taken along line C-C of the chassis assembly (removing the elastic buffer mechanism) of FIG. 13;
  • FIG. 18 is a schematic diagram of another exploded structure of the chassis assembly shown in FIG. 1;
  • FIG. 19 is a schematic plan view of the chassis assembly shown in FIG. 18.
  • An embodiment of the present invention provides an anti-collision buffer module, a chassis assembly, and a vehicle.
  • the crash buffer module and the chassis assembly can be used for a mobile car, that is, the vehicle provided by the embodiment of the present invention can be a mobile car.
  • the mobile car can be an unmanned car and can be remotely controlled by the user.
  • a gimbal can be provided on the mobile cart, and a shooting device can be provided on the gimbal.
  • Multiple mobile cars can form teams to fight against each other to form a mobile robot game. Since the mobile car can be used to fight against hits, during the game, multiple cars may be subject to many collisions with each other, so the mobile car may usually be damaged due to the impact.
  • the anti-collision buffer module and the chassis assembly in the embodiments of the present invention can be applied to other vehicles besides the mobile car, and are not specifically limited herein.
  • the mobile car can be used to fight against hits, and during the game, it will be subject to many collisions, so the mobile car usually needs to be equipped with a small collision avoidance buffer mechanism. Therefore, the anti-collision buffer module and chassis assembly provided by the present application have great application value for the mobile car.
  • crash buffer module the chassis assembly and the vehicle according to some embodiments of the present invention will be described below with reference to FIGS. 1-19.
  • the anti-collision buffer module provided by the embodiment of the first aspect of the embodiments of the present invention is applied to a vehicle, and includes a chassis 10 and a collision buffer device.
  • the anti-collision buffer device is used to connect the wheel 40 and the chassis 10, and is used to elastically deform when the wheel 40 is hit by the impactor, so that the wheel 40 moves relative to the chassis 10 away from the impactor.
  • the anti-collision buffer module provided by the embodiment of the first aspect of the embodiment of the present invention adds a collision buffer device, and uses the collision buffer device to connect the wheel 40 and the chassis 10, because the collision buffer device can be used when the wheel 40 is hit by an impact object
  • the elastic deformation occurs, which enables the wheel 40 to move away from the impact object relative to the chassis 10, thereby playing a good cushioning role; at the same time, the elastic deformation of the collision buffer device will absorb the impact energy received by the vehicle, thus significantly reducing the wheel 40
  • the impact force received has improved the protection effect of the vehicle and prolonged the service life of the vehicle.
  • the impactor can be a wall, table and chairs, cabinets, pedestrians or other vehicles.
  • the collision buffer device includes a rotating support arm 20 and an elastic buffer mechanism 30, as shown in FIGS. 1, 3, and 6; one end of the rotating support arm 20 is used to connect the wheel 40, and the other end of the rotating support arm 20 is rotatably connected to the chassis 10
  • the two ends of the elastic buffer mechanism 30 are connected to the rotating arm 20 and the chassis 10, respectively, for elastic deformation when the wheel 40 is hit by the impact object, as shown in Figure 7, Figure 8, Figure 9 and Figure 12, so that the rotation One end of the arm 20 connected to the wheel 40 moves relative to the chassis 10 away from the impact.
  • the collision buffer device includes a rotating arm 20 and an elastic buffer mechanism 30.
  • One end of the rotating arm 20 is used to connect the wheel 40, and the other end is rotatably connected to the chassis 10.
  • This realizes the rotational connection of the wheel 40 and the chassis 10 ie: The function of the axle
  • the two ends of the elastic buffer mechanism 30 are connected to the rotating arm 20 and the chassis 10 respectively.
  • the elastic buffer mechanism 30 When the wheel 40 is hit by an impactor, the elastic buffer mechanism 30 will elastically deform to absorb the collision energy and make the rotating arm 20 connected to the wheel 40 One end moves relative to the chassis 10 away from the impactor, thereby ensuring that the wheel 40 can also move relative to the chassis 10 away from the impactor, thereby protecting the vehicle. Wherein, when the impact object is far away, the elastic buffer mechanism 30 will recover the elastic deformation, and make the wheel 40 move to the relative position with the chassis 10 to recover as before.
  • the rotating arm 20 can use its end connected to the chassis 10 as a fulcrum to rotate relative to the chassis 10, so that the wheel 40 can rotate around its central axis and can also connect the end of the chassis 10 around the rotating arm 20
  • the revolution as shown in FIGS. 7, 8, 9 and 12, greatly improves the flexibility of the movement of the wheel 40 and helps reduce the probability of deformation and damage when the wheel 40 is hit by an impact object.
  • the elastic buffer mechanism 30 includes a telescopic sleeve 31 and a buffer.
  • the two ends of the telescopic sleeve 31 are respectively rotatably connected to the rotating arm 20 and the chassis 10.
  • the buffer is located in the telescopic sleeve In 31, it is used for compressive deformation when the wheel 40 is hit by an impacting object to shorten the length of the telescopic sleeve 31.
  • the elastic buffer mechanism 30 includes a telescopic sleeve 31 and a cushion.
  • the two ends of the telescopic sleeve 31 are connected to the rotating arm 20 and the chassis 10 to realize the connection function of the elastic buffer mechanism 30.
  • the buffer is located in the telescopic sleeve 31. It can be compressed and deformed when the wheel 40 is hit by an impact object, to shorten the length of the telescopic sleeve 31, to achieve the elastic buffer function of the elastic buffer mechanism 30, so that the end of the rotating arm 20 connected to the wheel 40 can be away from the chassis 10 The direction of the object.
  • the telescopic sleeve 31 when the elastic buffer mechanism 30 includes a telescopic sleeve 31 and a cushion, the telescopic sleeve 31 includes two sub-tubes 311, as shown in FIG. 13, FIG. 14, FIG. 18, and FIG. Both ends are open and nested with each other, so that two sub-tubes 311 enclose a telescopic cavity 312 for accommodating buffers, as shown in FIGS. 6 and 12.
  • the elastic buffer mechanism 30 includes a telescopic sleeve 31 and a buffer
  • the telescopic sleeve 31 is split into two sub-tubes 311, and the ends of the two sub-tubes 311 facing each other are open and nested with each other.
  • a telescopic cavity 312 for accommodating the buffer is enclosed, which is not only convenient for the installation of the buffer, but also for the telescopic action of the telescopic sleeve 31, and is beneficial to increase the amount of telescopic deformation of the telescopic sleeve 31.
  • the elastic buffer mechanism 30 includes a telescopic sleeve 31 and a cushion
  • the buffer includes an elastic member, and both ends of the elastic member abut the two ends of the telescopic sleeve 31, as shown in FIGS. 6 and 12.
  • the buffer includes elastic members, such as springs 32, spring pieces, etc.
  • the structure is simple, the elastic buffer effect is good, the price is low, and it is easy to assemble;
  • the ends abut the two ends of the telescopic sleeve 31, the telescopic sleeve 31 can act on the elastic member when it is stressed, thereby achieving telescopic action.
  • the structure and principle are relatively simple and easy to implement.
  • the elastic buffer mechanism 30 may also only include a buffer, such as an elastic member. Both ends of the elastic member are rotatably connected to the rotating arm 20 and the chassis 10 respectively, and can be compressed and deformed when the wheel 40 is hit by the impact object. The elastic buffering function of the elastic member is realized, so that the end of the rotating arm 20 connected to the wheel 40 can move in a direction away from the impact object relative to the chassis 10.
  • chassis 10 is provided with a mounting groove 11. As shown in FIGS. 14 and 18, one end of the rotating arm 20 connected to the chassis 10 is inserted into the mounting groove 11 and is rotatably connected to the chassis 10.
  • the chassis 10 is provided with a mounting slot 11. During the assembly, first insert the end of the rotating arm 20 connected to the chassis 10 into the mounting slot 11, and then connect it to the chassis 10, so the mounting slot 11 plays a good positioning role. It is beneficial to improve the assembly efficiency, and at the same time, it has a good limiting effect on the rotating arm 20, and is beneficial to improving the stability of the rotating arm 20.
  • the mounting groove 11 includes at least two communicating vertical opening surfaces, as shown in FIG. 14 and FIG. 18, so that the rotating arm 20 can horizontally rotate around the chassis 10, as shown in FIGS. 7, 8, and 9 And shown in Figure 12.
  • the mounting slot 11 includes at least two communicating vertical opening surfaces, so that the rotating support arm 20 can perform a horizontal rotation movement around the chassis 10, that is, the mounting slot 11 is disposed opposite to the two vertical side walls, and then rotates One end of the arm 20 connected to the chassis 10 is inserted into the mounting groove 11 between the two vertical opening surfaces and is rotationally connected with the chassis 10, and can horizontally rotate around the chassis 10, so that the wheels 40 can produce the opposite direction of the vehicle Displacement, thereby further improving the protection of the vehicle, and the structure and principle are relatively simple and easy to implement.
  • a rotating boss 12 may be provided on one of the groove wall of the mounting slot 11 and the rotating support arm 20, and a rotation adapted to the rotating boss 12 may be provided on the other
  • the groove 21 and the rotation boss 12 are inserted into the rotation groove 21 and can rotate relative to it.
  • the rotating boss 12 has a cylindrical shape extending in the vertical direction, so that the rotating arm 20 can perform a horizontal rotating movement around the chassis 10. It can be understood that the manner of connecting the rotating arm 20 to the chassis 10 is not limited to the above, as long as the rotating arm 20 can move relative to the chassis 10.
  • the extending direction of the rotating arm 20 is parallel to the axis of rotation of the wheel 40, as shown in FIGS. 3, 6, 15 and 17.
  • the structure is relatively simple, which is convenient for processing and forming, and the operation principle is also relatively simple.
  • the swivel arm 20 may also extend obliquely, forming an acute angle with the rotation axis of the wheel 40, or the swivel arm 20 may be in a broken line shape, etc., because the above embodiments can all achieve the purpose of the embodiments of the present invention, and there is no It deviates from the design idea and purpose of the embodiments of the present invention, and therefore should be within the protection scope of the embodiments of the present invention.
  • connection portion of the elastic buffer mechanism 30 and the rotating arm 20 is close to the end of the rotating arm 20 connected to the wheel 40, as shown in FIGS. 3, 6, 15 and 17.
  • connection portion of the elastic buffer mechanism 30 and the rotating arm 20 close to the end of the rotating arm 20 connected to the wheel 40 is beneficial to increase the amplitude of movement of the wheel 40 relative to the chassis 10 when hit by an impact object, thereby further improving the impact buffering effect.
  • the collision buffer device is located at the front end of the chassis 10, and the collision buffer device is used to connect the front wheel in the wheel 40 to the chassis 10.
  • the collision buffer device is located at the rear end of the chassis 10, and the collision buffer device is used to connect the rear wheel in the wheel 40 with the chassis 10.
  • the collision buffer device may be located at the front end of the chassis 10. At this time, it is used to connect the front wheel of the wheel 40 and the chassis 10, which can effectively prevent the vehicle from colliding and being damaged during the forward process.
  • the collision buffer device may also be the rear end of the chassis 10, which is used to connect the rear wheel of the wheel 40 and the chassis 10, which can effectively prevent the vehicle from colliding and being damaged during the retreating process.
  • the number of collision buffer devices is also plural.
  • both front wheels and/or two rear wheels are connected to the chassis 10 through a collision buffer device.
  • the structure of the mounting groove 11 is not limited to the solution of the first embodiment, and the rotation mode of the rotating support arm 20 is also not limited to the horizontal direction.
  • the mounting groove 11 includes at least two communicating horizontal opening surfaces, so that the rotating arm 20 can perform a vertical rotating movement around the chassis 10, and this solution enables the wheel 40 to move upward; or, the rotating arm 20 can surround the chassis 10
  • the universal rotation enables the wheels 40 to randomly move when hit by an impact object, so as to reduce the impact strength as much as possible.
  • the rotating boss 12 may be in the shape of a cylinder extending in the horizontal direction, so that the rotating arm 20 can perform a vertical rotating movement around the chassis 10; or it can be at least partially spherical, so that the rotating arm 20 can be wrapped around the chassis 100,000 rotations.
  • the buffer is not limited to the elastic member, but can also be a compressible fluid (such as compressed air, inert gas, hydraulic oil, damping grease, etc.) or a combination of the elastic member and the compressible fluid.
  • the fluid is sealed in the telescopic sleeve 31, which can also play a good elastic cushioning role.
  • the elastic buffer mechanism 30 is an elastic rod capable of bending deformation, and the two ends of the elastic rod are respectively connected to the rotating arm 20 and the chassis 10 for bending deformation when the wheel 40 is hit by the impact object , The end of the rotating arm 20 connected to the wheel 40 moves relative to the chassis 10 away from the impact object.
  • the elastic buffer mechanism 30 is an elastic rod capable of bending deformation.
  • the two ends of the elastic rod are respectively connected to the rotating arm 20 and the chassis 10 to realize the connection function of the elastic buffer mechanism 30; and the elastic rod can be used when the wheel 40 is hit by the impact object
  • the bending deformation occurs to realize the elastic buffer function of the elastic buffer mechanism 30, so that the end of the rotating arm 20 connected to the wheel 40 can move in a direction away from the impact object relative to the chassis 10.
  • the rotating support arm 20 in the first embodiment is changed to a translation support arm, and the other end of the translation support arm is slidingly connected to the chassis 10, and can be horizontally oriented when the wheel 40 is hit by an impact Moving away from the impact object, thereby enabling the wheel 40 to move away from the impact object, this solution also plays a good anti-collision buffering effect and can protect the vehicle. Since this embodiment does not deviate from the design idea and purpose of the embodiments of the present invention, it should also be within the protection scope of the embodiments of the present invention.
  • the chassis assembly provided by the embodiment of the second aspect of the embodiment of the present invention is applied to a vehicle, including wheels 40 and the anti-collision buffer module according to any one of the embodiments of the first aspect.
  • the chassis assembly provided by the embodiment of the second aspect of the present invention includes all the beneficial effects of any of the foregoing embodiments because it includes the anti-collision buffer module of any one of the embodiments of the first aspect, which is not described here. Repeat again.
  • the wheel 40 when the wheel 40 is located at the front of the crash cushion module, the wheel 40 at least partially protrudes from the front end surface of the chassis 10 of the crash cushion module, as shown in FIGS. 1, 2, 3, and 6 When the wheel 40 is located at the rear of the crash buffer module, the wheel 40 at least partially protrudes from the rear end surface of the chassis 10 of the crash buffer module.
  • the wheel 40 When the wheel 40 is located at the front of the anti-collision buffer module, the wheel 40 protrudes at least partially out of the front end surface of the chassis 10, which can prevent the chassis 10 from directly hitting the impactor as much as possible while the vehicle is moving forward, thereby further improving the impact on the vehicle Protective effects.
  • the wheel 40 when the wheel 40 is located at the rear of the anti-collision buffer module, the wheel 40 is at least partially protruded from the rear end surface of the chassis 10, which can prevent the chassis 10 from directly hitting the impactor during the vehicle retreating process, thereby further improving Protection of vehicles.
  • the vehicle provided by the embodiment of the third aspect of the embodiment of the present invention includes a body and a chassis assembly according to any one of the embodiments of the second aspect.
  • the body is provided on the chassis 10 in the chassis assembly.
  • the vehicle provided by the embodiment of the third aspect of the present invention includes the chassis assembly according to any one of the embodiments of the second aspect, and thus has all the beneficial effects of any of the foregoing embodiments, which will not be repeated here.
  • This solution adds a telescopic rotating structure to the remote control axle part, which can make the toy car part of the axle structure rotate in the opposite direction to the direction of movement under high-speed motion impact.
  • the rear side is spring 32 and damping grease, which can generate compression deformation to absorb the impact energy of the toy car, thereby protecting the toy car.
  • a mobile toy vehicle includes an anti-collision buffer module.
  • the anti-collision buffer module is mainly composed of three parts: a chassis 10, a rotating support arm 20, and an elastic buffer mechanism 30.
  • the chassis 10 of the toy car is the central core structure of the car, connected to the left and right rotating arms 20; the rotating arm 20 fixes the wheels (ie, wheels 40), and the end of the rotating arms 20 connected to the wheels can rotate in a direction away from the impact object The degree of freedom of backward or upward; the elastic buffer mechanism 30 is connected between the rotating arm 20 and the chassis 10, and is connected in a triangular state.
  • the elastic buffer mechanism 30 has a spring 32 inside or may contain compressed liquid or gas. Degree of compression absorbs energy.
  • the rotation motion of the rotating arm 20 when impacted is not limited to the degree of freedom of backward or upward, and the arrangement of the rotating arm 20 is not limited to the front and rear of the vehicle.
  • the anti-collision buffer module provided by the embodiment of the present invention is additionally provided with a collision buffer device.
  • the collision buffer device is used to connect the wheel and the chassis. Since the collision buffer device can elastically deform when the wheel is hit by an impact object, It enables the wheels to move away from the impact object relative to the chassis, which plays a good cushioning role; at the same time, the elastic deformation of the collision buffer device will absorb the impact energy received by the vehicle, thus significantly reducing the impact strength of the wheels and improving The protection effect on the vehicle extends the service life of the vehicle.
  • connection can be a fixed connection, a detachable connection, or an integral connection; “connection” can It is directly connected, or indirectly connected through an intermediary.

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Abstract

一种防撞缓冲模组、底盘组件及车辆，防撞缓冲模组包括：底盘(10)；碰撞缓冲装置，用于连接车轮(40)与底盘(10)，且用于在车轮(40)受到撞击物的撞击时发生弹性变形，使车轮(40)相对底盘(10)向远离撞击物的方向运动。利用碰撞缓冲装置来连接车轮(40)与底盘(10)，由于碰撞缓冲装置在车轮(40)受到撞击物的撞击时能够发生弹性变形，使得车轮(40)能够相对底盘(10)向远离撞击物的方向运动，从而起到了良好的缓冲作用；同时，碰撞缓冲装置发生弹性变形时会吸收车辆受到的撞击能量，降低了车轮(40)受到的撞击力度，提高了对车辆的保护效果，延长了车辆的使用寿命。

Description

防撞缓冲模组、底盘组件及车辆 技术领域
本发明实施例涉及车辆技术领域，具体而言，涉及一种防撞缓冲模组、底盘组件及车辆。
背景技术
目前，市面上大部分的玩具车等车辆没有防撞设计或者防撞设计不好，导致车辆在受到撞击物的撞击时极易损坏，寿命较短。
实用新型内容
为了解决上述技术问题至少之一，本发明实施例的一个目的在于提供一种防撞缓冲模组。
本发明实施例的另一个目的在于提供一种包括上述防撞缓冲模组的底盘组件。
本发明实施例的又一个目的在于提供一种包括上述底盘组件的车辆。
为了实现上述目的，本发明实施例第一方面的技术方案提供了一种防撞缓冲模组，应用于车辆，包括：底盘；碰撞缓冲装置，用于连接车轮与所述底盘，且用于在所述车轮受到撞击物的撞击时发生弹性变形，使所述车轮相对所述底盘向远离所述撞击物的方向运动。
本发明实施例第一方面的技术方案提供的防撞缓冲模组，增设了碰撞缓冲装置，利用碰撞缓冲装置来连接车轮与底盘，由于碰撞缓冲装置在车轮受到撞击物的撞击时能够发生弹性变形，使得车轮能够相对底盘向远离撞击物的方向运动，从而起到了良好的缓冲作用；同时，碰撞缓冲装置发生弹性变形时会吸收车辆受到的撞击能量，因而显著降低了车轮受到的撞击力度，提高了对车辆的保护效果，延长了车辆的使用寿命。
至于撞击物的具体形式，则不受限制。比如：撞击物可以是墙壁、桌椅、柜子、行人或者其他车辆等。
另外，本发明实施例提供的上述技术方案中的防撞缓冲模组还可以具有如 下附加技术特征：
在上述技术方案中，所述碰撞缓冲装置包括旋转支臂和弹性缓冲机构；所述旋转支臂的一端用于连接所述车轮，所述旋转支臂的另一端与所述底盘转动连接；所述弹性缓冲机构的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弹性变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
碰撞缓冲装置包括旋转支臂和弹性缓冲机构，旋转支臂的一端用于连接车轮，另一端与底盘转动连接，既实现了车轮与底盘的转动连接(即：实现了车轴的功能)，保证了车辆能够正常行驶，又使得旋转支臂能够相对底盘旋转运动，以保证车轮在受到撞击物的撞击时能够相对底盘向远离障碍物的方向运动，进而起到防撞缓冲效果，保护车辆。弹性缓冲机构的两端分别连接旋转支臂及底盘，当车轮受到撞击物的撞击时，弹性缓冲机构会发生弹性变形，吸收碰撞能量，并使得旋转支臂连接车轮的一端相对底盘向远离撞击物的方向运动，进而保证车轮也能相对底盘向远离撞击物的方向运动，从而对车辆起到保护作用。换言之，该方案中，旋转支臂能够以其连接底盘的一端为支点，相对底盘旋转运动，使得车轮既能够绕其中心轴线自转，又能够绕旋转支臂连接底盘的一端公转，从而大大提高了车轮运动的灵活性，有利于降低车轮受到撞击物撞击时发生变形损坏的概率。
当然，碰撞缓冲装置的结构不局限于上述方案，车轮的运动方式不局限于上述方案。比如：将上述方案中的旋转支臂改为平移支臂，平移支臂的另一端与底盘滑动连接，能够在车轮受到撞击物的撞击时沿水平方向向远离撞击物的方向移动，进而使车轮能够向远离撞击物的方向移动，该方案也起到了良好的防撞缓冲效果，能够对车辆起到保护作用。由于该技术方案没有脱离本发明实施例的设计思想和宗旨，因而也应在本发明实施例的保护范围内。
在上述技术方案中，所述弹性缓冲机构包括伸缩套筒和缓冲物，所述伸缩套筒的两端分别与所述旋转支臂及所述底盘转动连接，所述缓冲物位于所述伸缩套筒内，用于在所述车轮受到所述撞击物的撞击时发生压缩变形，以缩短所述伸缩套筒的长度；或，所述弹性缓冲机构为能够发生弯曲变形的弹力棒，所述弹力棒的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述 撞击物的撞击时发生弯曲变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
弹性缓冲机构包括伸缩套筒和缓冲物，伸缩套筒的两端分别与旋转支臂及底盘转动连接，实现弹性缓冲机构的连接功能；缓冲物位于伸缩套筒内，能够在车轮受到撞击物的撞击时发生压缩变形，以缩短伸缩套筒的长度，实现弹性缓冲机构的弹性缓冲功能，使旋转支臂连接车轮的一端能够相对底盘向远离撞击物的方向运动。
或者，弹性缓冲机构为能够发生弯曲变形的弹力棒，弹力棒的两端分别连接旋转支臂及底盘，实现弹性缓冲机构的连接功能；且弹力棒能够在车轮受到撞击物的撞击时发生弯曲变形，实现弹性缓冲机构的弹性缓冲功能，使旋转支臂连接车轮的一端能够相对底盘向远离撞击物的方向运动。
在上述技术方案中，当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述伸缩套筒包括两个子筒，两个所述子筒相向设置的一端均呈敞口状并相互嵌套，使两个所述子筒围设出用于容纳所述缓冲物的伸缩腔。
对于弹性缓冲机构包括伸缩套筒和缓冲物的方案而言，将伸缩套筒拆分为两个子筒，使两个子筒相向设置的一端均呈敞口状并相互嵌套，围设出用于容纳缓冲物的伸缩腔，既便于缓冲物的安装，又便于伸缩套筒的伸缩动作，且有利于提高伸缩套筒的伸缩变形量。
在上述技术方案中，当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述缓冲物包括弹性件，所述弹性件的两端分别与所述伸缩套筒的两端相抵靠。
对于弹性缓冲机构包括伸缩套筒和缓冲物的方案而言，缓冲物包括弹性件，如弹簧、弹片等，结构简单、弹性缓冲效果好，价格低廉，且易于装配；弹性件的两端分别与伸缩套筒的两端相抵靠，则伸缩套筒受力时即可作用于弹性件，进而实现伸缩动作，结构和原理较为简单，易于实现。当然，缓冲物不局限于弹性件，也可以是可压缩流体(比如压缩空气、惰性气体、液压油、阻尼脂等)或者弹性件与可压缩流体的组合，将可压缩流体密封在伸缩套筒内，同样能够起到良好的弹性缓冲作用。
在上述任一技术方案中，所述底盘上设有安装槽，所述旋转支臂连接底盘的一端插入所述安装槽内，并与所述底盘转动连接。
底盘上设有安装槽，装配时先将旋转支臂连接底盘的一端插入安装槽内，然后使其与底盘转动连接即可，因而安装槽起到了良好的定位作用，有利于提高装配效率，同时也对旋转支臂起到了良好的限位作用，有利于提高旋转支臂的稳定性。
在上述技术方案中，所述安装槽至少包括两个连通的竖直开口面，以使所述旋转支臂能够绕所述底盘进行水平旋转运动。
安装槽至少包括两个连通的竖直开口面，以使旋转支臂能够绕底盘进行水平旋转运动，即：安装槽相对设置的两个竖直方向的侧壁敞开设置，则旋转支臂连接底盘的一端从两个竖直开口面之间插入安装槽中并与底盘转动连接后，能够绕底盘进行水平旋转运动，使得车轮能够产生与车辆行驶方向相反的位移，从而进一步提高对车辆的保护作用，且结构和原理较为简单，易于实现。
当然，安装槽的结构不局限于上述方案，旋转支臂的转动方式也不局限于水平方向。比如：安装槽至少包括两个连通的水平开口面，以使旋转支臂能够绕底盘进行竖直旋转运动，该方案使得车轮能够向上运动；或者，旋转支臂能够绕底盘万向转动，使得车轮在受到撞击物的碰撞时能够随机运动，以尽可能减小受到的撞击力度。
具体地，可以在安装槽的槽壁与旋转支臂中的一个上设置旋转凸台，另一个上设置与旋转凸台相适配的旋转凹槽，旋转凸台插入旋转凹槽中，并能够相对其旋转运动。其中，旋转凸台可以呈沿竖直方向延伸的圆柱状，以使旋转支臂能够绕底盘进行水平旋转运动；也可以呈沿水平方向延伸的圆柱状，以使旋转支臂能够绕底盘进行竖直旋转运动；也可以至少部分呈球面状，以使旋转支臂能够绕底盘万向转动。
在上述任一技术方案中，所述旋转支臂的延伸方向平行于所述车轮的旋转轴线；和/或，所述弹性缓冲机构与所述旋转支臂的连接部位靠近所述旋转支臂连接所述车轮的一端。
使旋转支臂的延伸方向平行于车轮的旋转轴线，结构较为简单，便于加工成型，运行原理也较为简单。当然，旋转支臂也可以倾斜延伸，与车轮的旋转轴线之间形成锐角，或者旋转支臂呈折线形等均可以，由于上述技术方案均能够实现本发明实施例的目的，且没有脱离本发明实施例的设计思想和宗旨，因 而均应在本发明实施例的保护范围内。
使弹性缓冲机构与旋转支臂的连接部位靠近旋转支臂连接车轮的一端，有利于增加车轮在受到撞击物的撞击时相对底盘运动的幅度，从而进一步提高碰撞缓冲效果。
在上述任一技术方案中，所述碰撞缓冲装置位于所述底盘的前端，所述碰撞缓冲装置用于连接所述车轮中的前轮与所述底盘；和/或，所述碰撞缓冲装置位于所述底盘的后端，所述碰撞缓冲装置用于连接所述车轮中的后轮与所述底盘。
碰撞缓冲装置可以位于底盘的前端，此时其用于连接车轮中的前轮与底盘，能够有效防止车辆在前进过程中碰撞受损。
碰撞缓冲装置也可以为与底盘的后端，此时其用于连接车轮中的后轮与底盘，能够有效防止车辆在后退过程中碰撞受损。
进一步地，对于车轮的数量为多个时，碰撞缓冲装置的数量也为多个。比如对于包括两个前轮和两个后轮的情况而言，两个前轮和/或两个后轮均通过碰撞缓冲装置与底盘相连。
本发明实施例第二方面的技术方案提供了一种底盘组件，应用于车辆，包括车轮以及如第一方面技术方案中任一项所述的防撞缓冲模组。
本发明实施例第二方面的技术方案提供的底盘组件，因包括第一方面技术方案中任一项所述的防撞缓冲模组，因而具有上述任一技术方案所具有的一切有益效果，在此不再赘述。
在上述技术方案中，当所述车轮位于所述防撞缓冲模组的前部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的前端面；当所述车轮位于所述防撞缓冲模组的后部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的后端面。
当车轮位于防撞缓冲模组的前部时，使车轮至少部分凸出于底盘的前端面，能够尽可能防止车辆前进过程中底盘直接撞上撞击物，从而进一步提高对车辆的保护作用。
同理，当车轮位于防撞缓冲模组的后部时，使车轮至少部分凸出于底盘的后端面，能够尽可能防止车辆后退过程中底盘直接撞上撞击物，从而进一步提 高对车辆的保护作用。
本发明实施例第三方面的技术方案提供了一种车辆，包括本体以及如第二方面技术方案中任一项所述的底盘组件，所述本体设于所述底盘组件中的底盘上。
本发明实施例第三方面的技术方案提供的车辆，因包括第二方面技术方案中任一项所述的底盘组件，因而具有上述任一技术方案所具有的一切有益效果，在此不再赘述。
本发明实施例的附加方面和优点将在下面的描述部分中变得明显，或通过本发明实施例的实践了解到。
附图说明
本发明实施例的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是本发明一些实施例所述的底盘组件第一状态下一个视角的立体结构示意图；
图2是图1所示底盘组件第一状态下另一个视角的立体结构示意图；
图3是图1所示底盘组件的俯视结构示意图；
图4是图1所示底盘组件的主视结构示意图；
图5是图1所示底盘组件的左视结构示意图；
图6是图5中A-A向的剖视结构示意图；
图7是图1所示底盘组件第二状态下一个视角的立体结构示意图；
图8是图7所示底盘组件第二状态下另一个视角的立体结构示意图；
图9是图7所示底盘组件的俯视结构示意图；
图10是图9所示底盘组件的主视结构示意图；
图11是图9所示底盘组件的左视结构示意图；
图12是图11中B-B向的剖视结构示意图；
图13是图1所示底盘组件的一个分解结构示意图；
图14是图13所示底盘组件另一个视角的分解结构示意图；
图15是图13所示底盘组件的俯视结构示意图；
图16是图13所示底盘组件的左视结构示意图；
图17是图13所述底盘组件(去掉弹性缓冲机构)C-C向的剖视结构示意图；
图18是图1所示底盘组件的另一个分解结构示意图；
图19是图18所示底盘组件的俯视结构示意图。
其中，图1至图19中的附图标记与部件名称之间的对应关系为：
10底盘，11安装槽，12旋转凸台，20旋转支臂，21旋转凹槽，30弹性缓冲机构，31伸缩套筒，311子筒，312伸缩腔，32弹簧，40车轮。
具体实施方式
为了能够更清楚地理解本发明实施例的上述目的、特征和优点，下面结合附图和具体实施方式对本发明实施例进行进一步的详细描述。需要说明的是，在不冲突的情况下，本申请的实施例及实施例中的特征可以相互组合。
在下面的描述中阐述了很多具体细节以便于充分理解本发明实施例，但是，本发明实施例还可以采用其他不同于在此描述的其他方式来实施，因此，本发明实施例的保护范围并不受下面公开的具体实施例的限制。
本发明实施例，提供有一种防撞缓冲模组、底盘组件以及车辆。其中，防撞缓冲模组、底盘组件可以用于移动小车，即本发明实施例提供的车辆可以为移动小车。该移动小车可以为无人车，可以由用户进行遥控。移动小车上可以设有云台，云台上可以设有诸如射击装置。多个移动小车可以组队进行对抗击打，以形成移动机器人比赛。由于移动小车可以用于对抗击打，则在比赛过程中，多个小车之间可能会受到诸多的相互碰撞，因而移动小车通常可能由于受到撞击而损坏。
当然，可以理解，本发明实施例中的防撞缓冲模组、底盘组件除了应用于移动小车之外，也可以适用于其它车辆，此处不做具体限定。
由于移动小车可以用于对抗击打，且在比赛过程中，会受到诸多碰撞，因而移动小车通常需要设置小型防撞缓冲机构。因此，本申请提供的防撞缓冲模组及底盘组件对于移动小车具有很大的应用价值。
下面参照图1至图19描述根据本发明实施例一些实施例所述的防撞缓冲 模组、底盘组件及车辆。
如图1至图19所示，本发明实施例第一方面的实施例提供的防撞缓冲模组，应用于车辆，包括：底盘10和碰撞缓冲装置。
具体地，防撞缓冲装置用于连接车轮40与底盘10，且用于在车轮40受到撞击物的撞击时发生弹性变形，使车轮40相对底盘10向远离撞击物的方向运动。
本发明实施例第一方面的实施例提供的防撞缓冲模组，增设了碰撞缓冲装置，利用碰撞缓冲装置来连接车轮40与底盘10，由于碰撞缓冲装置在车轮40受到撞击物的撞击时能够发生弹性变形，使得车轮40能够相对底盘10向远离撞击物的方向运动，从而起到了良好的缓冲作用；同时，碰撞缓冲装置发生弹性变形时会吸收车辆受到的撞击能量，因而显著降低了车轮40受到的撞击力度，提高了对车辆的保护效果，延长了车辆的使用寿命。
至于撞击物的具体形式，则不受限制。比如：撞击物可以是墙壁、桌椅、柜子、行人或者其他车辆等。
下面结合一些具体实施例来详细描述本申请提供的防撞缓冲模组的具体结构。
实施例一
碰撞缓冲装置包括旋转支臂20和弹性缓冲机构30，如图1、图3和图6所示；旋转支臂20的一端用于连接车轮40，旋转支臂20的另一端与底盘10转动连接；弹性缓冲机构30的两端分别连接旋转支臂20及底盘10，用于在车轮40受到撞击物的撞击时发生弹性变形，如图7、图8、图9和图12所示，使旋转支臂20连接车轮40的一端相对底盘10向远离撞击物的方向运动。
碰撞缓冲装置包括旋转支臂20和弹性缓冲机构30，旋转支臂20的一端用于连接车轮40，另一端与底盘10转动连接，既实现了车轮40与底盘10的转动连接(即：实现了车轴的功能)，保证了车辆能够正常行驶，又使得旋转支臂20能够相对底盘10旋转运动，以保证车轮40在受到撞击物的撞击时能够相对底盘10向远离障碍物的方向运动，进而起到防撞缓冲效果，保护车辆。弹性缓冲机构30的两端分别连接旋转支臂20及底盘10，当车轮40受到撞击物的撞击时，弹性缓冲机构30会发生弹性变形，吸收碰撞能量，并使得旋转 支臂20连接车轮40的一端相对底盘10向远离撞击物的方向运动，进而保证车轮40也能相对底盘10向远离撞击物的方向运动，从而对车辆起到保护作用。其中，当撞击物远离时，弹性缓冲机构30会恢复弹性形变，并使得车轮40移动至与底盘10的相对位置恢复如初。
换言之，该方案中，旋转支臂20能够以其连接底盘10的一端为支点，相对底盘10旋转运动，使得车轮40既能够绕其中心轴线自转，又能够绕旋转支臂20连接底盘10的一端公转，如图7、图8、图9和图12所示，从而大大提高了车轮40运动的灵活性，有利于降低车轮40受到撞击物撞击时发生变形损坏的概率。
进一步地，弹性缓冲机构30包括伸缩套筒31和缓冲物，伸缩套筒31的两端分别与旋转支臂20及底盘10转动连接，如图6和图12所示，缓冲物位于伸缩套筒31内，用于在车轮40受到撞击物的撞击时发生压缩变形，以缩短伸缩套筒31的长度。
弹性缓冲机构30包括伸缩套筒31和缓冲物，伸缩套筒31的两端分别与旋转支臂20及底盘10转动连接，实现弹性缓冲机构30的连接功能；缓冲物位于伸缩套筒31内，能够在车轮40受到撞击物的撞击时发生压缩变形，以缩短伸缩套筒31的长度，实现弹性缓冲机构30的弹性缓冲功能，使旋转支臂20连接车轮40的一端能够相对底盘10向远离撞击物的方向运动。
进一步地，当弹性缓冲机构30包括伸缩套筒31和缓冲物时，伸缩套筒31包括两个子筒311，如图13、图14、图18和图19所示，两个子筒311相向设置的一端均呈敞口状并相互嵌套，使两个子筒311围设出用于容纳缓冲物的伸缩腔312，如图6和图12所示。
对于弹性缓冲机构30包括伸缩套筒31和缓冲物的方案而言，将伸缩套筒31拆分为两个子筒311，使两个子筒311相向设置的一端均呈敞口状并相互嵌套，围设出用于容纳缓冲物的伸缩腔312，既便于缓冲物的安装，又便于伸缩套筒31的伸缩动作，且有利于提高伸缩套筒31的伸缩变形量。
进一步地，当弹性缓冲机构30包括伸缩套筒31和缓冲物时，缓冲物包括弹性件，弹性件的两端分别与伸缩套筒31的两端相抵靠，如图6和图12所示。
对于弹性缓冲机构30包括伸缩套筒31和缓冲物的方案而言，缓冲物包括 弹性件，如弹簧32、弹片等，结构简单、弹性缓冲效果好，价格低廉，且易于装配；弹性件的两端分别与伸缩套筒31的两端相抵靠，则伸缩套筒31受力时即可作用于弹性件，进而实现伸缩动作，结构和原理较为简单，易于实现。
可以理解，弹性缓冲机构30也可以只包括缓冲物，如弹性件，弹性件的两端分别与旋转支臂20及底盘10转动连接，并能够在车轮40受到撞击物的撞击时发生压缩变形，实现弹性件的弹性缓冲功能，使旋转支臂20连接车轮40的一端能够相对底盘10向远离撞击物的方向运动。
进一步地，底盘10上设有安装槽11，如图14、图18所示，旋转支臂20连接底盘10的一端插入安装槽11内，并与底盘10转动连接。
底盘10上设有安装槽11，装配时先将旋转支臂20连接底盘10的一端插入安装槽11内，然后使其与底盘10转动连接即可，因而安装槽11起到了良好的定位作用，有利于提高装配效率，同时也对旋转支臂20起到了良好的限位作用，有利于提高旋转支臂20的稳定性。
进一步地，安装槽11至少包括两个连通的竖直开口面，如图14、图18所示，以使旋转支臂20能够绕底盘10进行水平旋转运动，如图7、图8、图9和图12所示。
安装槽11至少包括两个连通的竖直开口面，以使旋转支臂20能够绕底盘10进行水平旋转运动，即：安装槽11相对设置的两个竖直方向的侧壁敞开设置，则旋转支臂20连接底盘10的一端从两个竖直开口面之间插入安装槽11中并与底盘10转动连接后，能够绕底盘10进行水平旋转运动，使得车轮40能够产生与车辆行驶方向相反的位移，从而进一步提高对车辆的保护作用，且结构和原理较为简单，易于实现。
具体地，如图13、图14、所示，可以在安装槽11的槽壁与旋转支臂20中的一个上设置旋转凸台12，另一个上设置与旋转凸台12相适配的旋转凹槽21，旋转凸台12插入旋转凹槽21中，并能够相对其旋转运动。其中，旋转凸台12呈沿竖直方向延伸的圆柱状，以使旋转支臂20能够绕底盘10进行水平旋转运动。可以理解，旋转支臂20与底盘10的连接方式不限于上述内容，只要旋转支臂20能够相对于底盘10发生运动即可。
优选地，旋转支臂20的延伸方向平行于车轮40的旋转轴线，如图3、图 6、图15和图17所示。
使旋转支臂20的延伸方向平行于车轮40的旋转轴线，结构较为简单，便于加工成型，运行原理也较为简单。当然，旋转支臂20也可以倾斜延伸，与车轮40的旋转轴线之间形成锐角，或者旋转支臂20呈折线形等均可以，由于上述实施例均能够实现本发明实施例的目的，且没有脱离本发明实施例的设计思想和宗旨，因而均应在本发明实施例的保护范围内。
优选地，弹性缓冲机构30与旋转支臂20的连接部位靠近旋转支臂20连接车轮40的一端，如图3、图6、图15和图17所示。
使弹性缓冲机构30与旋转支臂20的连接部位靠近旋转支臂20连接车轮40的一端，有利于增加车轮40在受到撞击物的撞击时相对底盘10运动的幅度，从而进一步提高碰撞缓冲效果。
可选地，碰撞缓冲装置位于底盘10的前端，碰撞缓冲装置用于连接车轮40中的前轮与底盘10。
可选地，碰撞缓冲装置位于底盘10的后端，碰撞缓冲装置用于连接车轮40中的后轮与底盘10。
碰撞缓冲装置可以位于底盘10的前端，此时其用于连接车轮40中的前轮与底盘10，能够有效防止车辆在前进过程中碰撞受损。
碰撞缓冲装置也可以为与底盘10的后端，此时其用于连接车轮40中的后轮与底盘10，能够有效防止车辆在后退过程中碰撞受损。
进一步地，对于车轮40的数量为多个时，碰撞缓冲装置的数量也为多个。比如对于包括两个前轮和两个后轮的情况而言，两个前轮和/或两个后轮均通过碰撞缓冲装置与底盘10相连。
实施例二
与实施例一的区别在于：安装槽11的结构不局限于实施例一的方案，旋转支臂20的转动方式也不局限于水平方向。比如：安装槽11至少包括两个连通的水平开口面，以使旋转支臂20能够绕底盘10进行竖直旋转运动，该方案使得车轮40能够向上运动；或者，旋转支臂20能够绕底盘10万向转动，使得车轮40在受到撞击物的碰撞时能够随机运动，以尽可能减小受到的撞击力度。
进一步地，旋转凸台12可以呈沿水平方向延伸的圆柱状，以使旋转支臂20能够绕底盘10进行竖直旋转运动；也可以至少部分呈球面状，以使旋转支臂20能够绕底盘10万向转动。
实施例三
与实施例一的区别在于：缓冲物不局限于弹性件，也可以是可压缩流体(比如压缩空气、惰性气体、液压油、阻尼脂等)或者弹性件与可压缩流体的组合，将可压缩流体密封在伸缩套筒31内，同样能够起到良好的弹性缓冲作用。
实施例四
与实施例一的区别在于：弹性缓冲机构30为能够发生弯曲变形的弹力棒，弹力棒的两端分别连接旋转支臂20及底盘10，用于在车轮40受到撞击物的撞击时发生弯曲变形，使旋转支臂20连接车轮40的一端相对底盘10向远离撞击物的方向运动。
弹性缓冲机构30为能够发生弯曲变形的弹力棒，弹力棒的两端分别连接旋转支臂20及底盘10，实现弹性缓冲机构30的连接功能；且弹力棒能够在车轮40受到撞击物的撞击时发生弯曲变形，实现弹性缓冲机构30的弹性缓冲功能，使旋转支臂20连接车轮40的一端能够相对底盘10向远离撞击物的方向运动。
实施例五
与实施例一的区别在于：将实施例一中的旋转支臂20改为平移支臂，平移支臂的另一端与底盘10滑动连接，能够在车轮40受到撞击物的撞击时沿水平方向向远离撞击物的方向移动，进而使车轮40能够向远离撞击物的方向移动，该方案也起到了良好的防撞缓冲效果，能够对车辆起到保护作用。由于该实施例没有脱离本发明实施例的设计思想和宗旨，因而也应在本发明实施例的保护范围内。
如图1至图19所示，本发明实施例第二方面的实施例提供的底盘组件，应用于车辆，包括车轮40以及如第一方面实施例中任一项的防撞缓冲模组。
本发明实施例第二方面的实施例提供的底盘组件，因包括第一方面实施例中任一项的防撞缓冲模组，因而具有上述任一实施例所具有的一切有益效果，在此不再赘述。
进一步地，当车轮40位于防撞缓冲模组的前部时，车轮40至少部分凸出于防撞缓冲模组的底盘10的前端面，如图1、图2、图3和图6所示；当车轮40位于防撞缓冲模组的后部时，车轮40至少部分凸出于防撞缓冲模组的底盘10的后端面。
当车轮40位于防撞缓冲模组的前部时，使车轮40至少部分凸出于底盘10的前端面，能够尽可能防止车辆前进过程中底盘10直接撞上撞击物，从而进一步提高对车辆的保护作用。
同理，当车轮40位于防撞缓冲模组的后部时，使车轮40至少部分凸出于底盘10的后端面，能够尽可能防止车辆后退过程中底盘10直接撞上撞击物，从而进一步提高对车辆的保护作用。
本发明实施例第三方面的实施例提供的车辆，包括本体以及如第二方面实施例中任一项的底盘组件，本体设于底盘组件中的底盘10上。
本发明实施例第三方面的实施例提供的车辆，因包括第二方面实施例中任一项的底盘组件，因而具有上述任一实施例所具有的一切有益效果，在此不再赘述。
下面结合一个具体实施例来详细描述本申请提供的车辆的具体结构。
市面上大部分遥控玩具车防撞设计不好，本方案给遥控车轴部分加入可伸缩旋转的结构，可以使玩具车在高速运动撞击情况下，车轴部分结构能够向与运动方向相反方向旋转，旋转副后面为弹簧32和阻尼脂，能够产生压缩变形吸收玩具车的撞击能量，从而保护玩具车。
具体地，一种移动的玩具车，包括防撞缓冲模组，防撞缓冲模组主要有三部分组成：底盘10，旋转支臂20，弹性缓冲机构30。玩具车的底盘10为车中央核心结构，连接左右旋转支臂20；旋转支臂20固定轮子(即车轮40)，旋转支臂20连接轮子的一端可向远离撞击物的方向旋转运动，不限向后还是向上的自由度；弹性缓冲机构30连接在旋转支臂20与底盘10中间，呈三角形态连接，弹性缓冲机构30内部有弹簧32或可含有压缩液体或气体，可沿着某一自由度压缩吸收能量。
如此，玩具车在高速运动时，撞击在障碍物上，作用力直接作用到轮子上，在旋转支臂20的结构限制下，轮胎会沿着远离障碍物的方向旋转，支臂后面 有压缩弹簧32，作用力传递到弹簧32上，弹簧32压缩吸收能量，从而保护小车。
其中，旋转支臂20受到撞击时的旋转运动，不限向后还是向上的自由度，旋转支臂20布置不限于车头，车尾也可布置。
综上所述，本发明实施例提供的防撞缓冲模组，增设了碰撞缓冲装置，利用碰撞缓冲装置来连接车轮与底盘，由于碰撞缓冲装置在车轮受到撞击物的撞击时能够发生弹性变形，使得车轮能够相对底盘向远离撞击物的方向运动，从而起到了良好的缓冲作用；同时，碰撞缓冲装置发生弹性变形时会吸收车辆受到的撞击能量，因而显著降低了车轮受到的撞击力度，提高了对车辆的保护效果，延长了车辆的使用寿命。
在本发明实施例中，术语“第一”、“第二”、“第三”仅用于描述的目的，而不能理解为指示或暗示相对重要性；术语“多个”则指两个或两个以上，除非另有明确的限定。术语“安装”、“相连”、“连接”、“固定”等术语均应做广义理解，例如，“连接”可以是固定连接，也可以是可拆卸连接，或一体地连接；“相连”可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明实施例中的具体含义。
本发明实施例的描述中，需要理解的是，术语“上”、“下”、“左”、“右”、“前”、“后”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明实施例和简化描述，而不是指示或暗示所指的装置或单元必须具有特定的方向、以特定的方位构造和操作，因此，不能理解为对本发明实施例的限制。
在本说明书的描述中，术语“一个实施例”、“一些实施例”、“具体实施例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或特点包含于本发明实施例的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或实例。而且，描述的具体特征、结构、材料或特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
以上所述仅为本发明实施例的优选实施例而已，并不用于限制本发明实施例，对于本领域的技术人员来说，本发明实施例可以有各种更改和变化。凡在本发明实施例的精神和原则之内，所作的任何修改、等同替换、改进等，均应 包含在本发明实施例的保护范围之内。

Claims (37)

  1. 一种防撞缓冲模组，应用于车辆，其特征在于，包括：
    底盘；
    碰撞缓冲装置，用于连接车轮与所述底盘，且用于在所述车轮受到撞击物的撞击时发生弹性变形，使所述车轮相对所述底盘向远离所述撞击物的方向运动。
  2. 根据权利要求1所述的防撞缓冲模组，其特征在于，
    所述碰撞缓冲装置包括旋转支臂和弹性缓冲机构；
    所述旋转支臂的一端用于连接所述车轮，所述旋转支臂的另一端与所述底盘转动连接；
    所述弹性缓冲机构的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弹性变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  3. 根据权利要求2所述的防撞缓冲模组，其特征在于，
    所述弹性缓冲机构包括伸缩套筒和缓冲物，所述伸缩套筒的两端分别与所述旋转支臂及所述底盘转动连接，所述缓冲物位于所述伸缩套筒内，用于在所述车轮受到所述撞击物的撞击时发生压缩变形，以缩短所述伸缩套筒的长度；或
    所述弹性缓冲机构为能够发生弯曲变形的弹力棒，所述弹力棒的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弯曲变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  4. 根据权利要求3所述的防撞缓冲模组，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述伸缩套筒包括两个子筒，两个所述子筒相向设置的一端均呈敞口状并相互嵌套，使两个所述子筒围设出用于容纳所述缓冲物的伸缩腔。
  5. 根据权利要求3所述的防撞缓冲模组，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述缓冲物包括弹性件， 所述弹性件的两端分别与所述伸缩套筒的两端相抵靠。
  6. 根据权利要求2至5中任一项所述的防撞缓冲模组，其特征在于，
    所述底盘上设有安装槽，所述旋转支臂连接所述底盘的一端插入所述安装槽内，并与所述底盘转动连接。
  7. 根据权利要求6所述的防撞缓冲模组，其特征在于，
    所述安装槽至少包括两个连通的竖直开口面，以使所述旋转支臂能够绕所述底盘进行水平旋转运动。
  8. 根据权利要求2至5中任一项所述的防撞缓冲模组，其特征在于，
    所述旋转支臂的延伸方向平行于所述车轮的旋转轴线；和/或
    所述弹性缓冲机构与所述旋转支臂的连接部位靠近所述旋转支臂连接所述车轮的一端。
  9. 根据权利要求1至5中任一项所述的防撞缓冲模组，其特征在于，
    所述碰撞缓冲装置位于所述底盘的前端，所述碰撞缓冲装置用于连接所述车轮中的前轮与所述底盘；和/或
    所述碰撞缓冲装置位于所述底盘的后端，所述碰撞缓冲装置用于连接所述车轮中的后轮与所述底盘。
  10. 一种底盘组件，应用于车辆，其特征在于，包括车轮以及防撞缓冲模组；。
    所述防撞缓冲模组，应用于车辆，包括：
    底盘；
    碰撞缓冲装置，用于连接车轮与所述底盘，且用于在所述车轮受到撞击物的撞击时发生弹性变形，使所述车轮相对所述底盘向远离所述撞击物的方向运动。
  11. 根据权利要求10所述的底盘组件，其特征在于，
    所述碰撞缓冲装置包括旋转支臂和弹性缓冲机构；
    所述旋转支臂的一端用于连接所述车轮，所述旋转支臂的另一端与所述底盘转动连接；
    所述弹性缓冲机构的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弹性变形，使所述旋转支臂连接所述车轮的 一端相对所述底盘向远离所述撞击物的方向运动。
  12. 根据权利要求11所述的底盘组件，其特征在于，
    所述弹性缓冲机构包括伸缩套筒和缓冲物，所述伸缩套筒的两端分别与所述旋转支臂及所述底盘转动连接，所述缓冲物位于所述伸缩套筒内，用于在所述车轮受到所述撞击物的撞击时发生压缩变形，以缩短所述伸缩套筒的长度；或
    所述弹性缓冲机构为能够发生弯曲变形的弹力棒，所述弹力棒的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弯曲变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  13. 根据权利要求12所述的底盘组件，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述伸缩套筒包括两个子筒，两个所述子筒相向设置的一端均呈敞口状并相互嵌套，使两个所述子筒围设出用于容纳所述缓冲物的伸缩腔。
  14. 根据权利要求13所述的底盘组件，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述缓冲物包括弹性件，所述弹性件的两端分别与所述伸缩套筒的两端相抵靠。
  15. 根据权利要求11至14中任一项所述的底盘组件，其特征在于，
    所述底盘上设有安装槽，所述旋转支臂连接所述底盘的一端插入所述安装槽内，并与所述底盘转动连接。
  16. 根据权利要求15所述的底盘组件，其特征在于，
    所述安装槽至少包括两个连通的竖直开口面，以使所述旋转支臂能够绕所述底盘进行水平旋转运动。
  17. 根据权利要求11至14中任一项所述的底盘组件，其特征在于，
    所述旋转支臂的延伸方向平行于所述车轮的旋转轴线；和/或
    所述弹性缓冲机构与所述旋转支臂的连接部位靠近所述旋转支臂连接所述车轮的一端。
  18. 根据权利要求10至14中任一项所述的底盘组件，其特征在于，
    所述碰撞缓冲装置位于所述底盘的前端，所述碰撞缓冲装置用于连接所述 车轮中的前轮与所述底盘；和/或
    所述碰撞缓冲装置位于所述底盘的后端，所述碰撞缓冲装置用于连接所述车轮中的后轮与所述底盘。
  19. 根据权利要求10至18任一项所述的底盘组件，其特征在于，
    当所述车轮位于所述防撞缓冲模组的前部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的前端面；
    当所述车轮位于所述防撞缓冲模组的后部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的后端面。
  20. 一种车辆，其特征在于，包括本体以及底盘组件，
    所述底盘组件，应用于车辆，其特征在于，包括车轮以及防撞缓冲模组；。
    所述防撞缓冲模组，应用于车辆，包括：
    底盘；
    碰撞缓冲装置，用于连接车轮与所述底盘，且用于在所述车轮受到撞击物的撞击时发生弹性变形，使所述车轮相对所述底盘向远离所述撞击物的方向运动；
    所述本体设于所述底盘组件中的底盘上。
  21. 根据权利要求20所述的车辆，其特征在于，
    所述碰撞缓冲装置包括旋转支臂和弹性缓冲机构；
    所述旋转支臂的一端用于连接所述车轮，所述旋转支臂的另一端与所述底盘转动连接；
    所述弹性缓冲机构的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弹性变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  22. 根据权利要求21所述的车辆，其特征在于，
    所述弹性缓冲机构包括伸缩套筒和缓冲物，所述伸缩套筒的两端分别与所述旋转支臂及所述底盘转动连接，所述缓冲物位于所述伸缩套筒内，用于在所述车轮受到所述撞击物的撞击时发生压缩变形，以缩短所述伸缩套筒的长度；或
    所述弹性缓冲机构为能够发生弯曲变形的弹力棒，所述弹力棒的两端分别 连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弯曲变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  23. 根据权利要求22所述的车辆，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述伸缩套筒包括两个子筒，两个所述子筒相向设置的一端均呈敞口状并相互嵌套，使两个所述子筒围设出用于容纳所述缓冲物的伸缩腔。
  24. 根据权利要求23所述的车辆，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述缓冲物包括弹性件，所述弹性件的两端分别与所述伸缩套筒的两端相抵靠。
  25. 根据权利要求21至24中任一项所述的车辆，其特征在于，
    所述底盘上设有安装槽，所述旋转支臂连接所述底盘的一端插入所述安装槽内，并与所述底盘转动连接。
  26. 根据权利要求25所述的车辆，其特征在于，
    所述安装槽至少包括两个连通的竖直开口面，以使所述旋转支臂能够绕所述底盘进行水平旋转运动。
  27. 根据权利要求21至24中任一项所述的车辆，其特征在于，
    所述旋转支臂的延伸方向平行于所述车轮的旋转轴线；和/或
    所述弹性缓冲机构与所述旋转支臂的连接部位靠近所述旋转支臂连接所述车轮的一端。
  28. 根据权利要求20至24中任一项所述的车辆，其特征在于，
    所述碰撞缓冲装置位于所述底盘的前端，所述碰撞缓冲装置用于连接所述车轮中的前轮与所述底盘；和/或
    所述碰撞缓冲装置位于所述底盘的后端，所述碰撞缓冲装置用于连接所述车轮中的后轮与所述底盘。
  29. 一种车辆，其特征在于，包括本体以及底盘组件，所述底盘组件，应用于车辆，其特征在于，包括车轮以及防撞缓冲模组；。
    所述防撞缓冲模组，应用于车辆，包括：
    底盘；
    碰撞缓冲装置，用于连接车轮与所述底盘，且用于在所述车轮受到撞击物的撞击时发生弹性变形，使所述车轮相对所述底盘向远离所述撞击物的方向运动；
    所述本体设于所述底盘组件中的底盘上；
    当所述车轮位于所述防撞缓冲模组的前部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的前端面；
    当所述车轮位于所述防撞缓冲模组的后部时，所述车轮至少部分凸出于所述防撞缓冲模组的底盘的后端面。
  30. 根据权利要求29所述的车辆，其特征在于，
    所述碰撞缓冲装置包括旋转支臂和弹性缓冲机构；
    所述旋转支臂的一端用于连接所述车轮，所述旋转支臂的另一端与所述底盘转动连接；
    所述弹性缓冲机构的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弹性变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  31. 根据权利要求30所述的车辆，其特征在于，
    所述弹性缓冲机构包括伸缩套筒和缓冲物，所述伸缩套筒的两端分别与所述旋转支臂及所述底盘转动连接，所述缓冲物位于所述伸缩套筒内，用于在所述车轮受到所述撞击物的撞击时发生压缩变形，以缩短所述伸缩套筒的长度；或
    所述弹性缓冲机构为能够发生弯曲变形的弹力棒，所述弹力棒的两端分别连接所述旋转支臂及所述底盘，用于在所述车轮受到所述撞击物的撞击时发生弯曲变形，使所述旋转支臂连接所述车轮的一端相对所述底盘向远离所述撞击物的方向运动。
  32. 根据权利要求31所述的车辆，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述伸缩套筒包括两个子筒，两个所述子筒相向设置的一端均呈敞口状并相互嵌套，使两个所述子筒围设出用于容纳所述缓冲物的伸缩腔。
  33. 根据权利要求32所述的车辆，其特征在于，
    当所述弹性缓冲机构包括伸缩套筒和缓冲物时，所述缓冲物包括弹性件，所述弹性件的两端分别与所述伸缩套筒的两端相抵靠。
  34. 根据权利要求30至33中任一项所述的车辆，其特征在于，
    所述底盘上设有安装槽，所述旋转支臂连接所述底盘的一端插入所述安装槽内，并与所述底盘转动连接。
  35. 根据权利要求34所述的车辆，其特征在于，
    所述安装槽至少包括两个连通的竖直开口面，以使所述旋转支臂能够绕所述底盘进行水平旋转运动。
  36. 根据权利要求30至33中任一项所述的车辆，其特征在于，
    所述旋转支臂的延伸方向平行于所述车轮的旋转轴线；和/或
    所述弹性缓冲机构与所述旋转支臂的连接部位靠近所述旋转支臂连接所述车轮的一端。
  37. 根据权利要求29至33中任一项所述的车辆，其特征在于，
    所述碰撞缓冲装置位于所述底盘的前端，所述碰撞缓冲装置用于连接所述车轮中的前轮与所述底盘；和/或
    所述碰撞缓冲装置位于所述底盘的后端，所述碰撞缓冲装置用于连接所述车轮中的后轮与所述底盘。
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