WO2024027147A1 - 车桥结构及车辆 - Google Patents

车桥结构及车辆 Download PDF

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Publication number
WO2024027147A1
WO2024027147A1 PCT/CN2023/079054 CN2023079054W WO2024027147A1 WO 2024027147 A1 WO2024027147 A1 WO 2024027147A1 CN 2023079054 W CN2023079054 W CN 2023079054W WO 2024027147 A1 WO2024027147 A1 WO 2024027147A1
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WO
WIPO (PCT)
Prior art keywords
axle
base
rotating shaft
vehicle
ground
Prior art date
Application number
PCT/CN2023/079054
Other languages
English (en)
French (fr)
Inventor
徐远俊
陈少杰
王奔
Original Assignee
松灵机器人(深圳)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 松灵机器人(深圳)有限公司 filed Critical 松灵机器人(深圳)有限公司
Publication of WO2024027147A1 publication Critical patent/WO2024027147A1/zh

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Classifications

    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01D—HARVESTING; MOWING
    • A01D34/00—Mowers; Mowing apparatus of harvesters
    • A—HUMAN NECESSITIES
    • A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
    • A01D—HARVESTING; MOWING
    • A01D34/00—Mowers; Mowing apparatus of harvesters
    • A01D34/01—Mowers; Mowing apparatus of harvesters characterised by features relating to the type of cutting apparatus
    • A01D34/412—Mowers; Mowing apparatus of harvesters characterised by features relating to the type of cutting apparatus having rotating cutters
    • A01D34/63—Mowers; Mowing apparatus of harvesters characterised by features relating to the type of cutting apparatus having rotating cutters having cutters rotating about a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B60G9/02—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle, e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle

Definitions

  • the present application relates to the field of vehicle technology, and in particular to an axle structure and a vehicle.
  • This application provides an axle structure and a vehicle to solve the problem of poor driving stability of existing vehicles.
  • this application provides an axle structure.
  • the axle structure includes a base, a rotating shaft, an axle and a limiting structure.
  • the rotating shaft is fixed on the base.
  • the middle part of the axle is rotatably connected to the rotating shaft, so that both ends of the axle can rotate up and down relative to the base.
  • the rotating shaft includes a middle section and connecting sections connected to both ends of the middle section.
  • the diameter of the middle section is larger than the diameter of the connecting section.
  • the middle section of the axle is rotationally connected to the middle section.
  • the present application provides a vehicle.
  • the vehicle includes a chassis and the above-mentioned axle structure, and the axle structure is arranged on the chassis.
  • a rotating shaft is provided on the base, so that the axle is rotationally connected to the rotating shaft.
  • the axle can rotate up and down relative to the base to offset the unevenness. The impact of the ground on the base improves the driving stability of the vehicle.
  • Figure 1 is a partial structural schematic diagram of a vehicle provided by an embodiment of the present application.
  • FIG. 2 is an exploded view of the axle structure on the vehicle of FIG. 1 .
  • FIG. 3 is a schematic diagram of the first driving state of the vehicle provided by the embodiment of the present application.
  • Figure 4 is a schematic diagram of the second driving state of the vehicle provided by the embodiment of the present application.
  • FIG. 5 is a schematic diagram of the third driving state of the vehicle provided by the embodiment of the present application.
  • FIG. 6 is a cross-sectional view of the axle structure of the vehicle in FIG. 1 from a first perspective.
  • FIG. 7 is a cross-sectional view of the rotating shaft on the axle structure of FIG. 6 .
  • FIG. 8 is a cross-sectional view of the axle structure of the vehicle in FIG. 1 from a second perspective.
  • Figure 9 is a schematic diagram of the fourth driving state of the vehicle provided by the embodiment of the present application.
  • Main component symbol description vehicle 1; chassis 10; axle structure 20; base 100; bottom plate 110; side plate 120; limiting structure 130; chamfer structure 111; stopper 121; mounting groove 122; rotating shaft 200; middle Section 210; connecting section 220; baffle 230; fastener 240; axle 300; contact surface 301; first section 310; reinforcing structure 311; connecting hole 312; second section 320; straight section 321; curved Folding section 322; receiving cavity 330; base 400; guide column 410; buffer 420; Cable 500.
  • an embodiment of the present application provides a schematic structural diagram of a vehicle 1.
  • the vehicle 1 includes a chassis 10 and an axle structure 20 provided on the chassis 10 . Wheels are respectively connected to both ends of the axle structure 20 .
  • the axle structure 20 includes a base 100, a rotating shaft 200, and an axle 300.
  • the base 100 is connected to the chassis 10 .
  • the rotating shaft 200 is fixed on the base 100 .
  • the middle part of the axle 300 is rotatably connected to the rotating shaft 200 so that both ends of the axle 300 can rotate up and down relative to the base 100 .
  • the up-and-down rotation refers to the movement of the two ends of the axle 300 relatively close to or away from the ground when the vehicle 1 is normally placed on the ground; or refers to the movement of the axle 300 in a plane perpendicular to the ground and perpendicular to the central axis of the rotating shaft 200 , and rotates with the central axis of the rotating shaft 200 as the center of rotation.
  • the ground is not entirely flat, and there are usually pits or ridges on the ground.
  • the vehicle 1 cannot completely avoid the pits or ridges on the ground while driving.
  • the axle is relatively fixedly connected to the chassis, and the axle cannot rotate relative to the chassis. Therefore, when the vehicle drives over potholes or bumps, the axle will drive the chassis to tilt left and right along with the ups and downs of the ground, causing the vehicle to collapse.
  • the vehicle body vibrates due to bumps and vibrations, resulting in poor stability when the vehicle is driving.
  • the axle 300 can adaptively rotate relative to the base 100 according to the undulations of the ground, so that the chassis 10 of the vehicle 1 always remains parallel to the ground, thereby greatly reducing the weight of the vehicle. 1. bumps and vibrations during driving, thus improving the driving stability of the vehicle.
  • symbol G represents the ground
  • symbol T represents the raised top surface on the ground
  • symbol B represents the bottom surface of the chassis 10 .
  • the top surface of the protrusion may be the surface of the protrusion away from the ground
  • the bottom surface B of the chassis 10 refers to the surface of the chassis 10 facing the ground.
  • the right wheel of vehicle 1 is on the ground and the left wheel is on the bump.
  • the axle 300 will rotate relative to the rotating shaft 200, and the chassis 10 will remain substantially parallel to the ground. In this way, when the vehicle 1 passes over the protrusion, the body of the vehicle 1 will not A larger vibration is generated, so that the vehicle 1 can smoothly cross the protrusion.
  • a limiting structure 130 is provided on the base 100.
  • the limiting structure 130 is used to limit the rotation angle of the axle 300 relative to the rotating shaft 200, so that the rotation angle of the axle 300 relative to the rotating shaft 200 is limited to a preset angle. This is to prevent the chassis 10 from colliding with the obstacle when the vehicle 1 crosses the obstacle. Please refer to Figure 5.
  • the axle 300 When the vehicle 1 passes over a higher bump on the ground, after the axle 300 rotates through the preset angle relative to the chassis 10, when the axle 300 continues to rotate relative to the ground, the axle 300 will drive the chassis 10 to rotate, so that The chassis 10 is tilted relative to the ground.
  • the side of the chassis 10 close to the protrusion will be lifted, and the height of the left side of the bottom surface B from the ground will be greater than the height of the top surface T of the protrusion, so that the vehicle 1 can smoothly cross the protrusion. rise.
  • the limiting structure 130 on the base 100, the ability of the vehicle 1 to cross obstacles can be improved, and when the height of the obstacle is less than the preset value, the vehicle 1 can have good driving stability.
  • the preset angle is related to the height of the bottom surface B from the ground and the height of the protrusion that the vehicle 1 needs to pass over.
  • the specific range of the preset angle can be specifically set according to the actual needs of the vehicle 1. In this application No specific limitation is made.
  • the base 100 includes a bottom plate 110 and a side plate 120 connected to the bottom plate 110 .
  • the two side plates 120 are arranged opposite to each other.
  • the limiting structure 130 is configured as a chamfer structure 111 provided on the base 100 .
  • the axle 300 is provided with a contact surface 301 for mating with the chamfer structure 111 .
  • the chamfer structure 111 is provided on the bottom plate 110 and between the two side plates 120 .
  • the base plate 110 is generally in a rectangular structure.
  • the two side plates 120 are disposed on two opposite sides of the base plate 110
  • the chamfer structures 111 are disposed on the other two opposite sides of the base plate 110 .
  • the contact surface 301 abuts the chamfer structure 111 , and the axle 300 cannot continue to rotate relative to the rotating shaft 200 . If the axle 300 continues to rotate relative to the ground, the axle 300 will drive the chassis 10 to rotate relative to the ground. At this time, the bottom surface B of the chassis 10 will tilt relative to the ground.
  • a stopper 121 is provided on one end of the side plate 120 away from the bottom plate 110 , and the limiting structure 130 is configured as the stopper 121 .
  • the rotating shaft 200 is provided between the stopper 121 and the bottom plate 110 .
  • a limited space is formed between the stopper 121 and the bottom plate 110, and the axle 300 can rotate within the limited space.
  • both ends of the rotating shaft 200 are fixedly connected to the two side plates 120 respectively, and the rotating shaft 200 is located between the two side plates 120 .
  • the bottom plate 110 and the two side plates 120 together form a receiving space, and the rotating shaft 200 is disposed in the receiving space.
  • the rotating shaft 200 and the bottom plate 110 are spaced apart to provide a space for the axle 300 to move.
  • the rotating shaft 200 and the side plate 120 can be fixedly connected together by means of screwing, snapping, welding, bonding, etc.
  • one end of the two side plates 120 facing away from the bottom plate 110 is respectively provided with a mounting groove 122 , and the two ends of the rotating shaft 200 are respectively disposed in the mounting grooves 122 on the two side plates 120 .
  • the mounting grooves 122 are opened on opposite sides of the two side plates 120 and do not penetrate the opposite sides of the two side plates 120 .
  • both ends of the rotating shaft 200 do not extend out of the side plate 120 to avoid structural interference between the ends of the rotating shaft 200 and other components on the vehicle 1 .
  • the rotating shaft 200 is connected to the side plate 120 through fasteners 240 .
  • Fasteners 240 may be configured as pins, bolts, rivets, or the like.
  • the fastener 240 is configured as a bolt, and the number of the bolts is set to two.
  • the mounting groove 122 is provided with threaded holes in the groove wall on one side close to the bottom plate 110, and through holes are provided at both ends of the rotating shaft 200.
  • Two bolts are respectively inserted through the through holes at both ends of the rotating shaft 200 and behind the threads on the groove wall.
  • the holes are connected to fix the rotating shaft 200 in the mounting grooves 122 on the two side plates 120 .
  • both ends of the rotating shaft 200 are fixed with fasteners 240.
  • the rotating shaft 200 includes a middle section 210 and a connecting section 220 connected to both ends of the middle section 210 .
  • the diameter of the middle section 210 is larger than the diameter of the connecting section 220 .
  • the middle part of the axle 300 is rotationally connected to the middle section 210 .
  • the middle section 210 still maintains sufficient structural strength after experiencing long-term wear, thereby increasing the service life of the rotating shaft 200.
  • the difference between the diameter of the middle section 210 and the diameter of the connecting section 220 can be a preset value, and the size of the preset value can be specifically set according to the material selection of the rotating shaft 200 and the axle 300 and the service life of the rotating shaft 200 .
  • the diameter of the middle section 210 can be set larger.
  • the diameter of the connecting section 220 being smaller than the diameter of the middle section 210 can also reduce the installation difficulty of the axle 300 and the rotating shaft 200 .
  • the technician can easily sleeve the axle 300 on the connecting section 220.
  • the axle 300 can be pre-positioned through the connecting section 220, thereby facilitating the technician's next step.
  • the axle 300 is sleeved on the middle section 210.
  • the rotating shaft 200 may be configured as an eccentric shaft, and the middle section 210 and the connecting section 220 are eccentrically arranged. After the rotating shaft 200 is fixed on the base 100, the central axis of the middle section 210 is located on the side of the central axis of the connecting section 220 away from the bottom plate 110, so that the distance between the middle part of the axle 300 and the bottom plate 110 is increased, so that the axle 300 is The receiving space has a larger rotation space.
  • the rotating shaft 200 can be rotationally connected to the base 100 , that is, the rotating shaft 200 is rotationally connected to the side plate 120 , thereby reducing the rotational resistance of the axle 300 when rotating relative to the base 100 and further improving the driving stability of the vehicle 1 .
  • the rotating shaft 200 is provided with a baffle 230 , and the baffle 230 is located between the axle 300 and the base 100 to prevent the axle 300 from rubbing against the base 100 when rotating relative to the rotating shaft 200 .
  • the baffle 230 can also limit the movement of the axle 300 in the axial direction of the rotating shaft 200, so that the axle 300 will not slip on the rotating shaft 200, thereby increasing the connection stability between the axle 300 and the rotating shaft 200.
  • the baffle 230 may be configured as a retaining ring that passes through the rotating shaft 200 .
  • the baffle 230 can also be configured as a circlip, and the rotating shaft 200 is provided with a circlip groove, and the circlip is engaged in the circlip groove, so that the axle 300 is limited between the two circlips. between springs.
  • the circlip has a clearance fit with the axle 300 so that the axle 300 can rotate relative to the rotating shaft 200 .
  • the axle 300 is configured as a crankshaft structure, and the axle 300 is bent outward at a position corresponding to the base 100 to form an arch structure.
  • the middle part of the axle 300 is bent in a direction away from the ground to form the arched structure.
  • the middle convex section of the arch structure is away from the ground relative to both ends of the axle 300 .
  • the axle 300 is roughly in the shape of a "ji".
  • the axle 300 is constructed as an arch structure, so that the middle part of the axle 300 has a greater ground clearance relative to the two ends of the axle 300 , thereby making the chassis 10 have a greater ground clearance, that is, the vehicle 1
  • the chassis height is higher, thereby improving the off-road capability of the vehicle 1 and its driving ability in complex road conditions.
  • the axle 300 may also be configured as a straight axle.
  • the axle 300 includes a first section 310 and two second sections 320 connected to both ends of the first section 310 .
  • the first section 310 is rotationally connected to the rotating shaft 200 .
  • One end of the second segment 320 facing away from the first segment 310 is connected to the wheel.
  • Each second section 320 is bent relative to the first section 310 .
  • the axle 300 is disposed on the side of the chassis 10 facing away from the ground.
  • the second section 320 includes a straight section 321 and a bent section 322 connected between the straight section 321 and the first section 310 .
  • the straight section 321 is located on the side of the first section 310 facing the ground.
  • the extending direction of the straight section 321 and the first section 310 is parallel to the chassis 10 .
  • the bent section 322 is bent toward the side away from the ground relative to the straight section 321 and is connected to the first section 310 .
  • the bending angle of the bent section 322 relative to the straight section 321 can be specifically set according to the actual needs of the vehicle 1 .
  • the bending angle refers to the acute angle formed by the extension direction of the straight section 321 and the bent section 322 .
  • the length of the bending section 322 is a constant value, the larger the bending angle, the straight section 321 and the first section 310 are in a direction perpendicular to the ground. The farther the upward distance is, the greater the ground distance of the chassis 10 is.
  • the surface of the bent section 322 facing the bottom plate 110 can be configured as a contact surface 301 .
  • the extension direction of the first segment 310 and the straight section 321 is substantially parallel to the ground, and the extension direction of the bent section 322 is arranged at an angle with the ground.
  • the first section 310 is located on the side of the straight section 321 facing away from the ground. In this way, the bent section 322 can increase the ground clearance of the chassis 10 .
  • the axle 300 may also be configured as an arc-shaped structure, a curved structure, or other forms of arched structures, so that the middle part of the axle 300 can be away from the ground relative to both ends of the axle 300 .
  • the dotted line C in Figure 9 represents the central axis of the wheel.
  • the ability of the vehicle 1 to cross obstacles is related to the wheel diameter and the ground clearance of the chassis 10 .
  • the central axis C of the wheel when the vehicle 1 is normally placed on the ground, the central axis C of the wheel is located on the side of the bottom surface B away from the ground.
  • the ground clearance of the chassis 10 is related to the wheel diameter and the distance between the bottom surface B and the central axis C. The larger the diameter of the wheel and the smaller the distance between the bottom surface B and the central axis C, the greater the height of the chassis 10 from the ground.
  • the larger the diameter of the wheel the larger the overall size of the vehicle 1 will be. Therefore, increasing the ground clearance of the chassis 10 by increasing the diameter of the wheel will not be conducive to the miniaturization design of the vehicle 1 .
  • the distance between the bottom surface B and the central axis C can be reduced, so that the height of the chassis 10 from the ground is increased, thereby improving the off-road capability of the vehicle 1 .
  • the central axis C of the wheel when the vehicle 1 is normally placed on the ground, the central axis C of the wheel is located on the side of the bottom surface B close to the ground. At this time, the greater the distance between the bottom surface B and the central axis C , then the height of the chassis 10 from the ground is greater.
  • the first segment 310 is provided with a connecting hole 312 for connecting with the rotating shaft 200 , and the rotating shaft 200 is inserted into the connecting hole 312 .
  • a connecting hole 312 for connecting with the rotating shaft 200
  • the rotating shaft 200 is inserted into the connecting hole 312 .
  • a reinforcing structure 311 is provided in the middle of the axle 300 for reinforcing the structural strength of the axle 300 at its connection with the rotating shaft 200. The thickness of the reinforcing structure 311 in the middle is greater than the thickness at both ends.
  • the reinforcing structure 311 is configured as a cylindrical structure, and the axis direction of the cylindrical structure is perpendicular to the extension direction of the axle 300 .
  • the cross-sectional shape of the cylindrical structure is generally annular, and the central hole of the cylindrical structure is configured as a connecting hole 312 .
  • the cylindrical structure has a first thickness in the first direction X, and the position of the first segment 310 except the cylindrical structure has a second thickness in the first direction Thickness, the first thickness is greater than the second thickness.
  • the thickness at the middle of the cylindrical structure is greater than the thickness at both ends.
  • the first direction X refers to a direction perpendicular to the chassis 10
  • the second direction Y refers to a direction parallel to the chassis 10 .
  • the wall thickness at each position of the cylindrical structure is approximately equal. This allows the first segment 310 to have sufficient structural strength at the connecting hole 312, thereby solving the problem of the connecting hole 312. It is prone to breakage problems nearby.
  • the cross-sectional shape of the reinforcing structure 311 can be configured as a spindle shape, the short axis of the spindle-shaped structure is parallel to the first direction X, the long axis is parallel to the second direction Y, and the connecting hole 312 is opened in the spindle. in the middle of the shape structure.
  • the reinforcing structure 311 may also be configured as a reinforcing rib disposed on the first segment 310 near the corresponding connection hole 312 , and the reinforcing rib may be disposed along the extension direction of the axle 300 .
  • the vehicle 1 further includes a base 400 and a guide column 410 provided on the base 400 .
  • a base 400 Preferably, there are multiple guide posts 410 provided.
  • the base 100 is slidably connected to the guide column 410 , and the base 100 can slide along the guide column 410 to move away from or approach the base 400 .
  • the base 100 has a first position and a second position relative to the base 400 . In the first position, the base 100 and the base 400 are relatively close to each other, and in the second position, the base 100 and the base 400 are relatively far apart.
  • the vehicle 1 is normally placed on the ground, the body will move toward the ground relative to the axle 300 under the action of gravity. At this time, the base 100 slides along the guide column 410 to the second position.
  • a buffer member 420 is provided between the base 100 and the base 400.
  • the buffer member 420 is used to provide a damping force for the base 100 when the base 100 slides along the guide column 410 to slow down the sliding speed of the base 100. to avoid a large impact with the base 400 when the base 100 moves to the first position or the second position.
  • the buffer member 420 is also used to absorb part of the impact force of the ground on the vehicle 1 when the vehicle 1 travels on an uneven road surface, so as to improve the stability of the vehicle 1 during driving.
  • a receiving cavity 330 is provided in the axle 300 , and a cable 500 for connecting the drive motor on the vehicle 1 is passed through the receiving cavity 330 .
  • the receiving cavity 330 is opened along the extending direction of the axle 300 .
  • the first segment 310 is provided with an opening for the cable 500 to pass through.
  • the cable 500 passes through the opening and passes out from the end of the axle 300 .
  • the drive motor is configured as an in-wheel motor, and the in-wheel motor is mounted on the wheel. Cable 500 is used to connect the wheel hub motor to components such as power supply and controller on the vehicle body.
  • the axle 300 can also provide protection for the cable 500 to prevent the cable 500 from being worn.

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  • Life Sciences & Earth Sciences (AREA)
  • Environmental Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

本申请提供一种车桥结构（20）及车辆（1）。车辆（1）包括底盘（10），车桥结构（20）设置在底盘（10）上。车桥结构（20）包括基座（100）、转轴（200）、车轴（300）以及限位结构（130）。转轴（200）固定于基座（100）上。车轴（300）的中部与转轴（200）转动连接，以使车轴（300）的两端能够相对基座（100）上下转动。本申请提供的车桥结构（20）中通过在基座（100）上设置转轴（200），使车轴（300）转动连接于转轴（200），在车辆行经不平整的地面时，车轴（300）可以相对基座（100）上下转动，以抵消不平整地面对于基座（100）的影响，从而提高车辆（1）的行驶稳定性。

Description

车桥结构及车辆 技术领域
本申请涉及车辆技术领域，尤其涉及一种车桥结构及车辆。
背景技术
现有的车辆在不平整的地面上行走时，车辆会产生颠簸震动，导致车辆的行驶稳定性差。
发明内容
本申请提供一种车桥结构及车辆，以解决现有的车辆行驶稳定性差的问题。
第一方面，本申请提供一种车桥结构。所述车桥结构包括基座、转轴、车轴以及限位结构。所述转轴固定于所述基座上。所述车轴的中部与所述转轴转动连接，以使所述车轴的两端能够相对基座上下转动。所述转轴包括中间段和连接于所述中间段两端的连接段，所述中间段的直径大于所述连接段的直径，所述车轴的中部与所述中间段转动连接。
第二方面，本申请提供一种车辆。所述车辆包括底盘和上述车桥结构，所述车桥结构设置在所述底盘上。
本申请提供的车桥结构中通过在基座上设置转轴，使所述车轴转动连接于所述转轴，在车辆行经不平整的地面时，所述车轴可以相对基座上下转动，以抵消不平整地面对于所述基座的影响，从而提高车辆的行驶稳定性。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍。显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的车辆的局部结构示意图。
图2是图1中车辆上的车桥结构的爆炸图。
图3是本申请实施例提供的车辆的第一行驶状态的示意图。
图4是本申请实施例提供的车辆的第二行驶状态的示意图。
图5是本申请实施例提供的车辆的第三行驶状态的示意图。
图6是图1中车辆上的车桥结构第一视角的剖面图。
图7是图6中车桥结构上的转轴的剖面图。
图8是图1中车辆上的车桥结构第二视角的剖面图。
图9是本申请实施例提供的车辆的第四行驶状态的示意图。
主要元件符号说明：车辆1；底盘10；车桥结构20；基座100；底板110；侧板120；限位结构130；倒角结构111；止挡件121；安装槽122；转轴200；中间段210；连接段220；挡板230；紧固件240；车轴300；抵接面301；第一分段310；加强结构311；连接孔312；第二分段320；平直段321；弯折段322；收容腔330；底座400；导向柱410；缓冲件420； 线缆500。
如下具体实施方式将结合上述附图进一步说明本申请。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述。其中，附图仅用于示例性说明，表示的仅是示意图，不能理解为对本申请的限制。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
在本文中提及“实施例”或“实施方式”意味着，结合实施例或实施方式描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员显式地和隐式地理解的是，本文所描述的实施例可以与其它实施例相结合。
需要说明的是，本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们任何变形，意图在于覆盖不排他的包含。
请参阅图1和图2，本申请实施例提供了一种车辆1的结构示意图。车辆1包括底盘10和设置于所述底盘10上的车桥结构20。车桥结构20的两端分别连接有车轮。车桥结构20包括基座100、转轴200、车轴300。基座100与底盘10连接。转轴200固定于基座100上。车轴300的中部与转轴200转动连接，以使得车轴300的两端能够相对基座100上下转动。其中，所述上下转动是指在车辆1正常放置于地面上时，车轴300的两端相对靠近或远离地面的移动；或者是指车轴300在垂直于地面且垂直于转轴200的中轴线的平面内，以转轴200的中轴线为转动中心进行转动。
可以理解的是，地面不全为平整的平面，地面上通常会有凹坑或凸起，车辆1在行驶的过程中，并不能完全避开地面上的凹坑或凸起。在现有的车辆中，车轴与底盘相对固定连接，车轴不能够相对底盘进行转动，因此车辆在行驶过凹坑或凸起时，车轴将带动底盘随着地面的起伏而左右倾斜，导致车辆的车身产生颠簸抖动，从而导致车辆行驶时的稳定性较差。在本实施例中，车辆1在行经不平整的地面时，车轴300可以根据地面的起伏自适应的相对基座100转动，使得车辆1的底盘10始终保持与地面平行的状态，从而大大减轻车辆1在行驶时的颠簸震动，进而提高车辆的行驶稳定性。
请参阅图3，图3中符号G表示地面，符号T表示地面上的凸起的顶面，符号B表示底盘10的底面。其中，所述凸起的顶面可以为凸起远离地面一侧的表面，所述底盘10的底面B是指底盘10朝向地面一侧的表面。在图3中，车辆1的右侧车轮位于地面上，左侧车轮位于凸起上。车辆1在越过所述凸起时，车轴300将相对转轴200发生转动，而底盘10将保持与地面大致平行的状态，如此，车辆1在越过所述凸起时，车辆1的车身便不会产生较大的震动，从而使车辆1可以平稳地越过所述凸起。
其中，在图3中，在地面上的凸起的高度较低时，车辆1在越过所述凸起时，底盘10的底面B的离地高度大于所述凸起的顶面T的离地高度，此时底盘10不会与所述凸起相撞。请参阅图4，在地面上的凸起物的高度较高时，车辆1在越过所述凸起时，底盘10的地面B的离地高度小于与所述凸起的顶面T的离地高度，此时底盘10将会与所述凸起发生相撞(图 4中的虚线部分)。因此，车轴300相对转轴200可转动的角度过大时，车辆1在越过地面上较高的凸起时容易导致底盘10与所述凸起相撞。
在本实施例中，基座100上设置有限位结构130，所述限位结构130用于限定车轴300相对转轴200的转动角度，使得车轴300相对转轴200的转动角度限制在预设角度内，以避免车辆1在越过障碍物时底盘10与障碍物相撞。请参阅图5，车辆1在越过地面上较高的凸起时，车轴300相对底盘10转过所述预设角度后，车轴300在相对地面继续转动时，车轴300将带动底盘10转动，使底盘10相对地面倾斜。此时，底盘10靠近所述凸起的一侧将被抬升，且底面B左侧的离地高度将大于所述凸起的顶面T的离地高度，从而车辆1能够顺利越过所述凸起。如此，本实施例中通过在基座100上设置限位结构130可以提高车辆1跨越障碍物的能力，且在所述障碍物的高度小于预设值时，使车辆1具有良好的行驶稳定性。其中，所述预设角度与底面B的离地高度和车辆1所需越过的凸起物的高度相关，所述预设角度的具体范围可以根据车辆1的实际需要进行具体设置，本申请中不作具体限定。
请参阅图2和图6，基座100包括底板110和与底板110连接的侧板120。其中，侧板120设置为两个，两个侧板120相对设置。在本实施例中，所述限位结构130构造为在基座100上设置的倒角结构111。车轴300上设置有用于与倒角结构111相配合的抵接面301。具体地，倒角结构111设置于底板110上，且设置在两个侧板120之间。底板110大致呈矩形结构，两个侧板120设置于底板110上的其中两个对边上，倒角结构111设置于底板110的另外两个对边上。在车轴300相对底盘10转过所述预设角度时，抵接面301与倒角结构111相抵接，车轴300将无法继续相对转轴200进行转动。若车轴300继续相对地面转动时，车轴300将会带动底盘10相对地面转动，此时，底盘10的底面B将相对于地面倾斜。
在一些实施例中，侧板120背离底板110的一端设置有止挡件121，所述限位结构130构造为止挡件121。转轴200设置在止挡件121和底板110之间。止挡件121和底板110之间形成有限位空间，车轴300能够在所述限位空间内进行转动。在车轴300相对底盘10转过所述预设角度时，车轴300将与止挡件121相抵接。在车轴300继续转动时，车轴300将带动底盘10将相对于地面倾斜。
在本实施例中，转轴200的两端分别固定连接于两个侧板120上，且转轴200位于两个侧板120之间。底板110和两个侧板120共同围合形成有一收容空间，转轴200设置在所述收容空间内。转轴200与底板110之间间隔设置，以为车轴300提供活动的空间。其中，转轴200与侧板120之间可以通过螺接、卡接、焊接、粘接等方式固定连接在一起。在本实施例中，两个侧板120背离底板110的一端分别开设有安装槽122，转轴200的两端分别设置于两个侧板120上的安装槽122内。具体地，所述安装槽122开设于两个侧板120上相对的两侧，且未贯穿两个侧板120相背的两侧。在转轴200安装于所述安装槽122内时，转轴200的两端未伸出至侧板120外，以避免转轴200的端部与车辆1上的其他元件发生结构干涉。转轴200通过紧固件240与侧板120连接。紧固件240可以构造为销、螺栓、铆钉等。在本实施例中，紧固件240构造为螺栓，所述螺栓的数量设置为两个。所述安装槽122靠近底板110一侧的槽壁开设有螺纹孔，转轴200两端分别开设有通孔，两个螺栓分别穿设于转轴200两端上的通孔后于槽壁上的螺纹孔连接，从而将转轴200固定在两个侧板120上的安装槽122内。如此，转轴200的两端均有紧固件240固定，在转轴200一端的紧固件240松动时，另一端的紧固件240仍能将转轴200固定在侧板120上，从而避免转轴200松脱。
可以理解的是，在车辆1长时间使用后，由于车轴300对于转轴200的不断摩擦，转轴200上对应车轴300的位置处会出现磨损，导致转轴200在该位置处的结构强度将下降，以 至于该位置处容易出现转轴断裂的问题。请参阅图6和图7，在本实施例中，转轴200包括中间段210和连接于中间段210两端的连接段220，中间段210的直径大于连接段220的直径。车轴300的中部与中间段210转动连接。本实施例中通过增大中间段210的直径，使得中间段210在经历长时间的磨损后仍保持足够的结构强度，从而提高转轴200的使用寿命。其中，中间段210的直径与连接段220直径的差值可以为预设值，所述预设值的大小可以根据转轴200和车轴300的材料选择以及转轴200使用寿命的需要进行具体设置。例如，在转轴200需要较长的使用寿命时，可以将中间段210的直径设置的大一些。其中，连接段220的直径小于中间段210的直径还可以降低车轴300与转轴200的安装难度。在安装车轴300时，由于连接段220的直径较小，因此技术人员可以容易的将车轴300套设在连接段220上，通过连接段220可以对车轴300进行预定位，从而方便技术人员下一步的将车轴300套设在中间段210上。
在一些实施例中，转轴200可以构造为偏心轴，中间段210与连接段220偏心设置。在转轴200固定于基座100上后，中间段210的中轴线位于连接段220的中轴线背离底板110的一侧，使车轴300的中部与底板110之间的距离增加，从而使车轴300在所述收容空间有更大的转动空间。在一些实施例中，转轴200可以与基座100转动连接，即转轴200与侧板120转动连接，从而减少车轴300在相对基座100转动时的转动阻力，使车辆1的行驶稳定性进一步提高。
可选地，转轴200上设置有挡板230，挡板230位于车轴300和基座100之间，以避免车轴300在相对转轴200转动时与基座100产生剐蹭。具体地，挡板230设置为两个，车轴300夹设在两个挡板230之间，从而使车轴300与两个侧板120均相间隔。挡板230还能够限制车轴300在转轴200轴向上的移动，使得车轴300不会在转轴200上产生滑移，以增加车轴300与转轴200的连接稳定性。在本实施例中，挡板230可以构造为挡圈，所述挡圈穿设在转轴200上。在一些实施例中，挡板230还可以构造为卡簧，转轴200上开设有卡簧槽，所述卡簧卡接于所述卡簧槽内，以使车轴300被限位在两个卡簧之间。优选地，所述卡簧与车轴300间隙配合，以使车轴300能够相对转轴200转动。
请参阅图2和图8，在本实施例中，车轴300构造为曲轴结构，车轴300对应基座100的位置处向外弯折形成拱形结构。车轴300的中部朝向背离地面的方向弯折而形成所述拱形结构。所述拱形结构的中间凸起段相对于车轴300的两个端部远离地面。在车辆1正常放置于地面上时，车轴300大致呈“几”字形。本实施例中通过将车轴300构造为拱形结构，使得车轴300的中部相对于车轴300的两个端部具有更大的离地距离，从而使得底盘10的离地距离更大，即车辆1的底盘高度更高，从而提高了车辆1的越野能力和在复杂路况下的行驶能力。当然，在一些实施例中，车轴300还可以构造为直轴。
具体地，车轴300包括第一分段310和连接于第一分段310两端的两个第二分段320。第一分段310与转轴200转动连接。第二分段320背离第一分段310的一端与车轮连接。每一个第二分段320均相对第一分段310弯折设置。在本实施例中，车轴300设置于底盘10背离地面的一侧。第二分段320包括平直段321和连接于平直段321和第一分段310之间的弯折段322。平直段321位于第一分段310朝向地面的一侧。平直段321与第一分段310的延伸方向平行于底盘10。弯折段322相对于平直段321向背离地面的一侧弯折，并与第一分段310连接。其中，弯折段322相对平直段321的弯折角度可以根据车辆1的实际需要进行具体设置。所述弯折角度是指平直段321与弯折段322的延伸方向所成的锐角的角度。在弯折段322的长度为定值时，所述弯折角度越大，平直段321与第一分段310在垂直于地面的方 向上的距离就越远，底盘10的离地距离也越大。其中，弯折段322朝向底板110一侧的表面可以构造为抵接面301。
在车辆1正常放置于地面上时，第一分段310和平直段321的延伸方向大致平行于地面，弯折段322的延伸方向与地面呈夹角设置。第一分段310位于平直段321背离地面的一侧。如此，弯折段322可以增大底盘10的离地高度。在一些实施例中，车轴300还可以构造为圆弧形结构、曲线结构或其他形式的拱形结构，以使得车轴300的中部能够相对车轴300的两个端部远离地面。
请参阅图9，图9中虚线C表示车轮的中轴线。车辆1的跨越障碍物的能力与车轮直径和底盘10的离地高度相关。底盘10的离地高度越高，车辆1所能越过的障碍物的高度就越大，车辆1的越野能力就越好。在本实施例中，当车辆1正常放置于地面上时，车轮的中轴线C位于底面B背离地面的一侧。底盘10的离地高度与车轮直径和底面B与中轴线C之间的距离相关。车轮直径越大、底面B到中轴线C之间的距离越小，则底盘10的离地高度就越大。其中，车轮的直径越大，会导致车辆1的整体尺寸也越大，因此通过增大车轮直径来提高底盘10的离地高度将不利于车辆1的小型化设计。本实施例中通过将车轴300构造为拱形结构，可以减小底面B到中轴线C之间的距离，使得底盘10的离地高度增大，从而提高车辆1的越野能力。需要说明的是，在一些实施例中，当车辆1正常放置于地面上时，车轮的中轴线C位于底面B靠近地面的一侧，此时，底面B到中轴线C之间的距离越大，则底盘10的离地高度就越大。
第一分段310开设有用于与转轴200连接的连接孔312，转轴200穿设在连接孔312内。可以理解的是，第一分段310在开设连接孔312后，第一分段310在连接孔312四周处的结构强度会大大降低，在车轴300受到震动或冲击时，连接孔312附近处容易发生断裂。可选地，在本实施例中，车轴300的中部设置有用于加强车轴300在与转轴200的连接处的结构强度的加强结构311，加强结构311中间处的厚度大于其两端处的厚度。
具体地，在本实施例中，加强结构311构造为圆筒结构，所述圆筒结构的轴线方向与车轴300的延伸方向垂直。所述圆筒结构的截面形状大致为圆环形，所述圆筒结构的中心孔构造为连接孔312。在如图8所示的视角中，所述圆筒结构在第一方向X上的具有第一厚度，第一分段310上除所述圆筒结构的位置在第一方向X上具有第二厚度，所述第一厚度大于第二厚度。在第二方向Y上，所述圆筒结构中间处的厚度大于其两端处的厚度。其中，所述第一方向X是指垂直于底盘10的方向，所述第二方向Y是指平行于底盘10的方向。在所述圆筒结构的周向上，所述圆筒结构各位置处的壁厚大致相等，如此可以使得第一分段310在连接孔312处有足够的结构强度，从而解决了连接孔312的附近容易出现断裂的问题。
在一些实施例中，加强结构311的截面形状可以构造为纺锤形状，所述纺锤形结构的短轴平行于第一方向X，长轴平行于第二方向Y，连接孔312开设于所述纺锤形结构的中间位置处。在一些实施例中，加强结构311还可以构造为设置于第一分段310上对应连接孔312附近处的加强筋，所述加强筋可以沿着车轴300的延伸方向设置。
在本实施例中，车辆1还包括底座400和设置于底座400上的导向柱410。优选地，导向柱410设置为多个。基座100与导向柱410滑动连接，基座100可以沿着导向柱410滑动，以远离或靠近底座400。基座100相对底座400具有第一位置和第二位置。在所述第一位置时，基座100和底座400相对靠近，在所述第二位置时，基座100和底座400相对远离。在车辆1正常放置于地面上时，车身在重力的作用下会相对车轴300朝向靠近地面的方向移动，此时，基座100沿着导向柱410滑动至所述第二位置处。在车辆1被提起并脱离地面时，车 轴300在重力的作用下会相对车身朝向靠近地面的方向移动，此时，基座100沿着导向柱410滑动至所述第一位置处。优选地，基座100和底座400之间设置有缓冲件420，缓冲件420用于在基座100沿着导向柱410滑动时，为基座100提供一个阻尼力，减缓基座100的滑动速度，以避免基座100移动至所述第一位置或所述第二位置时与底座400发生较大的冲击。同时，缓冲件420还用于在车辆1的行驶至不平整的路面时，吸收一部分地面对于车辆1的冲击力，以提高车辆1在行驶过程中的平稳性。
在本实施例中，车轴300内设置有收容腔330，收容腔330内穿设与用于连接车辆1上的驱动电机的线缆500。收容腔330沿着车轴300的延伸方向开设。其中，第一分段310上开设有供线缆500穿过的开孔，线缆500从所述开孔中穿入，并从车轴300的端部穿出。优选地，所述驱动电机配置为轮毂电机，所述轮毂电机安装于车轮上。线缆500用于将所述轮毂电机与车身上的电源、控制器等元器件连接。本实施例中通过将线缆500收容于收容腔330内，可以使线缆500被整齐的收纳，并且车轴300还可以为线缆500提供防护，避免线缆500被磨损。
以上所述，仅为本申请的部分实施例，本申请的保护范围不局限于此，任何熟知本领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以权利要求的保护范围为准。

Claims (11)

  1. 一种车桥结构，其特征在于，包括：
    基座；
    转轴，设置于所述基座上；以及
    车轴，所述车轴的中部与所述转轴转动连接，以使所述车轴的两端能够相对基座上下转动；
    所述转轴包括中间段和连接于所述中间段两端的连接段，所述中间段的直径大于所述连接段的直径，所述车轴的中部与所述中间段转动连接。
  2. 根据权利要求1所述的车桥结构，其特征在于，所述基座上设置有限位结构，所述限位结构用于限定所述车轴的转动角度。
  3. 根据权利要求2所述的车桥结构，其特征在于，所述限位结构构造为在所述基座上设置的倒角结构，所述车轴包括与所述倒角结构相配合的抵接面。
  4. 根据权利要求1所述的车桥结构，其特征在于，所述基座包括底板和与所述底板连接的两个侧板，所述两个侧板相对设置，所述转轴位于所述两个侧板之间；
    所述侧板背离所述底板的一侧开设有安装槽，所述转轴设置于所述安装槽内，且所述转轴通过紧固件与所述侧板连接。
  5. 根据权利要求1所述的车桥结构，其特征在于，所述车轴对应所述基座的位置处向外弯折而形成拱形结构。
  6. 根据权利要求1所述的车桥结构，其特征在于，所述车轴包括第一分段和连接于所述第一分段两端的两个第二分段；所述第一分段与所述转轴转动连接；每一个所述第二分段相对所述第一分段弯折设置。
  7. 根据权利要求1所述的车桥结构，其特征在于，所述车轴的中部设置有加强结构，所述加强结构中间处的厚度大于两端处的厚度，所述加强结构上开设有用于与所述转轴连接的连接孔。
  8. 根据权利要求1所述的车桥结构，其特征在于，所述转轴上设置有挡板，所述挡板位于所述车轴和所述基座之间。
  9. 根据权利要求1所述的车桥结构，其特征在于，还包括底座，所述底座上设置有导向柱，所述基座滑动连接于所述导向柱，所述底座和所述基座之间设置有缓冲件。
  10. 根据权利要求1所述的车桥结构，其特征在于，所述车轴内设置有收容腔，所述收容腔内穿设有用于连接车辆的驱动电机的线缆。
  11. 一种车辆，其特征在于，包括底盘和如权利要求1-10任意一项所述的车桥结构，所述车桥结构设置于所述底盘上。
PCT/CN2023/079054 2022-08-01 2023-03-01 车桥结构及车辆 WO2024027147A1 (zh)

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JP2004243912A (ja) * 2003-02-14 2004-09-02 Toyota Industries Corp 三輪式産業車両における操舵用車軸の揺動機構
CN2787486Y (zh) * 2005-03-22 2006-06-14 中国重型汽车集团有限公司 摆臂式车辆悬架
CN202945032U (zh) * 2012-12-14 2013-05-22 中联重科股份有限公司 自行走式高空作业平台
CN217936537U (zh) * 2022-08-01 2022-12-02 松灵机器人(深圳)有限公司 车桥结构及车辆

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JP2004243912A (ja) * 2003-02-14 2004-09-02 Toyota Industries Corp 三輪式産業車両における操舵用車軸の揺動機構
CN2787486Y (zh) * 2005-03-22 2006-06-14 中国重型汽车集团有限公司 摆臂式车辆悬架
CN202945032U (zh) * 2012-12-14 2013-05-22 中联重科股份有限公司 自行走式高空作业平台
CN217936537U (zh) * 2022-08-01 2022-12-02 松灵机器人(深圳)有限公司 车桥结构及车辆

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