A shock-absorbing driving device for a non-passenger vehicle

Abstract

The present invention discloses a shock-absorbing driving device for a non-passenger vehicle, comprising a shock-absorbing device (2) and a driving device, wherein the driving device comprises a motor (1), a reducer (3) and a transmission device (4), wherein a power output shaft of the motor (1) is fixedly connected to one end of the reducer (3) via a universal joint coupling, the axes of the transmission shafts of the motor (1) and the reducer (3) are on the same straight line, the other end of the reducer (3) is fixedly connected to the transmission device (4) via a universal joint coupling, the transmission device (4) is fixedly connected to a wheel via a universal joint coupling, the shock-absorbing device (2) is fixedly connected to a support frame of one of the wheels, and four shock-absorbing driving devices are provided; the present invention has sufficient power, can realize independent shock absorption of the front wheels, and can be applied to complex road conditions such as uneven roads and roads with debris and obstacles.

Description

Technical Field

[0001] The invention relates to a shock absorbing device, in particular to a shock absorbing driving device for a non-passenger vehicle. Background Art

[0002] Most small vehicles are not used for carrying people, but for exploration, investigation and other auxiliary work. Most of these small vehicles are equipped with various precision equipment. Their structure is obviously different from that of manned cars, and their requirements are also different from those of manned vehicles. Non-manned cars require higher shock absorption performance to ensure the accuracy of the action and the accuracy of the results. It is obviously inappropriate to apply the model of cars. The current small vehicles adopt the same scheme as cars, which are generally front-steering and rear-drive, and an integrated frame made by welding. The frame is a frame structure that spans the front and rear axles of the car, commonly known as the beam. It is the base of the car, generally composed of two longitudinal beams and several cross beams, and supported on the wheels through the suspension device, front axle and rear axle. The frame must have sufficient strength and rigidity to withstand the load of the car and the impact from the wheels. The function of the frame is to support and connect various parts of the car, so the frame is the most basic guarantee to ensure that the car completes various tasks. This means that the front wheel and the rear wheel are respectively integrated, and the vibration isolating device is also integrated, and are respectively made into the front axle assembly and the rear axle assembly and installed on the frame.

[0003] The above structure leads to the following problems: 1. The frame using the welded structure is not only wide but also heavy, which increases the risk of failure points such as open welding and fracture in terms of safety. At the same time, this frame will deform during the welding process, affecting the accuracy of the vehicle installation. It is also non-removable and has poor versatility. 2. The integrated structure of the shock absorber causes the change in the stress environment of the wheel on one side to affect the wheel on the other side, resulting in strong vibration and poor stability. 3. Because the wheel, shock absorber and drive shaft need to be assembled, the corresponding size is too large. In addition, two-wheel drive sometimes has problems such as insufficient power and insufficient grip. Summary of the invention

[0004] The object of the present invention is to provide a shock-absorbing driving device for a non-passenger vehicle to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A shock-absorbing drive device for a non-passenger vehicle comprises a shock-absorbing device and a drive device, wherein the drive device comprises a motor, a reducer and a transmission device, wherein the motor and the reducer are respectively fixedly arranged on a frame chassis, a power output shaft of the motor is fixedly connected to one end of the reducer via a universal joint coupling, the axes of the drive shafts of the motor and the reducer are on the same straight line, the other end of the reducer is fixedly connected to the transmission device via a universal joint coupling, the transmission device is fixedly connected to the wheel via a universal joint coupling, the shock-absorbing device is fixedly arranged on the frame chassis, the shock-absorbing device is fixedly connected to a support frame of one of the wheels, and four shock-absorbing drive devices are provided.

[0007] The shock-absorbing drive device for the non-passenger vehicle also includes a frame, which includes a middle frame, two side frames and a cantilever connection frame. The middle frame, two side frames and the cantilever connection frame are all arranged as a frame-shaped combined structure, and the two side frames are respectively fixedly connected to the two sides of the middle frame, and the cantilever connection frame is fixedly arranged on both sides of each of the two side frames.

[0008] The shock absorbing device includes a connecting piece, a fixing piece, an upper cantilever, a shock absorber and a lower cantilever; one end of the connecting piece is fixedly connected to one end of the fixing piece, the other end of the fixing piece is connected to one end of the upper cantilever with a pin shaft, the other end of the upper cantilever is connected to the frame pin shaft, the lower end of the fixing piece is connected to one end of the lower cantilever with a pin shaft, the other end of the lower cantilever is connected to the frame pin shaft, one end of the shock absorber is connected to the lower cantilever pin shaft, and the other end of the shock absorber is connected to the wheel hub pin shaft.

[0009] The connecting member includes a hollow cylinder and a base plate of an integral structure. The hollow cylinder is located on one side of the base plate. Four supporting legs are respectively arranged at the four corners of the other side of the base plate. The supporting corners are externally connected to a steering push rod. A connecting hole is opened on the base plate.

[0010] The fixing member includes a cube and two baffles, which are arranged vertically to the cube. The baffles are fixedly connected to the base plate through connecting holes. A through hole for placing a transmission shaft is opened at the center of the cube, and a groove is opened at the upper end of the fixing member.

[0011] The upper cantilever is configured as a columnar structure, with connection holes at both ends respectively. One end of the upper cantilever is movably embedded in the groove of the fixing member, and the other end is connected to the vehicle frame.

[0012] The lower cantilever includes a U-shaped frame, two connecting frames and four symmetrical plates. The lower end of the fixing piece is embedded in the U-shaped frame of the lower cantilever and connected by bolts; one end of the two connecting frames is reversely fixed to the two ends of the U-shaped frame, and the other end of each connecting frame is fixed with two symmetrical plates. The two connecting frames are fixed to the frame through the symmetrical plates. At least one pair of ear seats is provided at the upper end of the lower cantilever, one end of the shock absorber is fixedly connected to the ear seat, and the other end is connected to the wheel hub.

[0013] The upper cantilever is equal to the lower cantilever in length.

[0014] A long rod is arranged in the middle of the transmission device, and couplings are arranged at both ends of the long rod-shaped transmission device. The coupling at one end of the transmission device is fixedly connected to the reducer, and the coupling at the other end of the transmission device is fixedly connected to the central axis of the gear train.

[0015] The speed reducer is preferably a hydraulic shock absorber.

[0016] The rod portion of the transmission device is arranged parallel to the upper cantilever and the lower cantilever.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. The non-passenger vehicle shock-absorbing drive device of the present invention is connected to other related parts of the wheel through the upper cantilever, the lower cantilever connecting piece and the fixing piece, and then two symmetrically placed independent shock-absorbing devices are connected through the transmission device, so as to enhance the stability during driving. The devices on both sides can realize independent shock absorption of the front wheels, and can be applied to complex road conditions such as uneven roads, roads with debris and obstacles, etc.

[0019] 2. The non-passenger vehicle shock-absorbing driving device of the present invention has a frame that is connected by a combination of multiple components. Batch transportation can effectively utilize the internal space of the original frame, saving transportation costs, effectively solving the problem of uneven welding deformation of different materials, and reducing processing difficulty. In addition, the frame adopts a frame structure to further buffer vibration and improve the shock-absorbing effect.

[0020] 3. The shock-absorbing drive device for the non-passenger vehicle described in the present invention is such that when the vehicle steps over a protrusion, the upper cantilever member cooperates with the lower cantilever member of the vehicle under a parallelogram trajectory, and the fixing member as a whole swings up and down with the help of the force of the shock-absorbing device, so that the distance that the wheel is lifted when crossing the obstacle is eliminated and weakened through the swing, thereby realizing an independent shock-absorbing and buffering effect.

[0021] 4. The shock-absorbing drive device for the non-passenger vehicle described in the present invention adopts four-wheel drive, and the main structure is lighter, which increases the power while reducing the weight, and has sufficient power and sufficient grip. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the present invention;

[0023] Figure 2 It is a schematic structural diagram of the shock absorbing device of the present invention;

[0024] Figure 3 It is a structural schematic diagram of the transmission device of the present invention;

[0025] Figure 4 It is a structural schematic diagram of the frame of the present invention;

[0026] Figure 5 yes Figure 2 Exploded diagram of

[0027] In the figure: 1. motor; 2. shock absorbing device; 21. connecting part; 211. base plate; 212. hollow cylinder; 213. support angle; 22. fixing part; 221. baffle; 222. cube; 223. groove; 224. through hole; 23. upper cantilever; 24. shock absorber; 25. lower cantilever; 251. connecting frame; 252. symmetrical plate; 253. ear seat; 254. U-shaped frame; 3. reducer; 4. transmission device; 5. frame; 51. middle frame; 52. two side frames; 53. cantilever connecting frame. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] according to Figure 1-5 , the present invention provides a technical solution:

[0030] A shock-absorbing driving device for a non-passenger vehicle comprises a shock-absorbing device 2 and a driving device, wherein the driving device comprises a motor 1, a reducer 3 and a transmission device 4, wherein the motor 1 and the reducer 3 are respectively fixedly arranged on a frame chassis, wherein a power output shaft of the motor 1 is fixedly connected to one end of the reducer 3 through a universal joint coupling, wherein the drive shaft axes of the motor 1 and the reducer 3 are on the same straight line and are directly connected without passing through a transmission structure in the middle, thereby reducing power loss, wherein the other end of the reducer 3 is fixedly connected to the transmission device 4 through a universal joint coupling, wherein the transmission device 4 is fixedly connected to a wheel through a universal joint coupling, wherein the shock-absorbing device 2 is fixedly arranged on a frame chassis, wherein the shock-absorbing device 2 is fixedly connected to a support frame of one of the wheels, and wherein the shock-absorbing driving device is provided in four numbers. Four motors 1 are used to drive the four front, rear, left and right wheels respectively to realize four-wheel drive, wherein the motor 1 is reasonably decelerated through the reducer 3 so that it can output a torque adapted to the drive. A universal joint coupling is used to connect the rotating member and the shaft so that the transmission shaft can swing in different directions, so that the independent operation of the shock-absorbing device 2 and the driving device will not interfere with each other.

[0031] The non-passenger vehicle shock-absorbing drive device also includes a vehicle frame 5, which includes a middle frame 51, two side frames 52 and a cantilever connection frame 53. The middle frame 51, two side frames 52 and cantilever connection frame 53 are all set as a frame-shaped combined structure. The two side frames 52 are fixedly connected to the two sides of the middle frame 51, and the cantilever connection frame 53 is fixedly set on both sides of each side frame 52. The cantilever connection frame 53 fixes the cantilever in multiple directions to meet the cantilever reliability requirements. Since the vehicle frame 5 adopts a frame structure, the weight is reduced, making the drive more labor-saving. Since the vehicle frame 5 is a frame-type combined structure, it can buffer vibration during use and further play a shock-absorbing role.

[0032] The shock absorbing device 2 includes a connecting member 21, a fixing member 22, an upper cantilever 23, a shock absorber 24 and a lower cantilever 25; one end of the connecting member 21 is fixedly connected to one end of the fixing member 22, and can rotate relative to each other in the horizontal direction; the other end of the fixing member 22 is connected to one end of the upper cantilever 23 by a pin shaft, and can rotate relative to each other in the vertical direction; the other end of the upper cantilever 23 is connected to the frame pin shaft, and can rotate relative to each other in the vertical direction; the lower end of the fixing member 22 is connected to one end of the lower cantilever 25 by a pin shaft, and the other end of the lower cantilever 25 is connected to the frame pin shaft, and can rotate relative to each other in the vertical direction; one end of the shock absorber 24 is connected to the lower cantilever 25 by a pin shaft, and the other end of the shock absorber 24 is connected to the wheel hub pin shaft. An independent shock absorbing device 2 can reduce the mutual interference between the left and right wheels. Using the same shock absorbing device 2 in the front, back, left and right directions enables the car to cope with complex road conditions, and the parts can be interchanged to avoid inconvenience during assembly.

[0033] The connecting member 21 includes a hollow cylinder 212 and a base plate 211 of an integral structure. The hollow cylinder 212 is located on one side of the base plate 211. Four legs 213 are respectively arranged at the four corners of the other side of the base plate 211. The legs 213 are externally connected to the steering push rod. A connecting hole for connecting the fixing member 22 is provided on the base plate 211. The fixing member 22 includes a cube 222 and two baffles 221. The baffles 221 are arranged vertically with the cube 222. The baffles 221 and the base plate 211 are fixedly connected through the connecting holes. The baffles 221 ensure that the cooperation between the baffles 221 and the base plate 211 does not produce axial movement, so that the baffles 221 and the base plate 211 rotate relative to each other along the direction of the pin hole. A through hole 224 for placing the transmission shaft is provided at the center of the cube 222 to prevent the transmission shaft from interfering with the suspension device during the driving process. A groove 223 is provided at the upper end of the fixing member 22 for internally placing the upper cantilever 23 and connecting and fixing it.

[0034] The upper cantilever 23 is configured as a columnar structure, with connection holes at both ends for connection. One end of the upper cantilever 23 is movably embedded in the groove 223 of the fixing member 22, and the other end is connected to the frame 5. The upper cantilever 23 cooperates with the lower cantilever 25 to make the fixing member 22 swing up and down as a whole under the parallelogram trajectory with the help of the force of the shock absorber 24, thereby realizing independent shock absorbing and buffering effect.

[0035] The lower cantilever 25 includes a U-shaped frame 254, two connecting frames 251 and four symmetrical plates 252. The lower end of the fixing member 22 is embedded in the U-shaped frame 254 of the lower cantilever 25 and connected by bolts; one end of the two connecting frames 251 is reversely fixed to the two ends of the U-shaped frame 254, and the other end of each connecting frame 251 is fixedly provided with two symmetrical plates 252. The two connecting frames 251 are fixed to the frame 5 through the symmetrical plates 252. At least one pair of ear seats 253 is provided at the upper end of the lower cantilever 25, one end of the shock absorber 24 is fixedly connected to the ear seat 253, and the other end is connected to the wheel hub.

[0036] As an implementation scheme to further enhance the stability of the vehicle during travel, the upper cantilever 23 and the lower cantilever 25 are of equal length. When the upper cantilever 23 and the lower cantilever 25 are of equal length, the impact of the wheel positioning parameter jump change is minimal.

[0037] A long rod is provided in the middle of the transmission device 4, and couplings are provided at both ends of the long rod-shaped transmission device 4. The coupling at one end of the transmission device 4 is fixedly connected to the reducer 3, and the coupling at the other end of the transmission device 4 is fixedly connected to the central axis of the wheel system. The transmission device 4 transmits the power of the motor 1 to the traveling wheel system, thereby driving the wheels to rotate.

[0038] The reducer 3 is preferably a hydraulic shock absorber.

[0039] The rod portion of the transmission device 4 is arranged in parallel with the upper cantilever 23 and the lower cantilever 25 , and will not interfere with the shock absorbing effect of the shock absorbing device 2 during the power transmission process.

[0040] The non-passenger car shock-absorbing drive device described in the present invention is implemented and verified by a patrol robot. The frame 5 has sufficient strength and rigidity to withstand the load of the car and the impact from the wheels. The frame can support and connect various parts of the car. The volume and weight of the frame are significantly reduced compared with the prior art. Compared with the prior art, for the same material, the volume of the frame is reduced by about 5%, and the weight is reduced by about 15%. No deformation occurs during installation and use. The whole vehicle is installed quickly and firmly, and has good versatility. Compared with the traditional main beam plus covering support, the frame 5 described in the present invention can use raw materials of the same specifications, simplifying the types of raw materials while ensuring strength. The types of raw materials are unified, and welding is not required, which effectively solves the problem of uneven welding deformation of different materials and reduces the difficulty of processing.

[0041] The non-passenger car shock-absorbing driving device of the present invention is implemented. When the car is vibrated, the shock-absorbing device 2 swings up and down, and the vibration amplitude of the shock-absorbing device 2 is weakened by the reducer 3, thereby reducing the vibration of the frame body. The transmission device 4 passes through the shock-absorbing device 2 and is fixedly connected to the wheel. The motor 1 outputs torque through the reducer 3, and drives the wheel to rotate through the transmission device 4. The connection between the transmission device 4 and the reducer 3 and the connection with the wheel are connected by a universal joint coupling, so that it can meet the rotation in all directions and realize the driving of the car. The transmission device 4 is arranged in parallel with the upper cantilever 23 and the lower cantilever 25. In the process of transmitting power, the shock-absorbing effect of the shock-absorbing device 2 will not be interfered. The structure of the upper cantilever 23 and the lower cantilever 25 can be appropriately adjusted as long as it does not affect the installation position of the two shock absorbers 24. The equal length of the upper cantilever 23 and the lower cantilever 25 can minimize the impact of the wheel positioning parameter jump change and run more smoothly. The length ratio of the upper cantilever 23 and the lower cantilever 25 can also be appropriately changed to make the tire have a certain inclination angle, which is more convenient for the operation of the entire device.

[0042] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A shock-absorbing driving device for a non-passenger vehicle, comprising a shock-absorbing device (2), a driving device and a vehicle frame (5), characterized in that: The driving device comprises a motor (1), a reducer (3) and a transmission device (4); the motor (1) and the reducer (3) are respectively fixedly arranged on a frame chassis; the power output shaft of the motor (1) is fixedly connected to one end of the reducer (3) via a universal joint coupling; the drive shaft axes of the motor (1) and the reducer (3) are on the same straight line; the other end of the reducer (3) is fixedly connected to the transmission device (4) via a universal joint coupling; the transmission device (4) is fixedly connected to the wheel via the universal joint coupling; the shock absorbing device (2) is fixedly arranged on the frame chassis; the shock absorbing device (2) is fixedly connected to a support frame of one of the wheels; the shock absorbing driving device is configured as follows: The vehicle frame (5) comprises a middle frame (51), two side frames (52) and a cantilever connection frame (53); the middle frame (51), the two side frames (52) and the cantilever connection frame (53) are all arranged as a frame-shaped combined structure; the two side frames (52) are respectively fixedly connected to the two sides of the middle frame (51); and the cantilever connection frame (53) is fixedly arranged on the two sides of each of the two side frames (52); the shock absorbing device (2) comprises a connecting member (21), a fixing member (22), an upper cantilever (23), a shock absorber (24) and a lower cantilever (25); one end of the connecting member (21) is fixedly connected to one end of the fixing member (22); the fixing member (22) is fixedly connected to the upper cantilever (23), and the lower cantilever (25) is fixedly connected to the upper cantilever (24); and the fixing member (2 ... The other end is connected to one end of the upper cantilever (23) by a pin shaft, the other end of the upper cantilever (23) is connected to the frame pin shaft, the lower end of the fixing member (22) is connected to one end of the lower cantilever (25) by a pin shaft, the other end of the lower cantilever (25) is connected to the frame pin shaft, one end of the shock absorber (24) is connected to the lower cantilever (25) pin shaft, and the other end of the shock absorber (24) is connected to the wheel hub pin shaft; the connecting member (21) comprises a hollow cylinder (212) and a base plate (211) of an integral structure, the hollow cylinder (212) is located on one side of the base plate (211), and the other side of the base plate (211) is respectively provided with supporting feet (213) at the four corners, and the supporting feet (213) are externally connected to the steering push rod. The fixing member (22) comprises a square body (222) and two baffles (221), the baffles (221) and the square body (222) being arranged vertically, the baffles (221) and the base plate (211) being fixedly connected by the connecting holes, a through hole (224) for placing a transmission shaft being arranged at the center of the square body (222), and a groove (223) being arranged at the upper end of the fixing member (22); the upper cantilever (23) is arranged as a columnar structure, and has connecting holes at both ends, one end of the upper cantilever (23) being movably embedded in the groove (223) of the fixing member (22), and the other end being connected to the vehicle frame (5);The lower cantilever (25) comprises a U-shaped frame (254), two connecting frames (251) and four symmetrical plates (252); the lower end of the fixing member (22) is embedded in the U-shaped frame (254) of the lower cantilever (25) and connected by bolts; one end of the two connecting frames (251) is fixed to the two ends of the U-shaped frame (254) in reverse direction; the other end of each connecting frame (251) is fixedly provided with two symmetrical plates (252); the two connecting frames (251) are fixed to the vehicle frame (5) through the symmetrical plates (252); at least one pair of ear seats (253) is provided at the upper end of the lower cantilever (25); one end of the shock absorber (24) is fixedly connected to the ear seat (253) and the other end is connected to the wheel hub; the rod portion of the transmission device (4) is arranged in parallel with the upper cantilever (23) and the lower cantilever (25). ; 2. The non-passenger vehicle shock absorbing driving device according to claim 1, characterized in that: The upper cantilever (23) and the lower cantilever (25) are of equal length.

3. The non-passenger vehicle shock absorbing driving device according to claim 1, characterized in that: A long rod is provided in the middle of the transmission device (4), and couplings are provided at both ends of the long rod-shaped transmission device (4), the coupling at one end of the transmission device (4) is fixedly connected to the reducer (3), and the coupling at the other end of the transmission device (4) is fixedly connected to the central axis of the gear train.

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